GB2511180A

GB2511180A - Propeller shaft as well as drive train for a vehicle

Info

Publication number: GB2511180A
Application number: GB1322358.1A
Authority: GB
Inventors: Gurpreet Goraya
Original assignee: Daimler AG
Current assignee: Mercedes Benz Group AG
Priority date: 2013-12-18
Filing date: 2013-12-18
Publication date: 2014-08-27
Also published as: GB201322358D0

Abstract

A propeller shaft 10 and a drive train 16 for a vehicle are provided. The propeller shaft (10) comprises: at least two parts 24, 26 connected to one another; and at least one anti-disengagement element for limiting a movement of the parts 24, 26 in relation to each other. The anti-disengagement element comprises a rope 64 attached to the parts 24, 26. The rope 64 is capable of limiting a movement of the parts 24, 26 in relation to each other in the event of a failure of the propeller shaft 10.

Description

Propeller Shaft as well as Drive Train for a Vehicle The invention relates to a propeller shaft according to the preamble of patent claim 1 as well as a drive train according to the preamble of patent claim 6.

Such drive trains and propeller shafts are well known from the general prior art. A drive train is also referred to as a power train", wherein the term "drive train" designates a group of components of a motor vehicle that generate power and deliver it to the road surface. The drive train comprises the propeller shaft which is used for transferring power from, for example, a motor to a gear box or from, for example, a first gear box to a second gear box. In such a drive train, the propeller shaft has at least one part and is connected to at least one gear box of the drive train.

Such a propeller shaft is also known from US 6 093 107. The propeller shaft comprises at least two parts connected to one another. The propeller shaft further comprises at least one anti-disengagement element for limiting a movement of the parts in relation to each other.

Furthermore, US 4 932 922 shows an constant velocity joint of a compact design comprising a hollow outer part having three equally spaced longitudinal grooves, each providing two opposite groove walls of circular cross section, an inner part having three outwardly projecting trunnions placed within that grooves, the axis of said trunnions lying in one plane, at least one cylindrical roller non-pivotably rotating around each of that trunnions, guide means interposed between said rollers and said groove walls to accommodate direct transmission of tangential forces between said inner and said outer parts, allowance being made for said inner part to plunge axially within said outer part, wherein a primary plunge involves a rolling motion of said at least one roller on an inner juxtaposed surface of said interposed guide means and is confined by stop means between said inner part and said guide means and a secondary plunge involves a sliding motion between said guide means and said outer part, wherein said primary and said secondary plunges are each more than manufacturing tolerances.

Moreover, a security device for a wheel carrier is known from EP 1 352 770 Al. The security device has a drive force transfer path from a pad of the inner shaft joint on the chassis side to the wheel carrier via a pad of the inner shaft joint on the shaft side, a drive shaft and parts of an outer shaft joint on shaft and wheel carrier sides. The chassis side part of the inner shaft joint is connected to the wheel carrier side part of the outer shaft joint in a captive manner.

It is an object of the present invention, to provide a propeller shaft and a drive train by means of which damages of the drive train and the vehicle in the event of a failure of the propeller shaft can be kept particularly low in a cost-and weight saving manner.

This object is solved by a propeller shaft having the features of patent claim 1, a propeller shaft having the features of patent claim 6 and a drive train having the features of patent claim 7. Advantageous embodiments with expedient and non-trivial developments of the invention are indicated in the other patent claims.

In order to provide a propeller shaft of the kind indicated in the preamble of patent claim 1, by means of which damages of the propeller shaft and the drive train of the vehicle in the event of a failure of the propeller shaft can be kept particularly low in a cost-and weight-saving way, according to the present invention the anti-disengagement element is designed as a rope attached to the parts of the propeller shaft, the rope being capable of limiting a movement of the parts in relation to each other in the event of a failure of the propeller shaft. In the event of a failure of the propeller shaft in which a connection of said parts of the propeller shaft loosens the parts can be held together by means of the rope.

Thereby, an excessive movement of the parts in relation to each other can be avoided.

Thus, the envelope of the broken propeller shaft still moving or rotating since the vehicle still moves can be kept particularly small thereby avoiding excessive damage of the drive train and the vehicle. In other words, the area of movement of the broken propeller shaft can be kept particularly small by means of the rope since the movement of the pads in relation to each other can be kept padicularly low since the rope acts as a protection cable for limiting the movement of the pads in relation to each other. Moreover, the rope itself has a very low weight and very low costs so that the overall costs of the propeller shaft and the drive train can be kept low.

A further aspect of the present invention relates to a propeller shaft for a drive train of a vehicle, the propeller shaft comprising at least two parts connected to one another. The propeller shalt further comprises at least one rope attached to the parts. Moreover, the propeller shalt comprises at least one sensor device for detecting the tension of the rope and a failure of the propeller shaft in dependency on the detected tension. For example, in the event of a failure of the propeller shaft the tension of the rope changes, in particular rises, in comparison with an undamaged state of the propeller shaft. This tension change can be detected by means of the sensor device thereby detecting a damage or failure of the propeller shaft. As a consequence, a signal such as an optical signal and/or an acoustical signal and/or a haptic signal can be provided. For example, the signal is provided in a cockpit of the vehicle so that the driver's attention is drawn to the fact that a failure of the propeller shaft has occurred. As a consequence, the driver can stop the vehicle in order to avoid further damage of the drive train and the vehicle.

For example, at least one light emitting element is used for providing the signal, the light emitting element being attached to a dash board of the vehicle and emitting light in order to provide the signal. Thus, the driver can instantly stop the vehicle without causing any major damage to the vehicle or an accident.

The invention also relates to a drive train indicated in the preamble of patent claim 7.

According to the present invention, the drive train comprises at least one anti-disengagement element for limiting a movement of the part of the propeller shaft in relation to the gear box, the anti-disengagement element being designed as a rope attached to the component and the gear box, wherein the rope is capable of limiting a movement of the part in relation to the gear box in the event of a failure of the propeller shaft. If the propeller shaft moves or rotates in the event of a failure of the propeller shaft since, for example, the vehicle moves on, the envelope of the damaged and moving propeller shaft can be kept particularly low by the rope since the part of the propeller shaft is still coupled to the gear box via the rope. Thereby, excessive damage of the drive train and the vehicle can be avoided. Preferably, at least one rope is provided in all critical areas of the propeller shaft so that parts arranged in said critical areas are secured to one another.

Further advantages, features, and details of the present invention derive from the following description of a preferred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the description of the figures and/or displayed alone in the figures below can be used not only in the respectively indicated combination but also in any other combination or taken alone without leaving the scope of the invention.

The drawing show in: Fig. 1 a schematic isometric view of a propeller shaft for a drive train of a vehicle, the propeller shaft comprising at least one anti-disengagement clement being designed as a rope and attached to parts of the propeller shaft, the rope being capable of limiting a movement of the parts in relation to each other in the event of a failure of the propeller shaft; Fig. 2 a schematic and perspective view of the drive train; Fig. 3 a schematic side view of a first component of the propeller shaft; Fig. 4 a schematic side view of a second component of the propeller shaft; Fig. 5 part of a schematic side view of the first component; Fig. 6 a schematic side view of the rope: Fig. 7 part of a schematic side view of the first component according to a first embodiment; Fig. 8 part of a schematic side view of the first component according to a second embodiment; Fig. 9 a schematic perspective view of a metal bushing for the rope; Fig. 10 a schematic perspective view of a cross piece of a universal joint of the propeller shaft; Fig. 11 part of a schematic sectional view of the second component of the propeller shaft: Fig. 12 part of a schematic side view of the second component of the propeller shaft; Fig. 13 a further schematic side view of the rope in a normal state; Fig. 14 a further schematic side view of the rope in an elongated state; Fig. 15 a further schematic side view of the first component of the propeller shaft; Fig. 16 a further schematic side view of the second component of the propeller shaft; Fig. 17 a schematic side view of a yoke of the propeller shaft, the yoke being connected to a flange of a gear box of the drive train; and Fig. 18 a schematic perspective view of the yoke and the flange, the yoke and the flange being held together by a rope.

In the Figures the same elements or elements having the same function are designated with the same reference sign.

Fig. 2 shows a propeller shaft 10 for a drive train of a vehicle, in particular a commercial vehicle. The propeller shaft 10 is also referred to as a "drive shaft" and comprises a first component 12 in the form of a front shaft and a second component 14 in the form of a rear shaft.

Fig. 2 shows a drive train 16 comprising the propeller shaft 10. As can be seen from Fig. 2, the drive train 16 comprises a first gear box 18 which is configured to be connected to a motor in the form of, for example, an internal combustion engine. The drive train 16 further comprises a second gear box in the form of an axle gear 20. The propeller shaft 10 is connected to the gear box 18 on one side and the axle gear 20 on the other side and serves for transferring power from the gear box 18 to the axle gear 20 and vice versa.

As can be seen from Figs. 1 and 3, the front shaft (first component 12) comprises a first universal joint 22 having yokes 24 and 26 and a cross piece 28 by means of which the yokes 24 and 26 are connected to one another. The front shaft (first component 12) is configured to be connected to the gear box 18 via a flange 30 of the yoke 26. The gear box 18 has an output shaft which comprises a flange 32 who which the flange 30 is fixed.

The first component 12 (front shaft) has a connection element 34 which comprises a flange 36 via which the first component 12 is connected to the second component 14 (rear shaft).

As can be seen from Figs. 1 and 4, the second component 14 has a universal joint 38 which comprises yokes 40 and 42 and a cross piece 44 by means of which the yokes 40 and 42 are connected to one another. The yoke 40 has a flange 46 via which the second component 14 is connected to the flange 36 so that the components 12 and 14 are connected to one another.

The second component 14 has a further universal joint 48 which comprises yokes 50 and 52 and a cross piece 54 by means of which the yokes 50 and 52 are connected to one another. The yoke 52 has a flange 55 via which the second component 14 is connected to a flange 56 of the axle gear 20. For example, the axle gear 20 has an input shaft having the flange 56. Thus, the second component 14 and the input shaft of the axle gear 20 are connected to one another via the flanges 55 and 56.

Furthermore, the second component 14 has a sliding joint 46 which comprises a sliding journal 60 and a sliding sleeve 62. The sliding journal 60 and the sliding sleeve 62 engage one another in a rotationally fast way via respective teeth. Said teeth are longitudinally displaceable in relation to each other in the direction of a longitudinal axis of the propeller shaft 10.

As can be seen from Fig. 3, the yokes 24 and 26 are parts of the propeller shaft 10, wherein the propeller shaft 10 comprises an anti-disengagement element in the form of a rope 64 which serves for limiting a movement of the yokes 24 and 26 in relation to each other. The rope 64 is designed as a wire rope and attached to the yokes 24 and 26.

Thereby, a movement of the yokes 24 and 26 in relation to each other in the event of a failure of the propeller shaft 10 is limited by means of the rope 64. The rope 64 is attached to the yoke 24 via a first swivel joint 66. Moreover, the rope 64 is attached to the yoke 26 via a second swivel joint 68. Moreover, the yoke 24 is connected to a further part 69 of the propeller shaft 10 via a rope 70 connected to the yoke 24 via a swivel joint 72 and the part 69 via a swivel joint 74. Thus, the movement of the yoke 24 in relation to the part 69 in the event of a failure of the propeller shaft 10 is limited by the rope 70.

Moreover, the drive train 16 comprises an anti-disengagement element in the form of a rope 76 attached to the yoke 26 and the flange 32 via respective swivel joints 78 and 80.

Thereby, movements of the yoke 26 in relation to the flange 32 and, thus, the gear box 18 are limited by means of the rope 76.

The drive train 16 further comprises an anti-disengagement element in the form of a rope 82 attached to the flanges 36 and 46 via respective swivel joints 84 and 86. Thus, movements of the first component 12 in relation to the flange 46 can be limited in the event of a failure of the propeller shaft 10 by means of the rope 82.

The propeller shaft 10 comprises anti-disengagement elements in the form of ropes 88, 90, 92, 94 and 96. The rope 88 is attached to the yoke 40 and the flange 36 via respective swivel joints 98 and 100. The rope 90 is attached to the yokes 40 and 42 via respective swivel joints 102 and 104. The rope 92 is attached to the yoke 42 and the sliding sleeve 62 via respective swivel joints 106 and 108. The rope 94 is connected with the sliding journal 60 and the yoke 50 via respective swivel joints 110 and 112. Moreover, the rope 96 is attached to the yokes 50 and 52 via respective swivel joints 114 and 116.

Moreover, the drive train 16 comprises an anti-disengagement element in the form of a rope 118 attached to the flange 56 and the flange 55 via respective swivel joints 120 and 122. Each rope 64, 70. 76, 82, 88, 90, 92, 94, 96 and 118 is configured as a wire rope and capable of limiting movements of parts of the drive train 16 relative to one another in the event of a failure of the propeller shaft 10 so that the envelope of the damaged and moving propeller shaft 10 can be kept particularly small. Thus, damages of the drive train 16 and the vehicle can be kept particularly low. Since the ropes 64, 70, 76, 82, 88, 90, 92, 94, 96 and 118 have a very low weight and low costs the drive train 16 and the vehicle can be protected in a weight-and cost saving manner.

The ropes 64, 70, 76, 82, 88, 90, 92, 94, 96 and 118 act as propeller shaft protecting cables which are preferably positioned in such a way that contacts or impacts of the propeller shaft 10 with the chassis and/or components mounted on the chassis of the vehicle in the surrounding of the propeller shaft 10 after failure can be avoided. Even if the propeller shaft 10 is rotating on after failure, the propeller shaft 10 will tend to rotate in its same axis due to the respective swivels joints 66, 68, 72, 74, 78, 80, 84, 86, 98, 100,

S

102, 104, 106, 108, 110, 112, 114, 116, 120 and 122 which, for example, nullity the effect of the respective universal joint 22, 38 and 48 on the propeller shaft 10.

Fig. 5 shows the first component 12 and the transmission flange 32 in the event of a failure. In an undamaged state, the propeller shaft 10 is connected to the flange 32 by means of bolts 124. In the event of a failure, the bolts 124 can, for example, shear so that a connection between the flanges 30 and 32 is loosen. However, the flange 30 and 32 are still held together by means of the rope 76 as can be seen from Fig. 5.

Fig. 6 shows the rope 64 which can be representative for the other ropes 70, 76, 82, 88, 90, 92, 94, 96, and 118. The rope 64 has loops 126 on each end. A respective hook 128 is connected to the respective swivel joints 66 and 68 to which the respective loop 126 can be attached.

Fig. 7 shows the cross piece 28 of the universal joint 22. As can be seen from Figs. 7 and 10, the cross piece 28 comprises four needle bearings. Moreover, a lubrication nipple 132 is attached to the cross piece 28, the lubrication nipple 132 being also referred to as a "grease nipple". By means of the lubrication nipple 132, the needle bearings can be supplied with a lubricant, for example, grease. The rope 64 penetrates a passage 130 through the cross piece 28, wherein the lubrication nipple 132 is configured in such a manner that the lubricant flows around the passage 130 and lubricates the needle bearings only. The flow of the lubricant is illustrated by directional arrows in Fig. 7. The rope 64 has a clearance with regard to walls bounding the passage 130 and does not need to be lubricated.

As can be seen from Figs. S to 10, additionally or alternatively a bushing 134 can be used, the bushing 134 being arranged in the passage 130 between the rope 64 and the cross piece 28. For example, the bushing 134 is made of a metallic material and axially secured by means of at least one retainer 136.

Fig. 11 shows the rope 94 attached to the sliding journal 60 and the yoke 50. Thus, the parts can be held together in the event of a pipe or spline shaft failure.

Fig. 12 shows the ropes 90, 92, 94 for holding the respective parts together in the event of a slip joint failure.

Figs. 13 and 14 show the rope 92 having a special design for compensating the sliding motion of the sliding joint 58. For this purpose at least a portion 138 of the rope 92 is designed in the form of a helix so that the rope 92 elongates and contracts when the sliding journal 60 slides in relation to the sliding sleeve 62. In order to realize a defined movement of the rope 92, for example, an elastic band 140 is attached to the respective ends of the rope 92. For example, the elastic band 140 can brake due to a full length stretch of the rope 92 which facilitates detecting a failure of the propeller shaft 10.

Fig. 15 shows the first component 12. Fig. 16 shows the second component 14.

Fig. 17 shows the yoke 26 attached to the flange 32 via the flange 30.

If the connection between the flanges 30 and 32 loosens, the yoke 26 can move in relation to the flange 32 and, thus, the gear box 18. This is shown in Fig. 18. However, since the rope 76 is attached to the yoke 26 and the flange 32, the movement of the yoke 26 in relation to the flange 32 and, thus, the gear box 18 can be limited. And since the rope 76 is, for example, attached to the yoke 26 via the swivel joint 66. the yoke 26 can still rotate about a rotation axis 142 of the swivel joint 66 in a defined manner.

As can be seen from Figs. 15 and 16, the propeller shaft 10 comprises a sensor device having sensors 144. The sensors 144 are configured to detect the tensions of the respective ropes 64, 70, 76, 82, 88, 90, 92, 94, 96, 118 and in dependency on the detected tension a failure of the propeller shaft 10. In the event of a failure of the propeller shaft 10, the tension rises in comparison with an undamaged state of the propeller shaft 10. This rise of tension can be detected by the sensor device. As a consequence, at least one signal can be output in a cockpit of the vehicle thereby drawing the driver's attention to the fact that a failure of the propeller shaft 10 occurred. For example, the signal is an optical and/or an acoustical signal. As a consequence, the driver can immediately stop the vehicle to avoid further damages of the drive train 16.

List of reference signs propeller shaft 12 first component 14 second component 16 drive train 16 gearbox axle drive 22 universal joint 24 yoke 26 yoke 28 cross piece flange 32 flange 34 connection element 36 flange 38 universal joint yoke 42 yoke 44 cross piece 46 flange 48 universal joint yoke 52 yoke 54 cross piece flange 56 flange 58 sliding joint sliding journal 62 sliding sleeve 64 rope 66 swivel joint 68 swivel joint 69 part rope 72 swivel joint 74 swivel joint 76 rope 78 swivel joint swivel joint 82 rope 84 swivel joint 86 swivel joint 88 rope rope 92 rope 94 rope 96 rope 98 swivel joint swovel joint 102 swivel joint 104 swivel joint 106 swivel joint 108 swivel joint swivel joint 112 swivel joint 114 swivel joint 116 swivel joint 118 rope swivel joint 122 swivel joint 124 bolt 126 loop 128 hook passage 132 lubrication nipple 134 bushing 136 retainer 138 portion elastic band 142 rotation axis 144 sensor

Claims

Claims A propeller shaft (10) for a drive train (16) of a vehicle, the propeller shaft (10) comprising: -at least two parts (24, 26) connected to one another; and -at least one anti-disengagement element for limiting a movement of the parts (24, 26) in relation to each other; characterized in that the anti-disengagement element is designed as a rope (64) attached to the parts (24, 26), the rope (64) being capable of limiting a movement of the parts (24, 26) in relation to each other in the event of a failure of the propeller shaft (10).
2. The propeller shaft (10) according to claims 1, characterized in that the rope (64) is designed as a wire rope.
3. The propeller shaft (10) according to any one of claims 1 or 2, characterized in that the rope (64) is attached to the respective parts (24, 26) via respective swivel joints (66, 68).
4. The propeller shaft (10) according to any one of the preceding claims, characterized in that the propeller shaft (10) comprises at least one sensor device (144) for detecting the tension of the rope (64).
5. The propeller shaft (10) according to claim 4, characterized in that the sensor device (144) is configured to detect a failure of the propeller shaft (10) in dependency on the detected tension.
6. A propeller shaft (10) for a drive train (16) of a vehicle, the propeller shaft (10) comprising: -at least two parts (24, 26) connected to one another; -at least one rope (64) attached to the parts (24, 26); and -at least one sensor device (144) for detecting the tension of the rope (64) and a failure of the propeller shaft (10) in dependency on the detected tension.
7. A drive train (16) for a vehicle, the drive train (16) comprising: -a propeller shaft (10) having at least one part (26); and -at least one gear box (18) to which the propeller shaft (10) is connected; characterized in that the drive train comprises at least one anti-disengagement element for limiting a movement of the part (26) in relation to the gear box (18), the anti-disengagement element being designed as a rope (64) attached to the part (26) and the gear box (18), wherein the rope (64) is capable of limiting a movement of the part (26) in relation to the gear box (18) in the event of a failure of the propeller shaft (10).