GB2343232A - Motor vehicle drive shafts - Google Patents

Motor vehicle drive shafts Download PDF

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Publication number
GB2343232A
GB2343232A GB9923272A GB9923272A GB2343232A GB 2343232 A GB2343232 A GB 2343232A GB 9923272 A GB9923272 A GB 9923272A GB 9923272 A GB9923272 A GB 9923272A GB 2343232 A GB2343232 A GB 2343232A
Authority
GB
United Kingdom
Prior art keywords
drive shaft
motor vehicle
transmission unit
drive
circlip
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB9923272A
Other versions
GB9923272D0 (en
GB2343232B (en
Inventor
David John Tickle
Clive David Woolmer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MG Rover Group Ltd
Original Assignee
MG Rover Group Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MG Rover Group Ltd filed Critical MG Rover Group Ltd
Publication of GB9923272D0 publication Critical patent/GB9923272D0/en
Publication of GB2343232A publication Critical patent/GB2343232A/en
Application granted granted Critical
Publication of GB2343232B publication Critical patent/GB2343232B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D3/226—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts the groove centre-lines in each coupling part lying on a cylinder co-axial with the respective coupling part
    • F16D3/227—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts the groove centre-lines in each coupling part lying on a cylinder co-axial with the respective coupling part the joints being telescopic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D2003/22313—Details of the inner part of the core or means for attachment of the core on the shaft

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

A drive shaft 20 driven <I>via</I> a constant velocity joint by an output member 11 having a bore 16 can be pushed into the bore 16 if the drive shaft is subjected to an excessive axial load in the direction of a transmission unit 5 of a motor vehicle. The wall 7 of the transmission unit may be provided with an annular groove 8 so that the wall will fail if contacted by the shaft 20.

Description

A Motor Vehicle This invention relates to a motor vehicle and in particular to a transmission arrangement for a motor vehicle.
It is well known to provide a motor vehicle with an engine driving a transmission unit from which extend one or more drive shafts. These drive shafts drive road wheels of the motor vehicle. Such drive shafts may extend transversely across the vehicle or longitudinally with the vehicle depending upon the particular transmission arrangement of the motor vehicle. In the case of a four wheel drive motor vehicle, there may be drive shafts extending both longitudinally and transversely.
In the event of an accident, drive shafts are problematic as they form a substantially rigid strut. Such rigid struts can compromise the progressive crush characteristics of the motor vehicle for more sympathetic energy absorbing with less injury to vehicle occupants. Furthermore, such rigid struts can lead in some circumstances to high levels of deceleration being imparted to the motor vehicle due to the non-compressive nature of the . drive shafts.
It is an object of this invention to overcome the problems associated with the prior art.
According to the invention there is provided a motor vehicle having an engine connected to drive a transmission unit, the transmission unit having a casing supporting at least one rotating output member, a constant velocity joint connecting the output member to a drive shaft wherein the output member is a tubular member having a bore of greater diameter than the external diameter of the drive shaft, so that if the drive shaft is subjected to an excessive axial load causing it to disengage axial location of the constant velocity joint at least a portion of the drive shaft can be accommodated within the bore of the output member.
The drive shaft may be held in the constant velocity joint by a circlip located in a groove in the drive shaft, the circlip groove being shaped to cooperate with the circlip so as to eject the circlip from the groove when an excessive axial force is applied to the drive shaft.
The groove may have a tapered side wall for co-operation with a tapered side surface of the circlip so as to wedge the circlip out from the groove when an excessive axial load is applied to the drive shaft.
There may be a sealing plate interposed between the constant velocity joint and theoutput shaft to prevent the egress of lubrication oil from the transmission unit, the sealing plate may be punctured by the drive shaft when it is urged into the output member.
The transmission unit may be a transfer gearbox for a four wheel drive vehicle and the drive shaft may be a drive shaft connected at its other end to a differential unit.
The motor vehicle may have a first drive shaft extending from the transmission unit to a front differential unit and a second drive shaft extending from the transmission unit to a differential unit supplying drive to a rear axle of the motor vehicle, wherein at least one of said drive shafts is arranged to slide into said transmission unit if the drive shaft is subjected to a large axial load in the direction of the transmission unit.
The first drive shaft may be arranged to slide into the transmission unit when the axial location of the constant velocity joint is displaced Both of the drive shafts may be arranged to slide into the transmission unit when the axial position of the constant velocity joint is displaced.
The invention will now be described by way of example with reference to the accompanying drawing in which: Fig. 1 is a cross-section through part of a motor vehicle according to the invention showing a part of a transmission unit and an associated drive shaft; Fig. 2 is an enlarged view of part of the drive shaft shown in Fig. 1 ; and Fig. 3 is a schematic plan view of a motor vehicle according to the invention.
A four wheel drive motor vehicle 1 has a body structure supporting an engine 2, a transmission unit 5 driven by the engine 2, a first drive shaft 20 extending from the transmission unit 5 to a differential unit 3 located towards the front of the motor vehicle 1 and a second drive shaft 30 extending rearwards from the transmission unit 5 to a rear differential 31 for driving a rear mounted axle of the motor vehicle 1.
The transmission unit 5 has a change speed gearbox 4 and a transfer gearbox 6 to transmit drive to the first drive shaft 20.
The transfer gearbox 6 has a casing 10 supporting a output member 11 by means of a pair of spaced apart bearings 13,14. The output member is in the form of a tubular output shaft 11 having a central bore 16 and a flanged end 18 for driving connection to a constant velocity joint 17. The . output shaft 11 is driven by an output gearwheel 12 connected to drive the output shaft 11 by means of a spline drive. The output gearwheel 12 is in engagement with a further gear (not shown) forming part of the transfer gearbox 6.
A seal 15 is located in a recess lOa in the casing 10 for co-operation with the outer surface of the drive shaft 20. The seal 15 being provided to prevent the egress of lubrication oil from the transmission unit 5.
An end cap 24 is press fitted into a recess in the flange 18 to prevent the egress of lubrication oil from the transmission unit 5 through the bore 16 in the output shaft 11.
The constant velocity joint 17 drives the drive shaft 20 by means of a splined connection therebetween. The constant velocity joint 17 having a splined output drive ring 19 that is engaged with a number of splines 25 formed on the end of the drive shaft 20.
The drive shaft 20 is held within the drive ring 19 by a pair of circlips 21,23 engaged in peripherally extending grooves in the drive shaft 20.
A rubber boot 26 is provided to prevent dust and debris from entering the constant velocity joint 17.
A first circlip 21 prevents the drive shaft 20 from moving axially in the direction of arrow X on Fig. 1 and the second circlip 23 prevents movement in the opposite direction, that is to say, away from the transmission unit 5.
The first circlip 21 is shown in greater detail in Fig. 2 from which it can be seen that the circlip 21 has a tapered side portion facing away from the transmission unit 5 for co-operation with a tapered wall of the groove 22 in which the circlip 21 is fitted. The circlip 23 and its associated groove 28 are of a similar form.
The two circlips 21,23 are sufficiently strong to resist all normal axial loads applied to the drive shaft 20 so as to maintain engagement of the drive shaft 20 with the drive ring 19. However, if an excessively high axial load is applied to the drive shaft in the direction of arrow X, such as would occur if the opposite end of the drive shaft 20 is pushed rearwards by frontal collision of the motor vehicle with some other object, then the circlips 21,23 are arranged to become disengaged from the recesses 22,28 thereby allowing the drive shaft 20 to move axially towards the transmission unit 5.
The interaction of the tapered side surface on the circlips 21,23 reacts against the tapered side surface of the grooves 22,28 thereby creating a wedging action which expands the circlips 21,23 until they disengage from the grooves 22,28.
This occurs in two stages, firstly, the first circlip 21 is extracted from its groove 22 by interaction of the circlip 21 with the drive ring 19. This allows the drive shaft 20 to move towards the transmission casing 5 until it reaches the end cap 24. If the axial load applied to the drive shaft 20 continues to be applied, then the drive shaft 20 will punch a hole through the end cap 24 and continue to move towards the transmission unit 5 until the second circlip 23 abuts the end of the bore 16 in the output member 11.
The internal diameter of the bore 16 is greater than the diameter of the drive shaft 20 but not greater than the outside diameter of the second circlip 23 and so the motion of the drive shaft 20 into the bore 16 will cause the circlip 23 to be stripped out of its recess 28 by the wedging action between the circlip 23 and its respective groove 28.
The drive shaft 20 is then free to continue moving in the direction of arrow X until it contacts the inner wall 7 of the transmission unit 5.
Normally, the axial movement of the drive shaft 20 will not be sufficient to contact the inner wall 7, but if it does do so, then the inner wall 7 is designed to fail by the provision of an annular groove 8 formed in the inner wall 7.
It will therefore be appreciated that a considerable amount of axial travel of the drive shaft 20 is possible before a significant restriction to movement is encountered and this greatly reduces the risk of the drive shaft 20 having an undesirable effect on the crash performance of the motor vehicle.
Although the invention has been described with respect to use of a particular circlip arrangement, it will be appreciated that any circlip arrangement that allows the drive shaft to be readily released when a predetermined axial end load is applied to the shaft could be used.
Although the invention has been described in relation to its use for a particular drive shaft arrangement, it will be appreciated that it could be applied to any drive shaft that is connected to a transmission unit by means of a constant velocity joint and that there could be more than one such plunging drive shaft fitted to the motor vehicle.
For example, the transmission unit could be a transmission unit for a front wheel drive motor vehicle having a differential unit driving two transversely extending drive shafts linking the differential to the front wheels. Both of the drive shafts could be arranged in the event of a significant collision to be pushed into the differential unit.

Claims (9)

  1. CLAIMS 1. A motor vehicle having an engine connected to drive a transmission unit, the transmission unit having a casing supporting at least one output member, a constant velocity joint connecting the output member to a drive shaft wherein the output member is a tubular member having a bore of greater diameter than the external diameter of the drive shaft, so that if the drive shaft is subjected to an excessive axial load causing it to disengage axial location of the constant velocity joint at least a portion of the drive shaft can be accommodated within the bore of the output member.
  2. 2. A motor vehicle as claimed in Claim 1 in which the drive shaft is held in the constant velocity joint by a circlip located in a groove in the drive shaft, the circlip groove being shaped to co-operate with the circlip so as to eject the circlip from the groove when an excessive axial force is applied to the drive shaft and so disengage axial location of the constant velocity joint.
  3. 3. A motor vehicle as claimed in Claim 2 in which the groove has a tapered side wall for co-operation with a tapered side surface of the circlip so as to wedge the circlip out from the groove when an excessive axial load is applied to the drive shaft.
  4. 4. A motor vehicle as claimed in any preceding claim in which there is a sealing plate interposed between the constant velocity joint and the output shaft to prevent the egress of lubrication oil from the transmission unit, the sealing plate being punctured by the drive shaft when it is urged into the output member.
  5. 5. A motor vehicle as claimed in any preceding claim in which the transmission unit is a transfer gearbox for a four wheel drive vehicle and the drive shaft is a drive shaft connected at its other end to a differential unit.
  6. 6. A motor vehicle as claimed in any of Claims 1 to 4 in which the motor vehicle has a first drive extending from the transmission unit to a front differential unit and a second drive shaft extending from the transmission unit to a differential unit supplying drive to a rear axle of the motor vehicle, wherein at least one of said drive shafts is arranged to slide into said transmission unit if the drive shaft is subjected to a large axial load in the direction of the transmission unit.
  7. 7. A motor vehicle as claimed in Claim 6 in which the first drive shaft is arranged to slide into the transmission unit when subjected to an excessive axial load.
  8. 8. A motor vehicle as claimed in Claim 6 in which both of the drive shafts are arranged to slide into the transmission unit when subjected to an excessive axial load.
  9. 9. A motor vehicle substantially as described herein with reference to the accompanying drawing.
GB9923272A 1998-10-27 1999-10-04 A motor vehicle Expired - Fee Related GB2343232B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GBGB9823470.1A GB9823470D0 (en) 1998-10-27 1998-10-27 A motor vehicle

Publications (3)

Publication Number Publication Date
GB9923272D0 GB9923272D0 (en) 1999-12-08
GB2343232A true GB2343232A (en) 2000-05-03
GB2343232B GB2343232B (en) 2003-04-02

Family

ID=10841352

Family Applications (2)

Application Number Title Priority Date Filing Date
GBGB9823470.1A Ceased GB9823470D0 (en) 1998-10-27 1998-10-27 A motor vehicle
GB9923272A Expired - Fee Related GB2343232B (en) 1998-10-27 1999-10-04 A motor vehicle

Family Applications Before (1)

Application Number Title Priority Date Filing Date
GBGB9823470.1A Ceased GB9823470D0 (en) 1998-10-27 1998-10-27 A motor vehicle

Country Status (1)

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GB (2) GB9823470D0 (en)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1130669A (en) * 1966-06-29 1968-10-16 Gen Motors Corp Universal joints
US4202184A (en) * 1977-09-07 1980-05-13 Uni-Cardan Aktiengesellschaft Homokinetic universal joint assembly
GB2088526A (en) * 1980-11-11 1982-06-09 Loehr & Bromkamp Gmbh Wheel rub mounting
GB2208698A (en) * 1985-02-22 1989-04-12 Gkn Automotive Components Inc Universal joint
GB2209380A (en) * 1987-09-02 1989-05-10 Loehr & Bromkamp Gmbh Drive shaft assembly
GB2289929A (en) * 1994-06-03 1995-12-06 Loehr & Bromkamp Gmbh Assembly of constant velocity ratio universal joint and shaft

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1130669A (en) * 1966-06-29 1968-10-16 Gen Motors Corp Universal joints
US4202184A (en) * 1977-09-07 1980-05-13 Uni-Cardan Aktiengesellschaft Homokinetic universal joint assembly
GB2088526A (en) * 1980-11-11 1982-06-09 Loehr & Bromkamp Gmbh Wheel rub mounting
GB2208698A (en) * 1985-02-22 1989-04-12 Gkn Automotive Components Inc Universal joint
GB2209380A (en) * 1987-09-02 1989-05-10 Loehr & Bromkamp Gmbh Drive shaft assembly
GB2289929A (en) * 1994-06-03 1995-12-06 Loehr & Bromkamp Gmbh Assembly of constant velocity ratio universal joint and shaft

Also Published As

Publication number Publication date
GB9823470D0 (en) 1998-12-23
GB9923272D0 (en) 1999-12-08
GB2343232B (en) 2003-04-02

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Legal Events

Date Code Title Description
732E Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977)
746 Register noted 'licences of right' (sect. 46/1977)

Effective date: 20050706

732E Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977)
732E Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977)

Free format text: REGISTERED BETWEEN 20131128 AND 20131204

PCNP Patent ceased through non-payment of renewal fee

Effective date: 20181004