Description:DESCRIPTION
Technical field
[001] This disclosure relates generally to torque transmission systems, and more particularly to driveline of a vehicle.
BACKGROUND
[002] A driveline of a vehicle includes a propeller shaft between a transmission and drive axle in order to transmit torque generated by the transmission to the drive axle. However, since both ends of the propeller shaft are rotating, torsional stresses develop due to the twisting force applied to the propeller shaft. In general, propeller shafts are designed to bear some level of torsional stress. However, if a harsh driving pattern is followed (e.g., sudden application or sudden release of clutch of a vehicle), torque transients are observed and may lead to excessive torsional stresses in the propeller shaft. In some cases, such excessive torsional stresses may be too high for the propeller shaft to bear. For example, such torque transients experienced by driveline may lead to failure of different components like propeller shafts, drive axle shaft, joints, differential gears and assemblies, etc.
[003] Therefore, there is a requirement to restrict transmission of transient torque efficiently in order to prevent damage to the driveline of the vehicle.
SUMMARY OF THE INVENTION
[004] In an embodiment, a coupler assembly for restraining transient torque on a driveline of a vehicle may be disclosed. The coupler assembly may include a first coupler assembled onto a first drive shaft at a first end. In an embodiment, the first drive shaft may be rotatably coupled to a transmission of the vehicle at a second end. Further, the coupler assembly may include a second coupler co-axially mounted onto the first coupler and assembled onto a second drive shaft at a third end. The second drive shaft may be rotatably coupled to a drive axle of the vehicle at a fourth end. In an embodiment, the first coupler and the second coupler may be rotatably coupled through a plurality of deflectors and a plurality of springs. Each of the plurality of deflectors may be rotatably couplable onto the first coupler. Further, each of the plurality of springs may be sandwiched between the second coupler and each of the plurality of deflectors. In an embodiment, each of the plurality of springs may be configured to be in a compressed state when an input torque from the transmission is above a threshold level.
[005] In another embodiment, a driveline for a vehicle may be disclosed. The driveline may include a first drive shaft that may further include a first end and a second end. The second end may be rotatably coupled to a transmission of the vehicle. Further, the driveline may include a first coupler assembled onto the first drive shaft at the first end. Further, the driveline may include a second drive shaft that may further include a third end, and a fourth end. The fourth end may be rotatably coupled to a drive axle of the vehicle. Further, the driveline may include a second coupler co-axially mounted onto the first coupler and rotatably coupled to the second drive shaft at the third end. In an embodiment, the first coupler and the second coupler may be rotatably couplable through a plurality of deflectors and a plurality of springs. Each of the plurality of deflectors may be rotatably couplable onto the first coupler. Each of the plurality of springs may be sandwiched between the second coupler and each of the plurality of deflectors. In an embodiment, each of the plurality of springs are configured to be in a compressed state when an input torque from the transmission is above a threshold level.
[006] In yet another embodiment, a vehicle including a coupler assembly for a driveline of the vehicle may be disclosed. The coupler assembly may include a first coupler assembled onto a first drive shaft at a first end. The first drive shaft may be rotatably coupled to a transmission of the vehicle at a second end. Further, the coupler assembly may include a second coupler co-axially mounted onto the first coupler and assembled onto a second drive shaft at a third end. In an embodiment, the second drive shaft may be rotatably coupled to a drive axle of the vehicle at a fourth end. In an embodiment, the first coupler and the second coupler may be rotatably couplable through a plurality of deflectors and a plurality of springs. Further, each of the plurality of deflectors may be rotatably couplable onto the first coupler. In an embodiment, each of the plurality of springs may be sandwiched between the second coupler and each of the plurality of deflectors. Each of the plurality of springs may be configured to be in a compressed state when an input torque from the transmission may be above a threshold level.
[007] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWING
[008] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[009] FIG. 1 illustrates a schematic diagram of a driveline of a vehicle including a coupler assembly, in accordance with an embodiment of the present disclosure.
[010] FIG. 2A illustrates an exploded perspective view of the driveline including the coupler assembly, in accordance with an embodiment of the present disclosure.
[011] FIG. 2B and FIG. 2C illustrate exploded perspective views of the coupler assembly, in accordance with an embodiment of the present disclosure.
[012] FIG. 3 illustrates a front view of the coupler assembly as seen along Z-Z’ direction in FIG. 2C, in accordance with an embodiment of the present disclosure.
DETAILED DESCRIPTION OF THE DRAWINGS
[013] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies, and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[014] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[015] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs. 1-3. It is to be noted that the coupler assembly may be employed in driveline of any vehicle including but not limited to a passenger vehicle, a utility vehicle, commercial vehicles, and any other vehicle. For the sake of clarity, various components of a vehicle is not shown.
[016] As explained earlier, sudden jerks and abnormal driving behavior like applying high torque and changing in between the gears may generate high torsional stress on the propeller shaft. Such high torsional stress may lead to shear failure of the propeller shaft and may cause damage to other coupled parts. Therefore, in order to prevent damage to the propeller shaft and other parts and assemblies coupled to the propeller shaft, there is a requirement to restrict transmission of transient torque through the propeller shaft.
[017] To this end, a coupler assembly 112 for restraining transient torque on a driveline 102 of a vehicle may be provided. Referring now to FIG. 1, a schematic diagram of a driveline 102 of a vehicle 100 including a coupler assembly 112 is illustrated, in accordance with an embodiment of the present disclosure. The driveline 102 may be configured to transmit torque generated by a transmission 104 of the vehicle 100 to a drive axle 106 of the vehicle 100. Further, the driveline 102 may include a first drive shaft 108 and a second drive shaft 110 rotatably coupled to each other via the coupler assembly 112. The coupler assembly 112 may include a first coupler 114 assembled onto the first drive shaft 108 at a first end 116 of the first drive shaft 108. In an embodiment, the first coupler 114 may be joined to the first drive shaft 108 at the first end 116 by means of a fastener, such as, but not limited to, screws, nut-bolt assembly, rivets, grooves and ridges, etc. Alternatively, the first coupler 114 may be welded to the first end 116 of the first drive shaft 108. Further, the first drive shaft 108 may be rotatably coupled to the transmission 104 of the vehicle 100 at the second end 118. Further, the coupler assembly 112 may include a second coupler 120 co-axially mounted onto the first coupler 114 and assembled onto the second drive shaft 110 at a third end 122. It is to be noted that the second drive shaft 110 may be rotatably coupled to a drive axle 106 at a fourth end 124. As shown in FIG. 1, a first cover 130 may enclose the first coupler 114 from the transmission side. The first cover 130 may be mounted onto the second coupler 120 from the transmission side. It is to be noted that the first cover 130 may provide a passage 134 having a diameter greater than a diameter of the first drive shaft 108. Accordingly, the first cover 130 may allow free rotation of the first drive shaft 108 based on the input torque from the transmission 104. Further, the second coupler 120 may be coupled to the second drive shaft 110 via a second cover 132. In an embodiment, the first cover 130 and the second cover 132 may be detachably coupled to the second coupler 120 via fasteners such as, but not limited to, screws, nut-bolt assemblies, rivets, etc. Alternatively, the first cover 130 and the second cover 132 may be welded to the second coupler 120. In an embodiment, second drive shaft 110 may be joined to the second cover 132 by means of welding.
[018] It is to be noted that the first coupler 114 and the second coupler 120 may be rotatably couplable through a plurality of deflectors 126 and a plurality of springs 128. In an embodiment, each of the plurality of deflectors 126 may be rotatably couplable onto the first coupler 114. The plurality of springs 128 may be sandwiched between the second coupler 120 and each of the plurality of the deflectors 126.
[019] It is to be noted, that the plurality of springs 128 may be configured to be in a released state when the input torque from the transmission 104 is below a threshold level. In an embodiment, the input torque as generated by the transmission 104 below the threshold level may be safely transmitted to the drive axle 106 without causing any damage to the drive axle. In the released state, each of the plurality of springs 128 may force each of the plurality of deflectors 126 towards the first coupler 114. Thus, each of the plurality of springs 128 being in released state rotatably couple each of the plurality of deflectors 126 to the first coupler 114. Therefore, being in the released state each of the plurality of springs 128 rotatable couple each of the plurality of deflectors 126 to the first coupler 114 which in turn may rotatably couple the second coupler 120 to the first coupler 114. Therefore, the first drive shaft 108 may rotate based on the input torque from the transmission 104 which in turn may rotate the first coupler 114. Accordingly, each of the plurality of springs 128 being in release state may rotatably couple the second coupler 120 to the first coupler 114 via the coupling of each of the plurality of deflectors 126 to the first coupler 114. Thus, the second coupler 120 may rotate and transmit the input torque from the transmission 104 to the drive axle 106 in case the input torque is below the threshold level. In an embodiment, the threshold level may be equal to, but not limited to, about 1500 Nm. In an embodiment, the threshold level may vary depending on the design specification of the drive shaft.
[020] Further, in case the input torque is above the threshold level, the first drive shaft 108 may rotate based on the input torque from the transmission 104 which in turn may rotate the first coupler 114. It is to be noted that input torque that is higher than the threshold level may also be referred to as transient torque and may exert high torsional stresses on the first drive shaft 108 and the first coupler 114. However, due to higher speed of rotation of the first coupler 114 during the transient torque, the first coupler 114 may transmit high torsional forces to each of the plurality of deflectors 126 and each of the plurality of springs 128. Accordingly, each of the plurality of springs 128 may be temporarily configured in a compressed state due to the torsional forces. The temporary compression of the plurality of springs 128 may in turn decouple each of the plurality of deflectors 126 from the first coupler 114. Accordingly, in the temporary compressed state and based on the decoupling of the plurality of deflectors 126 from the first coupler 114, the second coupler may not rotate at about same speed as the first coupler (i.e., the second coupler may keep rotating at about previous speed based on the input torque supplied from the first coupler 114 just prior to decoupling). It should be noted that in the temporarily compressed state of the plurality of spring 128, the first coupler 114 may rotate freely without rotating the second coupler 120 due to decoupling of the plurality of deflectors 126 from the first coupler 114. Thus, the input torque higher than the threshold level, may not be transmitted from the first drive shaft 108 to the second drive shaft 110. It should be appreciated that the input torque may temporarily increase above the threshold level in situations such as, but not limited to, rash driving (e.g., sudden application or release of clutch) or abrupt down shift of gear at higher speed, etc. Thus, the coupler assembly 112 may prevent transmission of such transient torque based on the temporary decoupling of the plurality of deflectors 126 from the first coupler 114 due to compression of the plurality of springs 128. It is to be noted that the spring coefficient of each of the plurality of springs 128 may be selected such that each of the plurality of springs 128 are compressed in case the input torque becomes higher than the threshold level (say, about 1500 Nm). Thus, in the compressed state each of the plurality of springs 128 may decouple the second coupler 120 from the first coupler 114. Thus, the second coupler 120 may remain decoupled and the input torque from the transmission 104 may not be transmitted to the drive axle 106 in case the input torque goes above the threshold level (say, about 1500 Nm).
[021] Further, as the input torque may be restored within the threshold level, each of the plurality of springs 128 may be decompressed and be restored in a released state and in turn may restore the transmission of the input torque based on the coupling of the second coupler 120 with the first coupler 114. Accordingly, the coupler assembly 112 may allow transmission of the input torque from the transmission 104 of the vehicle 100 via the first drive shaft 108 to the drive axle 106 via the second drive shaft 110 until the input torque is below the threshold level. Thus, as will be appreciated, the coupler assembly 112 may restrict the transmission of transient torque i.e. input torque above the threshold level by decoupling the first drive shaft 108 from the second drive shaft 110 by the coupler assembly 112.
[022] FIG. 2A illustrates an exploded perspective view 200A of the driveline 102 including the coupler assembly 112, in accordance with an embodiment of the present disclosure. The exploded perspective view 200A depicts the coupler assembly 112 that may rotatably couple the first drive shaft 108 and the second drive shaft 110. As seen, the first coupler 114 (e.g., sun gear, toothed wheel or cogwheel with grooves or cogs outside, etc.) may be assembled onto the first drive shaft 108 at the first end 116. It should be noted that the first drive shaft 108 may be rotatably coupled to the transmission 104 at the second end 118. As can be seen, the coupler assembly 112 may include the second coupler 120 (e.g., internal ring gear, internal cogwheel with grooves or cogs on inside, etc.) that may be co-axially mounted onto the first coupler 114 and assembled onto the second drive shaft 110 at the third end 122. It is to be noted, that the second drive shaft 110 may be rotatably coupled to the drive axle 106 of the vehicle 100 at the fourth end 124.
[023] As discussed earlier, the first cover 130 and the second cover 132 may be detachably coupled to the second coupler 120 via fasteners such as, but not limited to, screws, nut-bolt assemblies, rivets, etc. As shown in FIG. 2A, the second coupler 120 may include a plurality of fastening slots 202 along an inner surface 204 of the second coupler 120 that may allow the first cover 130 to be fastened to the second coupler 120 from the transmission side. The first cover 130 may include a first set of complementary fastening slots 206 through which a first set of fasteners (not shown) may be fastened into the corresponding fastening slot 202 of the second coupler 120. As can be seen, the first cover 130 may have the passage 134 that has a diameter greater than the diameter of the first drive shaft 108 in order to allow free rotation of the first drive shaft 108 based on the input torque. Further, the second cover 132 may include a second set of complimentary fastening slots 208 through which a second set of fasteners (not shown) may be fastened into the corresponding fastening slot 202 of the second coupler 120 from the drive axle side. Further, the third end 122 of the second drive shaft 110 may be mechanically connected to a center of the second cover 132. Accordingly, the second cover 132 may be fastened to the second coupler 120 in order to rotatably couple the second coupler 120 to the second drive 110 shaft. Alternatively, the first cover 130 and the second cover 132 may be welded to the second coupler 120. In an embodiment, second drive shaft 110 may be joined to the second cover 132 by means of welding.
[024] As discussed earlier, the first coupler 114 and the second coupler 120 may be rotatably couplable through the plurality of deflectors 126 and the plurality of springs 128. In an embodiment, each of the plurality of deflectors 126 may be rotatably couplable onto the first coupler 114. The plurality of springs 128 may be sandwiched between the second coupler 120 and each of the plurality of the deflectors 126. As shown in FIG. 2A, the second coupler 120 may include a plurality of housing grooves 210 (e.g., teeth of the internal ring gear, cogs or grooves of the internal cogwheel) along the inner surface 204 of the second coupler 120. Each of the plurality of springs 128 may be sandwiched and held in place between the corresponding housing groove 210. In an embodiment, each of the plurality of springs 128 may be, but not limited to, flat springs.
[025] When the input torque from the transmission 104 is below the threshold level, the torsional stress exerted by the rotation of the first coupler 114 may not be enough for the plurality of springs 128 to be compressed. Thus, the plurality of springs 128 may be configured to be in a released state. In the released state, each of the plurality of springs 128 may force each of the plurality of deflectors 126 towards the first coupler 114. Thus, each of the plurality of springs 128 being in released state rotatably couple each of the plurality of deflectors 126 to the first coupler 114 which in turn may rotatably couple the second coupler 120 to the first coupler 114. Therefore, the first drive shaft 108 may rotate based on the input torque from the transmission 104 which in turn may rotate the first coupler 114. Accordingly, each of the plurality of springs 128 being in release state may rotatably couple the second coupler 120 to the first coupler 114 via the coupling of each of the plurality of deflectors 126 to the first coupler 114. Thus, the second coupler 120 may rotate which in turn may rotate the second drive shaft 110 and may transmit the input torque from the transmission 104 to the drive axle 106 in case the input torque is below the threshold level.
[026] Referring now to FIGs. 2B and 2C, which illustrate exploded perspective views 200B, 200C respectively of the coupler assembly 112, in accordance with an embodiment of the present disclosure. As will be appreciated, FIG. 2B illustrates an exploded perspective view 200B of the coupler assembly 112 from the drive axle side to the transmission side. Further, as will be appreciated, FIG. 2C illustrates an exploded perspective view 200C of the coupler assembly 112 extending in a direction along an axis (Z-Z’) from the transmission side to the drive axle side. As shown in FIG. 2B and FIG. 2C, the coupler assembly 112 includes the second coupler 120 co-axially mounted onto the first coupler 114 via the plurality of deflectors 126 and the plurality of springs 128 (not shown in FIG. 2B). As shown in FIG. 2B, each of the plurality of deflectors 126 may include two fingers 212 pivotable around a hinge 214. Further, the two fingers 212 may be provided one above another movable around the hinge 214. Each of the two fingers 212 may be shaped to complement a round groove 213 (e.g., teeth of the sun gear or cogs of the cogwheel) provided on an outer surface of the first coupler 114. Accordingly, each of the two fingers 212 of the plurality of deflectors 126 may be pressed to a corresponding round groove 213 of the first coupler 114 in order to rotatably couple each of the plurality of deflectors 126 to the first coupler 114. Further, as shown in FIG. 2C, the plurality of springs 128 may be sandwiched between the second coupler 120 and each of the plurality of deflectors 126. As will be appreciated, in the illustrated embodiments discussed in FIGs. 2A, 2B and 2C, the plurality of deflectors 126 and the plurality of springs 128 may act as coupling elements that may rotatably couple the second coupler 120 (i.e., internal cogwheel) to the first coupler 114 (i.e., toothed wheel) under certain conditions (i.e., input torque being less than the threshold level) or may decouple the second coupler 120 (i.e., wheel with grooves on inside) from the first coupler 114 (i.e., toothed wheel) under certain conditions (i.e., input torque being more than the threshold level).
[027] Referring now to FIG. 3, a front view 300 of the coupler assembly 112 (as seen along Z-Z’ direction in FIG. 2C) is illustrated, in accordance with an embodiment of the present disclosure. The coupler assembly 112 as shown in FIG. 3 depicts the second coupler 120 co-axially mounted onto the first coupler 114. The second coupler 120 may be rotatably coupled to the first coupler 114 through the plurality of deflectors 126 and the plurality of springs 128. As can be seen in FIG. 3, when the first coupler 114 may rotate based on input torque that is below threshold level, each of the plurality of springs 128 may be in a release state and the torsional force from the first coupler 114 and the spring force from the springs 128 may rotatably couple each of the fingers 212 of the deflectors 126 may be pressed onto the round grooves 213 provided on the outer surface of the first coupler 114. Accordingly, each of the fingers 212 of the deflectors 126 being pressed against the complementary shaped groove 213 of the first coupler 114 rotatably couple the plurality of deflectors 126 to the first coupler 114. Hence, the plurality of deflectors 126 and the plurality of springs 128 along with the second coupler 120 may be rotatably coupled to the first coupler 114.
[028] Further, in case the input torque increases above the threshold level, the torsional force generated based on the rotation of the first coupler 114 may increase such that the plurality of springs 128 may get compressed which in turn may allow each of the fingers 212 of the deflectors 126 to pivot along the hinge 214 and away from the first coupler 114. It is to be noted that the fingers 212 of the deflectors 126 may pivot along the hinge 214 and away from the first coupler 114 due to the torsional forces. Thus, the deflectors 126 may disengage or decouple from the first coupler 114 thus which in turn may rotatably decouple the second coupler 120 from the first coupler 114. Accordingly, when the input torque increases above the threshold level the first coupler 114 may rotate independently of the plurality of deflectors 126, the plurality of springs 128 and the second coupler 120. Thus, when the plurality of springs 128 are in compressed state temporarily, the second coupler 120 may be temporarily decoupled from the first coupler 114 and thus restrict the transmission to input torque higher than the threshold level to the second drive shaft 110. This temporary decoupling of the second coupler 120 from the first coupler 114 may restrict the transmission of input torque from the first drive shaft 108 to the second drive shaft 110 and thus the drive axle 106 thus protecting any damage to the drive axle 106.
[029] It is to be noted, as the input torque may be restored within the threshold level, the torsional stress on the plurality of springs 128 may reduce thus decompressing the plurality of springs 128 and restoring the plurality of springs 128 into released state. Accordingly, when the input torque may be restored within the threshold level, the second coupler 120 may again be rotatably coupled to the first coupler 114. Thus, allowing transmission of input torque within the threshold level from the transmission 104 to the drive axle 106.
[030] It is to be noted that the coupler assembly 112 as described above to be used in the driveline 102 of the vehicle 100 may not be limited to be used in the driveline 102 of vehicles only. The coupler assembly 112 may be used in any torque transmission system that may include a propeller shaft connected between a torque generator at one end and a torque utilization assembly at another end and may enable restriction of transmission of transient torque from the torque generator to the torque utilization assembly.
[031] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[032] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
[033] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[034] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
, Claims:I/We Claim:
1. A coupler assembly (112) for restraining transient torque on a driveline (102) of a vehicle (100), comprising:
a first coupler (114) assembled onto a first drive shaft (108) at a first end (116),
wherein the first drive shaft (108) is rotatably coupled to a transmission (104) of the vehicle (100) at a second end (118); and
a second coupler (120) co-axially mounted onto the first coupler (114) and assembled onto a second drive shaft (110) at a third end (122),
wherein the second drive shaft (110) is rotatably coupled to a drive axle (106) of the vehicle (100) at a fourth end (124),
wherein the first coupler (114) and the second coupler (120) are rotatably couplable through a plurality of deflectors (126) and a plurality of springs (128),
wherein each of the plurality of deflectors is rotatably couplable onto the first coupler (114),
wherein each of the plurality of springs (128) is sandwiched between the second coupler (120) and each of the plurality of deflectors (126), and
wherein each of the plurality of springs (128) are configured to be in a compressed state when an input torque from the transmission is above a threshold level.

2. The coupler assembly (112) as claimed in claim 1, wherein the each of the plurality of springs (128) is a flat spring.

3. The coupler assembly (112) as claimed in claim 1, wherein each of the plurality of springs (128) is temporarily compressed in the compressed state, and wherein each of the plurality of deflectors (126) are temporarily decoupled from the first coupler (114) upon temporary compression of each of the plurality of springs (128).

4. The coupler assembly (112) as claimed in claim 3, wherein the input torque from the transmission is not transmitted from the first drive shaft (108) to the second drive shaft (110) based on the temporary decoupling of the plurality of deflectors (126) from the first coupler (114).

5. The coupler assembly (112) as claimed in claim 1, wherein each of the plurality of springs (128) is configured to be in a released state when the input torque from the transmission (104) is below the threshold level.

6. The coupler assembly (112) as claimed in claim 5, wherein each of the plurality of springs (128) is released in the released state, and wherein each of the plurality of deflectors (126) is rotatably coupled with the first coupler (114) upon release of each of the plurality of springs (128).

7. The coupler assembly (112) as claimed in claim 6, wherein the input torque from the transmission is transmitted from the first drive shaft (108) to the second drive shaft (110) based on the coupling of the plurality of deflectors (126) with the first coupler (114).

8. A driveline (102) for a vehicle (100), comprising:
a first drive shaft (108) comprising:
a first end (116); and
a second end (118) rotatably coupled to a transmission (104) of the vehicle;
a first coupler (114) assembled onto the first drive shaft (108) at the first end (116);
a second drive shaft (110) comprising:
a third end (122); and
a fourth end (124) rotatably coupled to a drive axle (106) of the vehicle;
a second coupler (120) co-axially mounted onto the first coupler (114) and rotatably coupled to the second drive shaft (110) at the third end (122); and
wherein the first coupler (114) and the second coupler (120) are rotatably couplable through a plurality of deflectors (126) and a plurality of springs (128),
wherein each of the plurality of deflectors (126) is rotatably couplable onto the first coupler (114),
wherein each of the plurality of springs (128) is sandwiched between the second coupler (120) and each of the plurality of deflectors (126), and
wherein each of the plurality of springs (128) are configured to be in a compressed state when an input torque from the transmission (104) is above a threshold level.

9. The driveline as claimed in claim 8, wherein each of the plurality of springs (128) is temporarily compressed in the compressed state,
wherein each of the plurality of deflectors (126) are temporarily decoupled from the first coupler (114) upon temporary compression of each of the plurality of springs (128), and
wherein the input torque from the transmission (104) is not transmitted from the first drive shaft (108) to the second drive shaft (110) based on the temporary decoupling of the plurality of deflectors (126) from the first coupler (114).

10. The driveline as claimed in claim 8, wherein the each of the plurality of springs (128) are configured to be in a released state when the input torque from the transmission (104) is below the threshold level,
wherein each of the plurality of springs (128) is released in the released state,
wherein each of the plurality of deflectors (126) is rotatably coupled with the first coupler (114) upon release of each of the plurality of springs (128), and
wherein the input torque from the transmission (104) is transmitted from the first drive shaft (108) to the second drive shaft (110) based on the coupling of the plurality of deflectors (126) with the first coupler (114).

11. The driveline as claimed in claim 8, wherein the second coupler (120) comprises a plurality of housing grooves (210) each housing comprises one of the plurality of springs (128).

12. A vehicle (100), comprising:
a coupler assembly (112) for a driveline (102) of the vehicle (100), comprising:
a first coupler (114) assembled onto a first drive shaft (108) at a first end (116),
wherein the first drive shaft (108) is rotatably coupled to a transmission (104) of the vehicle (100) at a second end (118); and
a second coupler (120) co-axially mounted onto the first coupler (114) and assembled onto a second drive shaft (110) at a third end (122),
wherein the second drive shaft (110) is rotatably coupled to a drive axle (106) of the vehicle (100) at a fourth end (124); and
wherein the first coupler (114) and the second coupler (120) are rotatably couplable through a plurality of deflectors (126) and a plurality of springs (128),
wherein each of the plurality of deflectors is rotatably couplable onto the first coupler (114),
wherein each of the plurality of springs (128) is sandwiched between the second coupler (120) and each of the plurality of deflectors (126), and
wherein each of the plurality of springs (128) are configured to be in a compressed state when an input torque from the transmission (104) is above a threshold level.

13. The vehicle as claimed in claim 12, wherein each of the plurality of springs (128) is temporarily compressed in the compressed state,
wherein each of the plurality of deflectors (126) are temporarily decoupled from the first coupler (114) upon temporary compression of each of the plurality of springs (128), and
wherein the input torque from the transmission (104) is not transmitted from the first drive shaft (108) to the second drive shaft (110) based on the temporary decoupling of the plurality of deflectors (126) from the first coupler (114).

14. The vehicle as claimed in claim 12, wherein the each of the plurality of springs (128) are configured to be in a released state when the input torque from the transmission (104) is below the threshold level,
wherein each of the plurality of springs (128) is released in the released state,
wherein each of the plurality of deflectors (126) is rotatably coupled with the first coupler (114) upon release of each of the plurality of springs, and
wherein the input torque from the transmission (104) is transmitted from the first drive shaft (108) to the second drive shaft (110) based on the coupling of the plurality of deflectors (126) with the first coupler (114).