JPH0313054Y2 - - Google Patents

Description

[Detailed explanation of the idea]

[Industrial Application Field] The present invention relates to a three-part propeller shaft device for a vehicle, and more specifically, a three-part propeller shaft device for a vehicle that includes three propeller shafts, one constant velocity joint, and three hook joints. This relates to a shaft device. [Conventional technology] Conventionally, many vertically mounted front-engine, rear-drive vehicles have used a single propeller shaft with shaft joints attached to both ends, but this has caused vibration noise during high-speed driving. A two-part propeller shaft system with two propeller shafts and three hook joints is used to reduce the level. In addition, front drive systems were common in vehicles equipped with a horizontally mounted engine (arranged so that the crankshaft extends in the width direction of the vehicle body) at the front, but in recent years, improvements have been made to improve the driving performance of vehicles. For this reason, vehicles with continuous four-wheel drive (so-called full-time 4WD) are equipped with a lock-free switching mechanism that is attached to the central differential and selectively locks the central differential.
4WD vehicles (so-called part-time 4WD vehicles) were developed. In this four-wheel drive vehicle with a horizontal engine, the distance between the rear end of the engine output shaft and the front end of the final reduction gear input shaft is longer, and the propeller shaft is correspondingly longer, so three propellers are required. A three-part propeller shaft device equipped with a shaft and four joints has come to be adopted in some areas. Generally, a three-split propeller shaft device for a vehicle has a front propeller shaft that is drivingly connected to an output shaft on the engine side at one end through a first joint, and a front propeller shaft that is drivingly connected to the output shaft on the engine side at one end through a second joint. A center propeller shaft is drivingly connected to the other end and elastically supported by the vehicle body near both ends by two center bearing supports, and one end is drivingly connected to the other end of the center propeller shaft by a third joint. It has a rear propeller shaft whose other end is drivingly connected to the input shaft on the final reduction gear side through a fourth joint. In this type of 3-split propeller shaft system for 4WD vehicles, the three propeller shafts and the first
~It is common that the fourth joint is not arranged on a straight line, but that all the joints are arranged with their respective joint angles. In order to absorb the movement of the engine and final reduction gear in the longitudinal direction,
One of the two joints is a sliding constant velocity joint, the remaining three joints are hook joints, and an adjacent hook joint is used to absorb rotational fluctuations that occur in the hook joints. It was common to arrange them in opposite phases. [Problems to be solved by the invention] However, although the three-split propeller shaft device for vehicles with the above-mentioned configuration has a low vibration and noise level during high-speed running, the conventional single propeller shaft or two-split propeller shaft device Other vibration and noise phenomena may occur that are not seen in vehicles equipped with a propeller shaft system. This vibration noise is thought to be caused by rotational fluctuations occurring in the propeller shaft. That is, as is well known, when there is a joint angle, a couple occurs. Then, due to the secondary couple caused by the joint angles of the three propeller shafts, the propeller shafts oscillate.
In particular, in a full-time 4WD vehicle, when turning with the central differential locked (defrot state) (in a part-time 4WD vehicle, turning in a four-wheel drive state), the difference in rotation between the front and rear wheels causes the wheels to turn. The engine and the final reduction gear move due to the torque, and the rear end of the output shaft and the front end of the input shaft rotate upward. As a result of this movement, each joint angle became larger, causing the propeller shaft to swing around due to the secondary couple generated by the joint angles. Therefore, as one of the above-mentioned vibration and noise countermeasures, it is conceivable to set a high spring constant (using hard rubber) for the two front and rear center bearing supports that elastically support the center propeller shaft on the vehicle body. However, if the spring constant of the center bearing support is set high, it is possible to reduce the swing of the propeller shaft, but on the contrary, the muffled noise inside the vehicle becomes louder. For this reason, in practice, the spring constant of the center bearing support cannot be increased from the viewpoint of muffled noise inside the vehicle, and it has not been possible to substantially reduce the vibration noise caused by the swinging of the propeller shaft. Moreover, the durability of the center bearing support is also deteriorated due to the swinging of the propeller shaft. Therefore, the technical problem of the present invention is to reduce the oscillation of the propeller shaft in a three-part propeller shaft device for a vehicle without causing the problem of muffled noise inside the vehicle. The objective is to reduce vibration noise caused by vibration. [Means for Solving the Problems] Therefore, the present invention employs the following configuration as a means for solving the above-mentioned problems. That is, the three-part propeller shaft device for vehicles of the present invention uses a constant velocity joint for the first joint or the fourth joint, and also uses the second and third joints (fuss joints) adjacent to the constant velocity joint. Make the phases the same, and the remaining 1
It is characterized in that the phases of the two hook joints are set to opposite phases. Specifically, using FIG. 1 as an example,
The three-part propeller shaft device 50 for a vehicle is connected to the engine 10 by a first joint 51 at one end.
A front propeller shaft 52 drivingly connected to the side output shaft 44 and a second joint 53 at one end.
a center propeller shaft 54 which is drivingly connected to the other end of the front propeller shaft 52 and elastically supported by the vehicle body B near both ends by two center bearing supports 58 and 59; and a third joint at one end. 55 to the other end of the center propeller shaft 54, and the other end of the rear propeller shaft 56 to the input shaft 61 on the final reduction gear 60 side by a fourth joint 57. There is. A constant velocity joint is used for the first joint 51, and hook joints are used for the other second, third, and fourth joints 53, 55, and 57. Furthermore, the phases of the two hook joints 53 and 55 adjacent to the constant velocity joint 51 are set to the same phase, and the remaining one hook joint 57 is set to have the same phase.
The phases of are set to opposite phases. [Operation] According to the above-described three-part propeller shaft device for a vehicle, the dominant force that causes the front center bearing support 58 to swing around is the secondary couple on the input side and output side of the second joint 53. It is also a secondary couple on the input side of the third joint 55. The second joint 53 and the third joint 55 have joint angles in the same direction, and since the second joint 53 and the third joint 55 are set in the same phase, the input side secondary couple of the second joint 53 The input side secondary couple of the third joint 55 cancels each other out. At this time, the second joint 53
Since the secondary couple on the output side is 90 degrees out of phase and acts in the opposite direction, this also acts in a direction to cancel the secondary couple on the input side of the third joint 55. As a result, the swing caused by the secondary couple that occurs in the front center bearing support 58 is minimized. Next, the dominant forces that cause the rear center bearing support 58 to swing are the input side and output side secondary couple of the third joint 55 and the input side secondary couple of the fourth joint 57. The input side secondary couple and the output side secondary couple of the third joint 55 have a phase difference of 90 degrees and act in opposite directions. 3rd joint 55 and 4th joint 57
Since these are set to have opposite phases, the secondary couple on the input side of the third joint 55 and the secondary couple on the input side of the fourth joint 57 cancel each other out, resulting in a secondary couple generated on the rear center bearing support 59. The runout due to this is minimized. [Example] Hereinafter, an example of the present invention will be described in detail based on the drawings. First, a description will be given of FIG. 6, which shows, in skeleton form, an example of a drive system of a four-wheel drive vehicle to which a three-part propeller shaft device is applied. The illustrated drive system of a four-wheel drive vehicle is an example of a drive system of a full-time four-wheel drive vehicle (so-called full-time 4WD vehicle) based on the power transmission device of a horizontally mounted front engine/front drive vehicle. Reference numeral 10 designates a so-called horizontal engine, which is disposed in the engine room at the front of the vehicle so that its crankshaft 11 extends in the width direction (lateral direction) of the vehicle body. 1
2 is a transaxle case attached to one side of the engine 10, 13 is a transmission case attached to the side opposite to the engine 10 side of the transaxle case 12, and 14 is attached to the engine 10 side of the transaxle case 12. It is a transfer case. A clutch 15 is arranged coaxially with the crankshaft 11 in the transaxle case 12, and an input shaft 17 is arranged parallel to the input shaft 17, which is also coaxially arranged in the transmission case 13. A transmission 16 is provided with an output shaft 18 having an output gear 19. Furthermore, a central differential device 20 and a front wheel differential device 30 are disposed within the transaxle case 12. The central differential 20 connects the engine 10 to the transmission 1.
6 is a bevel gear type differential device that divides the power input through 6 and outputs it to the front wheel drive system and the rear wheel drive system, and is a final reduction gear that is driven by constantly meshing with the output gear 19 of the transmission 16. (Ring gear) 21 is integrally supported on differential case 22. In this central differential device 20, the left side gear 23
is formed integrally with the differential case 32 of the front wheel differential device 30, and a hollow shaft portion 24a is formed integrally with the right side gear 24. This hollow shaft portion 24a is connected to the transaxle case 12.
It penetrates through and protrudes into the transfer case 14. The front wheel differential 30 is arranged coaxially with the central differential 20 on one side, and its left side gear 33 is connected to the left front axle 35L, the sliding constant velocity joint 36L, the drive shaft 37L, and the fixed It is connected to the left front wheel 39L via a constant velocity joint 38L so that power can be transmitted thereto. Further, the right side gear 34 is coupled to the right front wheel 39R via a right front axle 35R, a sliding constant velocity joint 36R, a drive shaft 37R, and a fixed constant velocity joint 38R to enable power transmission. Further, inside the transfer case 14, there is a switching sleeve 2 spline-fitted to the hollow shaft portion 24a.
At 6, a lock-free switching mechanism 25 that integrally engages the differential case 22 and the right side gear 24 to selectively lock the central differential 20, and a rear wheel drive direction conversion gear unit 40 are arranged. It is set up. The mount case 42 of the direction conversion gear unit 40 for rear wheel drive is attached to the hollow shaft portion 24 of the central differential 20.
The rear wheel drive ring gear 41, which is a direction changing gear, is integrally attached to the outer circumference of the distal end portion of the gear so as to transmit power.
This ring gear 41 functions to convert the power input from the central differential device 20 in the orthogonal direction and output it to the rear wheels, and is always engaged with the drive pinion 43. The drive pinion shaft 44, which is the output shaft on the engine side, can transmit power to the drive pinion shaft 61, which is the input shaft on the final reduction gear 60 side for rear wheel drive, via the 4-joint 3-split propeller shaft device 50. is connected to. A drive pinion 62 is integrally provided at the rear end of the drive pinion shaft 61, and a rear wheel drive final reduction gear (ring gear) is integrally attached to the differential case 72 of the rear wheel differential device 70.
It is always engaged with 71. The shaft 75L of the left side gear 73 in the differential case 72 is connected to the left rear wheel 79L via a sliding constant velocity joint 76L, a rear axle 77L, and a fixed constant velocity joint 78L so that power can be transmitted to the left side gear 73. The shaft 75R of the side gear 74 is a sliding constant velocity joint 76.
R, rear axle 77R, fixed constant velocity joint 78R
The right rear wheel 79R is connected to the right rear wheel 79R so that power can be transmitted thereto. 4-joint 3-part propeller shaft device 5
0 is the first joint 51, the front propeller shaft 52, and the second joint 5 in order from the front of the vehicle.
3. Center bearing support 58 that elastically supports the center propeller shaft 54, the third joint 55, the rear propeller shaft 56, the fourth joint 57, and the center propeller shaft 54 on the vehicle body.
It consists of 59 pieces. The front propeller shaft 52 has a first joint 51 at the front end.
It is drivingly connected to a drive pinion shaft 44, which is an output shaft on the engine side. The center propeller shaft 54 is drivingly connected at its front end to the rear end of the front propeller shaft 52 by a second joint 53, and two center bearing supports 58 and 59 are provided near both ends for elastically supporting the vehicle body. ing. Rear propeller shaft 5
6 is drivingly connected to the rear end of the center propeller shaft 54 by a third joint 55 at the front end, and is connected to the final reduction gear 6 by a fourth joint 57 at the other end.
It is drivingly connected to a drive pinion shaft 61 which is a 0-side input shaft. Furthermore, as shown in FIG. 3, the first joint 5
A sliding constant velocity joint is used for 1, and the other 2nd joints 53 and 3rd joints 55
A hook joint is used for the fourth joint 57. A second joint 5 adjacent to the first joint 51 which is a constant velocity joint
3 and the third joint 55 are set to be in the same phase, and the remaining fourth joint 57 is set to have an opposite phase. That is, the phases of the second joint 53, the third joint 55, and the fourth joint 57 are set to 0 degrees, 0 degrees, and 90 degrees, respectively. Next, the structure of the sliding constant velocity joint used for the first joint 51 will be explained. In this embodiment, as shown in FIGS. 4 and 5, a rev joint (VL joint) with excellent constant velocity is used as a sliding constant velocity joint. The rev joint 51 is composed of an outer race 80, an inner race 81, a torque transmitting ball 82, and a cage 83, as is known per se. The outer race 80 has a cylindrical inner peripheral surface 80a.
Six ball grooves 80b are formed on the inner peripheral surface 80a. On the other hand, the inner race 81 has an outer spherical surface 81a, and a ball groove 81b corresponding to the ball groove 80b is also formed on the outer spherical surface 81a. These ball grooves 80b and 81b are provided as a pair in the same cylindrical surface and inclined at equal angles in opposite directions, and the torque transmission balls 82 are rolled in these intersecting ball grooves. It is possible to intervene. Six window holes 83b for accommodating the balls 82 are provided in the cage 83 at equal intervals in the circumferential direction. The outer and inner surfaces of the portion of the cage 83 where the window hole 83b is provided are formed as spherical surfaces concentric with the joint center. Cage outer spherical surface 83
a is in contact with the inner circumferential surface 80a of the outer race 80, and its inner spherical surface faces the outer spherical surface 81a of the inner race 81 with a gap to allow sliding. The cage 83 is configured to always hold each ball 82 on a constant velocity bisecting plane that passes through the center of the inner and outer spherical surfaces and divides the cage 83 into two equal parts. The outer race 80 is integrally fixed by a bolt 86 via a retainer 85 to a sleeve 84 that is spline-fitted to the drive pinion shaft 44, which is an output shaft on the engine side, so as to be slidable in the axial direction. On the other hand, the inner race 81 is integrally fixed and assembled to the stub shaft 87 by a spline 81c and a snap spring 81d formed on its inner peripheral surface. Stub shaft 8
7 is integrally fixed to the front end of the front propeller shaft 52 by welding. In this way, even if an angle is given between the drive pinion shaft 44, which is the output shaft on the transmission side, and the front propeller shaft 52, it is possible to transmit power at a constant speed and at the same time slide in the axial direction. Note that 88 is a cover 8 that is press-fitted onto the outer periphery of the outer race 80 and is fastened together with bolts 86.
9 and the stub shaft 87. Further, the internal space of the constant velocity joint 51 is filled with grease as a lubricant. Now, the four-joint three-division type propeller shaft device 50 having the above-described configuration is mounted on a vehicle in a positional relationship as shown in FIG. That is, the engine 10 and the transaxle are elastically supported by the vehicle body B by the engine mount EM, and the final reduction gear 60 is elastically supported by the vehicle body B by the differential mount DM. Further, the center propeller shaft 54 is elastically supported by the vehicle body B near both ends thereof by a front center bearing support 58 and a rear center bearing support 59. The first joint 51, the second joint 53, the third joint 55, and the fourth joint 57 are arranged with respective predetermined joint angles θ ₁ to θ ₄ in order to maximize the space inside the vehicle. Next, the operation of this embodiment will be explained. Now, if the vehicle turns with the central differential 20 locked, there will be no rotation difference even though the distance traveled by the front and rear wheels differs due to the difference between the inner wheels.
As shown in FIG.
Torque is generated on the engine side output shaft 44, propeller shafts 52, 54, 56, and final reduction gear side input shaft 61. On the other hand, the torque T is generated by the engine 10 due to its reaction force.
and rotate the final reduction gear 60 in the directions of arrows E and D. That is, the rear end of the engine side output shaft 44 and the front end of the final reduction gear side input shaft 61 are rotated upward. As a result, the joint angles θ ₁ to _{θ 4} of the first to fourth joints are increased, and the secondary couple is increased by this joint angle and propeller shaft torque. Let us consider the force that displaces the front center bearing support 58 and the rear center bearing support 59 of this secondary couple. First, front center bearing support 58
The force acting on the rear center bearing support 5
Considering the balance of the moments around 9, the first
Since the secondary couple C ₁ in generated on the input side of the joint 51 is received by the engine mount EM via the engine 10, it hardly affects the displacement of the center propeller shaft 54. Moreover, the first joint 51
Since is a constant velocity joint, no fluctuation component occurs. Further, since the secondary couple C ₄ out generated on the output side of the fourth joint 57 is received by the differential mount DM via the final reduction gear 60, it similarly has little involvement in the displacement of the center propeller shaft 54. Also,
The output side secondary couple C ₃ out of the third joint 55 and the input side secondary couple C ₄ in of the fourth joint 57 each apply a force to the third joint 55 portion. Its size is C ₃ out/L ₂ and C ₄ in/L ₂ . The moment force around the rear center bearing support 59 is C ₃ out・l ₂ /L ₂ and C ₄ in・l ₂ /L ₂
However, the distance l ₂ between the rear center bearing support 59 and the third joint 55 is much shorter than the length of the rear propeller shaft 56 (the distance between the third joint 55 and the fourth joint 57) L ₂ So, front center bearing support 58
It is not the dominant force acting on the Therefore, the front center bearing support 5
The dominant forces that cause the 8 to swing around are the input side secondary couple C ₂ in of the second joint 53, the output side secondary couple C ₂ out of the second joint 53, and the input side of the third joint 55. The secondary couple is C ₃ in, and the first joint 51 and the fourth joint 57 are not involved.
Here, the second joint 53 and the third joint 5
Since they have the same joint angle as C 2 in and C 3 in, considering the moment around the rear center bearing support 59, the input side secondary couples C ₂ in and C ₃ in cancel each other when placed in the same phase. I understand. At this time, the secondary couple C ₂ out on the output side of the second joint 53 is out of phase by 90 degrees and acts in the opposite direction, so this also applies to the input side 2 out of the third joint 55.
A force is generated in the direction that cancels the second couple C ₃ in. Therefore, the front center bearing support 5
It can be seen that in order to reduce the run-out that occurs in the second joint 53 and the third joint 55, it is sufficient to make the second joint 53 and the third joint 55 the same phase, and the phase of the fourth joint 57 has little to do with it. Next, the force acting on the rear center bearing support 59 is reduced to the front center bearing support 5.
Considering the balance of moments around 8, similarly, the first joint 51 is a constant velocity joint, so no fluctuation component occurs. Further, since the output side secondary couple C ₄ out of the fourth joint 57 is received by the differential mount DM via the final reduction gear 60, it is hardly involved in the displacement of the center propeller shaft 54. Also,
The input side secondary couple C ₂ in of the second joint 53 is the second
Gives power to Joint 53. Its size is
C ₂ in/L ₁ , front center bearing 58
The moment force around the rotation is C ₂ in・l ₁ /L ₁ , but the distance l ₁ between the second joint 53 and the front center bearing support 58 is the length of the front propeller shaft 52 (the distance between the first joint 51 and the second joint 53 ) is much shorter than L ₁ , the input side secondary couple C ₂ in of the second joint 53 has almost no effect on the displacement of the rear center bearing support 59 . Furthermore, considering the secondary couple that occurs at the first joint 55, the input side secondary couple C ₃ in and the output side secondary couple
Since the C ₃ outs have a phase difference of 90 degrees and are generated in opposite directions, a superposition force of the secondary couple fluctuations that each has is generated. As a result, the moment around the front center bearing support 58 is C ₃ in+
C ₃ out・(L+l ₂ )/L ₂ , and if l ₂ is much shorter than the distance L between both center bearing supports 58 and 59 and the above L ₂ , and L≈L ₂ , then
Each generates a moment nearly twice as large. Also, the fourth
The input side secondary couple C ₄ in generated at the joint 57 is θ ₄
＞θ ₂ , θ ₃ , so C ₄ in＞C ₃ in, C ₃ out, C ₂ out
Therefore, the front center bearing support 58
The rotational moment C ₄ in·(L+l ₂ )/L ₂ also greatly affects the displacement of the rear center bearing support 59. Compared to these, the second joint 53
Since the output side secondary couple C ₂ out is small, the joint arrangement is such that the secondary couple fluctuation occurring at the third joint 55 and the secondary couple fluctuation occurring at the fourth joint 57 are canceled out, that is, the third joint 55 and It is better to shift the phase of the fourth joint 57 by 90 degrees,
The phase of the second joint 53 is not important. From the above points, in order to reduce the displacement of both the front center bearing support 58 and the rear center bearing support 59, the second joint 5
3 and the third joint 55 to be in the same phase, and the phase of the fourth joint 57 to be shifted by 90 degrees, that is, set to be in opposite phase. FIG. 7 shows a vehicle 3 according to a second embodiment of the present invention.
A split propeller shaft device is shown. Note that in FIG. 7, parts corresponding to those in FIG. 1 are designated by the same reference numerals as in FIG. In this embodiment, a sliding constant velocity joint (VL joint) is used for the fourth joint 57, and the first joint 51, which is a hook joint, and the second
The phases of the joint 53 and the third joint 55 are set to 90 degrees, 0 degrees, and 0 degrees in this order.
That is, the phases of the third joint 55 and the second joint 53 adjacent to the constant velocity joint 57 are set to be the same phase, and the phases of the remaining first joint 51 are set to be opposite phases. It is something. In this embodiment as well, it is possible to minimize the swing of the front and rear center bearing supports 58 and 59 for exactly the same reason as described above. Incidentally, the angular velocity changes on the input side and the output side of the hook joint change in a sinusoidal manner depending on the rotational phase (rotation angle) of the yoke member.

[Effect of idea]

As described above, according to the present invention, it is possible to reduce the swing of the propeller shaft in a three-part propeller shaft device for a vehicle, and to significantly reduce the vibration noise caused by the swing of the propeller shaft. At the same time, the durability of the center bearing support can be improved. Moreover, it is also possible to set the spring constant of the center bearing support low, and it is also possible to reduce the muffled noise inside the car.

[Brief explanation of the drawing]

1 to 5 show a three-part propeller shaft device for a vehicle according to a first embodiment of the present invention, and FIG. 1 is a schematic side view showing the state in which the three-part propeller shaft device for a vehicle is mounted on a vehicle. Fig. 2 is a schematic side view corresponding to Fig. 1 when turning with the central differential device locked in a full-time 4WD vehicle, and Fig. 3 is an external view showing a three-part propeller shaft device. , Figure 4 is an enlarged vertical cross-sectional view of the main parts of the constant velocity joint, and Figure 5 is the - of Figure 4.
6 is a schematic diagram showing a skeleton of an example of a drive system of a four-wheel drive vehicle to which a three-part propeller shaft device is applied, and FIG. 7 is a cross-sectional view taken along a line, and FIG. FIG. 8 is a diagram corresponding to FIG. 1 showing such a three-part propeller shaft device for a vehicle, and a diagram showing a comparison of the effects of the three-part propeller shaft device for a vehicle according to the present invention and four comparative examples. . Explanation of symbols, 10... Engine, 44... Drive pinion shaft (engine side output shaft), 50...
3-part propeller shaft device, 51...first joint, 52...front propeller shaft,
53...Second joint, 54...Center propeller shaft, 55...Third joint, 56...
Rear propeller shaft, 57...4th joint, 58...Front center bearing support, 59...Rear center bearing support, 6
0... Final reduction gear, 61... Drive pinion shaft (final reduction gear side input shaft).

Claims (1)

[Claims for Utility Model Registration] A front propeller shaft that is drivingly connected at one end to an output shaft on the engine side by a first joint, and driven to the other end of the front propeller shaft by a second joint at one end. a center propeller shaft which is connected and elastically supported by the vehicle body near both ends by two center bearing supports, and one end of which is drivingly connected to the other end of the center propeller shaft by a third joint; A rear propeller shaft is drivingly connected to the input shaft on the final reduction gear side by a fourth joint, and a constant velocity joint is used for the first joint or the fourth joint, and a foot joint is used for the other joints. In a three-split propeller shaft device for vehicles using a joint, the phases of the second and third joints adjacent to the constant velocity joint are set to the same phase, and the phase of the remaining one joint is set to an opposite phase. Features a three-part propeller shaft device for vehicles.