JP2006123781A - Shock absorbing structure of propeller shaft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shock absorbing structure of a propeller shaft capable of increasing and absorbing absorbable impact force, and capable of easily setting and adjusting the impact force, without substantially increasing weight and the number of part items. <P>SOLUTION: This shock absorbing structure 10 of the propeller shaft has a first propeller shaft 12 connected to the internal combustion engine side, a second propeller shaft 14 connected to the rear wheel side, a connecting member 16 for connecting the first propeller shaft 12 and the second propeller shaft 14, and a center bearing 32 for rotatably supporting the connecting member 16; and comprises a movement allowing means 11 capable of moving the center bearing 32 pressed by the first propeller shaft 12 in the shaft direction of the connecting member 16 when the impact force acts on the first propeller shaft 12 or the second propeller shaft 14. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a shock absorbing structure for a propeller shaft used in a vehicle or the like.

  For so-called FR vehicles and four-wheel drive vehicles, a method of mitigating the impact is effective by effectively collapsing the front engine room with respect to the impact from the front, but in this case, the internal combustion engine in the engine room is included. A propeller shaft shock absorbing structure is known as a means for appropriately retracting the drive unit (see Patent Document 1 below).

  The shock absorbing structure of the propeller shaft includes a first propeller shaft connected to the internal combustion engine side, a second propeller shaft connected to the rear wheel side, a connecting member that connects the first propeller shaft and the second propeller shaft, It has. An outer race is formed at the rear end of the first propeller shaft. An annular groove having a predetermined depth is formed on the front surface of the bottom of the outer race.

  Further, an inner shaft portion is formed at the front portion of the connecting member, and a tripod corresponding to three bearings protruding in the radial direction is provided at the tip portion of the inner shaft portion, and is formed on the cylindrical inner peripheral surface of the outer race. Each tripod is slidably fitted in three grooves formed in the axial direction to constitute a tripod universal joint.

  Further, an intermediate shaft portion that is rotatably supported by a center bearing is formed behind the inner shaft portion, and a rear-side enlarged diameter portion that is connected to the second propeller shaft is formed further rearward of the intermediate shaft portion. ing. The center bearing is directly positioned by the rear side enlarged portion and is fixedly held.

  According to the above-described shock absorbing structure of the propeller shaft, when an impact force is applied from the front of the vehicle, the first propeller shaft moves rearward together with the outer race, and the inner shaft portion and the tripod contact the bottom wall of the outer race. To do. At this time, the inner shaft portion contacts the vicinity of the annular groove on the bottom wall of the outer race, and the bottom wall of the outer race is broken along the annular groove. Furthermore, the destroyed outer race moves further backward while pushing the tripod. At this time, the tripod slides on the inner shaft portion, and the impact force is absorbed and relaxed by the sliding friction force generated between the tripod and the inner shaft.

JP-A-10-250390

By the way, in the above-described shock absorbing structure of the propeller shaft, since the sliding space portion is not formed between the center bearing and the rear enlarged diameter portion, both are in direct contact with each other, so that the outer race is attached to the center bearing. If they come into contact, the outer race and tripod cannot move further back, so the impact force (sliding displacement) that can be absorbed is limited.
In order to further absorb the impact force with the shock absorbing structure of the propeller shaft having such a configuration, another member has to be provided, and there is a problem that the weight and the number of parts are greatly increased. Furthermore, there is a problem that it is difficult to preset an impact force that can be absorbed.

  In view of the above, the present invention takes into account the above circumstances and increases the impact force that can be absorbed without substantially increasing the weight and the number of parts, and the shock absorption of the propeller shaft that can easily set and adjust the absorbable impact force. The purpose is to provide a structure.

  The invention according to claim 1 is a first propeller shaft connected to the internal combustion engine side, a second propeller shaft connected to the rear wheel side, and a connecting member that connects the first propeller shaft and the second propeller shaft. And a center bearing for rotatably supporting the connecting member, wherein the first propeller shaft or the second propeller shaft has an impact force acting on the first propeller shaft. It is characterized in that a movement permitting means is provided for allowing the coupling member to be moved in the axial direction of the center bearing pressed by the propeller shaft.

  According to the first aspect of the present invention, in a vehicle in which an internal combustion engine is mounted in front of the vehicle, when an impact force acts from the front, the impact force is transmitted to the first propeller shaft. When the impact force is transmitted to the first propeller shaft, the first propeller shaft moves to the rear of the vehicle and comes into contact with the center bearing. When the first propeller shaft comes into contact with the center bearing, since the movement permitting means is provided, the center bearing moves with the first propeller shaft along the axial direction of the connecting member to the rear of the vehicle. At this time, since a sliding frictional force is generated between the center bearing and the connecting member, the impacting force can be absorbed by this frictional force. As a result, the shock absorbing load characteristic can be improved as compared with the conventional configuration in which the movement allowing means is not provided and the center bearing does not move.

  According to a second aspect of the present invention, in the propeller shaft shock absorbing structure according to the first aspect, the movement allowing means is a sliding space provided between the center bearing and the second propeller shaft. It is characterized by being.

  According to the second aspect of the present invention, since the movement permitting means is a sliding space provided between the center bearing and the second propeller shaft, it is possible to prevent an increase in the number of parts and to absorb the shock of the propeller shaft. An increase in the weight of the structure can be prevented. Thereby, it can prevent that the manufacturing cost of the shock absorption structure of a propeller shaft increases.

  According to a third aspect of the present invention, in the shock absorbing structure for the propeller shaft according to the first or second aspect, the shaft of the connecting member is coupled with the center bearing on one side and the other side in the connecting member axial direction of the center bearing. A stopper member that is movable along the direction is provided.

  According to the third aspect of the present invention, the two stopper members that are movable in the axial direction of the connecting member along the axial direction of the connecting member together with the center bearing are provided on one side and the other side in the connecting member axial direction of the center bearing. Since it is provided, it can prevent that a 1st propeller shaft and a 2nd propeller shaft contact a center bearing directly, and can protect a center bearing. Furthermore, the adjustment of the shock absorbing load can be set with high accuracy by each of the two stopper members.

  According to a fourth aspect of the present invention, in the shock absorbing structure for a propeller shaft according to the third aspect, a predetermined pressure input is applied between the stopper member and the connecting member.

  According to the fourth aspect of the present invention, since a predetermined pressure input acts between the stopper member and the connecting member, the stopper member moves along with the center bearing along the axial direction of the connecting member. A large sliding frictional force is generated between the stopper member and the connecting member. For this reason, a larger impact force can be absorbed.

  According to a fifth aspect of the present invention, in the impact absorbing structure of the propeller shaft according to the fourth aspect, a friction force adjusting means for adjusting a friction force acting between the stopper member and the connecting member is provided, and the friction By adjusting a sliding frictional force acting between the stopper member and the connecting member by a force adjusting means, an impact force that can be absorbed is set and adjusted.

  According to the fifth aspect of the present invention, the frictional force adjusting means for adjusting the frictional force acting between the stopper member and the connecting member is provided, and the frictional force adjusting means is provided between the stopper member and the connecting member. By adjusting the sliding friction force acting on the impact force, it is possible to easily set and adjust the impact force that can be absorbed with a predetermined amount of sliding displacement.

  According to the present invention, the impact force that can be absorbed can be increased and the absorbable impact force can be easily set and adjusted without substantially increasing the weight and the number of parts.

  Next, a shock absorbing structure for a propeller shaft according to an embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the propeller shaft impact absorbing structure 10 of the present embodiment includes a substantially cylindrical first propeller shaft 12 connected to the FF-based internal combustion engine side. One end (front end) of the first propeller shaft 12 is connected to the output side of the internal combustion engine via a cross joint (not shown). Further, the propeller shaft impact absorbing structure 10 includes a substantially cylindrical second propeller shaft 14 connected to the rear wheel side. The rear end of the second propeller shaft 14 is connected to a differential (not shown) via a universal joint (not shown). A connecting member 16 is provided between the first propeller shaft 12 and the second propeller shaft 14 to connect the two.

  An outer race 20 of the tripod universal joint 18 is formed at the other end (rear end) of the first propeller shaft 12. Further, an inner shaft portion 22 is formed at the front portion of the connecting member 16. The inner shaft portion 22 is provided with tripods 24 corresponding to three radially projecting bearings, and each tripod 24 is axially (in the direction of arrow X in FIG. 1) on the inner peripheral surface of the outer race 20. A tripod universal joint 18 is configured by slidably fitting into three groove strips (not shown) formed along, thereby realizing constant-speed power transmission.

The outer race 20 has a bottomed cylindrical shape, and the opening on the opposite side to the bottom wall 20 </ b> A of the outer race 20 is covered with an annular member 26 and a boot 28.
Further, the intermediate shaft portion 30 constituting the connecting member 16 is rotatably supported by a center bearing 32. The center bearing 32 is supported by an annular elastic body 36 of an annular support member 34, and the annular support member 34 is supported by a bracket 38 fixed to the vehicle body side.

  Thus, the connecting member 16 is supported on the vehicle body side by the annular support member 34 and the center bearing 32, and the rear side diameter-expanded rearward of the intermediate shaft portion 30 (in the direction of arrow R in FIG. 1). A portion 40 is formed. The front end of the second propeller shaft 14 is friction welded to the rear side enlarged diameter portion 40.

  The tripod 24 constituting the tripod universal joint 18 is press-fitted with its inner ring 42 being spline fitted to the inner shaft portion 22, and is configured to rotate integrally with the rotation of the inner shaft portion 22. When the tripod 24 is fitted into the groove on the inner peripheral surface of the outer race 20 and inserted into the outer race 20 together with the inner shaft portion 22, the inner shaft portion 22 and the front of the tripod 24 (in the direction of arrow F in FIG. 1). The bottom wall 20 </ b> A of the outer race 20 faces the side).

  An annular groove 44 having a predetermined depth is formed on the front surface of the bottom wall 20A of the outer race 20. The bottomed cylindrical outer race 20 is integrated with the bottom wall 20A having the annular groove 44 by press molding or forging. Is formed.

Here, the main part of the present invention will be described.
As shown in FIG. 1, stopper pieces (stopper members) 46 and 48 are provided on one side and the other side of the center bearing 32 in the moving direction. These stopper pieces 46 and 48 are each formed in an annular shape, and the intermediate shaft portion 30 is press-fitted into each stopper piece 46 and 48. Each stopper piece 46, 48 or / and the intermediate shaft portion 30 is provided with friction force adjusting means (not shown) for adjusting the friction force of the intermediate shaft portion 30 against each stopper piece 46, 48. As this frictional force adjusting means, for example, the diameter of each stopper piece 46, 48 is increased or reduced so that the sliding frictional force with respect to each stopper piece 46, 48 of the intermediate shaft portion 30 has a predetermined magnitude. Alternatively, the diameter of the intermediate shaft portion 30 may be reduced or increased. Further, by inserting a friction member having a relatively high friction coefficient between the stopper pieces 46 and 48 and the intermediate shaft portion 30, the sliding friction force with respect to the stopper pieces 46 and 48 of the intermediate shaft portion 30 is appropriately set. Can be adjusted.

  One stopper piece 46 has a press-fit portion 46A for applying pressure input to the intermediate shaft portion 30, and a rear-side enlarged portion when the impact force is applied and the diameter is larger than the press-fit portion 46A. 40, and a stopper portion 46B that comes into contact with 40. Similarly, the other stopper piece 48 has a press-fit portion 48A that applies pressure input to the intermediate shaft portion 30 and a diameter larger than the diameter of the press-fit portion 48A. The stopper portion 48B is in direct contact with the outer race 20 when the is moved.

  Further, a sliding space portion (movement allowing means) 11 having a predetermined length is provided along the axial direction of the intermediate shaft portion 30 between the one stopper piece 46 and the rear-side enlarged diameter portion 40. As described above, since the sliding space portion 11 is provided between the one stopper piece 46 and the rear-side enlarged diameter portion 40, the center bearing 32 is provided with the stopper pieces 46, 48 when an impact force is applied. At the same time, it becomes possible to move backward (in the direction of arrow R in FIG. 1).

  Next, the operation of the shock absorbing structure 10 for the propeller shaft of the present embodiment will be described.

  As shown in FIG. 1, when an impact force acts from the front (in the direction of arrow F in FIG. 1), the impact force is transmitted to the first propeller shaft 12. When an impact force is transmitted to the first propeller shaft 12, the first propeller shaft 12 moves rearward (in the direction of arrow R in FIG. 1) together with the outer race 20. When the first propeller shaft 12 moves rearward (in the direction of arrow R in FIG. 1) together with the outer race 20, the inner shaft portion 22 collides with the bottom wall 20 </ b> A of the outer race 20. Since stress concentration occurs in the vicinity of the annular groove 44 of the bottom wall 20A, the bottom wall 20A is broken along the annular groove 44 when the outer race 20 moves further rearward. At this time, since the tripod 24 is located radially outside the annular groove 44 of the bottom wall 20A, the tripod 24 is pushed rearward by a part of the bottom wall 20A to disconnect the spline from the inner shaft portion 22, and the first propeller Together with the shaft 12 and the outer race 20, it moves rearward along the axial direction of the intermediate shaft portion 30.

  Further, when the first propeller shaft 12 moves rearward along the intermediate shaft portion 30 together with the outer race 20 and the tripod 24, the annular member 26 and the boot 28 collide with the stopper portion 48B of the other stopper piece 48. . Further, when the first propeller shaft 12 moves rearward along the intermediate shaft portion 30 together with the outer race 20 and the tripod 24, the annular member 26 and the boot 28 are damaged, and the rear end of the outer race 20 is also damaged. The portion collides with the stopper portion 48B of the stopper piece 48.

  When the rear end of the outer race 20 collides with the stopper portion 48B of the other stopper piece 48, the center bearing 32 and the intermediate shaft portion 30 are pressed while the center bearing 32 and the stopper pieces 46 and 48 are pressed against the outer race 20. The center bearing 32 and the stopper pieces 46 and 48 are connected to the intermediate shaft portion in a state where sliding frictional force acts between the press-fit portions 46A and 48A of the stopper pieces 46 and 48 and the intermediate shaft portion 30, respectively. It moves backward along the axial direction of 30.

  As shown in FIG. 2, when the center bearing 32 and the stopper pieces 46 and 48 are moved rearward along the axial direction of the intermediate shaft portion 30 while being pressed by the outer race 20, one stopper piece 46 is eventually obtained. The stopper portion 46 </ b> B comes into contact with the rear side enlarged diameter portion 40. Thereby, the 1st propeller shaft 12, the outer race 20, each stopper piece 46 and 48, and the center bearing 32 stop.

  As described above, according to the propeller shaft impact absorbing structure 10 of the present embodiment, when the impact force is applied from the front of the vehicle, the first propeller shaft 12 is moved to the outer race 20, the stopper pieces 46 and 48, and the center bearing 32. In addition, by moving to the rear of the vehicle, the impact force can be absorbed by the sliding frictional force generated between the center bearing 32 and the connecting member 16 and between the stopper pieces 46 and 48 and the connecting member 16. . As a result, the impact force that can be absorbed can be greatly increased as compared with the conventional configuration in which the center bearing does not move.

  In particular, since it is only necessary to provide the sliding space portion 11 between the one stopper piece 46 and the rear-side enlarged diameter portion 40, an increase in the number of components can be prevented, and the weight of the shock absorbing structure 10 for the propeller shaft increases. Can be prevented. Thereby, it can prevent that the manufacturing cost of the impact-absorbing structure 10 of a propeller shaft increases.

  In addition, stopper pieces 46 and 48 that move along the axial direction of the connecting member 16 together with the center bearing 32 are provided on one side and the other side of the connecting member axial direction of the center bearing 32. The center bearing 32 does not directly collide with the enlarged diameter portion 40. This can prevent the center bearing 32 from being damaged.

  Further, since frictional force adjusting means for adjusting the frictional force on the stopper pieces 46 and 48 of the connecting member 16 is provided, the sliding frictional force on the stopper pieces 46 and 48 of the connecting member 16 by the frictional force adjusting means. Can be easily set to a predetermined characteristic with high accuracy.

  In addition, the amount of movement of the center bearing 32 and the stopper pieces 46 and 48 can be easily adjusted by adjusting the length along the axial direction of the intermediate shaft portion 30 of the sliding space portion 11. Also, the shock absorbing load characteristic can be set with a large sliding displacement, and the setting range of the characteristic is widened.

It is a fragmentary sectional view of the shock absorption structure of the propeller shaft concerning one embodiment of the present invention. It is a fragmentary sectional view of the shock absorption structure of a propeller shaft when an impact force acts on the shock absorption structure of the propeller shaft according to an embodiment of the present invention.

Explanation of symbols

10 Shock absorption structure of propeller shaft 11 Sliding space (movement allowance means)
12 First propeller shaft 14 Second propeller shaft 16 Connecting member 32 Center bearing 46 Stopper piece (stopper member)
48 Stopper piece (stopper member)

Claims (5)

A first propeller shaft connected to the internal combustion engine side; a second propeller shaft connected to the rear wheel side; a connecting member connecting the first propeller shaft and the second propeller shaft; and the connecting member rotatable. A propeller shaft shock absorbing structure having a supporting center bearing,
Movement permitting means for allowing the axial movement of the connecting member of the center bearing pressed by the first propeller shaft when an impact force acts on the first propeller shaft or the second propeller shaft. A shock-absorbing structure for a propeller shaft, characterized by being provided.   2. The propeller shaft shock absorbing structure according to claim 1, wherein the movement permitting means is a sliding space provided between the center bearing and the second propeller shaft.   3. A stopper member that is movable along the axial direction of the connecting member together with the center bearing is provided on one side and the other side in the connecting member axial direction of the center bearing. The shock-absorbing structure of the described propeller shaft.   4. The shock absorbing structure for a propeller shaft according to claim 3, wherein a predetermined pressure input acts between the stopper member and the connecting member. Friction force adjusting means for adjusting the friction force acting between the stopper member and the connecting member is provided,
5. The propeller shaft according to claim 4, wherein an absorbable impact force is set and adjusted by adjusting a sliding frictional force acting between the stopper member and the connecting member by the frictional force adjusting means. Shock absorption structure.

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