JP2011207345A - Driving force transmission device of automobile and lower body structure of automobile including the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving force transmission device of an automobile and a lower body structure of the automobile including the same, allowing sufficiently obtaining of a buffer effect due to a collision by sufficiently securing rear displacement amount of a power unit in the collision in a vehicle longitudinal direction, while suppressing an increase of manufacturing cost.SOLUTION: This driving force transmission device includes the power unit 2, a rear differential device 3 and a propeller shaft 4 for transmitting driving force of the power unit 2 to the differential device 3. The propeller shaft 4 is divided into front and rear sides via a universal joint 43 and can be reduced by fitting the front divided shaft 4a together with at least a part of the universal joint 43 into an end part of the rear side divided shaft 4b over a reduction range D1. The rear differential device 3 includes a device body 31 and a rear side supporting part 33 for supporting the device body 31 so that a front part of the device body 31 may rotate downward. A retreating allowing space 1a is provided between the power unit 2 and a dash panel 10 on a horizontal rear side of the power unit 2.

Description

  The present invention relates to a driving force transmission device for an automobile that transmits a driving force from a power unit such as an engine provided at the front of the vehicle body to a rear differential device via a power transmission shaft such as a propeller shaft, and an automobile equipped with the same. This relates to the lower body structure.

  Conventionally, like a four-wheel drive type or so-called FR drive type vehicle, an engine that is a power unit is arranged at the front of the vehicle body, and the driving force of this engine is propelled by a propeller shaft arranged along the vehicle body longitudinal direction. An automobile that transmits to a rear differential device or the like disposed at the rear is widely known.

  In general, in a collision in which an impact force is transmitted in the longitudinal direction of the vehicle, for example, in a frontal collision, the front portion of the vehicle body is crushed and the impact force is absorbed while the engine disposed in the front portion of the vehicle body is displaced rearward. ing. Even in an automobile having a power transmission shaft such as a propeller shaft as described above, the front portion of the vehicle body is similarly crushed while the engine is displaced rearward, but the engine is supported by the propeller shaft from the rear ( (Stretched state) Since the backward movement of the engine is hindered, in this type of drive transmission device, various measures are taken to alleviate the stretched state caused by the propeller shaft in association with the collision.

  For example, the drive transmission device of Patent Document 1 has a propeller shaft that connects a first shaft and a second shaft by an intermediate joint, and the second shaft is caused by an external force acting in the axial direction of the shaft such as a collision in the vehicle longitudinal direction. The front end portion of the first shaft is fitted into the base end portion of the first shaft so that the prepeller shaft can be reduced in the axial direction. According to the drive transmission device described in Patent Document 1, the reduction of the shaft in the axial direction makes it possible to displace the engine by that amount, thereby reducing the tension state. .

  Further, the driving force transmission device of Patent Document 2 includes an engine provided at the front portion of the vehicle body, a differential device provided at the rear portion of the vehicle body, and a propeller shaft that transmits the driving force of the engine to the differential device, The differential device has front and rear support portions that support the front and rear portions of the differential device on the vehicle body, and the front support portion is configured to break at the time of a front collision, while the rear support portion can swing the differential device at the time of a collision. It is configured to support. According to this driving force transmission device, when the impact load is input to the propeller shaft at the time of the front collision, the front support portion of the differential device to which the propeller shaft is connected is broken, and the front portion of the differential device is broken along with this breakage. By swinging downward, the above-mentioned tension state by the propeller shaft can be relaxed.

JP-A-5-215120 JP 2001-171373 A

  However, according to the driving force transmission device of Patent Document 1 described above, the rearward displacement of the engine can be allowed according to the reduction of the propeller shaft, but the reduction range of this shaft is limited and sufficient. In order to secure the rearward displacement of the engine, the propeller shaft must be further divided into a plurality of parts so that the parts can be further reduced at these divided parts, and an increase in manufacturing cost is inevitable.

  Also, in the driving force transmission device of Patent Document 2, the rear end of the propeller shaft is displaced rearward by a forward tilt caused by the front portion of the differential device swinging downward, thereby causing the rearward displacement of the engine at the time of the front collision. However, this amount of displacement also has a limit.

  That is, in any of the driving force transmission devices of Patent Documents 1 and 2, there is a dissatisfaction with the amount of rearward displacement of the engine at the time of a vehicle front-rear direction collision. There was a problem of inviting an increase.

  The present invention has been made in view of the above-described conventional problems, and suppresses an increase in manufacturing cost while ensuring a sufficient amount of rearward displacement of a power unit such as an engine during a vehicle front-rear direction collision. It is an object of the present invention to provide an automobile driving force transmission device capable of sufficiently obtaining a buffering effect and an automobile lower body structure provided with the same.

  In order to solve the above-described problems, a driving force transmission device for an automobile according to the present invention includes a power unit that is provided at a front portion of a vehicle body in front of a dash panel and generates a driving force, a differential device that is provided at a rear portion of the vehicle body, and a vehicle body A driving force transmission device for an automobile comprising a power transmission shaft extending in the front-rear direction of the power unit and transmitting the driving force of the power unit to the differential device. The power transmission shaft is divided into front and rear via a universal joint, When the power unit and the differential device are displaced in the proximity direction due to deformation, at least a part of the universal joint and one of the front and rear divided shafts is fitted into the end of the other divided shaft over a predetermined range. The differential device is located above the device main body and a connecting portion between the device main body and the power transmission shaft. A rear support part that supports the apparatus main body so that the front part of the apparatus main body can be rotated downward when displaced in the proximity direction. By providing a backward allowance space between the rear and the dash panel, the power unit is configured to be horizontally retractable over a predetermined backward allowance range when displaced in the proximity direction. Is.

  According to this invention, when the power transmission shaft is divided into the front and the rear through a universal joint, and when the power unit and the differential device are displaced in the proximity direction, such as in a car collision, one of the front and rear divided shafts is the other. Since it is configured to be able to be reduced by being fitted into the end portion of the divided shaft over a predetermined range, the power unit can be displaced rearward with respect to the front collision with this reduction. In addition, the differential device includes a device main body and a rear support portion that is above the connecting portion between the device main body and the power transmission shaft and supports the rear portion of the device main body. When a load is input to the apparatus main body, a bending moment is generated in the apparatus main body, and the front portion of the apparatus main body can be rotated downward. By this rotation, the connecting portion between the power transmission shaft and the apparatus main body is displaced rearward, so that the rear displacement amount of the power unit can be increased with a simple configuration.

  By the way, since the power transmission shaft has a universal joint at the intermediate portion thereof, it is preferable to reduce the power transmission shaft before it is rotated to the forward tilt posture of the device body of the differential device. For this reason, in the present invention, by providing a backward allowance space directly behind the power unit and between the dash panel, the power unit can be horizontally retracted over a predetermined backward allowance range when displaced in the proximity direction. Has been. Thus, at the time of the displacement, the power unit first moves to the backward allowance space to be displaced rearward, and accordingly, the power transmission shaft is reliably and smoothly moved before the power transmission shaft is bent at the universal joint by the rotation of the apparatus body. Can be reduced.

  That is, according to the present invention, the rear displacement amount of the power unit can be increased with a simple configuration, and the increase in the displacement amount is devised in the support structure of the rear support portion of the differential device, and the power unit An increase in manufacturing cost can be suppressed as much as possible because it is realized by a simple configuration in which the arrangement is devised.

  In the present invention, the specific configuration of the power transmission shaft is not particularly limited, but the power transmission shaft is an insertion restriction that restricts one of the front and rear divided shafts from being inserted into the other end. By providing the means, the reduction range is limited, and the reduction range of the power transmission shaft is preferably shorter than the allowable backward range of the power unit.

  With this configuration, the power unit can be displaced rearward in the horizontal direction even after the power transmission shaft is reduced, and the main body of the differential device is tilted forward with the remaining rearward displacement in the horizontal direction. Can be rotated downward. That is, if comprised in this way, reduction of a power transmission shaft and the downward rotation of a differential gear can be performed smoothly in steps, and the amount of backward displacement of a power unit can be increased reliably and smoothly.

  An automobile lower body structure provided with a driving force transmission device according to the present invention includes the engine unit as the power unit, and the driving force transmission device for an automobile according to claim 1 or 2, and the driving force transmission device. A dash panel disposed behind the power unit; and an exhaust device connected to the power unit and disposed in the retreat allowable space. The dash panel has a dash tunnel portion recessed in the rear of the vehicle body. Is characterized in that it is provided in the dash tunnel portion facing the front and rear.

  According to the present invention, by disposing the exhaust device in the retreat allowable space, the layout at the front portion of the vehicle body can be diversified. In addition, when the power unit and the differential device are displaced in the proximity direction due to the deformation of the vehicle body, such as at the time of a collision, the exhaust device is pushed into the dash tunnel portion by being pressed by the power unit, and a backward allowance space is ensured. Can do. In other words, according to the present invention, the rearward displacement amount of the power unit can be sufficiently secured while effectively utilizing the backward allowance space.

  Furthermore, the lower vehicle body structure of a vehicle provided with the driving force transmission device according to the present invention includes the engine unit as the power unit, and the driving force transmission device of the vehicle according to claim 1 or 2, and the driving force transmission device. An intake manifold that introduces fresh air into the engine part, and the engine part is a horizontal type in which a crankshaft is mounted laterally with respect to the traveling direction, and the upper part is inclined rearward. In addition, the intake manifold is disposed in front of the upper portion of the engine portion.

  According to the present invention, since the intake manifold is disposed in front of the upper portion of the engine portion, the impact due to the collision can be received on the surface constituted by the engine portion and the intake manifold, and the power unit can be securely connected accordingly. Moreover, it can be smoothly displaced rearward in the horizontal direction.

  According to the vehicle driving force transmission device and the lower vehicle body structure including the device according to the present invention, the rear displacement amount of the power unit can be increased with a simple configuration, and the increase in the displacement amount can be increased by the differential device. Since the support structure of the rear support portion is devised and the arrangement of the power unit is devised, the increase in manufacturing cost can be suppressed as much as possible.

1 is a side view schematically showing a vehicle equipped with a driving force transmission device according to an embodiment of the present invention. It is a top view which shows the structure of the vehicle body front part of the vehicle. It is side sectional drawing which shows the structure of the vehicle body front part. It is a partial cross section figure which expands and shows a 3rd universal joint and an intermediate bearing part. It is a bottom view showing typically the state where the attachment structure of the 1st tunnel cross member was expanded. It is a bottom view which shows typically the state where the attachment structure of the 2nd tunnel cross member was expanded. It is a bottom view which shows the vehicle body rear part containing a rear differential. It is a perspective view of a rear differential. It is the IX-IX sectional view taken on the line in FIG. It is the XX sectional view taken on the line in FIG. It is a side view which shows typically the vehicle at the time of vehicle front collision. It is side sectional drawing which shows the structure of the vehicle body front part of the vehicle. It is a side view which shows typically a part of drive force transmission device at the time of vehicle front collision.

  Hereinafter, an embodiment according to the present invention will be described with reference to the drawings. FIG. 1 is a side view schematically showing a vehicle on which a driving force transmission device according to this embodiment is mounted. In the present embodiment, the vehicle on which this driving force transmission device is mounted will be described as a hatchback type FR vehicle, but the vehicle to be mounted is not particularly limited, such as a sedan type, a sports type, a minivan type, etc. The vehicle type is not limited as long as the vehicle has a power unit at the front part of the vehicle body and transmits the driving force to the rear part of the vehicle body through the power transmission shaft.

  The driving force transmission device 1 according to the present embodiment includes a power unit 2 disposed at the front portion of the vehicle body, a rear differential device 3 disposed at the rear portion of the vehicle body, a power unit 2 that extends in the front-rear direction of the vehicle body, and the rear differential. A propeller shaft (corresponding to a power transmission shaft) 4 that connects the device 3 is provided.

  As shown in FIG. 2, the power unit 2 includes an engine portion 2 a that generates a driving force and a transmission 2 b that is interposed between the engine portion 2 a and the propeller shaft 4. Attached to the front.

  2 is a plan view showing the structure of the front part of the vehicle body, and FIG. 3 is a side view showing the structure of the front part of the vehicle body. The front of the vehicle body will be described first with reference to these figures in addition to FIG.

  The front portion of the vehicle body includes a pair of left and right front side frames 5 extending in the front-rear direction of the vehicle body, and a bumper reinforcement 6 installed between the front end portions of the front side frame 5. A front sub-frame 7 having a substantially rectangular frame shape is disposed below.

  As clearly shown in FIG. 3, each front side frame 5 has a rear part inclined downward to form a kick-up part 5a and a rear end part connected to a floor frame 8 (not shown in FIG. 1). Yes. A floor panel 9 is joined on the floor frame 8, and a front end edge of the floor panel 9 is connected to a dash panel 10 that partitions the engine room and the vehicle compartment. A floor tunnel portion 9a extending in the longitudinal direction of the vehicle body protrudes upward in the vehicle width direction central portion of the floor panel 9, and the propeller shaft 4 is accommodated in the floor tunnel portion 9a along the longitudinal direction of the vehicle body. Has been. Further, the floor tunnel portion 9 a is connected to the dash tunnel portion 10 a provided at the center in the vehicle width direction of the dash panel 10. The dash tunnel portion 10a is configured such that the center portion in the vehicle width direction of the dash panel 10 is recessed rearward. Further, tunnel frames 11 extend along the longitudinal direction of the vehicle body on the inner side in the vehicle width direction of each floor frame 8 and on both sides of the floor tunnel portion 9a to reinforce the floor tunnel portion 9a. On the other hand, a side sill 12 is disposed on the outer side of each floor frame 8 in the vehicle width direction.

  A floor cross member 13 extending in the vehicle width direction is disposed on the upper surface of the floor panel 9 between each side sill 12 and the floor tunnel portion 9a. On the opposite side of the floor cross member 13 with the floor panel 9 in between, a pair of left and right intermediate cross members 14 are disposed along the vehicle width direction up to the floor tunnel portion 9a. A plurality of left and right intermediate cross members 14 are arranged in parallel along the longitudinal direction of the vehicle body. Between these left and right intermediate cross members 14, a tunnel cross member 15 is disposed below the propeller shaft 4 so as to cross the floor tunnel portion 9a in the vehicle width direction. A tunnel reinforcing member 20 is disposed along the inner wall surface (see FIG. 1). The tunnel cross member 15 and the tunnel reinforcement member 20 improve the floor tunnel portion 9a and the vehicle body rigidity in the vehicle width direction.

  The tunnel cross member 15 has one or more bent portions in a cross-sectional view and is configured as a rigid member. An intermediate bearing portion 16 that rotatably supports the propeller shaft 4 is attached to a tunnel cross member 15a disposed on the vehicle body front side of the tunnel cross member 15. The attachment structure of the tunnel cross member 15 to the intermediate cross member 14 will be described later together with the description of the intermediate bearing portion 16.

  On the other hand, the bumper reinforcement 6 is installed on the front end surface of the front side frame 5 via a crush can 61 (functioning as a buffer member) formed in a substantially U shape in cross section and disposed inside.

  The front sub-frame 7 is a so-called perimeter frame, which is a deformed peripheral sub-frame that suppresses vibration transmission of the engine 2a disposed in the engine room and disperses and absorbs the impact load at the time of the front collision. . The front subframe 7 will be briefly described with reference to FIGS.

  The front sub-frame 7 includes a pair of left and right sub-side frames 71 extending in the longitudinal direction of the vehicle body, and front and rear sub-cross members 72 erected between the front and rear ends of the sub-side frames 71, 73 and a sub-crash can 74 projecting forward at the front end portion of the sub-side frame 71, and is formed in a substantially rectangular shape as a whole, more specifically in a substantially trapezoidal shape that is widened toward the front.

  In addition, the front sub-frame 7 is provided with a plurality of frame support portions 75 to 77 provided along the longitudinal direction of each sub-side frame 71. The front sub-frame 7 is attached to predetermined positions on the lower surfaces of the front side frame 5 and the tunnel frame 11 disposed above the frame support portions 75 to 77. At least a part of these frame support portions 75 to 77, for example, the intermediate frame support portion 76 and the rear frame support portion 77, receive a shock load from the front subframe 7 when a vehicle collides, 5 or a tunnel frame 11 or the like so that it can be detached from the front of the vehicle body. Specifically, in this embodiment, the intermediate frame support portion 76 and the rear frame support portion 77 are set to be detached in this order when a collision load is input.

  More specifically, the intermediate frame support portion 76 includes a cylindrical mounting portion 76a extending in the vertical direction, and a bolt 76b inserted from below the cylindrical mounting portion 76a penetrates the lower wall portion of the front side frame 5. And is welded to a cylindrical weld nut 76c. Since the frame support portion 76 is configured to include the cylindrical mounting portion in this manner, three-dimensional twisting occurs in the cylindrical mounting portion, and it is easier to break than the other frame support portions 75 and 77. It has become.

  On the other hand, the rear frame support portion 77 is configured to support the front sub-frame 7 on the front vehicle body (including the tunnel frame 11) so as to be displaceable within a predetermined range, and thereby, before the intermediate frame support portion 76. Avoiding separation from the front car body. Specifically, the rear frame support portion 77 includes a so-called rubber bush 77a and a bolt 77b inserted through the rubber bush 77a, and the bolt 77b penetrates the lower wall portion of the tunnel frame 11 to form a cylindrical weld. It is configured by being screwed onto the nut 77c. The rubber bush 77a is configured to be swingable without sliding and without lubrication by interposing an axially compressed rubber between the inner and outer cylinders.

  As long as the rear frame support portion 77 can be displaceably supported, other members may be used instead of the rubber bush, for example, attached via a cylindrical member into which the bolt 77b is loosely fitted. It may be. The sub-side frame 71 in front of the rear frame support portion 77 is formed with a bead 78 that is recessed downward along the vehicle width direction on the upper surface, and can be easily bent downward by the bead 78. It is configured.

  In the engine room in front of the dash panel 10, the left and right ends of the front upper part of the power unit 2 are attached to the front side frame 5 via the front engine mount 2 c, and the power unit 2 It is attached to the subframe 7 (particularly the rear subcross member 73) via the rear engine mount 2d. Therefore, when the intermediate frame support portion 76 and the rear frame support portion 77 of the front sub-frame 7 are separated from the front portion of the vehicle body such as the front side frame 5 due to the front collision, the rear portion of the power unit 2 rotates downward. As a result, the degree of backward tilt increases. When a collision load is further input from this state, the front engine mount 2c is also deformed or broken, and the power unit 2 is displaced by dropping downward. In the assembled state of the power unit 2, the rear sub cross member 73 of the front sub frame 7 is located at the lower rear of the power unit 2.

  The engine unit 2a constituting the power unit 2 is an internal combustion engine and is configured as an in-line multi-cylinder gasoline engine. This engine part 2a is a so-called horizontal engine mounted on the front of the vehicle body with its crankshaft as its output shaft directed in the vehicle width direction, and as shown in FIG. 1 and FIG. Are arranged in a rearwardly inclined state inclined backward.

  The engine portion 2a adopts a front intake / rear exhaust format in which air is taken in from the front side and exhausted from the rear side. For this reason, an intake manifold 25 for introducing fresh air into the engine part 2a is disposed in front of the upper part of the engine part 2a, and an exhaust device 26 such as an exhaust manifold, a turbine, and a high-temperature catalyst is disposed behind the power unit 2. ing.

  Specifically, the intake manifold 25 is disposed above and below the lower part of the engine part 2a disposed in a rearwardly inclined state. Accordingly, the intake manifold 25 and the engine portion 2a form a substantially flat surface, and an impact load from the front of the vehicle can be received by the substantially flat surface. The intake manifold 25 and the engine portion 2a cooperate with each other at the time of a front collision. Thus, the engine part 2a can be displaced rearward in the horizontal direction with the rearward tilted state.

  On the other hand, the exhaust device 26 is configured to include an exhaust manifold, an exhaust turbine, a high-temperature catalyst, and the like, and is disposed in the retreat allowable space 1a at the rear of the power unit 2 in the substantially central portion in the vehicle width direction. That is, the backward allowance space 1a is provided between the power unit 2 and the dash panel 10 in the horizontal direction, and the exhaust device 26 is disposed in the backward allowance space 1a. The exhaust device 26 needs to ensure peripheral air permeability for cooling, and is arranged in a scattered manner with gaps. Therefore, the exhaust device 26 can create a space for securing the backward movement of the power unit 2 by being densely packed with the backward movement of the power unit 2. That is, the retreat allowable space 1a is a space for ensuring the retreat (rearward displacement) of the power unit 2 in the horizontal direction, such as at the time of a frontal collision of the vehicle, and is interposed between the power unit 2 and the dash panel 10. In addition to a space in which no member is provided, a space that allows the power unit 2 to be displaced backward by being crushed (and densely) or retracted as the power unit 2 is retracted even if the member is provided is included. It does not matter whether or not a member is disposed in the space.

  Specifically, the exhaust device 26 is disposed in front of the dash tunnel portion 10a in the retreat allowable space 1a. That is, the exhaust device 26 is provided in the dash tunnel portion 10a so as to face the front and rear. For this reason, the exhaust device 26 is pushed into the dash tunnel portion 10a while collapsing and gathering due to the power unit 2 being displaced rearward at the time of a front collision, and thereby the retreat allowable space 1a of the power unit 2 can be secured. ing. Further, the exhaust device 26 is extended from the engine portion 2a to the lower rear side of the vehicle in order to smooth the flow of exhaust, and an exhaust pipe 17 is connected to the rear end thereof. The exhaust pipe 17 is connected to the lower surface of the floor panel 9. Are routed along the rear side of the vehicle and connected to a silencer 18 provided at the rear of the vehicle body.

  Next, the propeller shaft 4 will be described. The propeller shaft 4 has a front end portion connected to the output shaft 2e of the transmission 2b via a first universal joint 41, and a rear end portion thereof connected to the input shaft 3a of the rear differential device 2 as a second free shaft. They are connected via a joint 42. Further, the propeller shaft 4 is divided into two parts in the front-rear direction, and the front-rear divided shafts 4 a and 4 b are connected via a third universal joint 43. In the present embodiment, the front divided shaft 4a is formed shorter than the rear divided shaft 4b.

  FIG. 4 is an enlarged partial sectional view showing the third universal joint 43 and the intermediate bearing portion 16.

  The third universal joint 43 is a sliding type constant velocity universal joint having a cylindrical outer and a shaft inner that transmits torque while allowing angular displacement between the cylindrical outer and the shaft. When a predetermined load is input in the direction, the front and rear split shafts 4a and 4b are connected to the cylindrical outer and the axial inner by the axial inner being relatively displaced in the axial direction with respect to the cylindrical outer. It is configured to be displaced in the approaching / separating direction. That is, the propeller shaft 4 is configured to be extendable and contractable when an axial load is input. In this embodiment, the third universal joint 43 employs a double offset type universal joint. However, a sliding-type constant velocity universal joint such as a cross groove type or a tripod type may be used as long as it can be expanded and contracted in the axial direction. Can be adopted.

  Specifically, the third universal joint 43 includes an inner ring 431 connected to the front divided shaft 4a, an outer ring 432 connected to the rear divided shaft 4b, and an intervening space between the inner ring 431 and the outer ring 432. And a ball 433 that transmits torque between the inner and outer rings 431 and 432, and a cage 434 that holds the ball 433 interposed between the outer peripheral surface of the inner ring 431 and the inner peripheral surface of the outer ring 432. It is a universal joint and allows angular displacement between the front and rear split shafts 4a and 4b. The inner ring 431, the ball 433, and the cage 434 correspond to the shaft inner, and the outer ring 432 corresponds to the cylindrical outer.

  The third universal joint 43 is a known double offset type universal joint having track grooves 431a and 432a in the inner and outer rings 431 and 432, respectively. Therefore, although detailed description thereof is omitted, since there is a feature in the arrangement relationship with respect to the front and rear divided shafts 4a and 4b, this point will be briefly described.

  That is, the inner ring 431 of the third universal joint 43 has a reduced diameter end portion (rear portion) of the funnel-shaped shaft 4c disposed at the rear end portion (the end portion facing the rear division shaft 4b) of the front division shaft 4a. It is externally connected so as to be provided around the end portion. The funnel-shaped shaft 4c is connected to a reduced diameter portion 4e provided at the rear end portion of the front divided shaft body 4d. On the other hand, the outer ring 432 is internally fitted and connected to the rear divided shaft 4b so as to go around to the position retracted from the front end edge thereof. The reason why the outer ring 432 is provided in the position where the outer split shaft 4b is retracted in this way is to fit the reduced diameter portion 4e of the front split shaft 4a into the retracted portion when the propeller shaft 4 is reduced. .

  In other words, when a load is input in the axial direction of the front split shaft 4a, such as when the vehicle collides, the inner inner shaft 431, the ball 433 and the cage inner shaft 434 are axially oriented with respect to the outer wheel 432 (cylindrical outer). The front side divided shaft 4a is displaced relative to the rear side divided shaft 4b so as to be fitted in the rear side divided shaft 4b. Specifically, at the initial stage of the fitting operation, the funnel-shaped shaft 4c of the front divided shaft 4a is fitted into the rear divided shaft 4b together with the inner ring 431, the balls 433, and the cage 434, and subsequently the reduced diameter portion 4e of the front divided shaft 4a. Is inserted into the rear split shaft 4b.

  The front and rear split shafts 4a and 4b are configured such that the front split shaft 4a is inserted into the rear split shaft 4b by a predetermined amount so that the reduced diameter portion of the front split shaft is indicated by a two-dot chain line in FIG. The enlarged diameter step portion 4f at the front end portion of 4e interferes with the front end surface of the rear divided shaft 4b so that the inserting operation is restricted. In other words, the propeller shaft 4 has a reduced range D1 by providing the front divided shaft 4a with an enlarged diameter step portion 4f as an insertion restricting means for restricting the front divided shaft 4a from being inserted into the rear divided shaft 4b. Limited. At the reduction limit, the third universal joint 43 loses its function, and the front and rear split shafts 4a and 4b cannot be angularly displaced from each other, and function as a single rod-like body. The retracted position of the outer ring 432 is set longer than the length of the reduced diameter portion 4e of the front divided shaft 4a.

  The distance from the rear end edge of the reduced diameter portion 4e of the front divided shaft 4a to the front end edge of the rear divided shaft 4b is set to be shorter than the stroke of the track groove 432a of the outer ring 432 of the third universal joint 43. For this reason, when the front divided shaft 4a is displaced in the axial direction, the movement path is guided by the third universal joint 43, and the reduced diameter portion 4e of the front divided shaft 4a is surely provided in the front end portion of the rear divided shaft 4b. It can be inserted into. Further, the reduction range D1 of the propeller shaft 4 is shorter than the allowable backward range of the power unit 2 (the distance between the power unit 2 and the dash panel 10 and the length of the allowable backward space 1a in the longitudinal direction of the vehicle body). The load in the axial direction due to the retreat of is also transmitted to the rear divided shaft 4b as it is.

  The end of the front split shaft 4 a on the third universal joint 43 side is rotatably supported by the intermediate bearing portion 16. The intermediate bearing portion 16 includes a bearing inner ring 161, a bearing outer ring 162, rolling elements 163 such as balls and rollers interposed between the bearing inner and outer rings 161, 162, and rolling elements 163 interposed between the bearing inner and outer rings 161, 162. It is what is called a bearing provided with a cage 164 that holds the outer ring 162 and a bracket 165 that externally holds the bearing outer ring 162. The intermediate bearing portion 16 is attached to the first tunnel cross member 15a by a fastening means 19 including a bolt and a nut in a bracket 165. The first tunnel cross member 15a is a tunnel cross member disposed on the vehicle body front side of the tunnel cross member 15, and the first tunnel cross member 15a, the intermediate bearing portion 16 and the fastening means 19 are provided on the front split shaft 4a. This corresponds to an intermediate support portion that supports one end of the vehicle body on the vehicle body (intermediate cross member 14).

  An attachment structure of the first tunnel cross member 15a to which the intermediate bearing portion 16 is attached will be described with reference to FIGS. FIG. 5 is a bottom view schematically showing the first tunnel cross member mounting structure in an enlarged state. In FIG. 5, the tunnel reinforcing member 20 (see FIG. 1) disposed between the intermediate cross members 14 is omitted.

  As clearly shown in FIG. 4, the first tunnel cross member 15a has bent portions 15c protruding upward at the front end portion and the rear end portion, and an intermediate bearing portion 16 is attached to the upper surface between the bent portions 15c. . As clearly shown in FIG. 5, at both ends in the longitudinal direction (vehicle width direction) of the first tunnel cross member 15a, a bolt hole (not shown) for inserting a bolt 151 and the bolt hole communicating with the bolt hole are provided. It has a slit 152 extending from the hole to the front end edge of the tunnel cross member 15a in the direction opposite to the direction (rear) in which a load is input at the time of front collision, that is, toward the front of the vehicle body. The width of the slit 152 is set to be narrower than the diameter of the bolt hole, and is set to be narrower than the shaft diameter of the bolt 151. The first tunnel cross member 15a is attached in an erected state between the left and right first intermediate cross members 14a on the front side of the intermediate cross member 14 in a manner that crosses the lower end opening of the floor tunnel portion 9a.

  Accordingly, the first tunnel cross member 15a is displaced rearward relative to the first intermediate cross member 14a when a load greater than a predetermined value directed toward the rear of the vehicle body is input, whereby the bolt 151 is slit. It falls out through 152. That is, the first tunnel cross member 15a and the intermediate bearing portion 16 are included in the intermediate support portion according to the present invention. The intermediate support portion receives an input of an external force of a predetermined value or more toward the rear in the axial direction of the propeller shaft 4. In this case, the engagement state with the first intermediate cross member 14a, which is the vehicle body, is released (released).

  Further, in order to apply an external force in the axial direction to the intermediate support portion including the first tunnel cross member 15a and the intermediate bearing portion 16 at the time of the front collision, the intermediate bearing portion 16 is supported by the shaft main body 4d of the front divided shaft 4a. A pressing flange portion (corresponding to a detaching means) 44 protruding outward in the radial direction is provided on the front side of the portion. As shown in FIG. 4, the distance d of the pressing flange portion 44 from the intermediate bearing portion 16 is set to be shorter than the reduction range D <b> 1 of the propeller shaft 4, and the pressing flange portion 44 is connected to the intermediate bearing in the reduction process of the propeller shaft 4. The intermediate support portion including the portion 16 and the first tunnel cross member 15a can be pressed.

  On the other hand, the second tunnel cross member 15b provided on the rear side of the tunnel cross member 15 is configured to be detachable in the same manner as the first tunnel cross member 15a. Since this is different from the member 15a, this point will be described. FIG. 6 is a bottom view schematically showing the mounting structure of the second tunnel cross member 15b. In FIG. 6, the tunnel reinforcement member 20 (see FIG. 1) disposed between the intermediate cross members 14 is omitted.

  Similarly to the first tunnel cross member 15a, the second tunnel cross member 15b also has bent portions on the front and rear sides, and is configured as a rigid member. At both ends in the longitudinal direction (vehicle width direction) of the second tunnel cross member 15b, as clearly shown in FIG. 6, a bolt hole (not shown) for inserting a bolt 153 is communicated with the bolt hole. A slit 154 extends from the bolt hole to the left and right end edges of the second tunnel cross member 15b outward in the vehicle width direction. The width of the slit 154 is also set narrower than the diameter of the bolt hole, and is set narrower than the shaft diameter of the bolt 151. The second tunnel cross member 15b is also attached to the second intermediate cross member 14b on the front side of the intermediate cross member 14 so as to cross the lower end opening of the floor tunnel portion 9a.

  Therefore, the second tunnel cross member 15b is displaced downward relative to the second intermediate cross member 14b when a load of a predetermined value or more directed downward is input, whereby the bolt 153 is displaced by the slit 154. It comes to fall out through. That is, the second tunnel cross member 15b is configured to be disengaged from the second intermediate cross member 14b, which is the vehicle body, by being released by a predetermined downward load.

  Next, the rear differential device 3 attached to the rear end portion of the rear split shaft 4b and its attachment structure to the vehicle body will be described. FIG. 7 is a bottom view showing the rear part of the vehicle body including the rear differential, and FIG. 8 is a perspective view of the rear differential. 9 and 10 are sectional views taken along lines IX-IX and XX in FIG. 7, respectively.

  The rear differential 3 includes a device main body 31, a pair of left and right front support portions 32 that support the front portion of the device main body 31 with respect to the vehicle body, and a rear support that supports the rear portion of the device main body 31 with respect to the vehicle body. Part 33 and is supported at the rear part of the vehicle body at three points in the front and rear.

  First, the rear part of the vehicle body on which the rear differential 3 is supported will be briefly described.

  The rear vehicle body has a pair of left and right rear side frames 21 extending in the front-rear direction of the vehicle body in a state of being curved inward in the vehicle width direction, and a first rear suspension frame erected between the rear side frames 21 along the vehicle width direction. 22, the rear rear frame 22, the second rear suspension frame 23, which is similarly installed between the rear side frames 21, and the first and second rear suspension frames 22, 23. A pair of left and right suspension frame reinforcement members 24 installed in a tilted state. The first and second rear suspension frames 22 and 23 are connected to upper end portions of a multi-link mechanism (not shown) for rear wheels, respectively.

  A fuel tank 29 as an auxiliary machine is disposed below the floor panel 9 and above the propeller shaft 4 (see FIG. 1). The fuel tank 29 is disposed on the diagonally upper front side of the rear differential 3, and is disposed on the right side (side) of the propeller shaft 4 in a plan view, although not shown.

  Specifically, the apparatus main body 31 distributes the driving force from the power unit 2 to the left and right driving wheels. The apparatus main body 31 is disposed below the first rear suspension frame 22, and prevents the apparatus main body 31 from being displaced upward by the first rear suspension frame 22. Further, the apparatus main body 31 has a front support portion 32 connected to the first rear suspension frame 22, and a rear support portion 33 disposed behind the front support portion 32 is connected to the second rear suspension frame 23. Supported at the rear.

  The front support portion 32 is provided at a front mount bracket 35 extending outward in the vehicle width direction from the apparatus main body 31 toward the first rear suspension frame 22 side, and a front end portion of the front mount bracket 35 (an end portion on the rear suspension frame side). The apparatus main body 31 is supported in front of the rear support portion 33.

  As clearly shown in FIG. 8, the front mount bracket 35 is a flat hollow plate-like body having a substantially triangular shape when viewed from the front, and extends in the left-right direction orthogonal to the vehicle body front-rear direction. The front mount bracket 35 is attached to the apparatus main body 31 with a bolt 37 at the base end. As shown in FIG. 9, a front differential mount 36 is built in the front end portion of the front mount bracket 35, and the rear wall surface of the bracket 35 is in direct contact with the front wall surface of the first rear suspension frame 22. That is, the front mount bracket 35 is in contact with the front wall surface of the first rear suspension frame 22 from the front side of the vehicle body. Further, the front mount bracket 35 is provided with a thin hole 351 penetrating in the thickness direction at an intermediate portion thereof to reduce the weight.

  On the other hand, the front differential mount 36 cannot absorb vibrations in the longitudinal direction of the vehicle body, but is configured to absorb vibrations in the vertical and horizontal directions by the mount rubber 362. Specifically, the front differential mount 36 is fitted into an outer cylinder 361 that opens in the longitudinal direction of the vehicle body, a mount rubber 362 accommodated in the outer cylinder 361, and a center hole 362 a of the mount rubber 362. A cylindrical body 363 (having an axial center extending in the longitudinal direction of the vehicle body), a mounting bolt 364 inserted into the inner cylindrical body 363 and mounting the front mount bracket 35 on the front wall surface of the first rear suspension frame 22, and the mounting bolt And a cap 365 that covers the head 364a of the 364. The inner cylinder 363 is loosely fitted in a mounting hole 352 provided in the bracket 35 so that vibrations in the vertical and horizontal directions of the vehicle body can be absorbed by the mount rubber 362. Has been. In FIG. 9, reference numeral 366 denotes a mounting bolt support portion provided on the first rear suspension frame 22 to support the front portion of the mounting bolt 364, and reference numeral 221 denotes a reinforcing member provided in the first rear suspension frame 22.

  As described above, the front mount bracket 35 of the present embodiment extends in a direction perpendicular to the longitudinal direction of the vehicle body and directly contacts the front wall surface of the first rear suspension frame 22 at the tip portion. When an impact load along the longitudinal direction of the vehicle body is input to the rear differential 3, the impact load acts directly on the bracket 35 as a shearing force or a bending moment without being buffered by the mount rubber 362. . Thereby, the front mount bracket 35 is broken. That is, the front mount bracket 35 is configured to be broken when an impact load along the longitudinal direction of the vehicle body is input.

  In addition, the front mount bracket 35 of the present embodiment is configured as a flat hollow plate-like body and is provided with a thin hole 351 in the center, so that the propeller shaft is moved by the power unit 2 retreating at the time of a front collision or the like. 4, the rear differential 3 is configured to be more easily broken when an impact load is applied along the longitudinal direction of the vehicle body.

  On the other hand, the rear support portion 33 includes a rear mount bracket 38 extending from the apparatus main body 31 toward the rear of the vehicle body, and a rear differential mount 39 provided at a tip portion of the rear mount bracket 38 (an end portion on the second rear suspension frame side). The rear mount bracket 38 retreats relative to the rear differential mount 39 when an impact load is input from the front to the rear differential 3 at the time of frontal collision of the vehicle, and the rear mount bracket 38 The rear differential mount 39 is configured to be rotatable. Note that only one rear support portion 33 is provided in the present embodiment, but a plurality of rear support portions 33 such as two points may be provided. That is, the apparatus main body 31 may be supported at a plurality of points in the rear part.

  The rear mount bracket 38 supports the apparatus main body 31 at the upper side with respect to the connecting portion (the portion corresponding to the second universal joint 42) of the rear divided shaft 4b. That is, the rear mount bracket 38 supports the apparatus main body 31 on the second rear suspension frame 23 at a position higher than the height of the connecting portion of the rear divided shaft 4b (indicated by a one-dot chain line L in FIG. 10).

  Specifically, the rear mount bracket 38 includes a plate-like connection portion 381 for connection to the apparatus main body 31 and a support shaft extending rearward from the vehicle width direction eccentric position (leftward position) of the connection portion 381. And a retaining cap 383 for restraining forward movement fixed to the front end (rear end) of the support shaft portion 382 by a bolt 384.

  A protruding portion 385 that protrudes rearward at a position corresponding to the substantially central portion in the width direction of the rear differential device 3 is provided integrally with the connecting portion 381 at the upper rear surface of the connecting portion 381. The protrusion 385 interferes with the front wall of the second rear suspension frame 23 when the apparatus main body 31 is displaced rearward, such as during a vehicle front collision, so that the front part rotates downward with respect to the apparatus main body 31. Give a strong bending moment. As shown in FIGS. 7 and 8, the projecting portion 385 is a block-like body having a substantially rectangular shape in plan view. It is adjusted so as to be in a state of substantially abutting on the front surface (or facing through a slight gap).

  The support shaft portion 382 is a long rod-like body, and a portion corresponding to the rear differential mount 39 is configured to bulge outward in the radial direction. The bulging portion 382a bites into the mount rubber 392 of the rear differential mount 39, and the vibrations before and after the normal time can be absorbed by the mount rubber 392 within a certain limit.

  The retaining cap 383 is for preventing the rear mount bracket 38 from falling forward, and has a truncated cone shape.

  On the other hand, the rear differential mount 39 is configured to absorb vibrations in the longitudinal direction of the vehicle body in addition to vertical and horizontal vibrations of the vehicle body by the mount rubber 392 within a certain limit. Specifically, the rear differential mount 39 includes a rear-side outer cylinder 391 that opens in the longitudinal direction of the vehicle body, and a mount rubber 392 that is accommodated in the rear-side outer cylinder 391. A rear mount is provided in the center hole 392a of the mount rubber 392. A support shaft portion 382 of the bracket 38 is fitted. The outer cylinder 391 is fixed to the second rear suspension frame 23 by being fitted into a support hole 231 penetrating along the front-rear direction of the second rear suspension frame 23.

  As described above, when the impact load is input toward the rear side of the vehicle, such as a frontal collision of the vehicle, the rear support portion 33 of the present embodiment causes the rear mount bracket 38 to be connected to the rear differential mount 39 when the apparatus main body 31 moves backward. Accordingly, the engaged state between the bulging portion 382a and the mount rubber 392 is released. At this time, since the rear mount bracket 38 supports the device main body 31 above the connecting portion of the rear split shaft 4b, the front portion rotates downward with respect to the device main body 31 by the input of the impact load. A bending moment that moves can be reliably applied.

  The operation at the time of vehicle front collision in the driving force transmission device 1 configured as described above and the lower vehicle body structure including the driving force transmission device 1 will be described with reference to FIGS. FIG. 11 is a side view schematically showing the vehicle at the time of a front collision, and FIG. 12 is a side sectional view showing the structure of the front part of the vehicle body of the vehicle. FIG. 13 is a side view showing the propeller shaft and the rear differential device at the time of a front collision. In FIG. 13, the two-dot chain line indicates the propeller shaft before the collision, and the solid line indicates the propeller shaft after the collision.

  In the event of a frontal collision, it is necessary to secure a collapse amount of the front part of the vehicle body in order to reduce the impact force on the occupant. Therefore, as shown in FIG. 11, first, the front end panel A is pushed into the rear of the vehicle body, and the front side frame 5 and the front subframe 7 (see FIGS. 1 and 12) are moved in order from the crash cans 61 and 74, respectively. The impact is absorbed by being crushed backwards. When the pushed front end panel A reaches the power unit 2, the power unit 2 and the intake manifold 25 receive an impact load in a plane, thereby causing the power unit 2 to be displaced (retracted) rearward in the horizontal direction (including those slightly displaced). start. At this time, since the backward allowable space 1a is provided between the power unit 2 and the dash panel 10 at the rear in the horizontal direction, the power unit 2 can be surely displaced rearward (backward in the horizontal direction).

  As the power unit 2 starts to retreat, the front subframe 7 has the intermediate frame support portion 76 first broken and then the rear frame support portion 77 broken (see FIG. 12). At this time, the front sub-frame 7 is bent downward by the bead 78, and the power unit 2 is further tilted backward.

  On the other hand, the power unit 2 is supported by the propeller shaft 4 from the back side, and the propeller shaft 4 is connected to the rear differential device 3, so that the propeller shaft 4 functions as a support rod. The driving force transmission device 1 of the present embodiment is configured such that the propeller shaft 4 can be reduced, and the rear differential device 3 is supported by the vehicle body so that the front portion of the device main body 31 can be rotated downward. The rear displacement amount (retraction amount) of the power unit 2 can be sufficiently secured.

  That is, as the power unit 2 starts retreating, first, an impact load is input to the propeller shaft 4, particularly the front split shaft 4 a in the axial direction thereof, whereby the front split shaft 4 a is retracted by breaking the intermediate bearing portion 16. At this time, since the power unit 2 can be displaced rearward in the horizontal direction toward the retreat allowable space 1a, the load can be reliably transmitted along the axial direction of the propeller shaft 4, particularly the front divided shaft 4a.

  As the front split shaft 4a is retracted, in the third universal joint 43, the inner rings 431, the balls 433 and the cage 434 are displaced axially relative to the outer ring 432 in the axial direction. The split shaft 4a is relatively displaced with respect to the rear split shaft 4b and is fitted into the rear split shaft 4b. Since the specific operation has been described above, it is omitted here.

  Further, as the front split shaft 4a is retracted, the pressing flange portion 44 is displaced rearward and interferes with the intermediate bearing portion 16, whereby the intermediate support portion including the intermediate bearing portion 16 and the first tunnel cross member 15a. On the other hand, a load directed backward is input. When this load exceeds a predetermined value, the first tunnel cross member 15a is displaced rearward relative to the first intermediate cross member 14a, whereby the first tunnel cross member 15a and the first intermediate cross member are displaced. The engaged state with the member 14a is released (released). As described above, the intermediate support portion including the intermediate bearing portion 16 and the first tunnel cross member 15a is configured to be detached from the vehicle body (first intermediate cross member 14a) at the time of a front collision. When the device 3 shifts to the forward leaning posture, the situation where the propeller shaft 4 is caught by the first tunnel cross member 15a and the forward leaning is obstructed can be surely avoided, and the power unit 2 can be smoothly moved during the forward collision. Can be retreated.

  Then, the propeller shaft 4 is contracted, the reduced diameter portion 4e of the front divided shaft 4a is fitted into the distal end portion of the rear divided shaft 4b, and the enlarged diameter step portion 4f interferes with the front end surface of the rear divided shaft 4b. Thus, further insertion is restricted, and the reduced propeller shaft 4 functions as a single shaft. Since the reduction range of the propeller shaft 4 is shorter than the allowable backward range of the power unit 2 defined by the allowable backward space 1a, a load is applied to the rear differential 3 as the power unit 2 is retracted even after the propeller shaft 4 is reduced. Can be entered. That is, even in the contracted state of the propeller shaft 4, a load is further input to the rear, and this load is input to the rear differential device 3 through the propeller shaft 4.

  When this impact load is input to the rear differential 3, the front mount brackets 35 of the left and right front support portions 32 are broken, and the bulging portions 382a of the support shaft portions 382 of the rear support portions 33 are rear differential mounts. Pull back from 39. In this state, when a load is input from the propeller shaft 4 and the protrusion 385 interferes with the second rear suspension frame 23, a bending moment is generated in the apparatus main body 31 such that the front portion rotates downward. For this reason, the apparatus main body 31 changes its posture to the forward tilted posture by rotating the front portion thereof downward, and accordingly, the connecting portion with the propeller shaft 4 (the portion corresponding to the second universal joint 42). Is also displaced rearward in the longitudinal direction of the vehicle body. Therefore, when the rear end support position of the propeller shaft 4 is displaced rearward, the rear displacement amount of the power unit 2 is increased accordingly.

  In addition, as the power unit 2 moves backward, the exhaust device 26 disposed on the back surface of the power unit 2 is also pressed by the power unit 2 and displaced rearward while being crushed and dense. At this time, since the exhaust device 26 is provided facing the dash tunnel portion 10a in the front-rear direction, the exhaust device 26 is pushed into the dash tunnel portion 10a with the rearward displacement. Therefore, although the exhaust device 26 is disposed in the allowable backward space 1a, the allowable backward space 1a can be secured as the power unit 2 is retracted. That is, according to the driving force transmission device of the present embodiment, the power unit 2 can be reliably retracted while the layout of the exhaust device 26 is maintained.

  Further, although there is a concern that the propeller shaft 4 may interfere with the second tunnel cross member 15b as the rear differential 3 rotates, according to the lower vehicle body structure of the present embodiment, the second tunnel cross member 15b. Since the slit 154 is provided to the vehicle body so as to be detachable by a downward load, even if the path of the propeller shaft 4 moves downward due to the forward tilt of the rear differential 3, the propeller shaft 4 The engagement state between the cross member 15b and the second intermediate cross member 14b is released by interfering with the two tunnel cross member 15b. Accordingly, the second tunnel cross member 15b is provided to improve the rigidity of the vehicle body, and the power unit 2 can be reliably retracted during the front collision.

  As described above, according to the driving force transmission device 1 of the present embodiment, the propeller shaft 4 is configured to be able to be reduced, so that not only the rear displacement amount D1 of the power unit 2 is secured, but also the device main body of the rear differential device 3. In addition to the rear displacement amount D1, the rear displacement amount D2 can be secured in addition to the rear displacement amount D1 with a simple configuration in which the support structure 31 is devised, and the rear displacement amount D3> (D1 + D2) of the power unit 2 is sufficiently secured. And increase in manufacturing cost can be suppressed as much as possible.

  On the other hand, when the rear displacement amount of the power unit 2 reaches D3 shown in FIG. 13, the power unit 2 is supported from the rear by the propeller shaft 4 to prevent further backward movement. It is possible to effectively prevent retreat. That is, the backward displacement amount D3 of the power unit 2 is set to be shorter than the distance between the power unit 2 and the dash panel 10.

  The above-described vehicle driving force transmission device 1 and the lower vehicle body structure including the same are one embodiment of the driving force transmission device and the like according to the present invention, and the specific configuration and the like are the gist of the present invention. It is possible to make appropriate changes without departing from Hereinafter, the modification is demonstrated.

  (1) In the above embodiment, in order to make the front mount bracket 35 easily breakable, 1) it extends in a direction perpendicular to the longitudinal direction of the vehicle body, and 2) directly contacts the front wall surface of the first rear suspension frame 22. 3) It is configured as a flat hollow plate-like body, and 4) It is configured with a thin hole 351 provided at the center, but the specific configuration for making this easy to break is not limited to this. Absent. For example, the front mount bracket may be provided with a thin portion or a weak portion such as a bent portion, and these elements may be applied alone or in combination. Further, the front mount bracket 35 may be made of a cast member that is hard and has lower toughness than the first rear suspension frame 22. In this case, it is possible to easily achieve both the rigidity during normal use and the ease of breaking during a collision. it can.

  (2) In the above embodiment, the gasoline engine 2a is used as the power unit 2, but the power unit is not limited to this, and may be, for example, a hydrogen engine, or a motor for an electric vehicle or a fuel vehicle. It may be.

  (3) In the above embodiment, the rear end portion of the front sub-frame 7 is connected to the tunnel frame 11, but in a vehicle in which the tunnel frame 11 is omitted, the rear end portion is connected to the floor frame 8, etc. It may be connected to other vehicle body members.

D Reduction range 1 Driving force transmission device 2 Power unit 3 Rear differential device 4 Propeller shaft 4a Front split shaft 4b Rear split shaft 9a Floor tunnel portion 10 Dash panel 10a Dash tunnel portion 15 Tunnel cross member 25 Intake manifold 26 Exhaust device 31 Device Main body 32 Front support 33 Rear support 43 Third universal joint (equivalent to universal joint)
44 Pressing flange part 152 Slit

Claims (4)

A power unit that is provided at the front of the vehicle body in front of the dash panel and generates a driving force, a differential device that is provided at the rear of the vehicle body, and a power transmission that extends in the longitudinal direction of the vehicle body and transmits the driving force of the power unit to the differential device. In a driving force transmission device for an automobile equipped with a shaft,
The power transmission shaft is divided into front and rear via a universal joint, and when the power unit and the differential device are displaced in the proximity direction as the vehicle body is deformed, one of the front and rear divided shafts together with at least a part of the universal joint. One is configured to be able to be reduced by being fitted over a predetermined range within the end of the other split shaft,
The differential device is above the connecting portion between the device main body and the device main body and the power transmission shaft, and supports the rear portion of the device main body, so that the device main body is displaced at the time of displacement in the proximity direction. A rear support part that supports the apparatus main body so that the front part is pivotable downward;
The power unit is configured to be horizontally retractable over a predetermined allowable backward range when displaced in the proximity direction by providing a backward allowable space between the power unit and the dash panel at the horizontal rear of the power unit. A driving force transmission device for an automobile.   The reduction range of the power transmission shaft is limited by the provision of a fitting restricting means for restricting the insertion of either one of the front and rear split shafts into the other end, and the reduction range of the power transmission shaft is limited to the power unit. The driving force transmission device for an automobile according to claim 1, wherein the driving force transmission device is shorter than an allowable backward movement range.   The driving force transmission device for an automobile according to claim 1 or 2 including an engine unit as the power unit, a dash panel disposed behind the power unit of the driving force transmission device, and the allowable backward movement space connected to the power unit. The dash panel has a dash tunnel portion recessed in the rear of the vehicle body, and the exhaust device is provided facing the dash tunnel portion in the front-rear direction. The lower body structure of an automobile.   3. The vehicle driving force transmission device according to claim 1 including an engine portion as the power unit, and an intake manifold for introducing fresh air to the engine portion of the driving force transmission device. Is a horizontal type in which the crankshaft is mounted laterally with respect to the traveling direction, and is arranged with the upper part inclined rearward, and the intake manifold is arranged in front of the upper part of the engine part. A lower body structure of an automobile characterized by

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