Contracting Propeller Shaft for Engine Rearward Displacement
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Solution Overview
Problem
Existing motor vehicle powertrain systems face limitations in ensuring sufficient rearward displacement of the engine during a frontal collision, leading to inadequate collision-impact cushioning without increasing production costs.
Innovation Solution
A powertrain system with a power transmitting shaft divided into front and rear segments via a universal joint, allowing contraction and rearward displacement of the engine, and a differential module with a rear support section that swings downward to enhance displacement, supported by a structure that prevents upward lift and interference.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If the propeller shaft is made contractable to allow engine rearward displacement during collision, then the collision-impact cushioning effect is improved, but the production cost increases due to the need for multiple shaft segments and complex contraction mechanisms
Solution Approach 1:
The propeller shaft is divided into a first shaft and a second shaft that can be coupled together through an intermediate joint. This segmentation allows the shaft to contract axially during collision by allowing the second shaft to fit into the first shaft, providing engine displacement capability without requiring excessive complexity in the contraction mechanism.
Solution Approach 2:
The contraction mechanism utilizes a nesting arrangement where the second shaft is fitted into the first shaft during collision. This nested configuration allows for effective axial contraction to enable engine rearward displacement while maintaining a relatively simple structural design that does not significantly increase production cost.
2Reliability
If the differential module is supported rigidly to maintain power transmission stability, then the power transmission reliability is improved, but the engine rearward displacement during collision is hindered
Solution Approach 1:
The differential module support structure is designed with dynamic characteristics, allowing it to swing downward during collision while maintaining power transmission functionality. This dynamic support enables the module to move with the contracting propeller shaft, ensuring both power transmission reliability and collision-impact cushioning through engine displacement.
3Object-affected harmful factors
If the propeller shaft is made longer to ensure sufficient engine displacement range, then the collision protection is improved, but the device complexity and space requirements increase
Solution Approach 1:
By dividing the propeller shaft into multiple segments (first shaft and second shaft) that can be coupled through an intermediate joint, the system achieves sufficient engine displacement range through axial contraction rather than using an excessively long single shaft. This segmentation provides the necessary displacement capability while maintaining manageable structural complexity.
Data Source
AI summary
A powertrain system for a motor vehicle comprises a power unit (2), a differential module (3) and a propeller shaft (4) provided to extend in a frontward-rearward direction of a vehicle body to transmit drive power of the power unit (2) to the differential module (3). The propeller shaft (4) is divided into a front shaft segment (4a) a rear shaft segment (4b) through the intermediary of a third universal joint (43), and adapted to be contracted in such a manner that the front shaft segment (4a) is fitted into an end of the rear shaft segment (4b) over a contractable range D1, together with a part of the third universal joint (43). The differential module (3) has a module body (31), and a rear support section (33) which supports the module body (31) to allow a front portion of the module body (31) to be swingably moved downwardly.