US20020117344A1 - Propeller shaft deflector - Google Patents
Propeller shaft deflector Download PDFInfo
- Publication number
- US20020117344A1 US20020117344A1 US09/795,863 US79586301A US2002117344A1 US 20020117344 A1 US20020117344 A1 US 20020117344A1 US 79586301 A US79586301 A US 79586301A US 2002117344 A1 US2002117344 A1 US 2002117344A1
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- US
- United States
- Prior art keywords
- propeller shaft
- vehicle
- deflector
- support bracket
- support structure
- 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
Links
- 238000000034 method Methods 0.000 claims description 6
- 238000010521 absorption reaction Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000007665 sagging Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
- B60K17/24—Arrangements of mountings for shafting
Definitions
- the present invention pertains generally to automobile drive systems and, more particularly, to vehicle assemblies that are adapted to permit movement or travel of the engine and other structural components in the event of a front-end collision.
- the propeller shaft can be of one piece or two-piece construction. In either case, a center of the propeller shaft is typically guided by a center support to prevent sagging.
- a conventional two-piece propeller shaft and center support is taught by U.S. Pat. No. 4,732,230, the disclosure of which is expressly incorporated herein in its entirety.
- the center support normally includes a resilient casing that is surrounded by a U-shaped bracket. The casing and bracket cooperate to support the weight of the shaft and, in the case of two-piece propeller shafts, is adjacent the joint or connection between the two propeller pieces.
- the center support is also the location at which the propeller shaft jams against the under-surface of the vehicle, thereby limiting the rearward stroke of the engine.
- the present invention is directed toward a device that guides the propeller shaft rearwardly in the event of a front-end collision, and helps to prevent jamming of the propeller shaft.
- the present invention is further directed toward a device that effectively increases the vehicle crash stroke and absorption of energy by the vehicle in the event of a front-end collision.
- an improved central support structure for a vehicle propeller shaft is provided.
- the central support structure is disposed at a predetermined position along the length of the propeller shaft and is adapted to support the propeller shaft vertically relative to a lower surface of the vehicle.
- the support structure permits and facilitates movement of the propeller shaft rearwardly during a front-end collision between the vehicle and another object.
- the central support structure includes a support bracket, a resilient annular support, and a deflector.
- the support bracket is secured to a lower surface of the vehicle at a predetermined position and surrounds at least a lower portion of the propeller shaft.
- the resilient annular support substantially surrounds the propeller shaft at the predetermined position and is supported by the support bracket.
- the deflector is secured to the lower surface of the vehicle adjacent the predetermined position. The deflector is sized and positioned so as to guide the propeller shaft through the support bracket during a front-end collision.
- the deflector includes a curved surface that faces toward the propeller shaft. During a front-end collision, the curved surface is engaged by the propeller shaft and directs the propeller shaft through the support bracket.
- the propeller shaft has a longitudinal axis and a rotational direction. At least a portion of the deflector is disposed at a position relatively forward of the predetermined position and offset from the longitudinal axis in the rotational direction.
- FIG. 1 is a partially exploded perspective view of the propeller shaft, support bracket, and deflector according to the present invention
- FIG. 2 is a top and right side perspective view of the deflector
- FIG. 3 is a front elevational view of the deflector
- FIG. 4 is a right side elevational view of the deflector
- FIG. 5 is a top plan view of the deflector
- FIG. 6 is a view of a portion of the underside of a vehicle schematically illustrating mounting of the propeller shaft, support bracket, and deflector according to the present invention
- FIGS. 7 a and 7 b schematically illustrate a top and side view, respectively, of the components prior to a front-end collision.
- FIGS. 8 a and 8 b schematically illustrate a top and side view, respectively, of the components following a front-end collision.
- propeller shaft 10 and the central support 12 of the propeller shaft are illustrated.
- the illustrated propeller shaft 10 is formed in two pieces, having a front propeller shaft 14 and a rear propeller shaft 16 .
- central supports are used on all propeller shafts, the present invention is equally applicable to one-piece propeller shafts.
- the central support 12 is provided adjacent the joint or union of the front and rear propeller shafts, and includes a support bracket 18 , a resilient annular support member 20 , and a deflector 22 .
- the joint or union between the front and rear propeller shafts is conventional in the art, and includes a bell-shaped forward end of the rear propeller shaft 16 being placed around a rearward end of the front propeller shaft 14 .
- the joint or union between the front and rear propeller shafts is relatively forward of the support bracket 18 .
- the support bracket 18 is secured to a lower surface of the vehicle at a predetermined position relative to the vehicle lower surface and the propeller shaft 10 .
- the vehicle lower surface includes a mounting platform 24 that defines a semi-cylindrical depression 26 and a pair of mounting locations 28 .
- the semi-cylindrical depression 26 receives a portion of the propeller shaft 10 or, more specifically, the resilient annular support member 20 .
- the mounting locations 28 are areas for attachment of the support bracket 18 and, as such, provide a boss on either side of the semi-cylindrical depression 26 for securement of ends of the support bracket 18 using conventional fastening techniques.
- a face 30 of the mounting platform 24 is disposed relatively forward of the mounting locations 28 .
- the mounting platform face 30 is relatively transverse to a length direction of the semi-cylindrical depression 26 and relatively forward of the mounting bracket 18 , as illustrated.
- the mounting platform face 30 is relatively behind the joint or union of the front and rear propeller shafts.
- the deflector 22 is secured to the mounting platform face 30 at a location that is laterally spaced from the semi-cylindrical depression 26 and the longitudinal axis of the propeller shaft.
- the annular resilient support member 20 surrounds the forward portion of the rear propeller shaft 16 and is, in turn, received between the support bracket 18 and the semi-cylindrical depression 26 of the mounting platform 24 .
- the resilient support member 20 permits the propeller shaft 10 some range of lateral and longitudinal movement, and absorbs or dampens vibrations that are normally encountered during operation of the vehicle.
- FIGS. 2 - 5 Although the deflector 22 according to the preferred embodiment of the present invention is illustrated in FIGS. 2 - 5 , it is understood that the present invention is not limited to the specific structural features of the illustrated embodiment. Rather, it is clear that a deflector 22 in accordance with the present invention, as defined in the claims appended hereto, can take on many different shapes, and that the shape of any deflector according to the present invention will be specially adapted and designed for installation in a particular vehicle.
- the deflector 22 includes a curved engagement surface 32 and a generally planar attachment surface 34 .
- the attachment surface 34 includes a pair of mounting holes 36 through which fasteners extend to secure the deflector 22 to the mounting platform face 30 , as described briefly hereinbefore.
- the engagement surface 32 is curved or concave, and generally is downwardly directed so as to be facing the propeller shaft 10 (FIGS. 1 and 6).
- a distal end 32 a of the engagement surface i.e., the end remote from the attachment surface 34
- the engagement surface 32 slopes downwardly from its distal end 32 a toward its proximal end 32 b and, as will be appreciated by one skilled in the art, this sloping aids in re-directing the propeller shaft 10 relatively downwardly and through the center support 12 .
- Lateral edges 32 c of the engagement surface 32 and lateral edges 34 a of the attachment surface lower portion are preferably bent at an angle to the surfaces, respectively, to help stiffen the surfaces 32 , 34 and thereby support the load provided by engagement with the propeller shaft 10 .
- the vehicle includes a floor 54 , a front sub-frame 40 having a series of frame bolts 42 and a rear sub-frame 43 having a series of mounts 44 , 46 for the rear differential 48 .
- the front and rear propeller shafts 14 , 16 extend between the front and rear sub-frames 40 , 43 .
- the center support 12 including the center support bracket 18 , is shown together with another support bracket 50 that is disposed between the center support bracket 18 and the front sub-frame 40 . As shown best in FIG.
- the front propeller shaft 14 slopes slightly upwardly as it extends rearward to the joint with the rear propeller shaft 16 .
- the rear propeller shaft 16 is relatively horizontal as it extends rearwardly from the joint with the front propeller shaft 14 . It is believed that the sloping orientation of the front propeller shaft 14 contributes to its tendency to jam at the central support 12 in the event of a front-end collision.
- FIGS. 8 a - 8 b schematically illustrate the components of the vehicle incorporating the present invention following a front-end collision.
- the front sub frame bolts 42 have been sheared, and the front propeller shaft 14 has buckled vertically, but without jamming.
- the front mounts 44 of the rear differential have been sheared, allowing the rear differential 48 to drop down and bottom out on the rear sub-frame 43 .
- the front propeller shaft 14 has moved rearwardly through the center support 12 .
- the net effect of all these actions is that the crash stroke of the engine and the propeller shaft 10 is increased. It is noted that, absent the deflector 22 of the present invention, the front propeller shaft 14 would have jammed at the center support 12 and, as such, would have effectively limited the crash stroke of the vehicle.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Motor Power Transmission Devices (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
Description
- 1. Field of the Invention
- The present invention pertains generally to automobile drive systems and, more particularly, to vehicle assemblies that are adapted to permit movement or travel of the engine and other structural components in the event of a front-end collision.
- 2. Description of Related Art
- When a vehicle is involved in a front-end collision, it is important that the engine and other structural components of the vehicle be permitted sufficient space to crush or otherwise move and help absorb the kinetic energy of the crash. In the most severe crashes, the crush space is insufficient and components of the vehicle engine and structural assembly may be forced into the passenger compartment.
- While crumple zones in the body panels and frame are constructed to provide a desired impact-absorption, the overall ability of the vehicle to absorb the load of front-end collisions has always been limited by the drive train, especially in vehicles having driven rear-wheels (i.e., either rear wheel or four wheel drive vehicles). This limitation is due, in part, to the rigid connection existing between the engine and the rear drive shaft, which is embodied by the propeller shaft.
- The propeller shaft can be of one piece or two-piece construction. In either case, a center of the propeller shaft is typically guided by a center support to prevent sagging. A conventional two-piece propeller shaft and center support is taught by U.S. Pat. No. 4,732,230, the disclosure of which is expressly incorporated herein in its entirety. The center support normally includes a resilient casing that is surrounded by a U-shaped bracket. The casing and bracket cooperate to support the weight of the shaft and, in the case of two-piece propeller shafts, is adjacent the joint or connection between the two propeller pieces. Unfortunately, in front-end collisions, the center support is also the location at which the propeller shaft jams against the under-surface of the vehicle, thereby limiting the rearward stroke of the engine.
- The conventional solution to this problem has been to manufacture the propeller shaft so that it breaks when involved in a crash. However, due to the many types of crashes, each with different severity and load, this solution has been found to not be empirically reliable, and may lead to inconsistent results. Therefore, there exists a need in the art for a method and device for facilitating rearward movement of the propeller shaft relative to the center support in the event of a front-end collision. There also exists a need in the art for a device and method to increase the crash stroke of the engine during a front-end collision.
- The present invention is directed toward a device that guides the propeller shaft rearwardly in the event of a front-end collision, and helps to prevent jamming of the propeller shaft. The present invention is further directed toward a device that effectively increases the vehicle crash stroke and absorption of energy by the vehicle in the event of a front-end collision.
- In accordance with one aspect of the present invention, an improved central support structure for a vehicle propeller shaft is provided. The central support structure is disposed at a predetermined position along the length of the propeller shaft and is adapted to support the propeller shaft vertically relative to a lower surface of the vehicle. The support structure permits and facilitates movement of the propeller shaft rearwardly during a front-end collision between the vehicle and another object.
- In further accordance with the present invention, the central support structure includes a support bracket, a resilient annular support, and a deflector. The support bracket is secured to a lower surface of the vehicle at a predetermined position and surrounds at least a lower portion of the propeller shaft. The resilient annular support substantially surrounds the propeller shaft at the predetermined position and is supported by the support bracket. The deflector is secured to the lower surface of the vehicle adjacent the predetermined position. The deflector is sized and positioned so as to guide the propeller shaft through the support bracket during a front-end collision.
- In further accordance with the present invention, the deflector includes a curved surface that faces toward the propeller shaft. During a front-end collision, the curved surface is engaged by the propeller shaft and directs the propeller shaft through the support bracket.
- In further accordance with the present invention, the propeller shaft has a longitudinal axis and a rotational direction. At least a portion of the deflector is disposed at a position relatively forward of the predetermined position and offset from the longitudinal axis in the rotational direction.
- These and further features of the invention will be apparent with reference to the following description and drawings, wherein:
- FIG. 1 is a partially exploded perspective view of the propeller shaft, support bracket, and deflector according to the present invention;
- FIG. 2 is a top and right side perspective view of the deflector;
- FIG. 3 is a front elevational view of the deflector;
- FIG. 4 is a right side elevational view of the deflector;
- FIG. 5 is a top plan view of the deflector;
- FIG. 6 is a view of a portion of the underside of a vehicle schematically illustrating mounting of the propeller shaft, support bracket, and deflector according to the present invention;
- FIGS. 7a and 7 b schematically illustrate a top and side view, respectively, of the components prior to a front-end collision; and,
- FIGS. 8a and 8 b schematically illustrate a top and side view, respectively, of the components following a front-end collision.
- With reference to the drawings, the
propeller shaft 10 and thecentral support 12 of the propeller shaft are illustrated. The illustratedpropeller shaft 10 is formed in two pieces, having afront propeller shaft 14 and arear propeller shaft 16. However, as will be apparent from the following and keeping in mind that central supports are used on all propeller shafts, the present invention is equally applicable to one-piece propeller shafts. - The
central support 12 is provided adjacent the joint or union of the front and rear propeller shafts, and includes asupport bracket 18, a resilientannular support member 20, and adeflector 22. The joint or union between the front and rear propeller shafts is conventional in the art, and includes a bell-shaped forward end of therear propeller shaft 16 being placed around a rearward end of thefront propeller shaft 14. The joint or union between the front and rear propeller shafts is relatively forward of thesupport bracket 18. - As shown best in FIG. 6, the
support bracket 18 is secured to a lower surface of the vehicle at a predetermined position relative to the vehicle lower surface and thepropeller shaft 10. The vehicle lower surface includes amounting platform 24 that defines a semi-cylindrical depression 26 and a pair ofmounting locations 28. The semi-cylindrical depression 26 receives a portion of thepropeller shaft 10 or, more specifically, the resilientannular support member 20. - The
mounting locations 28 are areas for attachment of thesupport bracket 18 and, as such, provide a boss on either side of the semi-cylindrical depression 26 for securement of ends of thesupport bracket 18 using conventional fastening techniques. A face 30 of themounting platform 24 is disposed relatively forward of themounting locations 28. The mounting platform face 30 is relatively transverse to a length direction of the semi-cylindrical depression 26 and relatively forward of themounting bracket 18, as illustrated. The mounting platform face 30 is relatively behind the joint or union of the front and rear propeller shafts. As will be described more fully hereinafter, thedeflector 22 is secured to the mounting platform face 30 at a location that is laterally spaced from the semi-cylindrical depression 26 and the longitudinal axis of the propeller shaft. - The annular
resilient support member 20 surrounds the forward portion of therear propeller shaft 16 and is, in turn, received between thesupport bracket 18 and the semi-cylindrical depression 26 of themounting platform 24. Theresilient support member 20 permits thepropeller shaft 10 some range of lateral and longitudinal movement, and absorbs or dampens vibrations that are normally encountered during operation of the vehicle. - Although the
deflector 22 according to the preferred embodiment of the present invention is illustrated in FIGS. 2-5, it is understood that the present invention is not limited to the specific structural features of the illustrated embodiment. Rather, it is clear that adeflector 22 in accordance with the present invention, as defined in the claims appended hereto, can take on many different shapes, and that the shape of any deflector according to the present invention will be specially adapted and designed for installation in a particular vehicle. - The
deflector 22 includes acurved engagement surface 32 and a generallyplanar attachment surface 34. Theattachment surface 34 includes a pair of mountingholes 36 through which fasteners extend to secure thedeflector 22 to the mounting platform face 30, as described briefly hereinbefore. Theengagement surface 32 is curved or concave, and generally is downwardly directed so as to be facing the propeller shaft 10 (FIGS. 1 and 6). Moreover, adistal end 32 a of the engagement surface (i.e., the end remote from the attachment surface 34) is relatively higher than theproximal end 32 b of the engagement surface (the end adjacent the attachment surface 34). As such, theengagement surface 32 slopes downwardly from itsdistal end 32 a toward itsproximal end 32 b and, as will be appreciated by one skilled in the art, this sloping aids in re-directing thepropeller shaft 10 relatively downwardly and through thecenter support 12. Lateral edges 32 c of theengagement surface 32 andlateral edges 34 a of the attachment surface lower portion are preferably bent at an angle to the surfaces, respectively, to help stiffen thesurfaces propeller shaft 10. - With reference to FIGS. 7a-7 b, the relative position of the vehicle components and orientation of the
propeller shaft 10 within the vehicle prior to a front-end collision is schematically illustrated. As shown, the vehicle includes afloor 54, afront sub-frame 40 having a series offrame bolts 42 and arear sub-frame 43 having a series ofmounts rear differential 48. The front andrear propeller shafts rear sub-frames center support 12, including thecenter support bracket 18, is shown together with anothersupport bracket 50 that is disposed between thecenter support bracket 18 and thefront sub-frame 40. As shown best in FIG. 7b, due to manufacturing and assembly considerations, thefront propeller shaft 14 slopes slightly upwardly as it extends rearward to the joint with therear propeller shaft 16. Therear propeller shaft 16, on the other hand, is relatively horizontal as it extends rearwardly from the joint with thefront propeller shaft 14. It is believed that the sloping orientation of thefront propeller shaft 14 contributes to its tendency to jam at thecentral support 12 in the event of a front-end collision. - FIGS. 8a-8 b schematically illustrate the components of the vehicle incorporating the present invention following a front-end collision. The front
sub frame bolts 42 have been sheared, and thefront propeller shaft 14 has buckled vertically, but without jamming. The front mounts 44 of the rear differential have been sheared, allowing the rear differential 48 to drop down and bottom out on therear sub-frame 43. Thefront propeller shaft 14 has moved rearwardly through thecenter support 12. The net effect of all these actions is that the crash stroke of the engine and thepropeller shaft 10 is increased. It is noted that, absent thedeflector 22 of the present invention, thefront propeller shaft 14 would have jammed at thecenter support 12 and, as such, would have effectively limited the crash stroke of the vehicle. - The present invention has been specifically described hereinbefore, but it is considered apparent that the present invention is not limited thereto. For example, it is contemplated that the shape and orientation of the deflector according to the invention will vary and be adapted for specific installations. Therefore, the scope of the invention is not limited to the preferred embodiment described herein, but rather is only defined by the claims appended hereto.
Claims (13)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/795,863 US6435299B1 (en) | 2001-02-28 | 2001-02-28 | Propeller shaft deflector |
JP2002045751A JP4686102B2 (en) | 2001-02-28 | 2002-02-22 | Central support structure for vehicle propeller shaft |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/795,863 US6435299B1 (en) | 2001-02-28 | 2001-02-28 | Propeller shaft deflector |
Publications (2)
Publication Number | Publication Date |
---|---|
US6435299B1 US6435299B1 (en) | 2002-08-20 |
US20020117344A1 true US20020117344A1 (en) | 2002-08-29 |
Family
ID=25166642
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/795,863 Expired - Fee Related US6435299B1 (en) | 2001-02-28 | 2001-02-28 | Propeller shaft deflector |
Country Status (2)
Country | Link |
---|---|
US (1) | US6435299B1 (en) |
JP (1) | JP4686102B2 (en) |
Cited By (4)
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DE102004041739A1 (en) * | 2004-08-28 | 2006-03-09 | Daimlerchrysler Ag | Support device for a cardan shaft of a motor vehicle |
WO2011122013A1 (en) * | 2010-03-30 | 2011-10-06 | Mazda Motor Corporation | Powertrain system for motor vehicle and motor vehicle lower structure having the same |
US8646566B1 (en) * | 2012-12-14 | 2014-02-11 | Ford Global Technologies, Llc | Remote manual driveshaft center bearing height adjustment mechanisms |
CN110938947A (en) * | 2019-12-20 | 2020-03-31 | 浙江宝宇缝纫机股份有限公司 | Transmission shaft supporting structure of sewing machine |
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US7175532B2 (en) * | 2004-01-09 | 2007-02-13 | Daimlerchrysler Corporation | Energy absorbing propeller shaft system |
DE102005032865B4 (en) * | 2005-07-14 | 2009-08-06 | Ifa-Maschinenbau Gmbh | propeller shaft |
US7401676B2 (en) * | 2005-08-24 | 2008-07-22 | Hyundai Motor Company | Mounting portion structure of propeller shaft center bearing |
ATE499270T1 (en) * | 2007-02-01 | 2011-03-15 | Toyota Motor Co Ltd | FINAL PART CONSTRUCTION OF A VEHICLE |
US8132640B2 (en) * | 2008-08-07 | 2012-03-13 | Honda Motor Co., Ltd. | Frangible mount for a vehicle differential |
WO2011101952A1 (en) * | 2010-02-16 | 2011-08-25 | トヨタ自動車株式会社 | Drive shaft support structure and vehicle |
JP5581515B2 (en) * | 2011-02-10 | 2014-09-03 | トヨタ車体株式会社 | Damage prevention structure for passenger car fuel tanks |
JP6064961B2 (en) * | 2014-09-25 | 2017-01-25 | マツダ株式会社 | Vehicle power transmission device |
JP6064962B2 (en) * | 2014-09-25 | 2017-01-25 | マツダ株式会社 | Vehicle power transmission device |
US10427718B1 (en) * | 2016-04-25 | 2019-10-01 | David Barton | Truck driveline suspender |
US9879728B1 (en) | 2016-07-26 | 2018-01-30 | Ford Global Technologies, Llc | Center bearing assembly with shear member |
US10703413B2 (en) * | 2016-08-31 | 2020-07-07 | Ford Global Technologies, Llc | Rear drive unit detachment system and method |
US20220170591A1 (en) * | 2020-12-01 | 2022-06-02 | Gilles Marc Dube | Driveshaft containment apparatus |
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Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004041739A1 (en) * | 2004-08-28 | 2006-03-09 | Daimlerchrysler Ag | Support device for a cardan shaft of a motor vehicle |
DE102004041739B4 (en) * | 2004-08-28 | 2008-10-09 | Daimler Ag | Support device for a cardan shaft of a motor vehicle |
WO2011122013A1 (en) * | 2010-03-30 | 2011-10-06 | Mazda Motor Corporation | Powertrain system for motor vehicle and motor vehicle lower structure having the same |
US8794370B2 (en) | 2010-03-30 | 2014-08-05 | Mazda Motor Corporation | Powertrain system for motor vehicle and motor vehicle lower structure having the same |
US8646566B1 (en) * | 2012-12-14 | 2014-02-11 | Ford Global Technologies, Llc | Remote manual driveshaft center bearing height adjustment mechanisms |
CN110938947A (en) * | 2019-12-20 | 2020-03-31 | 浙江宝宇缝纫机股份有限公司 | Transmission shaft supporting structure of sewing machine |
Also Published As
Publication number | Publication date |
---|---|
JP4686102B2 (en) | 2011-05-18 |
JP2002307963A (en) | 2002-10-23 |
US6435299B1 (en) | 2002-08-20 |
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