Drive Shaft

The Otomotif College
Final Drive
Drive shaft
Final Drive
Drive Shaft/Axle Shaft
The drive shaft/axle

shaft transmits the
drive force to the
wheel.
Final Drive
Drive shaft (Independent suspension type)

They must have a mechanism which absorbs changes in the length of the
drive shafts accompanying the up and down movements of the wheels.
In the case of FF vehicles, since the same wheels are used for steering
and for driving, they must be capable of maintaining the same operating
angle while the front wheels are being steered, and they must rotate
the wheels at uniform speeds.
Final Drive
Axle shaft (Rigid suspension type)

The right and left wheels are connected to the axle shaft.
The axle housing supports the weight of the vehicle while also holding the
differential in its center.
Final Drive
Constant velocity joints

The constant velocity joints prevent a rotation difference from occurring
between the drive shaft and driven shaft no matter what the angle of the joint.
These joints are mainly used in the drive shafts of vehicles with independent
suspensions.
Final Drive
(1) They must have a mechanism which absorbs changes

in the length of the drive shafts accompanying the up and
down movements of the wheels.
(2) Since the same wheels are used for steering and for
driving, they must be capable of maintaining the same
operating angle while the front wheels are being steered,
and they must rotate the wheels at uniform speeds.
Final Drive
kinds of different types of constant velocity joints.
(1) Rzeppa (Birfield) joint

The inner race fits into the bowl-shaped outer race, with six steel balls held by a
ball cage between them.
The construction of this system is simple and its transmission capacity is great.
This type of joint is used on the drive shaft tire side.
Final Drive
Principle of constant velocity joint (Rzeppa joint)

A special curvature is provided on the ball seat in such a way that intersecting
point (O) of the centerlines of the drive and driven shafts are always on the
line connecting center (P) of each steel ball. As a result, the angular velocity
(speed of rotation through an angle) of the drive shaft is always identical to
that of the driven shaft.
Final Drive
Tripod joint
In this joint, there is a tripod with three trunnion shafts on the same plane.
Three rollers are fitted on these trunnions, and fitted to each of the rollers are
three tulips with grooves which are parallel to each other.
The construction of this system is simple and it is inexpensive. Generally, this
type of joint can move in the axial direction.
This type of joint is used on the drive shaft differential side.
Final Drive
Tripod joint
The tripod joint consists primarily of the housing, three rollers, and a journal
spider.
Torque is transmitted in basically the same way as the Birfield type. The
difference is that on the tripod joint, in order to absorb the length chances of
the drive shaft caused by the wheels moving up and down, the roller can move
in the direction of the shaft along grooves.
Final Drive
Double-offset constant velocity

The construction of this type of joint closely resembles that of the Rzeppa
(Birfield) type, but it can slide in the axial direction. The outer and inner
surfaces of the ball cage are offset axially from each other.
Final Drive
Cross-groove constant velocity

This is a small, light-weight joint in which the ball grooves of the outer race
and those of the inner race are set at angles to each other.
These are two types, one which slides axially, and one which dose not.
Final Drive
Final Drive
Drive Shaft Length

In the FF vehicles, differences in the length of the left and right drive shafts
can also causes the steering wheel to jerk to one side or the vehicle to veer
during quick starts or sudden acceleration. This phenomenon is known as
"torque steer"
Dynamic dumper
Final Drive
Some models use an intermediate shaft in combination with right and left
drive shafts of the same length to prevent torque steer from occurring.
Final Drive
Axle
Final Drive
Axle
The axle supports the wheels. Therefore, the axle varies in design according
to the type of suspension and power train (FF, FR, 4WD, etc.).
The axle shaft supports the wheel and transmits the drive torque from the
drive shaft.
Final Drive
Type using angular ball bearings
(1) Front axle with drive shaft

The drive shafts that take their
place respond to the up-and-
down, and the left-and-right,
movements of the vehicle while
at the same time transmitting
the drive power from the
differential directly to the wheels.
Most modern vehicles use
angular ball bearings or unit type
double-row tapered bearings as
axle bearings.
Final Drive
(2) Rear axle without drive shaft

The rear axle of FF vehicles is
used only to bear the load.
Most modern vehicles also use
angular ball bearings as axle
bearings, as in the front axle.
Final Drive
(3) Front axle without drive shaft

The front axles in FR vehicles
are used only to support vehicle
weight, and are a part of the
steering system.
Angular ball bearings are used in
the latest passenger cars.
Final Drive
(4) Rear axle with drive

shaft in independent
suspension, there is
no axle housing, and the
differential is mounted to
directly the body. The
drive shaft transmits the
drive power from the
differential to the wheels.
Final Drive
When installing the

angular ball bearing,
tighten it to the
specified torque.
Preload adjustment
is unnecessary.
Final Drive
2. Type using Tapered roller bearings
(1) Front axle without drive shaft.

With the steering knuckle as the
axis, the load bearing on the front
wheels is transmitted to the
suspension.
Each wheel is fitted to its steering
knuckle via two tapered roller
bearings.
The preload adjustment must be

performed for the tapered roller bearing.
Final Drive
(2) Rear axle without drive shaft

The bearing is inserted onto the
axle shaft via the brake drum, and
it supports the axle shaft.
The preload adjustment must

be performed for the tapered
roller bearing.
Final Drive
3. Type using Radial ball

bearings
(1) Rear axle (FR vehicle)
The rear axle of a FR vehicle not
only supports the load bearing
on the rear wheels but also
transmits the driving power from
the engine to the wheels.
Final Drive
The axle supports the wheels as well as the drive shaft, therefore, the axle
varies in design according to the type of suspension and power train
Final Drive
Final Drive
C. Housing type rigid suspension type

Final Drive
Bearings are placed between

the axle housing and the
wheel hub, and the wheel is
fitted to the wheel hub. Since
the load of the vehicle is
supported completely by the
axle housing and the axle
only needs to drive the
wheels.
Final Drive
A single bearing is
installed between
the axle housing
and the wheel hub,
and the wheel is
fitted directly to the
shaft. Most of the
vehicle weight is
supported by the
housing.
Final Drive
Bearings are installed

between the axle housing
and the axle shaft, and the
wheels is fitted directly to
the shaft.
The shaft is required
to support all the vehicle
weight as well as lateral
loads during turning.
Final Drive
Propeller Shaft
Final Drive
Propeller Shaft
The propeller shaft (on FR vehicles and 4WD vehicles) transmits power from
the transmission to the differential.
The propeller shaft can move up and down in response to the road conditions
and absorb the change of length by the
spline.
Final Drive
The propeller shaft is installed at a position that makes the differential lower
than the transaxle/transmission, so it is sloped.
For these reasons, the propeller shaft is designed in such a way that it
transmits power smoothly from the transaxle/ transmission to the differential
without being affected by such changes.
Final Drive
Construction and Operation

1. Propeller shaft
The propeller shaft is a lightweight hollow carbon steel tube which is strong
against enough to resist twisting and bending.
The propeller shaft is normally a single piece tube having two joints at both
ends that form universal joints. Since there is little vibration at high
speed, the three-joint type propeller shaft is used more often today.
Final Drive
(1) Two-joint type

The overall length of each segment of the two-joint type propeller shaft is
relatively great. This means that, when the propeller shaft is rotating at
a high speed, the shaft tends to bend slightly and vibrate more because of
the residual imbalance.
Final Drive
(2) Three-joint type

The length per shaft of the two-piece, three-joint type propeller shaft is
shorter and bending due to imbalance is therefore less. Vibration at
high speeds is also reduced for the same reason.
Final Drive
(3) Center bearing

The center bearing supports the two
parts of the propeller shaft in the
middle, and is installed via a flange to
the splines located at the end of the
intermediate shaft. The center bearing
itself, consists of the rubber bushing
that covers the bearing which, in
turn, supports the propeller shafts,
and is fitted to the body by a bracket.
Final Drive
Before disassembling the center bearing, match marks must be made

on the flange yoke and intermediate shaft to ensure accuracy when the
flange yoke is assembled after servicing. If parts are assembled without
reference to the match marks, vibration and/or noise may result when the
vehicle is driven.
Final Drive
Universal joint
The purpose of the universal joint is to absorb the angular changes brought
about by changes in relative positions of the differential in relation
to the transmission, and in this way to smoothly transmit power from the
transmission to the differential.
Final Drive
This joint smoothly transmits the power by adapting to the joining angle of
the propeller shaft.
Final Drive
(1) Hooke's joint

Hooke's joints are commonly used because of their simple construction and
functional accuracy. One of the two yokes is welded to the propeller shaft, and the
other yoke forms an integral part of a joint flange or a sleeve (slip joint).
In order to prevent the bearing cup from flying off when the propeller shaft is
turning at high speed, either a snap ring or a lock plate is used to
fasten the bearing cup in the solid bearing cup type.
The shell bearing cup type cannot be disassembled.
Final Drive
(2) Flexible joint

The straighter the centerline connecting the transmission, propeller shaft, and
differential, the less vibration and noise that will occur. Therefore, in some of
the latest FR passenger cars, a zero angle propeller shaft is used. Such a
propeller shaft also has flexible joints to ensure less vibration and noise.
Final Drive
Some using rubber and the

rubber absorb the vibration
Final Drive
Final Drive
Transmission output shaft

Final Drive
Companion flange
Flange yoke
Final Drive
accelerating braking
Final Drive
Final Drive
Final Drive
Final Drive

Drive Shaft

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The Otomotif College

Drive Shaft/Axle Shaft

The drive shaft/axle

Drive shaft (Independent suspension type)

Axle shaft (Rigid suspension type)

Constant velocity joints

(1) They must have a mechanism which absorbs changes

kinds of different types of constant velocity joints.

(1) Rzeppa (Birfield) joint

Principle of constant velocity joint (Rzeppa joint)

Double-offset constant velocity

Cross-groove constant velocity

Drive Shaft Length

Type using angular ball bearings

(1) Front axle with drive shaft

(2) Rear axle without drive shaft

(3) Front axle without drive shaft

(4) Rear axle with drive

When installing the

2. Type using Tapered roller bearings

(1) Front axle without drive shaft.

The preload adjustment must be

(2) Rear axle without drive shaft

The preload adjustment must

3. Type using Radial ball

C. Housing type rigid suspension type

Bearings are placed between

Bearings are installed

Construction and Operation

(1) Two-joint type

(2) Three-joint type

(3) Center bearing

Before disassembling the center bearing, match marks must be made

(1) Hooke's joint

(2) Flexible joint

Some using rubber and the

Transmission output shaft

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