JP2001206091A - Propeller shaft structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the production of internally working sound, groan and floor vibration by controlling vibration so that it well works against the running out of a slide type constant velocity joint in a radial direction and that of the rocking torque produced in the slide type constant velocity joint due to a joint angle in the case where excessive axial directional force works against a front propeller shaft in the propeller shaft structure of an automobile. SOLUTION: A center support to be mounted on a car body is arranged on the front side of a vehicle more than a slide type constant velocity joint and near the slide type constant velocity joint.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a propeller shaft structure of a motor vehicle, and more particularly to a first shaft portion and a second shaft portion of a front propeller shaft of a four-wheel drive vehicle based on a front engine rear drive (FR) vehicle.
The present invention relates to a propeller shaft structure of an automobile provided with a sliding constant velocity joint between the shaft and a shaft.

[0002]

2. Description of the Related Art A vehicle has a power transmission system for transmitting power from a power unit in which an engine, a transmission, and a transfer are integrated to a differential through a propeller shaft and rotating wheels mounted on an axle. Have been.

That is, as shown in FIGS.
In a four-wheel drive vehicle 102 based on a front engine rear drive (FR) vehicle, a side frame 104
A power unit 112 in which an engine 106, a transmission 108, and a transfer 110 are integrated with 104
And a front propeller shaft 120 is provided between the transfer 110 and the front differential 114 via a front first joint mechanism 116 and a front second joint mechanism 118. On the other hand, a rear propeller shaft 128 is provided between the transfer 110 and the rear differential 122 through a first rear joint mechanism 124 and a second rear joint mechanism 126.

The front shaft 120 is of a split type, and has one end connected to the transfer shaft 110 by a front first joint mechanism 116.
0-1 and one end side are connected to the front differential 114 by the front second joint mechanism 118.
0-2, a double offset ball joint (DOJ) 130 which is a slide type constant velocity joint, an adapter flange 132 having a hollow S in a cylindrical shape, and a four-wheel drive vehicle more than the adapter flange 132 And a connection flange mechanism 134 disposed behind the base 102. The front first joint mechanism 116 and the front second joint mechanism 118 are separated by a distance A2.

[0005] The first shaft portion 120-1 is formed in a cylindrical shape. The second shaft portion 120-2 has a cylindrical tubular portion 120- on one side of the front differential 114 side.
2A and a solid stub shaft 120-2B connected to the cylindrical portion 120-2A at the other end.

[0006] Double offset type ball joint 13
No. 0 holds the inner ring 136 in which the inside is spline-engaged with the stub shaft 120-2B at the axial end of the front second shaft portion 120-2, the ball 138 provided outside the inner ring 136, and the ball 138. Cage 140
And an outer ring 142 provided outside the ball 138, and has a sliding function.

Double offset type ball joint 13
One end of the boot cover 14 is connected to the outer ring 142.
4 is encased by a boot 146 attached to it.
Outer ring 14 of double offset type ball joint 130
A grease cap 148 for preventing grease leakage is attached to the inside of the other end of the second 2, and one end of the adapter flange 132 is continuously provided. One end of the adapter flange 132, the outer ring 142, and the boot cover 144
And are connected by a joint mounting bolt 150.

The other end of the adapter flange 132 is connected to the connecting flange mounting portion 1 via an outer stepped surface 152.
54 are formed, and an inner step surface 156 is formed. The connecting flange mounting portion 154 includes:
The first connection flange body 158 is the first shaft portion 120-1.
It is fixed by a fixing nut 160 from the side.
The first connecting flange body 158 has a second connecting flange body 162 in which a cylindrical first shaft 120-1 is connected.
Are fixed by mounting bolts 164 for the flange.

The connecting flange mounting portion 154 of the adapter flange 132 is held by a center support 166 mounted on the vehicle body so as to reduce vibration and noise. Therefore, the double offset ball joint 130 and the center support 166 are separated by the distance L2.

Thus, in the structure of the front propeller shaft 120, when an excessive axial force acts from the front of the four-wheel drive vehicle 102, as shown in FIG.
A part of the side frame 104 (indicated by the position X) is crushed in the vehicle front-rear direction, so that the four-wheel drive vehicle 102 contracts (indicated by the distance Y). As a result, the front first coupling mechanism 1
The distance between the front shaft 16 and the front second joint mechanism 118 is reduced (indicated by a distance B2 in FIG. 6), and the second shaft portion 120
Along with the axial movement of the stub shaft 120-2B, the component such as the inner ring 142 slides relative to the outer ring 142 and moves axially until it contacts the inner step surface 156 of the adapter flange 132. That is, it is possible to shrink in the axial direction by a predetermined shrinkage allowance (absorption amount) C2,
Thus, the impact stroke of the front propeller shaft 120 is absorbed.

That is, the front first joint mechanism 116 and the front second joint mechanism 118 before an excessive axial force acts.
Between the front first joint mechanism 116 and the front second joint mechanism 118 after an excessive axial force is applied.
, The shrinkage allowance (absorption amount) C2 is C2
= A2-B2. When an excessive axial force is applied, the double offset ball joint 130
Inner ring 136, ball 138 and cage 140 of outer ring 14
Grease cap 14 for preventing grease leakage
8 together with the slab shaft 1 in the cylindrical adapter flange 132 in the axial direction.
20-2B and the second shaft portion 120-2 also move in the axial direction, and therefore have the absorption amount C2.

An example of such a propeller shaft structure for an automobile is disclosed in, for example, Japanese Patent Application Laid-Open No. 7-119728. According to this publication, a front propeller shaft is formed by first and second shafts in a four-wheel drive vehicle of a front engine rear drive (FR), and a first shaft on the front side is configured to be contractible. is there.

[0013]

Conventionally, in a structure in which a double offset type ball joint and an adapter flange are provided in the middle of a front propeller shaft, the distance between the center support and the double offset type ball joint is known. Because L2 is long, it is disadvantageous to the radial deflection of the double offset type ball joint and the swinging torque of the double offset type ball joint due to the joint angle, and the vibration induced by the swing is muffled. There was an inconvenience caused by beat noise and floor vibration.

[0014]

SUMMARY OF THE INVENTION Therefore, in order to eliminate the above-mentioned disadvantages, the present invention provides a first shaft portion on a power unit side of a vehicle and a front shaft installed on a front side of the vehicle with respect to the first shaft portion. In a propeller shaft structure of an automobile, a front propeller shaft is formed by connecting a second shaft portion on a differential machine side by a slide type constant velocity joint, and a center support that holds the front propeller shaft and is attached to a vehicle body is provided. The center support is disposed on the front side of the vehicle with respect to the slide type constant velocity joint and close to the slide type constant velocity joint.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS According to the present invention, when an excessive axial force acts on the front propeller shaft, the distance between the center support and the sliding type constant velocity joint is short. It is advantageous against run-out and swing-out run-out of the sliding constant velocity joint due to the joint angle.
Floor vibration can be prevented from occurring.

[0016]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; 1 to 4 show an embodiment of the present invention. In FIG. 4, reference numeral 2 denotes a four-wheel drive front engine rear drive (FR) as a vehicle;
・ 4 is a side frame, 6.6 is a front axle, 8.8
Is a front wheel, 10 and 10 are rear axles, and 12 and 12 are rear wheels. The front axle 6 is attached to a front differential 14. The rear axle 10 is mounted on a rear differential 16.

The engine 18 is mounted on the side frames 4.4.
, Transmission 20 and transfer 22 are integrated into a power unit 24 to form a mounting mechanism 26.
6 for elastic support.

A front propeller shaft 32 is provided between the transfer 22 and the front differential 14 via a front first joint mechanism 28 and a front second joint mechanism 30. A rear propeller shaft 38 is provided between the transfer 22 and the rear differential 16 via a first rear joint mechanism 34 and a second rear joint mechanism 36.

As shown in FIG. 1, the front propeller shaft 32 is of a split type. One end of the front shaft 32 is connected to the transfer 22 by the front first joint mechanism 28, and the other end is connected to the front second joint. The other end of the second shaft portion 32-2 connected to the front differential 14 by the mechanism 30 is connected to a double offset ball joint (DOJ) 40 which is a slide type constant velocity joint and the double offset ball joint 40. It is configured by being connected to a cylindrical adapter flange 42 disposed on the front side of the body.

The first shaft portion 32-1 is formed in a cylindrical shape. The second shaft portion 32-2 has a cylindrical tubular portion 32-2A on one end side of the front differential 14 and a solid stub shaft 32 connected to the tubular portion 32-2A at the other end side. -2B.

Double offset type ball joint 40
As shown in FIG. 2, the inner ring 44 is spline-engaged with the stub shaft 32-2B of the second shaft portion 32-2, and the ball 46 provided outside the inner ring 44 and the ball 46 are held. In addition to the joint member 50 including the cage 48, the outer ring 52 provided outside the ball 46 is provided, and the outer ring 52 has a sliding function of allowing the joint member 50 to slide relative to the outer ring 52. ing. That is, in the double offset type ball joint 40, as shown in FIG. 3, for example, when an excessive axial force acts on the second shaft portion 32-2 from the front of the four-wheel drive vehicle 2, The joint structure 50 can slide relative to the inner surface of the outer ring 52.

Double offset type ball joint 40
The outer ring 52 is connected to the one-side outer ring flange 54 at one end by the adapter-side flange 56 of the adapter flange 42, and the other end of the other outer ring flange 58 is connected to the first shaft 32-1. The connection side flange portion 62 of the connected connection flange body 60 is connected. The adapter flange 42, the outer ring 52, and the connection flange body 60 are connected by a joint mounting bolt 64. A grease cap 66 for preventing grease leakage is mounted inside the other end of the outer ring 52. Inner diameter D of first shaft 32-1
When an excessive axial force acts on the second shaft 32-2 from the front of the four-wheel drive vehicle 2, the first shaft portion 32
Outer ring 52 and connecting flange body 62 so as to allow insertion of joint component 50 that moves with the axial movement of -2.
Is set slightly larger than the inner diameter D2.

A boot cover 68 is attached to the other end of the adapter flange 42. The boot cover 68 includes the stub shaft 3 of the second shaft portion 32-2.
A boot 70 is provided in contact with the outer peripheral surface of 2-2B.

A double offset ball joint 40 is provided at the center of the outer peripheral surface of the adapter flange 42.
, A center support 72 is provided. The center support 72 is mounted on the vehicle body to reduce vibration and noise. The center support 72 has a bearing 76 press-fitted into a step 74 which is in contact with a substantially central portion of the outer peripheral surface of the adapter flange 42 and an outer peripheral surface of the bearing 76. 78, a support outer ring member 82 provided outside the rubber mount 80, and a support outer ring member 8
2 and a vehicle body mounting bracket 84 provided outside. The bearing 76 is sealed on both sides by seal members 86.

Thus, the distance L1 between the double offset ball joint 40 and the center support 72 disposed in front of the four-wheel drive vehicle 2 with respect to the double offset ball joint 40 is smaller than the conventional distance L2. It is set.

Next, the operation of this embodiment will be described.

When the four-wheel drive vehicle 2 is traveling, the front propeller shaft 32 is rotating. At this time, the center support 72 is
And is arranged on the outer peripheral portion of the adapter flange 42 so as to reduce vibration and noise of the front propeller shaft 32.

As shown in FIG. 3, when an excessive axial force acts on the second shaft portion 32-2 from the front of the four-wheel drive vehicle 2, first, the axial movement of the second shaft portion 32-2 occurs. Accordingly, the joint component 50 such as the inner ring 44 slides relative to the outer ring 52 integrally with the grease cap 66 and slides into the first shaft portion 32-1.

Next, an amount of absorption (indicated by a distance C1 in FIG. 3) corresponds to the contraction of the side frame 4, and the joint component 5
0 slides in the middle of the first shaft portion 32-1.

In this embodiment, the center support 72 is provided with the double offset ball joint 4.
0, and is disposed in front of the four-wheel drive vehicle 2 and has a double offset ball joint 40 and a center support 7.
The distance L1 between the center support 72 and the double offset type ball joint 40 when an excessive axial force acts on the front propeller shaft 32 because the distance L1 between the center support 72 and the double offset ball joint 40 is set to be smaller than the conventional distance L2. Is short, so that it is advantageous against radial deflection of the double offset ball joint 40 and fluctuation of the swinging torque generated in the double offset ball joint 40 due to the joint angle, and suppresses the vibration to create a muffled sound and a beat. Sound and floor vibration can be prevented from occurring.

Therefore, it is possible to secure the absorption amount of the impact stroke and to reduce the vibration and noise of the front propeller shaft 32 without separating the double offset type ball joint 40 from the center support 72 greatly. In addition, the need for the conventional connecting flange mechanism is eliminated, and compactness in the axial direction can be achieved.

In this embodiment, since the center support 72 is provided on the outer peripheral surface of the adapter flange 42 and the first shaft portion 32-1 is simply formed in a cylindrical shape, the structure is simplified and the cost is reduced. Can be.

[0033]

As is apparent from the above detailed description, according to the present invention, the center support is disposed closer to the front of the vehicle than the sliding constant velocity joint and closer to the sliding constant velocity joint. When an excessive axial force is applied to the front propeller shaft, the distance between the center support and the sliding constant velocity joint is short. It is advantageous for fluctuation of the oscillating torque generated in the speed coupling, suppresses the vibration, and can prevent the occurrence of muffled sound, beat noise, and floor vibration.

[Brief description of the drawings]

FIG. 1 is a sectional view of a front propeller shaft.

FIG. 2 is an enlarged sectional view of a main part of the front propeller shaft of FIG.

FIG. 3 is an explanatory diagram of a front propeller shaft when an excessive axial force is applied.

FIG. 4 is a schematic plan view of the vehicle.

FIG. 5 is a schematic plan view of a conventional vehicle.

FIG. 6 is a schematic plan view of a conventional vehicle when an excessive axial force is applied.

FIG. 7 is an explanatory view of a front propeller shaft when an excessively large axial force is applied in the related art.

[Explanation of symbols]

 2 Four Wheel Drive Vehicle 14 Front Differential Machine 28 Front First Joint Mechanism 30 Front Second Joint Mechanism 32 Front Propeller Shaft 40 Double Offset Type Ball Joint 42 Adapter Flange 50 Joint Structure 52 Outer Ring 72 Center Support

Claims (2)

[Claims] 1. A first shaft portion on a power unit side of a vehicle and a second shaft portion on a front differential installed on a front side of the vehicle with respect to the first shaft portion are connected by a sliding constant velocity joint. In a propeller shaft structure of an automobile, which constitutes a front propeller shaft and has a center support which is mounted on a vehicle body side while holding the front propeller shaft, the center support is provided on a front side of the vehicle with respect to the sliding type constant velocity joint. A propeller shaft structure for an automobile, wherein the propeller shaft structure is arranged close to the slide type constant velocity joint. 2. The sliding constant velocity joint according to claim 1, wherein the inner ring is spline-engaged with a stub shaft at a shaft end portion of the second shaft portion, a ball provided outside the inner ring, and a cage holding the ball. An outer ring provided on the outside of the ball, and disposed immediately behind the center support behind the vehicle so as to approach the center support;
The inner ring, the ball, and the cage are inserted into the cylindrical first shaft portion when an excessive axial force acts on the front propeller shaft from the front of the vehicle. The propeller shaft structure of an automobile according to the above.