Automotive Propeller Shaft Yoke Bending Control
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Solution Overview
Problem
Conventional automotive shock absorbing propeller shaft apparatuses experience reduced shock absorbing effect due to significant bending of yoke stubs, which decreases the compressing force and interferes with the vehicle body, leading to reduced effectiveness in absorbing impact forces during collisions.
Innovation Solution
The apparatus includes fork-shaped protruding portions on the yoke stubs with bending angle control portions that limit the maximum bending angle, ensuring controlled bending and maintaining compressing force, thereby securely rupturing the shock absorbing portion during impact.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the first and second propeller shafts are contracted by being exposed to impact force, then the shock absorbing portion ruptures to absorb impact energy, but the yoke stubs significantly bend which reduces the compressing force and interferes with the vehicle body
Solution Approach 1:
The patent changes the geometric parameters of the yoke stubs by adding bending angle control portions with specific collision surfaces. These control portions limit the bending angle to a predetermined maximum value by creating controlled collision between opposing surfaces, thereby preventing excessive bending while allowing the shock absorbing mechanism to function properly
Solution Approach 2:
The bending angle control portions act as intermediary elements between the yoke stubs and the cross pin. These control portions mediate the bending motion by providing controlled collision surfaces that prevent the yoke stubs from bending beyond the predetermined angle, thus maintaining the compressing force while still allowing shock absorption
2Adaptability or versatility
If the yoke stubs are allowed to bend freely to absorb impact, then the propeller shafts can contract, but the bent yoke stubs interfere with the vehicle body and reduce the compressing force
Solution Approach 1:
The bending angle control portions are designed in advance to prevent the harmful effect of excessive bending. The collision surfaces are positioned and shaped to create preliminary resistance that stops the bending motion before it reaches the critical angle that would cause interference with the vehicle body
Solution Approach 2:
The patent modifies the geometric parameters of the yoke stubs by adding controlled bending features that limit the bending angle to a predetermined maximum value, preventing the yoke stubs from bending enough to interfere with the vehicle body while still allowing necessary shock absorption
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design effectively controls the bending angles of the yoke stubs, preventing significant bending that interferes with the vehicle body and maintains the compressing force, ensuring a secure rupture of the shock absorbing portion and enhanced shock absorption efficiency.
Implementation Method 1
at least one of the first and second propeller shafts is supported to an inner ring of a rubber-like elastic member via a bearing
Implementation Method 2
the propeller shafts displace in an axial vertical direction while deforming the rubber-like elastic member with respect to the bracket in the vehicle body side
Implementation Method 3
The first propeller shaft compresses the second propeller shaft in an axial direction so as to be capable of rupturing a shock absorbing portion
Implementation Method 4
a first yoke stub provided in an end portion of the first propeller shaft and a second yoke stub provided in an end portion of the second propeller shaft are coupled so as to be bendable with each other by a cross pin
Data Source
AI summary
In an automotive shock absorbing propeller shaft apparatus, when a first yoke stub provided in an end portion of a first propeller shaft, and a second yoke stub provided in an end portion of a second propeller shaft are coupled with each other by a cross pin so as to be bendable, the first and second yoke stubs are bent with each other to a fixed maximum bending angle via the cross pin, bending angle control portions coming into collision with each other are provided respectively in shoulder surfaces of fork-shaped protruding portions opposing to each other in an axial direction.