Torque-tube Drive

This drive system is generally used in passenger cars and light commercial vehicles.
Whereas the Hochkiss drive uses stiff springs to resist torque reaction and driving
thrust, the torque tube drive permits the use of either ‘softer’ springs or another form of
spring, like helical to perform their only intended duty so that a ‘softer’ ride is possible.
Figure 26.30 illustrates a layout using laminated springs, which are connected to the
frame by a swinging shackle at each end. A tubular member called torque-tube,
encloses the propeller shaft and is bolted rigidly to the axle casing. The torque-tube is
positioned at the front by a ball and socket joint, which is located at the rear of the
gearbox or cross-member of the frame. Bracing rods are introduced between the axle
casing and the torque tube to strengthen the arrangement. A small-diameter propeller
shaft is installed inside the torque tube and splined to the final-drive pinion. A
universal joint is installed in the centre of the ball joint to allow for angular deflections of
the drive.

Fig. 26.30. Torque tube drive.

In this design the torque reaction and driving thrust are taken up by the torque tube.
Since the forward thrust from the ball is taken on the rear housing of the gearbox,
arrangements must be incorporated to transfer this force through the gearbox
mountings to the frame. When helical or torsion bar springs are used as alternatives to
laminated springs, side movement of the axle must be controlled by providing some
form of transverse stabilizer, such as a Panhard rod, between the frame and the axle.
This system uses one universal joint and a slip joint. Since the torque tube is fitted
rigidly to the rear-axle centre housing, this eliminates the use of a universal joint at the
rear end of the propeller shaft.
A torque tube has been presented diagrammatically in Fig. 26.31, indicating all the
forces acting on this drive. All the notations of section 26.3.1 hold good for this case
also.
Fig. 26,31. Forces acting on torque tube drive.

Fig. 26.32. Free body diagram of torque tube.

Hotchkiss Open-type Drive
This type of drive is commonly used on passenger cars and heavy commercial vehicles.
This arrangement (Fig. 26.26) uses two rear leaf springs, which are longitudinally
mounted, and are connected to the frame by a ‘fixed’ pivot at the front, and swinging
shackles at the rear. A universal joint is mounted at each end of the exposed or ‘open’
type propeller shaft, with provision for accommodating change in shaft length due to the
deflection of the springs. This drive, therefore, incorporates an open propeller shaft with
two universal joints and a slip joint.

Fig. 26.26. Hotchkiss open-type drive (light commercial vehicle).

To resist torque reaction the axle is clamped to the springs using ‘U’ bolts. Under heavy
driving conditions the springs deflect up at the front and down at the rear and vice versa
during braking. This movement helps to damp driving shocks and improves
transmission flexibility. A universal joint is installed at rear to accommodate continuous
up and down motion of the axle. Driving thrust is transferred from casing to the spring
by the friction between the two surfaces, and then transmitted through the front section
of the springs to the vehicle frame. If the ‘U’ bolts become loose, the spring centre bolt
(axle location bolt) has to take the full driving thrust, so that early failure of the bolt takes
place due to the high shearing force.

Fig. 26.27. Forces acting on Hotchkiss drive.

In the Hotchkiss drive, rear axle torque and the propelling and retarding forces are taken
up by the rear springs. The rear springs, which are generally half-elliptic type, are
shackled to spring seats on the axle housing at one end and are pinned to the chassis
frame at their forward end. The shackles may be vertical or may be arranged at some
angle (a) as shown in Fig. 26.27. Thus the springs act as both torque and thrust
members in this case.
Fig. 26.28. Free body diagram of Hotchkiss drive.

Four-link (Semi-Hotchkiss) Drive

When helical springs are used in conjunction with a live rear axle, these springs cannot
take driving and braking thrust, torque reaction or give lateral support to the rear axle.
Therefore additional arrangements must be incorporated to meet these requirements. It
may appear that the helical spring provides a reduction in the unsprung weight, but in
practice when the weight of the additional locating arms and rods fitted to support this
arrangement is added, the unsprung weight difference becomes very small. However,
this layout allows for an accurate positioning of the axle which is an advantage.
The rear axles is positioned by upper and lower trailing suspension arms in the four-link
drive system layout as illustrated in Fig. 26.29. These arms transmit driving thrust and
prevent rotation of the axle casing. A transverse stabilizer, called a Panhard rod,
connects the rear axle to the vehicle body and thereby controls sideways movement of
the axle. Rubber mountings are fitted at each connection point to reduce noise
transmission and to eliminate the need for lubrication. Also these mountings provide
slight flexibility to allow for drive movement and geometric variations during spring
deflection.

Fig. 26.29. Helical spring and four-link suspension.

de-Dion Drive
The de-Dion axle is often considered as the halfway stage between the normal axle and
independent suspension. This layout provides many of the advantages of the
independent suspension, but the system is not classed as independent, as the rear
wheels are still linked by an axle tube.
In the basic arrangement illustrated in Fig. 26.33, laminated springs are mounted on the
frame by a ‘fixed’ pivot at the front and a swinging shackle at the rear. To support the
wheel on a stub axle shaft, each spring is equipped with a hub mounting, which is rigidly
connected to a tubular axle beam. The final-drive unit, which is bolted to a cross-
member of the frame, transfers the drive to road wheels through two universally jointed
shafts. The main propeller shaft is fitted with a universal joint at each end to allow for
flexing of the
Fig. 26.33. de-Dion drive.
frame. In this design, the torque reaction of the final-drive casing is absorbed by the
frame, and the driving thrust is resisted by the springs.
The major advantage of this arrangement is the reduction in unsprung weight. This
reduces wheel spin by permitting the light driving wheels to follow closely the contour of
the road surface. Wheel spin is also caused by the tendency of the normal axle to rotate
around the pinion due to a high propeller shaft torque. This lifting tendency of the wheel
is eliminated in this drive system, and weight is equally distributed.