CN109808489B - Drive shaft arrangement structure - Google Patents
Drive shaft arrangement structure Download PDFInfo
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- CN109808489B CN109808489B CN201811121508.1A CN201811121508A CN109808489B CN 109808489 B CN109808489 B CN 109808489B CN 201811121508 A CN201811121508 A CN 201811121508A CN 109808489 B CN109808489 B CN 109808489B
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- drive shaft
- universal joint
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- 230000005540 biological transmission Effects 0.000 description 14
- 238000009434 installation Methods 0.000 description 12
- 230000004048 modification Effects 0.000 description 6
- 238000012986 modification Methods 0.000 description 6
- 238000010248 power generation Methods 0.000 description 4
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Abstract
The invention provides a drive shaft arrangement structure capable of improving the arrangement freedom of a drive shaft. The drive shaft arrangement structure includes: the drive shaft arrangement structure is characterized in that the first drive shaft (S1) comprises a first universal joint (J1) arranged at an end on the power source (E) side and a second universal joint (J2) arranged at an end on the second drive shaft (S2) side, the second drive shaft (S2) comprises a third universal joint (J637) arranged at an end on the first drive shaft (S1) side and a fourth universal joint (J4) arranged at an end on the drive wheel (W) side, and an intermediate support member (A, A1) for supporting the second universal joint (J2) and the third universal joint (J3) is further arranged between the first drive shaft (S1) and the second drive shaft (S2).
Description
Technical Field
The present invention relates to an arrangement of a drive shaft that transmits power from a power source to drive wheels, and more particularly to a drive shaft arrangement structure of a vehicle.
Background
Conventionally, some vehicles transmit power of an engine to a drive shaft via a transmission and a differential mechanism (differential mechanism). When the transmission and the differential mechanism are disposed on one side of the engine in the vehicle width direction (left-right direction), particularly when the engine is disposed laterally in a front engine front wheel drive (FF) vehicle, it is difficult to dispose the differential mechanism at the center of the vehicle in the width direction. Therefore, the distance from the differential device to the left driving wheel and the distance from the differential device to the right driving wheel are different.
In this case, when the differential mechanism and the right drive wheels are connected by one drive shaft (right drive shaft) and the differential mechanism and the left drive wheels are connected by the other drive shaft (left drive shaft), the right drive shaft and the left drive shaft have different lengths, that is, a so-called unequal length drive shaft configuration.
In the unequal length drive shaft configuration, there is a fear that the balance of the rigidity and the like of the right drive shaft and the left drive shaft becomes uneven. Therefore, in order to configure an equal-length drive shaft in which the right drive shaft and the left drive shaft are equal in length, there is a configuration in which an intermediate drive shaft is disposed between the differential mechanism and one of the drive shafts on the side where the distance from the differential mechanism to the drive wheels is long (see, for example, patent document 1).
In patent document 1, on the left side where the distance between the differential mechanism and the drive wheels is short, the differential mechanism and the left drive wheels are connected by one left drive shaft. On the other hand, on the right side where the distance between the differential mechanism and the drive wheels is long, an intermediate drive shaft is disposed between the differential mechanism and the right drive shaft, and the long distance on the right side of the vehicle is compensated for by the intermediate drive shaft. In this way, the arrangement of the drive shafts can be adjusted by arranging a plurality of drive shafts (the intermediate drive shaft and the right drive shaft) between the differential mechanism and the right drive wheel. Further, the intermediate drive shaft and the right drive shaft in patent document 1 are connected to each other by a universal joint. The universal joint transmits power from an input shaft to an output shaft while changing an angle between an intermediate drive shaft as the input shaft and a right drive shaft as the output shaft.
However, in the universal joint, there is a limit to an angle (operating angle) that the output shaft can form with respect to the input shaft. Therefore, when there is a restriction in the arrangement of the input shaft or the output shaft in advance, there is a problem as follows: the degree of freedom in the arrangement of the entire drive shaft including the input shaft and the output shaft is reduced due to the restriction of the operating angle of the universal joint.
In particular, in an FF vehicle, since an engine, a transmission, and a differential mechanism are disposed between right and left drive wheels, it is necessary to dispose a drive shaft so as not to interfere with these. Further, in the FF vehicle, one end of the input shaft is connected to the differential mechanism, and one end of the output shaft is connected to the drive wheels, so that there is a restriction on the arrangement of the universal joint between the input shaft and the output shaft. As described above, the conventional configuration has a problem that the degree of freedom in the arrangement of the drive shaft is low.
[ Prior art documents ]
[ patent document ]
[ patent document 1] Japanese patent laid-open No. 2004-009843
Disclosure of Invention
[ problems to be solved by the invention ]
The present invention has been made in view of the above points, and an object thereof is to provide a drive shaft arrangement structure capable of improving the degree of freedom in arrangement of a drive shaft.
[ means for solving problems ]
In order to solve the above problem, a drive shaft arrangement structure of the present invention includes: the drive shaft arrangement structure includes a power source E mounted on a vehicle and generating power, a first drive shaft S1 transmitting power from the power source E, a second drive shaft S2 transmitting power from the first drive shaft S1, and drive wheels W transmitting power from the second drive shaft S2, wherein the first drive shaft S1 includes a first universal joint J1 disposed at an end on the power source E side and a second universal joint J2 disposed at an end on the second drive shaft S2 side, the second drive shaft S2 includes a third universal joint J3 disposed at an end on the first drive shaft S1 side and a fourth universal joint J4 disposed at an end on the drive wheels W side, and an intermediate support member A, A1 supporting the second and third universal joints J2 and J3 is further included between the first drive shaft S1 and the second drive shaft S2.
In this way, by providing the drive shafts having the first drive shaft and the second drive shaft different from each other between the power source and the drive wheel and disposing the universal joints at both ends of each of the first drive shaft and the second drive shaft, the installation angles of both ends of the first drive shaft and the second drive shaft can be selected more widely. Further, an intermediate support member is disposed between the first drive shaft and the second drive shaft. Here, since the second universal joint is provided between the intermediate support member and the first drive shaft and the third universal joint is provided between the intermediate support member and the second drive shaft, the arrangement of the intermediate support member can be selected within the range of the operating angles of the two universal joints. Therefore, the degree of freedom in the arrangement of the drive shaft is improved as compared with a conventional configuration in which the input shaft and the output shaft are coupled by only one universal joint.
In the above-described drive shaft arrangement structure, the intermediate support member A, A1 may support the third joint J3 such that the third joint J3 is positioned forward in the vehicle longitudinal direction with respect to the fourth joint J4.
With this configuration, the steering angle of the drive wheel when the drive wheel is steered toward the side where the drive wheel becomes the inner wheel is increased. That is, if the installation position of the intermediate support member is selected such that the third universal joint is located forward of the fourth universal joint, the installation angle, which is the angle formed by the rotation axis of the second drive shaft and the rotation axis of the drive wheel during non-steering, is located forward of the rotation axis of the drive wheel during non-steering. On the other hand, the angle at which the drive wheels can be steered is limited by the operating angle of the fourth universal joint. In particular, when the drive wheel is steered toward the side where the drive wheel becomes the inner wheel, the operating angle of the fourth universal joint is formed forward from the second drive shaft as a base point. Here, when the drive wheel is steered toward the side where the drive wheel becomes the inner wheel, the rotation axis line of the drive wheel at the time of steering moves forward of the rotation axis line of the drive wheel at the time of non-steering centering on the rotation center of the fourth universal joint. As a result, when the drive wheels are steered toward the side where the drive wheels become the inner wheels, the steering angle at which the drive wheels can be steered is an angle obtained by adding the attachment angle to the operating angle, and the steering angle of the drive wheels can be increased.
In the drive shaft arrangement structure, the intermediate support member A, A1 may be configured such that the height of the third universal joint J3 supported by the intermediate support member is the same as the height of the fourth universal joint J4.
In this way, by arranging the intermediate support member so that the third universal joint arranged at one end of the second drive shaft and the fourth universal joint arranged at the other end of the second drive shaft have the same height, the second drive shaft becomes substantially horizontal, and the installation angle formed by the rotation axis of the second drive shaft and the rotation axis of the drive wheel can be made smaller as compared with a case where the height of the third universal joint and the height of the fourth universal joint are made to be greatly different.
In the drive shaft arrangement structure, the rotation shaft SJ2 may be arranged on the intermediate support member a side of the second universal joint J2, the rotation shaft SJ3 may be arranged on the intermediate support member a side of the third universal joint J3, the rotation shaft SJ2 of the second universal joint J2 and the rotation shaft SJ3 of the third universal joint J3 may be fixed on the same axis, and the intermediate support member a may support one of the rotation shaft SJ2 of the second universal joint J2 and the rotation shaft SJ3 of the third universal joint J3.
With the above configuration, the length of the intermediate support member that supports the second and third universal joints in the axial direction (the direction of the two rotation axes) can be reduced.
In the drive shaft arrangement structure, the first joint J1, the second joint J2, and the fourth joint J4 may be fixed type constant velocity joints, and the third joint J3 may be a sliding type constant velocity joint.
In this way, the first and second universal joints disposed at both ends of the first drive shaft are fixed type constant velocity joints having a large operating angle, and thus the degree of freedom in the disposition of the first drive shaft can be improved. Further, the fourth universal joint disposed at the drive wheel-side end portion of the second drive shaft is a fixed type constant velocity joint having a large operating angle, whereby the steering angle of the drive wheel can be increased. Further, the third universal joint disposed at the end portion of the second drive shaft on the intermediate support member side is a sliding type constant velocity joint, whereby it is possible to cope with a change in the distance between the drive wheel and the power source.
In the drive shaft arrangement structure, the intermediate support member A, A1 may be arranged between the power source E and the drive wheels W in the width direction of the vehicle.
In this way, the intermediate support member is disposed between the power source and the drive wheel in the width direction of the vehicle, and thus the intermediate support member can be freely disposed without interfering with the position of the power source in the front-rear direction or the height direction. Thus, the degree of freedom in the arrangement of the first drive shaft and the second drive shaft, which have end portions supported by the intermediate support member, can be increased.
The reference numerals in parentheses are those of the components corresponding to the embodiments described below, and are shown as an example of the present invention.
[ Effect of the invention ]
According to the drive shaft arrangement structure of the present invention, the degree of freedom in the arrangement of the drive shaft can be improved.
Drawings
Fig. 1 is a plan view showing an overall schematic configuration of a drive shaft arrangement structure in the present embodiment.
Fig. 2 is an enlarged sectional view showing a schematic configuration of the intermediate support member in the present embodiment.
Fig. 3 is a plan view showing a positional relationship between the intermediate support member and the drive wheel in the present embodiment.
Fig. 4 is a side view showing a positional relationship between the intermediate support member and the drive wheel in the present embodiment.
Fig. 5 is a plan view showing a state of the inner wheel side driving wheel at the time of steering in the present embodiment.
Fig. 6(a) and 6(b) are views showing a mounting angle and an inner wheel side steering angle in the configuration of the present embodiment, fig. 6(a) is a view showing a mounting angle, and fig. 6(b) is a view showing an inner wheel side steering angle.
Fig. 7(a) and 7(b) are views showing a stagger angle and an inner wheel side steering angle in the configuration of the comparative example, fig. 7(a) is a view showing a stagger angle, and fig. 7(b) is a view showing an inner wheel side steering angle.
Fig. 8 is an enlarged cross-sectional view showing a schematic configuration of an intermediate support member in a modification of the present embodiment.
Fig. 9 is a plan view schematically showing the entire configuration of a drive shaft arrangement structure according to another embodiment.
[ description of symbols ]
A. A1: intermediate support member
11: main body
12: rotating body
13: bearing assembly
S1: a first driving shaft
S2: second drive shaft
SJ 2: output shaft (rotating shaft of second universal joint)
SJ 3: input shaft (rotating shaft of third universal joint)
SW: axle shaft
J1: the first universal joint
J2: second universal joint
J3: third universal joint
J4: fourth universal joint
OJ 4: center of rotation
W: driving wheel
X2: axis of rotation
XW 0: rotation axis of driving wheel when not turning
XW: rotation axis of driving wheel in steering
θ 1: mounting angle
θ 2: action angle
θ 3: inner wheel side steering angle
D: differential mechanism (differential mechanism)
E: engine (Power source)
T: speed variator
Detailed Description
Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following description, the front or rear indicates the front or rear in the front-rear direction of the vehicle.
Fig. 1 is a plan view showing an overall schematic configuration of a drive shaft arrangement structure in the present embodiment. In fig. 1, the vertical direction of the drawing is the front-rear direction of the vehicle, the upper side of the drawing indicates the front of the vehicle, and the lower side of the drawing indicates the rear of the vehicle. The left-right direction in the drawing is the width direction of the vehicle.
As shown in fig. 1, the drive shaft arrangement structure of the present embodiment includes: an engine E (power source) mounted on a vehicle and generating power, a transmission T for shifting the rotation of a crankshaft disposed on the engine E, and a differential mechanism D (differential mechanism) for transmitting the power of the transmission T to right and left drive wheels WR and WL separately.
The power from the differential mechanism D to the right drive wheel WR is transmitted via the right first universal joint J1R, the right first drive shaft S1R, the right second universal joint J2R, the right intermediate support member AR, the right third universal joint J3R, the right second drive shaft S2R, and the right fourth universal joint J4R in this order. On the other hand, power from the differential mechanism D to the left drive wheel WL is transmitted sequentially via the left first universal joint J1L, the left first drive shaft S1L, the left second universal joint J2L, the left intermediate support member AL, the left third universal joint J3L, the left second drive shaft S2L, and the left fourth universal joint J4L.
In the present embodiment, the right second drive shaft S2R and the left second drive shaft S2L are illustrated as equal-length drive shafts. The differential mechanism D of the present embodiment is disposed on the left side with respect to the center positions in the width direction (left-right direction) of the engine E and the transmission T. In this case, the main component configurations in the respective directions from the differential mechanism D to the right driving wheel WR or the left driving wheel WL differ only in the length or the installation angle of the right first drive shaft S1R and the left first drive shaft S1L, and the other configurations are similar to each other. Therefore, in the following description, the symbols L and R indicating the left and right are omitted unless otherwise necessary.
As shown in fig. 1, an engine E and a transmission T are disposed in front of the vehicle of the present embodiment, and a differential mechanism D is disposed behind them. The power generated in the engine E is transmitted from the differential mechanism D to the drive wheels W via the first drive shaft S1, the intermediate support member a, and the second drive shaft S2. Each member will be described in detail below.
The first drive shaft S1 is a rotating shaft that transmits the power transmitted to the differential mechanism D to the second drive shaft S2. In the first drive shaft S1, a first universal joint J1 is disposed at the end on the power source side in the power transmission path, and a second universal joint J2 is disposed at the end on the second drive shaft S2 side. In the present embodiment, the first drive shaft S1 is positioned forward of the rotation axis XD of the rotation shaft SD of the differential mechanism D.
The second drive shaft S2 is a rotary shaft that transmits the power transmitted to the first drive shaft S1 to the drive wheels W. The third universal joint J3 is disposed at the end of the second drive shaft S2 on the first drive shaft S1 side, and the fourth universal joint J4 is disposed at the drive wheel side end in the power transmission path. In the present embodiment, the second drive shaft S2 is positioned forward of the rotation axis XW0 of the axle SW of the non-steered drive wheels W that do not steer the drive wheels W (hereinafter referred to as "rotation axis XW0 of the non-steered drive wheels W").
The first universal joint J1 is disposed between the differential mechanism D and the first drive shaft S1. The first universal joint J1 of the present embodiment is a constant velocity joint. In particular, the first universal joint J1 is preferably a fixed type constant velocity joint having a larger operating angle between the input shaft and the output shaft among the constant velocity joints.
The second universal joint J2 is disposed between the first drive shaft S1 and the intermediate support member a. The second joint J2 of the present embodiment is a constant velocity joint. In particular, the second joint J2 is preferably a fixed type constant velocity joint among the constant velocity joints.
The third universal joint J3 is disposed between the intermediate support member a and the second drive shaft S2. The third joint J3 of the present embodiment is a constant velocity joint. In particular, the third joint J3 is preferably a sliding type constant velocity joint capable of changing the distance in the axial direction among the constant velocity joints.
The fourth universal joint J4 is disposed between the second drive shaft S2 and the drive wheel W. The fourth joint J4 of the present embodiment is a constant velocity joint. In particular, the fourth joint J4 is preferably a fixed type constant velocity joint among the constant velocity joints.
According to the above configuration, the power generated in the engine E is transmitted to the differential mechanism D via the transmission T. The power that has been transmitted to the differential mechanism D is transmitted to the first drive shaft S1 via the first universal joint J1. The power that has been transmitted to the first drive shaft S1 is transmitted to the second drive shaft S2 via the second universal joint J2, the intermediate support member a, and the third universal joint J3. The power that has been transmitted to the second drive shaft S2 is transmitted to the drive wheels W via the fourth universal joint J4.
Next, the structure of the intermediate support member a of the present embodiment will be explained. Fig. 2 is an enlarged cross-sectional view showing a schematic configuration of the intermediate support member a in the present embodiment. The intermediate support member a is a member that is interposed between the first drive shaft S1 and the second drive shaft S2, and supports the second universal joint J2 at one end in the width direction of the vehicle and the third universal joint J3 at the other end in the width direction of the vehicle.
As shown in fig. 2, the intermediate support member a has: a support member body 11 fixedly supported on the vehicle, and a bearing 13 rotatably supporting a rotary shaft supported by the intermediate support member a. In the present embodiment, the rotation shaft directly supported by the intermediate support member a is the output shaft SJ2 of the second universal joint J2. Therefore, the bearing 13 of the intermediate support member a is disposed between the support member main body 11 and the second universal joint J2 in the radial direction of the intermediate support member a.
In the present embodiment, the output shaft SJ2 (rotating shaft) of the second universal joint J2 and the hollow input shaft SJ3 (rotating shaft) of the third universal joint J3 are coaxially coupled to each other to form a single unit. Specifically, the output shaft SJ2 of the second universal joint J2 is spline-fitted on the outer diameter side to the inner diameter side of the input shaft SJ3 of the third universal joint J3. The method of connecting the second gimbal J2 and the third gimbal J3 is not necessarily limited thereto.
As described above, in the present embodiment, the two rotation shafts, i.e., the output shaft SJ2 of the second universal joint J2 and the input shaft SJ3 of the third universal joint J3, are coupled to each other on the same axis, and one of the two rotation shafts (the output shaft SJ2 of the second universal joint J2 in the present embodiment) is rotatably supported by the bearing 13. Thus, the intermediate support member a supports the second joint J2 and the third joint J3.
Next, a specific position where the intermediate support member a of the present embodiment is disposed will be described. Fig. 3 is a plan view showing a positional relationship between the intermediate support member a and the drive wheel W in the present embodiment. Fig. 4 is a side view showing a positional relationship between the intermediate support member a and the drive wheel W in the present embodiment. Fig. 4 is a view seen from the Z direction in fig. 3, and shows the positional relationship of only the drive wheel W, the third universal joint J3, the fourth universal joint J4, and the intermediate support member a for the sake of explanation.
As shown in fig. 3, the second universal joint J2 supported by the intermediate support member a is forward of the rotation axis XD of the differential mechanism D. Therefore, the first drive shaft S1 connected to the second universal joint J2 is disposed forward of the rotation axis XD of the differential mechanism D.
The intermediate support member a is disposed at a position forward of the fourth joint J4 with respect to the third joint J3 supported by the intermediate support member a. Then, the second drive shaft S2 connected to the third universal joint J3 is forward of the rotation axis XW0 of the drive wheel W at the time of non-steering.
The intermediate support member a is disposed between the differential mechanism D and the drive wheels W in the width direction of the vehicle. In the arrangement structure of the left drive shaft of the present embodiment, the intermediate support member a is arranged at a position overlapping with the power generation portion including the engine E, the transmission T, and the differential mechanism D in the width direction of the vehicle.
As shown in fig. 4, the intermediate support member a has the third gimbal J3 supported by it at the same height as the fourth gimbal J4. That is, the third joint J3 is disposed so that the height of the position (position Po) at which power is transmitted to the second drive shaft S2 is the same as the height of the rotation axis XW0 of the drive wheel W when the steering is not performed from the second drive shaft S2. Note that the same height as mentioned here includes not only a case where the height of the third gimbal J3 is the same as the height of the fourth gimbal J4, but also a case where the height of the third gimbal J3 is approximately the same as the height of the fourth gimbal J4.
As described above, when the arrangement of the intermediate support member a is selected so that the height of the third universal joint J3 is the same as the height of the fourth universal joint J4, the second drive shaft S2 sandwiched between the third universal joint J3 and the fourth universal joint J4 becomes substantially horizontal. Accordingly, the mounting angle θ 1 (described later) between the rotation axis XW0 of the drive wheel W and the rotation axis X2 of the second drive shaft S2 during non-steering can be made small.
Next, a state of the drive wheel W in a case where the drive wheel W is steered in a direction in which the drive wheel W turns to an inner wheel will be described. Fig. 5 is a plan view showing a state of the inner wheel side driving wheel W at the time of steering in the present embodiment. In the present embodiment, the case where the drive wheel W is steered in a direction in which the drive wheel W becomes an inner wheel means the case where the drive wheel W is steered to the left, and in this case, the left drive wheel W shown in the figure becomes an inner wheel side.
As shown in fig. 5, when the drive wheel W is steered, the drive wheel W rotates counterclockwise in the drawing about the rotation center OJ4 (or the rotation axis XJ4 shown in fig. 4) of the fourth universal joint J4. In this case, the rotation axis XW of the axle SW of the drive wheel W during steering (hereinafter referred to as "rotation axis XW of the drive wheel W during steering") moves forward of the rotation axis XW0 of the drive wheel W during non-steering.
The following describes the structure of the present embodiment and the structure of a comparative example, with reference to the attachment angle θ 1 and the inner wheel side steering angle θ 3 in the structure of the present embodiment in the case of the above-described structure, by way of comparison. Fig. 6(a) and 6(b) are views showing the attachment angle θ 1 and the inner wheel side steering angle θ 3 in the configuration of the present embodiment, fig. 6(a) is a view showing the attachment angle θ 1, and fig. 6(b) is a view showing the inner wheel side steering angle θ 3. Fig. 7(a) and 7(b) are diagrams showing the mount angle α 1 and the inner wheel side steering angle α 3 in the configuration of the comparative example, fig. 7(a) is a diagram showing the mount angle α 1, and fig. 7(b) is a diagram showing the inner wheel side steering angle α 3. In the explanation of fig. 6(a) and 6(b) and fig. 7(a) and 7(b), the rotation axis XW (or the rotation axis XW0) of the drive wheel W is the rotation axis of the axle SW attached to the drive wheel W.
First, the mounting angles are compared. Here, the mounting angle is an angle formed by the input shaft and the output shaft when the drive wheels W are not steered in the present embodiment. Specifically, the attachment angle θ 1 in the present embodiment is an angle formed by (the rotation axis X2 of) the second drive shaft S2 as the input shaft and (the rotation axis XW0 of) the axle SW as the output shaft, as shown in fig. 6 (a). As shown in fig. 7 a, the attachment angle α 1 in the comparative example is an angle formed by (the rotation axis Xa of) the drive shaft Sa as the input shaft and (the rotation axis XW0 of) the axle SW as the output shaft.
As described above, the second drive shaft S2 of the present embodiment is disposed so that the end on the intermediate support member a side is forward and the end on the drive wheel W side is rearward. The end portion of the second drive shaft S2 on the drive wheel W side is supported by the axle SW via the fourth universal joint J4 (see fig. 3). Then, as shown in fig. 6(a), the second drive shaft S2 is disposed forward of the rotation axis XW0 of the drive wheel W during non-steering. In this case, the installation angle θ 1 of the rotation axis X2 of the second drive shaft S2 with the rotation axis XW0 of the driving wheel W during non-steering is formed in front of the rotation axis XW0 of the driving wheel W during non-steering.
The installation angle θ 1 of the present embodiment can be freely set by changing the arrangement of the intermediate support member a. Therefore, the mounting angle θ 1 can be made smaller by positioning the intermediate support member a in the front-rear direction of the vehicle at a position close to the rotation axis XW0 of the drive wheel W during non-steering. When the mounting angle θ 1 is reduced, there is an effect of reducing vibration.
On the other hand, one end of the drive shaft Sa of the comparative example is connected to the differential mechanism D or an intermediate drive shaft coaxial with the output shaft of the differential mechanism D. In this case, as shown in fig. 7(a), the mounting angle α 1 formed by the rotation axis Xa of the drive shaft Sa of the comparative example and the rotation axis XW0 of the drive wheel W during non-steering is formed rearward of the rotation axis XW0 of the drive wheel W during non-steering.
The installation angle α 1 of the comparative example is restricted by the positional relationship between the differential mechanism D and the drive wheels W. Further, since the positions of the differential mechanism D, the drive wheels W, and the like depend on the arrangement of the engine E and the transmission T attached to the differential mechanism D, it is difficult to freely set the attachment angle α 1 and to set the attachment angle α 1 to a smaller angle.
Next, the inner wheel side steering angles are compared. Here, the inner wheel-side steering angle is an angle formed by the output shaft during non-steering and the output shaft during steering when the driver steers the drive wheel W and turns the drive wheel W in a direction in which the drive wheel W becomes an inner wheel. Specifically, in the present embodiment and the comparative example, the case where the left driving wheel WL (see fig. 1) is turned in the left direction so that the left driving wheel WL is an inner wheel is exemplified as the case where the driving wheel W is turned in the direction in which the driving wheel W is an inner wheel. As shown in fig. 6(b) and 7(b), the inner wheel-side steering angle in the present embodiment and the comparative example is an angle formed by the rotation axis XW0 of the driving wheel W during non-steering of the vehicle and the rotation axis XW of the driving wheel W during steering.
In the configuration of the present embodiment, when the drive wheel W is steered to the left, the axle SW rotates counterclockwise in the drawing around the rotation center OJ4 of the fourth universal joint J4 as shown in fig. 6 (b).
The axle SW steers within the range of the maximum operating angle θ 2 in the fourth universal joint J4. The operating angle is an angle formed by the input shaft and the output shaft of the universal joint, and in the present embodiment, is an angle formed by (the rotation axis X2 of) the second drive shaft S2 as the input shaft and (the rotation axis XW of) the axle SW as the output shaft.
In the present embodiment, the rotation axis X2 of the second drive shaft S2 is located forward of the rotation axis XW of the axle SW. Then, when the drive wheel W is steered to the left, the maximum operating angle θ 2 is formed in the opposite direction (forward in the drawing) of the attachment angle θ 1 with respect to the rotation axis X2 of the second drive shaft S2. Therefore, in the present embodiment, the maximum inner wheel-side steering angle θ 3 when the driving wheel W is steered to the left is an angle obtained by adding the maximum operating angle θ 2 to the attachment angle θ 1. That is, in the embodiment, the inner wheel side steering angle is larger than the maximum operating angle θ 2 of the fourth universal joint J4.
On the other hand, in the configuration of the comparative example, when the drive wheel W is steered to the left, the axle SW rotates counterclockwise in the drawing around the rotation center OJa of the universal joint Ja as shown in fig. 7 (b). In this case, the axle SW is steered within the range of the maximum operating angle α 2 of the universal joint Ja. For comparison, the universal joint Ja of the comparative example will be described using a universal joint having the same operating angle as the fourth universal joint J4 of the present embodiment. That is, the maximum operating angle α 2 of the comparative example is the same angle as the maximum operating angle θ 2 of the present embodiment.
In the comparative example, the rotation axis Xa of the drive shaft Sa is rearward of the rotation axis XW0 of the axle SW during non-steering. Then, when the driving wheel W is steered to the left, the maximum operating angle α 2 is formed in the same direction as the mounting angle α 1 (forward in the drawing) with the rotation axis Xa of the driving shaft Sa as a starting point. Therefore, in the comparative example, the maximum inner wheel-side steering angle α 3 when the driving wheel W is steered to the left is obtained by subtracting the attachment angle α 1 from the maximum operating angle α 2. That is, in the comparative example, the inner wheel side steering angle is smaller than the maximum operating angle α 2 of the universal joint Ja.
In the above embodiment, the intermediate support member a is configured to support only one of the two universal joints (the second universal joint J2 in the present embodiment), but is not necessarily limited to the above configuration.
Fig. 8 is an enlarged cross-sectional view showing a schematic configuration of an intermediate support member a1 in a modification of the present embodiment. The intermediate support member a1 of the modification shown in fig. 8 directly supports both the second joint J2 and the third joint J3 by the members provided in the intermediate support member a 1.
As shown in fig. 8, the intermediate support member a1 of the modification includes a support member main body 11 and a bearing 13. The intermediate support member a1 includes a rotary body 12 that transmits the rotational power obtained from the input side to the output side.
The rotary body 12 of the intermediate support member a1 in the modification supports the output shaft SJ2a of the second universal joint J2 at the end on the first drive shaft S1 side, which is the end on the power input side. Further, the rotary body 12 of the intermediate support member a1 supports the input shaft SJ3a of the third universal joint J3 at the end on the second drive shaft S2 side, which is the end on the power output side. According to the above configuration, the rotary body 12 of the intermediate support member a1 transmits the rotational power input from the first drive shaft S1 to the second drive shaft S2.
As described above, in the present embodiment, the first drive shaft S1 and the second drive shaft S2 are provided between the engine E and the drive wheels W, and universal joints (the first universal joint J1, the second universal joint J2, the third universal joint J3, and the fourth universal joint J4) are disposed at both ends of the first drive shaft S1 and the second drive shaft S2, respectively. Since the universal joint can transmit power even if the angle between the input shaft and the output shaft is changed, the installation angle of both ends of the first drive shaft S1 and the second drive shaft S2 can be selected more widely.
Further, an intermediate support member a is disposed between the first drive shaft S1 and the second drive shaft S2. Here, there is a second universal joint J2 between the intermediate support member a and the first drive shaft S1, and a third universal joint J3 between the intermediate support member a and the second drive shaft S2. Accordingly, the intermediate support member a can be angularly adjusted at both the input-side end portion and the output-side end portion thereof, and the arrangement of the intermediate support member a can be selected within the range of the operating angles of the two universal joints (the second universal joint J2 and the third universal joint J3). Therefore, the degree of freedom in the arrangement of the drive shafts (the first drive shaft S1 and the second drive shaft S2) is improved as compared with a conventional configuration in which the input shaft and the output shaft are coupled by only one universal joint.
In the present embodiment, the position of the intermediate support member a is arranged so that the third universal joint J3 is located forward relative to the fourth universal joint J4. Then, the inner wheel-side steering angle θ 3 of the drive wheel W becomes large. That is, when the installation position of the intermediate support member a is selected such that the third universal joint J3 is located forward of the fourth universal joint J4, the installation angle θ 1, which is the angle formed by the rotation axis X2 of the second drive shaft S2 and the rotation axis XW0 of the non-steering drive wheel W, is located forward of the rotation axis XW0 of the non-steering drive wheel W. On the other hand, the angle at which the drive wheels W can steer is limited to the maximum operating angle θ 2 of the fourth joint J4. In particular, when the drive wheel W is steered toward the side where the drive wheel W is an inner wheel, the maximum operating angle θ 2 of the fourth universal joint J4 is formed forward from the second drive shaft S2 as a base point. Here, the rotation axis XW of the drive wheel W during steering moves forward of the rotation axis XW0 of the drive wheel W during non-steering around the rotation center OJ4 of the fourth universal joint J4. As a result, the inner wheel side steering angle θ 3 is an angle obtained by adding the attachment angle θ 1 to the actuation angle θ 2, and the inner wheel side steering angle θ 3 can be increased.
In the present embodiment, the intermediate support member a is disposed so that the third universal joint J3 disposed at one end of the second drive shaft S2 and the fourth universal joint J4 disposed at the other end of the second drive shaft S2 have the same height. Thus, the second drive shaft S2 becomes substantially horizontal, and the mounting angle θ 1 formed by the rotation axis X2 of the second drive shaft S2 and the rotation axis XW0 of the drive wheel W during non-steering can be made smaller than in the case where the height of the third universal joint J3 and the height of the fourth universal joint J4 are made to be greatly different.
In the present embodiment, output shaft SJ2 of second universal joint J2 and input shaft SJ3 of third universal joint J3 are fixed on the same axis, and intermediate support member a is configured to support only one of output shaft SJ2 of second universal joint J2 and input shaft SJ3 of third universal joint J3. In the present embodiment, the intermediate support member a supports the output shaft SJ2 of the second universal joint J2. With the above configuration, the length of the intermediate support member a in the axial direction (the axial direction of the output shaft SJ2 and the input shaft SJ3, in the vehicle width direction in the present embodiment) that supports the two universal joints can be made short.
In the present embodiment, the first joint J1 and the second joint J2 disposed at both ends of the first drive shaft S1 are fixed type constant velocity joints having a large operating angle. This improves the degree of freedom in the angle of installation of the both ends of the first drive shaft S1, and also improves the degree of freedom in the arrangement of the first drive shaft S1.
Further, the steering angle of the drive wheel W can be increased by using the fourth joint J4, which is disposed at the end of the second drive shaft S2 on the drive wheel W side, as a fixed constant velocity joint having a large operating angle. Further, by using the third joint J3 disposed at the end portion of the second drive shaft S2 on the intermediate support member a side as a sliding type constant velocity joint, it is possible to cope with a change in the distance between the drive wheel W and the engine E.
The embodiments of the present invention have been described above, but the present invention is not limited to the embodiments, and various modifications can be made within the scope of the technical ideas described in the claims, the specification, and the drawings. In particular, in the present embodiment, the engine E is used as the power source of the power generation unit, but the present invention is not limited to this, and may be a motor.
In the above embodiment, the example in which the intermediate support member A, A1 is disposed at a position overlapping the power generation unit including the engine E and the like in the vehicle width direction is shown, but the present invention is not limited to this. Fig. 9 is a plan view schematically showing the entire configuration of a drive shaft arrangement structure according to another embodiment.
As shown in fig. 9, an engine E and a transmission T are disposed in front of a vehicle according to another embodiment, and a differential mechanism D is disposed behind them. The intermediate support member A, A1 in the other embodiment is disposed between the engine E and the drive wheels W in the width direction of the vehicle. In this way, the intermediate support member A, A1 can also be disposed at a position overlapping the engine E in the front-rear direction of the vehicle. In the arrangement structure of the left drive shaft according to the other embodiment, the intermediate support member a is arranged between the power generation unit including the engine E, the transmission T, and the differential mechanism D and the drive wheels W in the width direction of the vehicle.
As described above, by disposing the intermediate support member A, A1 between the engine E and the drive wheel W in the width direction of the vehicle, the intermediate support member A, A1 can be freely disposed without interfering with the position of the engine E in the front-rear direction or the height direction. Accordingly, the degree of freedom in the arrangement of the first drive shaft S1 and the second drive shaft S2 that support the end portions of the intermediate support member A, A1 can be increased.
Claims (5)
1. A drive shaft arrangement comprising: a power source mounted on the vehicle for generating power,
A first drive shaft for transmitting power from the power source,
A second drive shaft for transmitting power from the first drive shaft, and
a drive wheel transmitting power originating from the second drive shaft, the drive shaft arrangement being characterized in that,
the first drive shaft includes a first universal joint disposed at an end on the power source side and a second universal joint disposed at an end on the second drive shaft side, and
the second drive shaft includes a third universal joint disposed at an end portion on the first drive shaft side and a fourth universal joint disposed at an end portion on the drive wheel side,
an intermediate support member that supports the second universal joint and the third universal joint is further included between the first drive shaft and the second drive shaft,
the intermediate support member supports the second universal joint so that the second universal joint is located forward in the front-rear direction of the vehicle than the first universal joint,
the intermediate support member supports the third joint such that the third joint is located forward in the front-rear direction of the vehicle than the fourth joint.
2. The drive shaft arrangement according to claim 1, wherein the intermediate support member has a height of the third universal joint supported by the intermediate support member that is the same as a height of the fourth universal joint.
3. The drive shaft arrangement structure according to claim 1 or 2, wherein a rotation shaft is arranged on the intermediate support member side of the second universal joint, and
a rotating shaft is disposed on the intermediate support member side of the third universal joint,
the rotation shaft of the second universal joint and the rotation shaft of the third universal joint are fixed on the same axis,
the rotation shaft of the second universal joint and the rotation shaft of the third universal joint are coupled to each other,
the intermediate support member directly supports the rotation shaft of one of the rotation shaft of the second gimbal and the rotation shaft of the third gimbal, and supports the rotation shaft of the other via the rotation shaft of the one.
4. The drive shaft arrangement structure according to claim 1 or 2, wherein the first universal joint, the second universal joint, and the fourth universal joint are fixed-type constant velocity joints, and
the third joint is a sliding-type constant velocity joint.
5. The drive shaft arrangement structure according to claim 1 or 2, characterized in that the intermediate support member is arranged between the power source and the drive wheel in a width direction of the vehicle.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017-224105 | 2017-11-22 | ||
| JP2017224105A JP7002927B2 (en) | 2017-11-22 | 2017-11-22 | Drive shaft arrangement structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109808489A CN109808489A (en) | 2019-05-28 |
| CN109808489B true CN109808489B (en) | 2021-08-10 |
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ID=66601486
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811121508.1A Expired - Fee Related CN109808489B (en) | 2017-11-22 | 2018-09-26 | Drive shaft arrangement structure |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP7002927B2 (en) |
| CN (1) | CN109808489B (en) |
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| US1847749A (en) * | 1928-07-06 | 1932-03-01 | Voran Automobilbau Ag | Motor vehicle |
| DE2812011A1 (en) * | 1977-03-21 | 1978-12-14 | Lear Siegler Inc | UNIT AXIS OF LONGITUDINAL TUBULAR CONSTRUCTION |
| US4132134A (en) * | 1977-06-24 | 1979-01-02 | Caterpillar Tractor Co. | Vehicle final drive assembly |
| JPS619765Y2 (en) * | 1981-06-16 | 1986-03-28 | ||
| JP2011218869A (en) * | 2010-04-05 | 2011-11-04 | Toyota Motor Corp | Running characteristics control device of vehicle |
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|---|---|---|---|---|
| FR712018A (en) * | 1930-06-07 | 1931-09-23 | Improvements to the control of the driving front wheels of automobiles | |
| FR2416811A1 (en) * | 1978-02-13 | 1979-09-07 | Glaenzer Spicer Sa | Constant velocity universal joint for vehicle front wheel drive - has displacement laterally permitted by annular rollers mounted on three-arm link |
| JPS54138235A (en) * | 1978-04-20 | 1979-10-26 | Nissan Motor Co Ltd | Side mount type power unit for automobile |
| JPS58164432A (en) * | 1982-03-24 | 1983-09-29 | Honda Motor Co Ltd | Power transmission for front wheel drive car |
| JPH0619390Y2 (en) * | 1987-09-07 | 1994-05-25 | 本田技研工業株式会社 | Vehicle power transmission device |
| JPH01111527A (en) * | 1987-10-26 | 1989-04-28 | Mazda Motor Corp | Drive device for vehicle |
| JPH0730418Y2 (en) * | 1989-06-28 | 1995-07-12 | ダイハツ工業株式会社 | Vibration control structure for isometric drive shaft |
| JPH08156618A (en) * | 1994-12-09 | 1996-06-18 | Isuzu Motors Ltd | Transmission system of vehicle |
| JP4037995B2 (en) * | 1999-10-20 | 2008-01-23 | Ｎｔｎ株式会社 | Drive shaft |
| TWI353991B (en) | 2003-05-06 | 2011-12-11 | Syntonix Pharmaceuticals Inc | Immunoglobulin chimeric monomer-dimer hybrids |
| US20050239560A1 (en) * | 2004-04-23 | 2005-10-27 | Gehrke Glenn F | High speed high angle universal joint |
| JP4639769B2 (en) * | 2004-11-18 | 2011-02-23 | 日産自動車株式会社 | Torque steer suppression structure for vehicle |
| JP5587625B2 (en) | 2010-02-01 | 2014-09-10 | アピックヤマダ株式会社 | Lead frame and substrate for LED package |
-
2017
- 2017-11-22 JP JP2017224105A patent/JP7002927B2/en active Active
-
2018
- 2018-09-26 CN CN201811121508.1A patent/CN109808489B/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1847749A (en) * | 1928-07-06 | 1932-03-01 | Voran Automobilbau Ag | Motor vehicle |
| DE2812011A1 (en) * | 1977-03-21 | 1978-12-14 | Lear Siegler Inc | UNIT AXIS OF LONGITUDINAL TUBULAR CONSTRUCTION |
| US4132134A (en) * | 1977-06-24 | 1979-01-02 | Caterpillar Tractor Co. | Vehicle final drive assembly |
| JPS619765Y2 (en) * | 1981-06-16 | 1986-03-28 | ||
| JP2011218869A (en) * | 2010-04-05 | 2011-11-04 | Toyota Motor Corp | Running characteristics control device of vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109808489A (en) | 2019-05-28 |
| JP2019093866A (en) | 2019-06-20 |
| JP7002927B2 (en) | 2022-01-20 |
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