JP2016007997A - Vehicular power transmission structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively absorb vibration over a wide range of frequency region transmitted from a power source side to a drive shaft by disposing dampers over the drive shaft without interfering with surrounding vehicle body lateral members.SOLUTION: In a drive shaft 10a including: a first power transmission shaft 11 whose one end is connected to a differential device 8; a second power transmission shaft 12 whose one end is connected to the other end of the first power transmission shaft 11 via a first universal joint 21; and a third power transmission shaft 13 whose one end is connected to the other end of the second power transmission shaft 12 via a second universal joint 22, and the other end is connected to a drive wheel 28, dampers 30 and 50 are provided to at least two power transmission shafts 11 and 12 respectively. Among these dampers, a prescribed damper 30 disposed at the longest power transmission shaft 11 among at least two power transmission shafts is a damper that can function at a lower frequency region than the residual damper 50.

Description

  The present invention relates to a vehicle power transmission structure in which a drive shaft is provided with a damper, and belongs to the field of vehicle power transmission technology.

  For the purpose of improving the fuel efficiency of the engine, a reduced-cylinder operation may be performed depending on the driving state. Further, development of premixed compression ignition (HCCI) technology for performing self-ignition combustion in a predetermined region in a gasoline engine has been promoted, and fuel efficiency can be improved by performing the HCCI combustion.

  However, if reduced-cylinder operation or HCCI combustion is performed, combustion of the engine becomes unstable, and vibration due to torque fluctuation or the like tends to increase. The vibration of the engine is transmitted to the drive shaft that connects the differential device and the drive wheels via the transmission and the differential device. If the vibration transmitted to the drive shaft is transmitted to the vehicle body via the suspension arm or the like, it will cause unpleasant vibration and noise in the passenger compartment.

  Vibration transmitted from the engine to the transmission can be absorbed by the torque converter, but the engine and the transmission are directly connected in a locked-up state of the torque converter or in a powertrain that is not equipped with a torque converter in the first place. Vibration absorption by a torque converter cannot be realized. Therefore, when the lockup area is expanded for improving fuel efficiency or the torque converter is abolished due to the multistage automatic transmission or the like, the above vibration and noise problems are promoted.

  In addition to the vibration source of the engine as described above, the transmission of the power transmission system includes gear meshing vibrations in transmissions and differentials, and torsion caused by impacts at the time of torque reversal in universal joints on the drive shaft. When there are vibrations and the like and these vibrations are transmitted to the vehicle body via the drive shaft, the same problem as described above occurs.

  In order to suppress the vibration of the power transmission system as described above, Patent Document 1 discloses that a damper is disposed on a drive shaft that couples a differential and a drive wheel, and this damper causes an engine, a transmission, and a difference. A technique is disclosed in which vibration from a power source such as a moving device is absorbed. Specifically, the damper is provided between a pair of universal joints arranged on the drive shaft, and among these, a shaft portion provided at the tip of a shaft extending from the universal joint on the power source side to the wheel side, and the wheel side And a cylindrical portion provided at the tip of a shaft extending from the universal joint to the power source side, and the shaft portion and the cylindrical portion are fitted to each other via an elastic member.

JP 2010-181011 A

  However, when a damper is provided on the drive shaft as in the technique of Patent Document 1, if a single damper effectively absorbs vibrations in a wide frequency range from a low frequency range to a high frequency range, the large size of the damper is large. Invitation In addition, the wheel side portion of the drive shaft from the power source side universal joint largely swings up and down around the power source side universal joint as the wheel moves up and down due to the unevenness of the road surface. For this reason, it may be difficult to dispose the damper, which has been enlarged as described above, between the universal joints while avoiding interference with a vehicle body side member such as a front side frame.

  Accordingly, an object of the present invention is to dispose a damper on a drive shaft without interfering with surrounding vehicle body side members and effectively absorb vibration transmitted from the power source side to the drive shaft over a wide frequency range. .

  In order to solve the above-described problems, a power transmission structure for a vehicle according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
A power source including a differential;
A drive shaft connecting the differential and the drive wheel;
The drive shaft is
A first power transmission shaft having one end connected to the differential;
A second power transmission shaft having one end coupled to the other end of the first power transmission shaft via a first universal joint;
A vehicle power transmission structure comprising: a third power transmission shaft having one end connected to the other end of the second power transmission shaft via a second universal joint and the other end connected to the driving wheel. ,
At least two of the first, second, and third power transmission shafts are each provided with a damper,
Among these dampers, the predetermined damper disposed on the longest power transmission shaft of the at least two power transmission shafts is a damper that functions in a lower frequency region than the remaining dampers.

The invention according to claim 2 is the invention according to claim 1,
The power source includes an engine to which an exhaust pipe is connected,
The exhaust pipe is disposed above the first power transmission shaft of the drive shaft, and
The first power transmission shaft is provided with a metal damper configured to attenuate vibrations by torsion of a small diameter portion formed over a predetermined range in the axial direction as the predetermined damper. And

Furthermore, the invention according to claim 3 is the invention according to claim 2,
At least one of the second power transmission shaft and the third power transmission shaft is provided with a damper configured to attenuate vibration by a rubber member as the remaining damper.

  According to the first aspect of the present invention, the damper is disposed on at least two of the first, second, and third power transmission shafts so that at least two dampers are mounted on the drive shaft. In addition to the conventional structure in which vibrations over a wide frequency range from low frequency to high frequency are to be absorbed by a single damper, since the function frequency range is distributed to each damper. It is possible to suppress the increase in size of individual dampers while maintaining good vibration damping performance by the dampers.

  In the first aspect of the present invention, among the at least two dampers on the drive shaft, a predetermined axial dimension that requires a relatively large axial dimension in order to effectively exhibit the vibration damping function in the low frequency region. Since the damper (hereinafter also referred to as “low frequency damper”) is disposed on the longest power transmission shaft of the at least two power transmission shafts, the other power transmission shaft may be extended or the vehicle body side member around it. The long low-frequency damper can be provided on the drive shaft at a position shifted in the axial direction from the vehicle body side member without changing the layout. And since the enlargement of each damper is suppressed as mentioned above, it can suppress that each damper arrange | positioned on a drive shaft interferes with a vehicle body side member.

  According to a second aspect of the present invention, the predetermined damper (low frequency damper) is configured to have a small torsional rigidity by providing a small diameter portion over a predetermined range in the axial direction. Therefore, the damper can effectively absorb torsional vibrations that are particularly problematic in the low frequency region. Further, since the predetermined damper (low frequency damper) is made of metal, even if the predetermined damper (low frequency damper) is provided on the first power transmission shaft that passes below the exhaust pipe of the engine, a change in characteristics due to heat transmitted from the exhaust pipe is not caused. It is difficult to occur and can exhibit a good vibration absorbing function over a long period of time.

  Furthermore, according to the third aspect of the invention, unlike the metal predetermined damper (low frequency damper), the remaining power provided on at least one of the second power transmission shaft and the third power transmission shaft is provided. Since the damper is configured to attenuate the vibration by the rubber member, it is possible to effectively absorb the vibration in a high frequency region that cannot be absorbed by the predetermined damper. Further, since the damper provided with the rubber member is disposed on the second power transmission shaft or the third power transmission shaft disposed in the axial direction away from the exhaust pipe of the engine, the rubber is heated by heat transmitted from the exhaust pipe. The deterioration of the member can be suppressed, and the vibration absorbing function can be maintained well over a long period.

It is a top view which shows the power transmission device of the vehicle which concerns on 1st Embodiment. It is the schematic diagram which looked at the power transmission device shown in FIG. 1 from the vehicle rear side. It is a fragmentary sectional view which shows an example of the structure of the damper for low frequencies provided in the power transmission device shown in FIG. It is sectional drawing which shows a part of stopper mechanism provided in the AA line cross section of FIG. It is a fragmentary sectional view which shows an example of the structure of the damper for high frequency provided in the power transmission device shown in FIG. FIG. 6 is a cross-sectional view taken along the line BB showing the main part of the high-frequency damper shown in FIG. It is sectional drawing which looked at the modification of the damper for high frequency in 1st Embodiment from the axial direction. It is CC sectional view taken on the line of the high frequency damper shown in FIG. It is the schematic diagram which looked at the power transmission device which concerns on 2nd Embodiment from the vehicle rear side. It is sectional drawing which looked at an example of the structure of the 2nd damper for high frequency provided in the power transmission device shown in FIG. 9 from the axial direction. It is the DD sectional view taken on the line of the 2nd high frequency damper shown in FIG. It is the schematic diagram which looked at the power transmission device which concerns on 3rd Embodiment from the vehicle rear side. It is the schematic diagram which looked at the power transmission device which concerns on 4th Embodiment from the vehicle rear side. It is the schematic diagram which looked at the power transmission device which concerns on 5th Embodiment from the vehicle rear side.

  Hereinafter, embodiments of the present invention will be described. In the following description, terms indicating directions such as “front”, “rear”, “front / rear”, “right”, “left”, “left / right”, etc. It shall refer to the direction seen with the posture facing the direction of travel.

[First Embodiment]
FIG. 1 is a plan view showing a vehicle power transmission device 1 according to the first embodiment, and FIG. 2 is a schematic view of the power transmission device 1 as seen from the vehicle rear side.

  As shown in FIGS. 1 and 2, the power transmission device 1 is mounted on a front engine / front drive type vehicle (FF vehicle), for example, a power source 2 mounted in an engine room, and left and right A pair of left and right drive shafts 10 (10a, 10b) for connecting the drive wheels 28 to the power source 2 are provided.

  The power source 2 includes a horizontally installed engine 3 and a transaxle 4 arranged in parallel on the left side of the engine 3 in the vehicle width direction, for example. An exhaust device 9 having an exhaust pipe 9 a extending rearward is connected to the engine 3. The transaxle 4 includes, for example, a transmission 6 connected to the output shaft of the engine 3 via a torque converter (not shown), and a differential device that transmits the output of the transmission 6 to the left and right drive shafts 10a and 10b. 8 and. The transmission 6 and the differential device 8 are arranged offset to the left of the center in the vehicle width direction.

  In the first embodiment, the configuration of the right drive shaft 10a among the left and right drive shafts 10a and 10b will be described, and the description and illustration of the configuration of the left drive shaft 10b will be omitted.

  On the drive shaft 10a, a differential side constant velocity joint 21 as a first universal joint and a wheel side constant velocity joint 22 as a second universal joint are arranged in this order from the differential side. As a result, a portion of the drive shaft 10a closer to the drive wheel than the differential-side constant velocity joint 21 can swing up and down around the differential-side constant velocity joint 21 according to the unevenness of the road surface.

  The drive shaft 10 a has one end connected to the differential shaft 11 as a first power transmission shaft connected to the differential device 8 and one end connected to the other end of the differential shaft 11 via the differential constant velocity joint 21. An intermediate shaft 12 as a second power transmission shaft and one end connected to the other end of the intermediate shaft 12 via a wheel side constant velocity joint 22 and a third power transmission shaft connected to a driving wheel 28 at the other end A wheel side shaft 13. The exhaust pipe 9 a extends rearward through the vicinity of the upper side of the differential shaft 11.

  As described above, since the differential device 8 is arranged offset to the left side, the axial distance between the differential device 8 and the right differential-side constant velocity joint 21 is large. Further, the wheel side constant velocity joint 22 and the drive wheel 28 are arranged close to each other in the axial direction. Therefore, the length of the shaft constituting the right drive shaft 10a increases in the order of the differential side shaft 11, the intermediate shaft 12, and the wheel side shaft 13.

  On the drive shaft 10 a, a low frequency damper 30 that functions in a relatively low frequency region and a high frequency damper 50 that functions in a higher frequency region than the low frequency damper 30 are provided. In the present embodiment, the low frequency damper 30 is provided on the differential shaft 11, and the high frequency damper 50 is provided on the intermediate shaft 12.

  An example of the structure of the low frequency damper 30 provided on the differential shaft 11 will be described with reference to FIGS. 3 and 4.

  As shown in FIG. 3, the differential side shaft 11 includes a first differential side shaft 11a extending from the differential device 8 toward the drive wheel side, and a second differential shaft extending from the differential side constant velocity joint 21 toward the differential device side. It is comprised with the differential side shaft 11b.

  The low-frequency damper 30 includes a cylindrical portion 32 provided at the driving wheel side tip of the first differential shaft 11a, and a shaft portion 34 that is integral with the second differential shaft 11b.

  The cylindrical portion 32 extends in the axial direction, is closed on the differential device side, and is open toward the drive wheel side. The shaft portion 34 is accommodated in the cylindrical portion 32. At the end of the shaft portion 34 on the differential device side, a fitted portion 35 that is spline-fitted to the cylindrical portion 32 so as not to be relatively rotatable is provided. The driving wheel side end portion of the shaft portion 34 is supported by the cylindrical portion 32 via a bearing 38.

  An enlarged-diameter portion 37 having a larger diameter than the fitted portion 35 is provided in the vicinity of the fitted portion 35 in the shaft portion 34 on the drive wheel side. Further, the shaft portion 34 is fitted to the inside of the cylindrical portion 32 via a stopper mechanism 40 that restricts the relative rotation of the shaft portion 34 with respect to the cylindrical portion 32 within a predetermined angle range in the vicinity of the bearing 38 on the differential device side. A regulated portion 36 is provided.

  As shown in FIG. 4, the stopper mechanism 40 includes a spline 42 provided on the inner periphery of the cylindrical portion 32 and a spline 44 provided on the outer periphery of the regulated portion 36 of the shaft portion 34. The splines 42 of the cylindrical portion 32 and the splines 44 of the shaft portion 34 are alternately arranged in the circumferential direction, and a gap 46 is provided between the adjacent splines 42 and 44.

  According to the stopper mechanism 40 configured as described above, the relative rotation between the cylindrical portion 32 and the regulated portion 36 of the shaft portion 34 is allowed to be within a predetermined angle range by providing the gap 46 between the adjacent splines 42 and 44. And the relative rotation exceeding the range is prevented by the interference of the splines 42 and 44.

  Returning to FIG. 3, the shaft portion 34 is provided with a small-diameter portion 39 that is elongated in the axial direction range between the enlarged-diameter portion 37 and the restricted portion 36. The axial range of the small-diameter portion 39 is determined to be a length necessary for ensuring the strength of the small-diameter portion 39, and may be changed according to the engine displacement, for example. The outer diameter of the small diameter portion 39 is smaller than the outer diameters of the enlarged diameter portion 37 and the restricted portion 36. The power transmitted from the power source side to the low frequency damper 30 through the first differential shaft 11a is transmitted from the cylindrical portion 32 to the fitted portion 35 of the shaft portion 34. In this way, the power input to the shaft portion 34 is transmitted to the drive wheel side through the small diameter portion 39.

  The torsional rigidity of the shaft portion 34 is reduced by providing the small diameter portion 39. Further, the driving wheel side end portion of the small diameter portion 39 is rotatable relative to the cylindrical portion 32 within the predetermined angle range regulated by the stopper mechanism 40. Therefore, the small diameter portion 39 is easily twisted, and the torsional vibration transmitted from the power source side can be absorbed by the twist of the small diameter portion 39.

  As described above, the low-frequency damper 30 is made of a metal that is configured to attenuate vibration by twisting the small-diameter portion 39 by providing the small-diameter portion 39 in the power transmission path from the power source side to the drive wheel side. It is a damper and is configured to have a lower torsional rigidity than the high-frequency damper 50. The low-frequency damper 30 can effectively attenuate low-frequency torsional vibration transmitted from the power source side. The axial dimension of the low frequency damper 30 is larger than the axial dimension of the high frequency damper 50. Thereby, the strength of the small diameter portion 39 can be ensured.

  An exhaust pipe 9a that discharges high-temperature exhaust gas is disposed in the vicinity of the upper part of the low-frequency damper 30. However, since the low-frequency damper 30 is made of metal, a change in characteristics due to heat transmitted from the exhaust pipe 9a occurs. Not likely to occur. Therefore, the vibration absorption function by the low-frequency damper 30 can be favorably maintained over a long period.

  An example of the structure of the high-frequency damper 50 provided on the intermediate shaft 12 will be described with reference to FIGS. 5 and 6.

  As shown in FIG. 5, the intermediate shaft 12 includes a first intermediate shaft 12 a extending from the differential side constant velocity joint 21 toward the drive wheel side, and a second intermediate shaft 12 extending from the wheel side constant velocity joint 22 toward the differential device side. It is comprised with the intermediate shaft 12b.

  The high frequency damper 50 includes a cylindrical portion 60 provided at the differential device side tip of the second intermediate shaft 12b and a shaft portion 51 provided at the drive wheel side tip of the first intermediate shaft 12a.

  The cylindrical portion 60 extends in the axial direction, is closed on the drive wheel side, and is open toward the differential device side.

  The shaft portion 51 is accommodated in the tube portion 60. At the end of the shaft 51 on the drive wheel side, a restricted portion 53 fitted inside the tube 60 via a stopper mechanism 66 that restricts the relative rotation of the shaft 51 to the tube 60 within a predetermined angle range. Is provided. Since the structure of the stopper mechanism 66 is the same as the structure of the stopper mechanism 40 of the low-frequency damper 30 described above (see FIG. 4), the description and illustration thereof are omitted. By fitting the regulated portion 53 and the tube portion 60 via the stopper mechanism 66, relative rotation between the tube portion 60 and the shaft portion 51 is allowed in a predetermined angle range, and relative rotation exceeding the range is prevented. The

  The shaft portion 51 is provided with a hollow portion 54 at a portion closer to the axial direction differential device than the regulated portion 53, thereby reducing the weight of the shaft portion 51.

  The high frequency damper 50 further includes an elastic member 70 interposed between the cylindrical portion 60 and the shaft portion 51. The elastic member 70 is disposed closer to the differential device than the regulated portion 53 in the axial direction.

  As shown in FIGS. 5 and 6, the elastic member 70 includes, for example, an inner cylinder 71 and an outer cylinder 72 that are spaced apart in the radial direction, and a bush interposed between the inner cylinder 71 and the outer cylinder 72. Part 73. The inner cylinder 71 and the outer cylinder 72 are made of, for example, metal, and the bush portion 73 is made of, for example, rubber. The bush part 73 is joined to the outer peripheral surface of the inner cylinder 71 and the inner peripheral surface of the outer cylinder 72, for example, by baking.

  The elastic member 70 is press-fitted between the outer peripheral surface of the shaft portion 51 and the inner peripheral surface of the cylindrical portion 60. Thereby, the inner cylinder 71 is fixed to the outer periphery of the shaft portion 51, and the outer cylinder 72 is fixed to the inner periphery of the cylinder portion 60. The bush portion 73 is elastically deformable so as to allow relative rotation between the inner cylinder 71 and the outer cylinder 72. The high frequency damper 50 is configured to attenuate various vibrations such as torsional vibration transmitted from the power source 2 to the drive shaft 10a by the elastic member 70 provided as described above. Therefore, among the vibrations transmitted from the power source side to the drive shaft 10 a, vibrations that cannot be absorbed by the low frequency damper 30, particularly relatively high frequency vibrations, can be effectively absorbed by the high frequency damper 50. Become.

  Since the high-frequency damper 50 is provided on the intermediate shaft 12 disposed so as to be shifted from the exhaust pipe 9a toward the axial drive wheel, the rubber bush portion 73 of the high-frequency damper 50 is formed by heat transmitted from the exhaust pipe 9a. Deterioration can be suppressed, and thereby the vibration absorbing function of the high frequency damper 50 can be favorably maintained over a long period of time.

  The high-frequency damper 50 further includes a differential side bearing 77 disposed on the differential device side with respect to the elastic member 70 in the axial direction, and a wheel side bearing 78 disposed on the drive wheel side with respect to the elastic member 70. These bearings 77 and 78 are interposed between the cylindrical portion 60 and the shaft portion 51. The outer diameter of the wheel side bearing 78 is smaller than the outer diameter of the differential side bearing 77.

  According to the high frequency damper 50 configured as described above, the relative rotation between the cylindrical portion 60 and the shaft portion 51 is allowed in the predetermined angle range, thereby effectively realizing vibration absorption by the elastic member 70. By preventing the relative rotation exceeding the range, the rotation of the first intermediate shaft 12a transmitted from the power source side can be reliably transmitted to the second intermediate shaft 12b via the high-frequency damper 50. .

  The axial dimension of the high frequency damper 50 is smaller than the axial dimension of the low frequency damper 30 on the differential side shaft 11 and is small enough to fit on the intermediate shaft 12 shorter than the differential side shaft 11. Therefore, it is not necessary to extend the intermediate shaft 12 to provide the high-frequency damper 50 or to change the axial positions of the constant velocity joints 21 and 22 to extend the intermediate shaft 12.

  According to the first embodiment, by providing the two dampers 30 and 50 on the drive shaft 10a, it is possible to reduce the size of the individual dampers 30 and 50 compared to the case where only one damper is provided. Therefore, it becomes easy to avoid interference between the dampers 30 and 50 and surrounding vehicle body side members such as front side frames.

  Further, according to the first embodiment, the low-frequency damper 30 and the high-frequency damper 50 having different vibration frequency ranges are provided on the drive shaft 10a. By combining the low frequency damper 30 for absorbing and the high frequency damper 50 for effectively absorbing relatively high frequency vibrations, a wide range from a low frequency to a high frequency transmitted from the power source side to the drive shaft 10a can be obtained. Vibrations over the frequency domain can be effectively absorbed. Therefore, vibration over a wide frequency range transmitted from the drive shaft 10a to the vehicle body via the suspension arm or the like can be effectively suppressed, and unpleasant vibration and noise in the passenger compartment can be reduced.

  In the above description, the case where the damper 30 shown in FIGS. 3 and 4 is used as the low frequency damper and the damper 50 shown in FIGS. 5 and 6 is used as the high frequency damper has been described. The configuration of the high-frequency damper is not limited to these, and dampers having various configurations can be used instead.

  A modification of the high-frequency damper 130 will be described with reference to FIGS. FIG. 7 is a cross-sectional view of the high-frequency damper 130 according to the modification as viewed from the axial differential device side, and FIG. 8 is a cross-sectional view of the high-frequency damper 130 shown in FIG.

  As shown in FIGS. 7 and 8, the high-frequency damper 130 includes a cylindrical portion 132 provided at the front end of the first intermediate shaft 12a on the driving wheel side, and a shaft portion 150 that is integral with the second intermediate shaft 12b. ing.

  As shown in FIG. 8, the cylindrical portion 132 extends in the axial direction, is closed on the differential device side, and is open toward the drive wheel side. The shaft portion 150 is accommodated in the tube portion 132 and is supported on the inner side of the tube portion 132 via a pair of bearings 137 and 138 that are spaced apart in the axial direction.

  As shown in FIG. 7, a plurality of concave portions 134 are provided on the inner periphery of the cylindrical portion 132 at intervals in the circumferential direction. In addition, a plurality of partition portions 136 projecting radially inward are provided on the inner periphery of the cylindrical portion 132. Each partition part 136 is arrange | positioned in the intermediate part between a pair of recessed parts 134 adjacent in the circumferential direction. The radially inner end of the partition 136 is disposed in the vicinity of the outer periphery of the shaft 150.

  A plurality of fins 152 protrude from the outer periphery of the shaft 150 at intervals in the circumferential direction. Each fin part 152 is arrange | positioned in the intermediate part between a pair of partition parts 136 adjacent in the circumferential direction. The radially outer end of the fin portion 152 is disposed in the recess 134. A gap 146 is provided between the fin portion 152 and the side wall of the recess 134. Thereby, relative rotation between the cylindrical portion 132 and the shaft portion 150 is allowed in a predetermined angle range, and relative rotation exceeding the range is prevented by interference between the fin portion 152 and the side wall of the concave portion 134, thereby The rotation of the first intermediate shaft 12a transmitted from the power source side can be reliably transmitted to the second intermediate shaft 12b via the high-frequency damper 130.

  As shown in FIG. 8, the concave portion 134, the partition portion 136, and the fin portion 152 are extended in the axial direction between the pair of bearings 137 and 138.

  As shown in FIG. 7, between the fin part 152 and the partition part 136 which adjoin in the circumferential direction, the cross-section fan-shaped elastic member 160 is interposed, for example. The elastic member 160 is made of rubber, for example. The elastic member 160 is positioned on the side surface of the fin portion 152 and the side surface of the partition portion 136 by adhesion or other methods. The elastic member 160 is elastically deformable so as to allow relative rotation between the shaft portion 150 and the cylindrical portion 132. Specifically, when the shaft portion 150 rotates relative to the tube portion 132, one elastic member 160 sandwiching the fin portion 152 is compressed and deformed.

  The elastic member 160 configured in this manner is configured to attenuate various vibrations such as torsional vibration transmitted from the power source 2 to the drive shaft 10a. Therefore, among the vibrations transmitted from the power source side to the drive shaft 10a, vibrations that cannot be absorbed by the low frequency damper 30, particularly relatively high frequency vibrations, can be effectively absorbed by the high frequency damper 130. Become.

  The axial dimension of the high-frequency damper 130 is smaller than the axial dimension of the low-frequency damper 30 on the differential shaft 11 and is shorter on the intermediate shaft 12 than the differential shaft 11, similar to the high-frequency damper 50 described above. Small enough to fit. Therefore, there is no need to extend the intermediate shaft 12 to provide the high-frequency damper 130 or to change the axial positions of the constant velocity joints 21 and 22 to extend the intermediate shaft 12.

  Even when this high-frequency damper 130 is used in place of the above-described high-frequency damper 50, each of the dampers 50, 130 can be downsized as compared with the case where only one damper is provided. Interference between the vehicle body 130 and a vehicle body side member such as a front side frame can be easily avoided. Further, since the high frequency damper 130 and the low frequency damper 30 can effectively absorb vibrations over a wide frequency range, unpleasant vibrations and noises in the passenger compartment can be reduced.

[Second Embodiment]
Subsequently, a second embodiment of the present invention will be described with reference to FIGS. Note that in the second embodiment, detailed description of the same configuration as in the first embodiment is omitted. In addition, in FIGS. 9 to 11, components having the same functions as those in the first embodiment are denoted by the same reference numerals.

  In the second embodiment, a second high-frequency damper 80 is provided on the drive shaft 10a as a third damper in addition to the low-frequency damper 30 and the high-frequency damper 50 similar to those in the first embodiment. It has been. In the second embodiment, the configuration is the same as that of the first embodiment except that a second high-frequency damper 80 is added.

  As in the first embodiment, a low frequency damper 30 is provided on the differential shaft 11, and a high frequency damper 50 (hereinafter also referred to as “first high frequency damper 50”) is provided on the intermediate shaft 12. Is provided. The second high frequency damper 80 is provided on the wheel side shaft 13.

  An example of the structure of the second high-frequency damper 80 will be described with reference to FIGS. 10 and 11. 10 is a cross-sectional view of the second high-frequency damper 80 as viewed from the axial direction differential device side, and FIG. 11 is a cross-sectional view of the second high-frequency damper 80 shown in FIG. .

  As shown in FIG. 11, the wheel-side shaft 13 includes a first wheel-side shaft 13a extending from the wheel-side constant velocity joint 22 toward the drive wheel, and a second wheel connected to the drive wheel 28 (see FIG. 9). It is comprised with the side shaft 13b.

  The second high frequency damper 80 includes a cylindrical portion 90 provided at the differential device side tip of the second wheel side shaft 13b, and a shaft portion 82 that is integral with the first wheel side shaft 13a.

  The cylindrical portion 90 extends in the axial direction, is closed on the drive wheel side, and is open toward the differential device side. The shaft portion 82 is accommodated in the tube portion 90 and is supported on the inner side of the tube portion 90 via a pair of bearings 88 and 89 arranged with a space in the axial direction.

  As shown in FIGS. 10 and 11, the sleeve 84 is spline-fitted to the outer periphery of the shaft portion 82 at the axial position between the pair of bearings 88 and 89. A plurality of fin portions 86 project from the outer periphery of the sleeve 84 at intervals in the circumferential direction.

  A plurality of concave portions 92 are provided on the inner periphery of the cylindrical portion 90 at intervals in the circumferential direction. A plurality of partition portions 94 projecting radially inward are provided on the inner periphery of the cylindrical portion 92. Each partition portion 94 is disposed at an intermediate portion between a pair of concave portions 92 adjacent in the circumferential direction. The radially inner end of the partition portion 94 is disposed near the outer periphery of the sleeve 84.

  Each fin part 86 of the axial part 82 is arrange | positioned in the intermediate part between a pair of partition parts 94 adjacent in the circumferential direction. The radially outer end of the fin portion 86 is disposed in the recess 92. A gap 96 is provided between the fin portion 86 and the side wall of the recess 92. Thereby, relative rotation between the cylindrical portion 90 and the shaft portion 82 is allowed in a predetermined angle range, and relative rotation exceeding the range is prevented by interference between the fin portion 86 and the side wall of the concave portion 92, thereby The rotation of the first wheel side shaft 13a transmitted from the power source side can be reliably transmitted to the second wheel side shaft 13b via the high frequency damper 80.

  Between the fin part 86 and the partition part 94 which adjoin in the circumferential direction, the cross-section fan-shaped elastic member 98 is interposed, for example. The elastic member 98 is made of rubber, for example. The elastic member 98 is positioned by bonding or other methods on the side surface of the fin portion 86 and the side surface of the partition portion 94, respectively. The elastic member 98 is elastically deformable so as to allow relative rotation between the shaft portion 82 and the cylindrical portion 90. Specifically, when the shaft portion 82 rotates relative to the cylindrical portion 90, one elastic member 98 sandwiching the fin portion 86 is compressed and deformed.

  The second high-frequency damper 80 is configured to attenuate various vibrations such as torsional vibration transmitted from the power source 2 to the drive shaft 10a by the elastic member 98 provided as described above. Therefore, of the vibrations transmitted from the power source side to the drive shaft 10a, vibrations that cannot be absorbed by the low frequency damper 30 and the first high frequency damper 50 are effectively absorbed by the second high frequency damper 80. It becomes possible. In particular, the first and second high frequency dampers 50 and 80 can reliably absorb high frequency vibrations.

  It should be noted that the vibration frequency corresponding to the second high-frequency damper 80 may be approximately the same as the vibration frequency corresponding to the first high-frequency damper 50 or may be in a higher frequency region. Good.

  The axial dimension of the second high-frequency damper 80 is smaller than the axial dimension of the first high-frequency damper 50 and small enough to fit on the wheel side shaft 13 shorter than the intermediate shaft 12. Therefore, it is not necessary to extend the wheel-side shaft 13 to provide the second high-frequency damper 80 or change the axial position of the constant velocity joints 21, 22 to extend the wheel-side shaft 13.

  According to the second embodiment, since the three dampers 30, 50, and 80 are provided on the drive shaft 10a, the individual dampers 50 and 130 can be further reduced in size. Therefore, it becomes easier to avoid interference between the dampers 30, 50, and 80 and surrounding vehicle body side members such as front side frames. In addition, since the low frequency damper 30 and the two high frequency dampers 50 and 80 can effectively absorb vibrations over a wide frequency range, unpleasant vibrations and noise in the passenger compartment can be reduced.

  In the second embodiment, the case where the damper 30 shown in FIGS. 3 and 4, the damper 50 shown in FIGS. 5 and 6, and the damper 80 shown in FIGS. 10 and 11 is used has been described. The configurations are not limited to these, and dampers having various configurations can be used instead. For example, instead of the first high-frequency damper 50 and / or the second high-frequency damper 80, the high-frequency damper 130 shown in FIGS. 7 and 8 may be used.

[Other Embodiments]
Hereinafter, other embodiments of the present invention will be described with reference to FIGS. In the embodiments shown in FIGS. 12 to 14, detailed description of the same configurations as those in the first or second embodiment is omitted. 12 to 14, the same reference numerals are given to components having the same functions as those in the first or second embodiment.

  In the first embodiment described above, the dampers 30 and 50 are provided on the differential side shaft 11 and the intermediate shaft 12 among the differential side shaft 11, the intermediate shaft 12, and the wheel side shaft 13 constituting the drive shaft 10a. In the second embodiment, the dampers 30, 50, and 80 are provided on the three shafts 11, 12, and 13, respectively. However, in the present invention, at least as in the following third to fifth embodiments, for example. It is sufficient that dampers are provided on the two shafts.

  In the third embodiment shown in FIG. 12, two dampers 30 and 80 are provided on the drive shaft 10a. Specifically, the low frequency damper 30 (see FIGS. 3 and 4) is provided on the differential shaft 11. The high-frequency damper 80 (see FIGS. 10 and 11) is provided on the wheel-side shaft 13. However, the specific configurations of the low-frequency damper and the high-frequency damper are not particularly limited.

  Also according to the third embodiment, by using the low-frequency damper 30 and the high-frequency damper 80 in combination, it is possible to effectively absorb vibration over a wide frequency range transmitted from the power source side to the drive shaft 10a. In addition, it is possible to reduce the size of the individual dampers 30 and 80 as compared with the case where only one damper is provided, thereby making it easier to avoid interference between the dampers 30 and 80 and the surrounding vehicle body side members. .

  Further, by disposing a relatively long damper 30 on the longest differential shaft 11 among the three shafts 11, 12, and 13 and disposing a short damper 80 on the shortest wheel shaft 13, Changes in the dimensions of the shafts 11, 12, and 13 and changes in the axial positions of the constant velocity joints 21 and 22 can be avoided.

  In the fourth embodiment shown in FIG. 13, two dampers 30 and 80 are provided on the drive shaft 10a. Specifically, the low frequency damper 30 (see FIGS. 3 and 4) is provided on the intermediate shaft 12. ) And a high-frequency damper 80 (see FIGS. 10 and 11) is provided on the wheel-side shaft 13. However, the specific configurations of the low-frequency damper and the high-frequency damper are not particularly limited.

  Also according to the fourth embodiment, by using the low-frequency damper 30 and the high-frequency damper 80 in combination, it is possible to effectively absorb vibration over a wide frequency range transmitted from the power source side to the drive shaft 10a. In addition, it is possible to reduce the size of the individual dampers 30 and 80 as compared with the case where only one damper is provided, thereby making it easier to avoid interference between the dampers 30 and 80 and the surrounding vehicle body side members. .

  In the fourth embodiment, the low frequency damper 30 is disposed on the second longest intermediate shaft 12 among the three shafts 11, 12, and 13. In order to realize the arrangement of the low-frequency damper 30, it is necessary to reduce the axial dimension of the damper 30 or extend the intermediate shaft 12 compared to the arrangement on the longest differential shaft 11. Although there may exist, compared with the case where the low frequency damper 30 is arrange | positioned on the wheel side shaft 13, the dimension change of the damper 30 and the shafts 11, 12, and 13 can be suppressed.

  In the fifth embodiment shown in FIG. 14, a plurality of dampers 30 and 80 are disposed on the drive shafts 10a and 10b on both the left and right sides.

  Comparing the left and right drive shafts 10a and 10b, the intermediate shaft 15 and the wheel side shaft 12 have the same length, but the left differential shaft 511 is significantly shorter than the right differential shaft 11 and the arrangement of the dampers Has become difficult.

  In the fifth embodiment, in view of the dimensional circumstances of the left drive shaft 10b, in each of the drive shafts 10a and 10b, no damper is provided on the differential shafts 11 and 511, and the intermediate shaft 12 is not provided. A low frequency damper 30 is provided on the upper side, and a high frequency damper 80 is provided on the wheel side shaft 13. However, the specific configurations of the low-frequency damper and the high-frequency damper are not particularly limited.

  According to the fifth embodiment, since the low-frequency damper 30 and the high-frequency damper 80 are arranged symmetrically, the above-described effects obtained in the fourth embodiment are the same in both the left and right drive shafts 10a and 10b. Therefore, unpleasant vibration and noise in the passenger compartment can be reduced more effectively.

  However, in a vehicle in which the differential-side shafts 11 and 511 on both left and right sides are sufficiently long, such as a vehicle in which the differential device 8 is disposed in the center in the vehicle width direction, a low-frequency damper on the left and right differential-side shafts 11 and 511 And a high-frequency damper may be disposed on the left and right intermediate shafts 12 and / or on the left and right wheel-side shafts 13. In this case, the effects obtained in any of the first to third embodiments can be obtained in the same way in both the left and right drive shafts 10a, 10b.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above-described embodiment, the case where a constant velocity joint is used as a universal joint provided on the drive shaft has been described. However, the present invention can also be applied to a power transmission device including a universal joint other than the constant velocity joint.

  Further, in the above-described embodiment, the power transmission device mounted on the engine-side-mounted FF vehicle has been described. However, the present invention is a vehicle other than the FF type, such as a front engine / rear drive type vehicle (FR vehicle). It can also be applied to a power transmission device mounted on a vertical engine-type vehicle.

  As described above, according to the present invention, the damper is disposed on the drive shaft without interfering with the surrounding vehicle body side member, and the vibration transmitted from the power source side to the drive shaft is effectively absorbed over a wide frequency range. Therefore, there is a possibility that it can be suitably used in the field of manufacturing industries of vehicles in which a damper is disposed on a drive shaft.

1: Power transmission device 2: Power source 3: Engine 4: Transaxle 6: Transmission 8: Differential device 9: Exhaust device 9a: Exhaust pipe 10: Drive shaft 11: Differential shaft (first power transmission shaft)
12: Intermediate shaft (second power transmission shaft)
13: Wheel side shaft (third power transmission shaft)
21: Differential side constant velocity joint (first universal joint)
22: Wheel side constant velocity joint (second universal joint)
28: Drive wheel 30: Low frequency damper (predetermined damper)
39: Small diameter part 50, 80, 130: High frequency damper (other dampers)
60, 98, 160: elastic member (rubber member)

Claims (3)

A power source including a differential;
A drive shaft connecting the differential and the drive wheel;
The drive shaft is
A first power transmission shaft having one end connected to the differential;
A second power transmission shaft having one end coupled to the other end of the first power transmission shaft via a first universal joint;
A vehicle power transmission structure comprising: a third power transmission shaft having one end connected to the other end of the second power transmission shaft via a second universal joint and the other end connected to the driving wheel. ,
At least two of the first, second, and third power transmission shafts are each provided with a damper,
Among these dampers, the predetermined damper disposed on the longest power transmission shaft of the at least two power transmission shafts is a damper that functions in a lower frequency region than the remaining dampers. Power transmission structure. The power source includes an engine to which an exhaust pipe is connected,
The exhaust pipe is disposed above the first power transmission shaft of the drive shaft, and
The first power transmission shaft is provided with a metal damper configured to attenuate vibrations by torsion of a small diameter portion formed over a predetermined range in the axial direction as the predetermined damper. The power transmission structure for a vehicle according to claim 1.   3. The damper according to claim 2, wherein at least one of the second power transmission shaft and the third power transmission shaft is provided with a damper configured to dampen vibration by a rubber member as the remaining damper. The vehicle power transmission structure described.

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