JP3512124B2 - Axle structure with flywheel for automobile - Google Patents
Axle structure with flywheel for automobileInfo
- Publication number
- JP3512124B2 JP3512124B2 JP30329794A JP30329794A JP3512124B2 JP 3512124 B2 JP3512124 B2 JP 3512124B2 JP 30329794 A JP30329794 A JP 30329794A JP 30329794 A JP30329794 A JP 30329794A JP 3512124 B2 JP3512124 B2 JP 3512124B2
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- flywheel
- automobile
- universal joint
- axle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Description
【発明の詳細な説明】
【０００１】
【産業上の利用分野】本発明は、自動車のフライホイー
ル付アクスルの構造に関する。
【０００２】
【従来の技術】車両の総重量規制緩和の影響で、トラッ
クのエンジントルクは大きくなっている。更に、ブレー
キ性能向上のため、変速機、アクスルも大きくなってい
る。これらユニットの変化に伴い、各ユニットを連結し
て動力を伝達するプロペラシャフトは、衝撃強度及び耐
久強度的には性能を満足しても、ねじり剛性値が大幅に
足りないバランスとなっている。したがって、駆動系の
ねじり共振現象により高速走行時に室内こもり音が発生
し易い。
【０００３】
【発明が解決しようとする課題】この室内こもり音に対
し従来は、プロペラシャフトの大巾なサイズアップ、フ
レームの補強追加、キャブマウントブラケット部の振動
伝達率の低減等の対策が採られている。しかし、これら
の対策は、高価で重量増となり、また、開発期間を要す
るものであった。
【０００４】本発明は、室内こもり音を低減する自動車
のフライホイール付アクスルの構造を提供することを目
的としている。
【０００５】
【知見】本発明者等は種々研究の結果、後軸２軸駆動車
においては、後前軸と後後軸との間で図２に示すよう
に、室内こもり音Ａの最大値Ａ１が発生し、室内こもり
音が不快になるレベルＣを上回ることを見出した。した
がって、後前軸と後後軸との間にフライホイールを設け
れば、剛性についてのバランスがとれた状態が達成さ
れ、ねじり振幅が減少する。また、共振周波数が共振周
波数Ｂのように下がって従来の高速域から低速域に移
り、不快になるレベルＣを下回る。本発明は、この知見
にもとづいてなされたものである。
【０００６】
【課題を解決するための手段】本発明によれば、後輪２
軸駆動車の後前軸（１）と後後軸（５）との間の連結構
造において、後前軸（１）には一端にユニバーサルジョ
イント（３）を有するプロペラシャフト（２）が連結さ
れ、そのプロペラシャフト（２）の他端はユニバーサル
ジョイント（４）を介して後後軸（５）が連結され、後
後軸（５）のピニオン軸にコンパニオンフランジ（６）
が固設され、そのコンパニオンフランジ（６）と前記プ
ロペラシャフト（２）の他端のユニバーサルジョイント
（４）との間にフライホイール（７）が介装されてい
る。
【０００７】
【作用】上記のように構成された自動車のフライホイー
ル付アクスルにおいては、フライホイールにより駆動系
の慣性モーメントが増加するため、駆動系が持つねじり
振動の共振周波数が低下し、ねじり振動の振幅も低減
し、車軸のプロペラシャフト回りのピッチングが下が
る。その結果、室内こもり音が低減される。
【０００８】
【実施例】以下図面を参照して本発明の実施例を説明す
る。
【０００９】図１において、後輪２軸駆動車の後前軸１
には、前後端にユニバーサルジョイント３、４を備えた
全体を符号２で示すプロペラシャフトを介して後後軸５
が連結されている。そして、後後軸５の図示しないピニ
オン軸に固設されたコンパニオンフランジ６とユニバー
サルジョイント４との間には、フライホイール７が図示
しない複数のボルトにより介装されている。
【００１０】次に作用を説明する。フライホイール７に
より後前軸１、プロペラシャフト２及び後後軸５からな
る駆動系の慣性モーメントが増加するため、駆動系が持
つねじり振動の共振周波数が低下して従来の高速域から
低速域に移ると共に、ねじり振幅も低減する。したがっ
て、図２に示す室内こもり音Ｂの最大値Ｂ１は、不快に
なるレベルＣを下回り効果的である。
【００１１】
【発明の効果】本発明は、以上説明したように構成さ
れ、各種エンジンで変速機、アクスル等の組合せにおい
て、最適なチューニングサイズのフライホイールを選択
できるので、
（１） 効率良く室内こもり音を低減することができ
る。
（２） 開発期間が短縮できる。
（３） 重量増を最小限にとどめることができる（フレ
ーム剛性で対応すると、数１０ｋｇオーダーの重量増と
なる）。
（４） 安価に提供することができる。
（５） 後後軸のタイヤとタイヤとの間に位置し、干渉
問題がない。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of an axle with a flywheel of an automobile. 2. Description of the Related Art The engine torque of trucks has increased due to the easing of total weight restrictions on vehicles. Furthermore, transmissions and axles have also been increased to improve braking performance. With the change of these units, the propeller shaft that connects the units and transmits power has a balance in which the torsional stiffness value is significantly insufficient even if the performance is satisfied in terms of impact strength and durability. Therefore, room booming noise is likely to occur during high-speed running due to the torsional resonance phenomenon of the drive system. Conventionally, countermeasures have been taken against this booming noise, such as increasing the size of the propeller shaft, adding reinforcement to the frame, and reducing the vibration transmissibility of the cab mount bracket. Have been. However, these measures are expensive and heavy, and require a period of development. It is an object of the present invention to provide a structure of an axle with a flywheel of an automobile for reducing the muffled noise in a room. As a result of various studies, the present inventors have found that in a rear-shaft two-axis drive vehicle, as shown in FIG. A1 was generated, and it was found that the level of the muffled room sound exceeded level C at which discomfort was caused. Therefore, if a flywheel is provided between the rear front shaft and the rear rear shaft, a balanced state of rigidity is achieved, and the torsional amplitude is reduced. Further, the resonance frequency decreases like the resonance frequency B and shifts from the conventional high-speed range to the low-speed range, and falls below the unpleasant level C. The present invention has been made based on this finding. According to the present invention, a rear wheel 2 is provided.
In a connection structure between a rear front shaft (1) and a rear rear shaft (5) of a shaft drive vehicle, a propeller shaft (2) having a universal joint (3) at one end is connected to the rear front shaft (1). The other end of the propeller shaft (2) is connected to a rear rear shaft (5) via a universal joint (4), and a companion flange (6) is connected to a pinion shaft of the rear rear shaft (5).
The flywheel (7) is interposed between the companion flange (6) and the universal joint (4) at the other end of the propeller shaft (2). In the axle with a flywheel of an automobile constructed as described above, since the flywheel increases the moment of inertia of the drive system, the resonance frequency of the torsional vibration of the drive system decreases, and the torsional vibration is reduced. Also reduces the pitch of the axle around the propeller shaft. As a result, the indoor muffled sound is reduced. An embodiment of the present invention will be described below with reference to the drawings. In FIG. 1, a rear front shaft 1 of a rear-wheel two-axis drive vehicle is shown.
The rear rear shaft 5 is provided with a universal joint 3 and 4 at the front and rear ends and a propeller shaft indicated by reference numeral 2 as a whole.
Are connected. A flywheel 7 is interposed between a companion flange 6 fixed to a pinion shaft (not shown) of the rear rear shaft 5 and the universal joint 4 by a plurality of bolts (not shown). Next, the operation will be described. The flywheel 7 increases the moment of inertia of the drive system composed of the rear front shaft 1, the propeller shaft 2 and the rear rear shaft 5, so that the resonance frequency of the torsional vibration of the drive system is lowered and the conventional high speed region is shifted to a low speed region. At the same time, the torsional amplitude also decreases. Therefore, the maximum value B1 of the room muffled sound B shown in FIG. 2 is lower than the uncomfortable level C and is effective. According to the present invention, a flywheel having an optimal tuning size can be selected in a combination of a transmission, an axle, and the like in various engines, as described above. The muffled sound can be reduced. (2) The development period can be shortened. (3) The weight increase can be minimized (if the frame rigidity is used, the weight increases by several tens of kilograms). (4) It can be provided at low cost. (5) Located between the rear rear axle tires, there is no interference problem.
【図面の簡単な説明】
【図１】本発明の一実施例を示す側面図。
【図２】本発明の効果を説明する音レベル・回転数特性
図。
【符号の説明】
１・・・後前軸
２・・・プロペラシャフト
３、４・・・ユニバーサルジョイント
５・・・後後軸
６・・・コンパニオンフランジ
７・・・フライホイールBRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view showing one embodiment of the present invention. FIG. 2 is a sound level / rotation speed characteristic diagram for explaining the effect of the present invention. [Description of Signs] 1 ... rear front shaft 2 ... propeller shaft 3, 4 ... universal joint 5 ... rear rear shaft 6 ... companion flange 7 ... flywheel
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭55−106809（ＪＰ，Ａ) 特開 平３−229011（ＪＰ，Ａ) 実開 昭61−9619（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) F16C 3/02 B60K 17/22 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-55-106809 (JP, A) JP-A-3-229011 (JP, A) JP-A-61-9819 (JP, U) (58) Survey Field (Int.Cl. 7 , DB name) F16C 3/02 B60K 17/22
Claims (1)
（５）との間の連結構造において、後前軸（１）には一
端にユニバーサルジョイント（３）を有するプロペラシ
ャフト（２）が連結され、そのプロペラシャフト（２）
の他端はユニバーサルジョイント（４）を介して後後軸
（５）が連結され、後後軸（５）のピニオン軸にコンパ
ニオンフランジ（６）が固設され、そのコンパニオンフ
ランジ（６）と前記プロペラシャフト（２）の他端のユ
ニバーサルジョイント（４）との間にフライホイール
（７）が介装されていることを特徴とする自動車のフラ
イホイール付アクスルの構造。(1) In a connecting structure between a rear front shaft (1) and a rear rear shaft (5) of a rear wheel two-shaft drive vehicle, the rear front shaft (1) has A propeller shaft (2) having a universal joint (3) at one end is connected to the propeller shaft (2).
The other end is connected to a rear rear shaft (5) via a universal joint (4), a companion flange (6) is fixed to a pinion shaft of the rear rear shaft (5), and the companion flange (6) is An axle with a flywheel for an automobile, wherein a flywheel (7) is interposed between the propeller shaft (2) and the universal joint (4) at the other end.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP30329794A JP3512124B2 (en) | 1994-12-07 | 1994-12-07 | Axle structure with flywheel for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP30329794A JP3512124B2 (en) | 1994-12-07 | 1994-12-07 | Axle structure with flywheel for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08156508A JPH08156508A (en) | 1996-06-18 |
| JP3512124B2 true JP3512124B2 (en) | 2004-03-29 |
Family
ID=17919264
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP30329794A Expired - Lifetime JP3512124B2 (en) | 1994-12-07 | 1994-12-07 | Axle structure with flywheel for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3512124B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105143708B (en) | 2013-03-12 | 2017-05-03 | 德纳有限公司 | Torque ripple compensating device |
| BR102014005920A2 (en) * | 2013-03-15 | 2015-11-24 | Dana Heavy Vehicle Sys Group | peak torque cancellation devices for an internal combustion engine and torque ripple compensation device |
-
1994
- 1994-12-07 JP JP30329794A patent/JP3512124B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH08156508A (en) | 1996-06-18 |
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