JP2016153285A - Connection structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress imbalance of rotation and reduce generation of uncomfortable vibration and noise in a connection structure comprising a first connection member disposed at one end of a propeller shaft, a second connection member connected to the first connection member, and a dynamic damper.SOLUTION: A connection structure 1 comprises: a first connection member 2 which is disposed at one end of a propeller shaft and has a first flange part 5; a second connection member 3 which is connected to the first flange part 5 by a bolt 10 and has a second flange part 6; and a dynamic damper 4 having a hub 7 attached to the first flange part 5, a mass body 8, and an elastic member 9 interposed between the hub 7 and the mass body 8. The first connection member 2 comprises: a first engaging part 34 engaging with an engaged part 32 of the second connection member 3 by convexoconcave engagement; and a second engaging part 35 engaging with a hub engaging hole 33 formed at the center of the hub 7.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a connection structure.

  A propeller shaft (propulsion shaft) of an automobile transmits power generated by a prime mover mounted on the front portion of the vehicle and decelerated by the transmission to a final reduction device mounted on the rear portion of the vehicle. Since the length of the transmission and the final reduction gear varies depending on the vehicle type, and the rotation centers of the two often do not coincide with each other, a universal joint is generally provided immediately after the transmission and immediately before the final reduction gear. Yes.

  Since the propeller shaft rotates at a high speed, the propeller shaft itself may cause vibrations. Further, the propeller shaft may be vibrated due to the prime mover or the transmission. One means for reducing vibration is to provide a dynamic damper (tilger) on the propeller shaft. For example, there may be a case where vibration occurs in the rotation direction of the propeller shaft due to torque fluctuations of the prime mover. In such a case, a dynamic damper is provided on the propeller shaft. The dynamic damper generally has a structure having a disc-shaped hub, an elastic member vulcanized and bonded to the hub, and a mass body attached to the hub via the elastic member (see, for example, Patent Document 1). When the propeller shaft rotates, the elastic member is elastically deformed in the rotation direction, so that vibration in the rotation direction is attenuated.

Japanese Utility Model Publication No. 7-24678

  The dynamic damper is generally disposed so as to be sandwiched between the output member (companion flange) of the transmission and the flange of the propeller shaft or between the input member (companion flange) of the final reduction gear and the flange of the propeller shaft. . In this case, as shown in FIG. 6A, the mounting structure of the dynamic damper, the companion flange, and the propeller shaft is such that the convex portion 54 of the companion flange 53 is fitted to the hole 52 of the dynamic damper 51 from one side. Then, after the convex portion 57 of the flange 56 of the constant velocity joint 55 arranged at one end of the propeller shaft is fitted from the other side, the dynamic damper 51, the companion flange 53, and the constant velocity joint 55 are connected to the bolt 58 and the nut 59. It is the structure fastened and fixed by.

  However, the conventional mounting structure of the dynamic damper 51, the companion flange 53, and the constant velocity joint 55 has the following problems. From the viewpoint of ease of assembly and the like, a slight gap exists in the radial direction between the hole 52 of the dynamic damper 51 and the convex part 54 of the companion flange 53, and the hole 52 of the dynamic damper 51 and the constant velocity joint 55 A similar gap exists between the convex portions 57. Therefore, the center of rotation of the constant velocity joint 55, that is, the propeller shaft, and the center of rotation of the companion flange 53 are eccentric by the sum of the former gap and the latter gap. Then, the product of the eccentric amount multiplied by the load shared by the propeller shaft becomes unbalanced, which may cause unpleasant vibration and noise.

  As shown in FIG. 6B, when the companion flange 53 and the constant velocity joint 55 are connected without the dynamic damper 51, for example, the companion flange 53 has a shape with a fitting hole 60. The convex portion 57 of the constant velocity joint 55 is fitted into the fitting hole 60. In this structure, since only the gap between the fitting hole 60 and the convex portion 57 is interposed, a small amount of eccentricity is sufficient. However, in the structure of FIG. 6A in which the dynamic damper 51 exists, since the two gaps are interposed as described above, the amount of eccentricity increases and the unbalance also increases.

  The present invention was created to solve the above-described problem, and includes a first connecting member disposed at one end of the propeller shaft, a second connecting member connected to the first connecting member, and a dynamic damper. An object of the present invention is to reduce the generation of unpleasant vibrations and noises by suppressing rotational imbalance in a connecting structure provided.

  In order to solve the above-mentioned problems, the present invention provides a first connecting member that is disposed at one end of a propeller shaft and has a first flange portion, and a second flange portion that is connected to the first flange portion by a bolt. A connecting structure including a connecting member, a hub attached to the first flange portion, a mass body, and a dynamic damper including an elastic member interposed between the hub and the mass body. The first connecting member is fitted in a hub fitting hole formed in the center of the hub, and a first fitting portion which is fitted to the fitted portion of the second connecting member by uneven fitting. And a second fitting portion.

  According to the present invention, the connection between the first connecting member and the second connecting member is performed by the concave-convex fitting between the first fitting portion and the fitted portion without the dynamic damper. Therefore, there is a structure in which only a gap between the first fitting portion and the fitted portion exists as an eccentric component between the first connecting member side and the second connecting member side, and the rotation center on the propeller shaft side The amount of eccentricity with the rotation center on the second connecting member side becomes small. Thereby, in the connection structure provided with the dynamic damper, it is possible to suppress generation of unpleasant vibration and noise of the propeller shaft due to unbalance.

  In addition, the dynamic damper and the propeller shaft are both configured by combining a plurality of parts. However, the rotational balance is biased due to a processing error or the like, which may cause unpleasant vibration. Therefore, in general, the balance is adjusted after the propeller shaft and the dynamic damper are assembled separately. Here, if the dynamic damper and the propeller shaft are assembled in such a manner that the respective unbalance components are close to each other, the overall unbalance component increases, and a large balancer is required. There's a problem. Therefore, conventionally, each of the dynamic damper and the propeller shaft is individually corrected for balance, and markings are provided so that the respective unbalanced portions can be recognized. Then, when assembling the propeller shaft, the companion flange, and the dynamic damper, the operator has taken the form of assembling so that the phases of the unbalanced portions are substantially opposite to each other based on the two markings.

  With respect to this problem, according to the present invention, the balance of the propeller shaft can be corrected in a state where the dynamic damper is assembled to the first connecting member (member on the propeller shaft side). Therefore, the balance of each of the dynamic damper and the propeller shaft is individually corrected, markings are made so that the respective unbalanced portions can be recognized, and the propeller shaft and the dynamic damper are assembled to the companion flange based on the two markings. The conventional work process is no longer necessary.

  Further, the present invention is characterized in that the second fitting portion is formed on the other end side of the first flange portion, and the hub is attached to the other end surface of the first flange portion by the bolt.

  According to the present invention, the dynamic damper can be attached to the first connecting member with a simple and compact structure.

  Further, in the present invention, the first connecting member is a constant velocity joint in which the first flange portion is formed at one end of an outer ring member and a boot adapter is attached to the other end, and the hub is the hub fitting An inner cylinder portion extending from the inner peripheral edge of the hole to the other side, and a retaining portion that extends radially inward from the other end of the inner cylinder portion and restricts the boot adapter from coming off in the other direction. And

  According to the present invention, it is possible to prevent the boot adapter fitted to the outer ring member from being pulled backward by the hub retaining portion.

  According to the present invention, in a connection structure including a first connection member disposed at one end of a propeller shaft, a second connection member connected to the first connection member, and a dynamic damper, rotation imbalance is suppressed. Thus, generation of unpleasant vibration and noise can be reduced.

It is a whole block diagram of the connection structure concerning the present invention. It is sectional drawing of the connection structure which concerns on this invention. It is sectional drawing of the connection structure seen in the cross section by the attachment part of a screw. It is explanatory drawing of a dynamic damper, (a) is AA sectional drawing in (b), (b) is a front view. It is sectional drawing of the modification of the connection structure which concerns on this invention. It is sectional drawing of the conventional connection structure.

  In FIG. 1, a connecting structure 1 according to the present invention is arranged at a front end (one end) of a propeller shaft 11 and is connected to a first connecting member 2 having a first flange portion 5 by a bolt 10. The second connecting member 3 having the second flange portion 6 and the dynamic damper 4 are provided.

"Propeller shaft 11"
The propeller shaft 11 includes a shaft member 12, which is a hollow tube extending substantially in the front-rear direction of the vehicle, a first constant velocity joint 13 disposed at one end (front end) of the shaft member 12, and the other end (rear side) of the shaft member 12. And a second constant velocity joint 14 disposed at the end). The first constant velocity joint 13 constitutes the first connecting member 2. The second constant velocity joint 14 is connected to, for example, a companion flange (not shown) on the final reduction gear side.

"First constant velocity joint 13 (first connecting member 2)"
The first constant velocity joint 13 is, for example, a double offset joint. In FIG. 2, the first constant velocity joint 13 has a cylindrical outer ring in which a plurality of sliding grooves 15 along the axial direction (the direction of the axis O of the propeller shaft 11) are formed on the inner peripheral surface and the front and rear ends are opened. A member 16 and a power transmission member 17 having a slider capable of sliding in each sliding groove 15 are provided. A first flange portion 5 extending in the radially outward direction is formed at the front end of the outer ring member 16.

  A plurality of bolt through holes 27 for passing the bolts 10 are formed in the first flange portion 5 at intervals in the circumferential direction. Further, as shown in FIG. 3, a female screw 28 for screwing the screw 38 is formed in the first flange portion 5. The bolt through hole 27 and the female screw 28 do not have to be located on the same circumferential line.

  In FIG. 2, the power transmission member 17 includes a connecting shaft (stub shaft) 18, an inner ring member 19 that is externally fixed to the front end of the connecting shaft 18, and a plurality of balls 20 as the sliders that transmit torque. The cage 21 is provided. The rear end of the connecting shaft 18 is joined to the front end of the shaft member 12 by friction welding. The cage 21 has a cylindrical shape whose inner and outer peripheral surfaces are spherical, and a plurality of ball holding holes are formed in the circumferential direction. Each ball 20 is held in a ball holding hole of the cage 21. As the ball 20 slides in the sliding groove 15, the outer ring member 16 and the power transmission member 17 can move relative to each other in the axial direction. Since the inner peripheral surface of the ball holding hole of the cage 21 is formed into a spherical surface, even when the outer ring member 16 and the connecting shaft 18 are bent, the ball 20 slides while the cage 21 is inclined. The groove 15 slides smoothly.

  Grease for lubricating the balls 20 is sealed inside the outer ring member 16. In order to prevent the leakage of grease and the intrusion of muddy water and the like from the outside, the opening at the front end of the outer ring member 16 is closed by the cap 22, and the opening at the rear end is closed by the boot 23.

  The boot 23 includes a boot adapter 24 and a boot main body 25. The boot adapter 24 is a substantially cylindrical sheet metal member having an axial center O as an axial direction and having front and rear ends opened. The boot adapter 24 is fitted to and attached to the outer peripheral surface of the rear end of the outer ring member 16, and the rear end surface of the outer ring member 16 extends radially inward from the rear end of the first attachment portion 24 </ b> A. And a second attachment portion 24C to which a boot portion 25D is attached by extending backward from the inner end of the step portion 24B and forming a folded portion 24D inward. The boot body 25 is an annular rubber member having the axial center O as the axial direction. The front end of the boot body 25 is clamped and fixed to the folded portion 24D, and once extended forward, the inner end is folded back inward and the rear end is connected. A band 26 is fastened to the outer peripheral surface of the shaft 18.

  The first constant velocity joint 13 may be a triport type constant velocity joint, a Burfield type constant velocity joint, or the like.

"Companion flange 31 (second connecting member 3)"
The companion flange 31 constituting the second connecting member 3 is a cylindrical member in which a second flange portion 6 extending in the radially outward direction is formed at the rear end, and front and rear ends are formed open. The front end side of the companion flange 31 is connected to the transmission (not shown) side through a connecting member (not shown). A plurality of bolt through holes 29 for passing the bolts 10 are formed in the second flange portion 6 at intervals in the circumferential direction so as to correspond to the positions of the bolt through holes 27 of the first flange portion 5. . The opening at the rear end of the companion flange 31 constitutes a fitting portion 32 (fitting concave portion 37) to be fitted with a first fitting portion 34 (fitting convex portion 36) to be described later and a concave and convex fitting. is there.

"Dynamic damper 4"
The dynamic damper 4 has a function of attenuating vibration by the elastic deformation action of the elastic member 9 when vibration occurs in the rotation direction of the propeller shaft 11 due to, for example, torque fluctuation of the prime mover.

  2 to 4, the dynamic damper 4 includes a hub 7 attached to the first flange portion 5, a mass body (mass) 8, and an elasticity interposed between the hub 7 and the mass body 8. And a member 9. The hub 7 includes a circular disc portion 7A formed along the radial direction of the shaft center O around the shaft center O, and a cylindrical body portion 7B extending rearward from the outer peripheral edge of the disc portion 7A. ing. In the disc portion 7A, a plurality of bolt through holes 30 for passing the bolts 10 are formed at intervals in the circumferential direction so as to correspond to the positions of the bolt through holes 27 of the first flange portion 5. Further, the disk portion 7A is formed with a threading hole 39 for passing the screw 38 so as to correspond to the position of the female screw 28 of the first flange portion 5. A hub fitting hole 33 into which a second fitting portion 35 described later is fitted is formed at the center of the hub 7.

  The outer peripheral surface of the cylindrical body portion 7B is bonded to the inner peripheral surface of the elastic member 9 made of an annular rubber by vulcanization adhesion. The outer peripheral surface of the elastic member 9 is bonded to the inner peripheral surface of the annular mass body 8 by vulcanization adhesion. Note that a plurality of mass bodies 8 may be arranged at intervals in the circumferential direction.

"First fitting portion 34, second fitting portion 35"
The first constant velocity joint 13 includes a first fitting portion 34 that is fitted to the fitted portion 32 of the companion flange 31 by concave and convex fitting, and a second fitting that is fitted to the hub fitting hole 33 of the dynamic damper 4. Part 35.

  The first fitting portion 34 is configured by an annular fitting convex portion 36 centering on the axis O and protruding forward from the inner peripheral edge of the front end surface of the outer ring member 16. By fitting the fitting convex part 36 into the fitting concave part 37, the first constant velocity joint 13 and the companion flange 31 are centered so as to be coaxial. In some cases, the fitting convex portion 36 may be formed on the companion flange 31 side, and the fitting concave portion 37 may be formed on the first constant velocity joint 13 side.

  The second fitting portion 35 is formed in an annular shape at the root portion on the rear end face side of the first flange portion 5. The second fitting portion 35 protrudes from the outer peripheral surface of the outer ring member 16 so as to exhibit a rectangular cross section. By fitting the outer peripheral surface of the second fitting portion 35 and the hole surface of the hub fitting hole 33, the first constant velocity joint 13 and the dynamic damper 4 are centered so as to be coaxial. The front end surface of the hub 7 is in contact with the rear end surface of the first flange portion 5.

"Action"
An example of the procedure for assembling the connection structure 1 will be described. First, the first constant velocity joint 13 and the dynamic damper 4 are assembled together. The first constant velocity joint 13 and the dynamic damper 4 are centered so as to be coaxial by fitting the outer peripheral surface of the second fitting portion 35 and the hole surface of the hub fitting hole 33 of the hub 7. The The front end surface of the hub 7 is in contact with the rear end surface of the first flange portion 5.

  Here, as shown in FIG. 3, as shown in FIG. 3, as a fastening means for fastening the hub 7 to the first flange portion 5 in addition to the bolt 10 as in the present embodiment, the screw 38, the screw through hole 39, and the female screw 28. Is provided, the hub 7 is fastened to the first flange portion 5 with the screw 38. Then, the propeller shaft 11 is rotated to correct the balance of the propeller shaft 11 as a whole.

  After the balance correction of the propeller shaft 11 is completed, the first constant velocity joint 13 and the companion flange 31 are assembled to each other. The first constant velocity joint 13 and the companion flange 31 are centered so as to be coaxial when the fitting convex part 36 is concavo-convexly fitted into the fitting concave part 37. The front end surface of the first flange portion 5 and the rear end surface of the second flange portion 6 are in contact with each other, and are fastened and fixed to each other by the bolt 10 and the nut 40. The dynamic damper 4 is also fastened and fixed to the first flange portion 5 by the bolt 10 and the nut 40.

  As mentioned above, the 1st fitting part 34 fitted to the fitting part 32 of the 2nd connection member 3 (companion flange 31) by the uneven | corrugated fitting to the 1st connection member 2 (1st constant velocity joint 13). If the configuration includes the second fitting portion 35 that fits into the hub fitting hole 33 formed at the center of the hub 7, the following effects can be obtained.

  Conventionally, as shown in FIG. 6A, the convex portion 54 of the companion flange 53 and the convex portion 57 of the constant velocity joint 55 are fitted into the hole portion 52 of the dynamic damper 51. In this structure, there is a gap between the hole 52 of the dynamic damper 51 and the convex 54 of the companion flange 53 and a gap between the hole 52 of the dynamic damper 51 and the convex 57 of the constant velocity joint 55. As described above, the eccentric amount between the rotation center on the propeller shaft side and the rotation center on the companion flange 53 side tends to be large.

  On the other hand, in the present invention, the first constant velocity joint 13 and the companion flange 31 are connected to the first fitting portion 34 and the fitting portion 32 without the dynamic damper 4 interposed therebetween. Is done. The dynamic damper 4 is attached to the first constant velocity joint 13 via the second fitting portion 35 regardless of the companion flange 31. Therefore, there is a structure in which only a gap between the first fitting portion 34 and the fitted portion 32 exists as an eccentric component between the propeller shaft 11 side and the companion flange 31 side. And the amount of eccentricity between the rotation center on the companion flange 31 side becomes small. Thereby, generation | occurrence | production of the unpleasant vibration and noise of the propeller shaft 11 resulting from imbalance can be suppressed.

  Since the 1st constant velocity joint 13 and the companion flange 31 are performed by uneven | corrugated fitting, it becomes the same as the structure of the conventional uneven | corrugated fitting which does not have a dynamic damper shown in FIG.6 (b). Therefore, the existing first constant velocity joint and the companion flange can be easily applied to the present invention.

  Further, if the second fitting portion 35 is formed on the other end side of the first flange portion 5 and the hub 7 is attached to the other end surface of the first flange portion 5 with the bolts 10, the dynamic damper 4 can be simplified. It can be attached to the first constant velocity joint 13 with a compact structure.

As in the present embodiment, in addition to the bolt 10, if a fastening means for fastening the hub 7 to the first flange portion 5 is provided, the first constant velocity joint 13 and the companion flange 31 are not assembled. With the dynamic damper 4 assembled, the balance of the entire propeller shaft 11 can be corrected. Therefore, each of the dynamic damper and propeller shaft is individually corrected for balance, and markings are made so that the respective unbalanced portions can be recognized, and the propeller shaft and dynamic damper are assembled to the companion flange based on the two markings. The conventional work process is no longer necessary.
In addition, if the screwing hole 39 formed in the hub 7, the female screw 28 formed in the first flange portion 5, and the screw 38 are used as the fastening means, the fastening means is simple.

"Modification"
A modification of the present invention will be described with reference to FIG. In this modified example, the hub 7 of the dynamic damper 4 includes, in addition to the disc part 7A and the cylinder body part 7B, an inner cylinder part 7C extending from the inner peripheral edge of the hub fitting hole 33 to the other side, and the inner cylinder part 7C. And a retaining portion 7D extending radially inward from the other end. The retaining portion 7D is disposed so as to face the rear end surface of the step portion 24B of the boot adapter 24.

  According to this, it is possible to prevent the boot adapter 24 fitted to the outer ring member 16 from coming back backward by the retaining portion 7 </ b> D of the hub 7. Due to the structure using the hub 7 of the dynamic damper 4, it is possible to prevent the boot adapter 24 from coming off without increasing the number of parts.

DESCRIPTION OF SYMBOLS 1 Connection structure 2 1st connection member 3 2nd connection member 4 Dynamic damper 5 1st flange part 6 2nd flange part 7 Hub 8 Mass body 9 Elastic member 10 Bolt 11 Propeller shaft 13 1st constant velocity joint (1st connection) Element)
23 Boot 24 Boot adapter 31 Companion flange (second connecting member)
32 Fit part 33 Hub fitting hole 34 First fitting part 35 Second fitting part 38 Screw

Claims (3)

A first connecting member disposed at one end of the propeller shaft and having a first flange portion;
A second connecting member having a second flange connected to the first flange by a bolt;
A dynamic damper comprising a hub attached to the first flange portion, a mass body, and an elastic member interposed between the hub and the mass body;
A connecting structure comprising:
The first connecting member is
A first fitting portion that is fitted by a concave-convex fitting with a fitted portion of the second connecting member;
A second fitting portion that fits into a hub fitting hole formed in the center of the hub;
A connection structure comprising: The second fitting portion is formed on the other end side of the first flange portion,
The connection structure according to claim 1, wherein the hub is attached to the other end surface of the first flange portion by the bolt. The first connecting member is a constant velocity joint in which the first flange portion is formed at one end of an outer ring member and a boot adapter is attached to the other end.
The hub includes an inner cylinder portion that extends from the inner peripheral edge of the hub fitting hole to the other side, and a retaining member that extends radially inward from the other end of the inner cylinder portion and restricts the boot adapter from coming off in the other direction. The connection structure according to claim 2, further comprising: a portion.

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