JP6064961B2 - Vehicle power transmission device - Google Patents

Description

  The present invention relates to a vehicle power transmission device including a propeller shaft that transmits power from a power source to a differential device.

  In a vehicle such as a four-wheel drive vehicle or a rear wheel drive vehicle in which a power source including an engine, a transmission, and the like is disposed at the front of the vehicle body and a differential device for a rear wheel is disposed at the rear of the vehicle body, A propeller shaft that transmits power to the differential device is arranged to extend in the longitudinal direction of the vehicle body.

  In such a vehicle, a tunnel portion having a lower opening is provided at the center of the vehicle body floor in the vehicle width direction so as to extend in the longitudinal direction of the vehicle body, and the propeller shaft includes a tunnel portion together with an exhaust pipe extending from the engine to the rear of the vehicle body. It is housed in the inner space.

  Further, the front end portion and the rear end portion of the propeller shaft are respectively connected to the output shaft of the power source and the input shaft of the differential device via universal joints. As the universal joint, an inconstant velocity universal joint such as a cross shaft type joint or a constant velocity universal joint such as a constant velocity ball joint is used, and the propeller shaft is configured to be bendable at the portion of the universal joint.

  By the way, in a vehicle, when an impact load is applied from the front of the vehicle, for example, at the time of a frontal collision, the power source arranged at the front of the vehicle is moved to the rear of the vehicle to ensure the safety of the passenger It is generally known to be configured to absorb an impact load by crushing a part.

  In the vehicle configured to absorb the impact load in this way, when the propeller shaft is disposed so as to extend from the power source at the front of the vehicle body to the differential device at the rear of the vehicle body, the impact load from the front of the vehicle body is reduced. During operation, the propeller shaft may be stretched in the longitudinal direction of the vehicle body, which may hinder the movement of the power source toward the rear of the vehicle body.

  On the other hand, for example, in Patent Document 1, in a propeller shaft that is divided into a front divided shaft and a rear divided shaft, at least a part of a universal joint that connects the front divided shaft and the rear divided shaft is one. It is configured so that it can be contracted in the axial direction by being fitted inside the other divided shaft together with the divided shaft, and the differential for the rear wheel is moved downward when the impact load from the front of the vehicle is applied. The thing supported by the vehicle body so that it rotates is disclosed.

  According to this, when the impact load from the front of the vehicle body is applied, the propeller shaft contracts in the axial direction, and the portion of the universal joint that connects the propeller shaft and the differential for the rear wheel is bent to Because the front end moves to the rear of the vehicle body, the power source connected to the propeller shaft can be moved to the rear of the vehicle body, and the front part of the vehicle body can be crushed while absorbing the impact load while moving to the rear of the vehicle body. Conceivable.

  A propeller shaft that transmits power from a power source at the front of the vehicle body to a differential device at the rear of the vehicle body is disclosed in, for example, Patent Document 2 when the distance between the power source and the differential device is long. As shown, it may be divided into three divided shafts.

  As shown in FIG. 9, the propeller shaft 101 includes an output shaft of a power source 104 including an engine 103 disposed at the front of the vehicle 102 and an input of a rear wheel differential device 105 disposed at the rear of the vehicle. It is connected to the shaft via universal joints 106 and 107, respectively, and is configured to transmit power from the power source 104 to the differential device 105.

  The propeller shaft 101 is divided into a first divided shaft 111, a second divided shaft 112, and a third divided shaft 113, and the first divided shaft 111 and the second divided shaft 112 are connected via a universal joint 114, and The two split shaft 112 and the third split shaft 113 are connected via a universal joint 115.

  The propeller shaft 101 is also housed in a space inside the tunnel portion 122 provided in the center of the vehicle body floor 121 in the vehicle width direction, and the vehicle body front side and vehicle body rear side of the second split shaft 112 are respectively supported by the support bracket. 116 and 117, which are rotatably supported by the vehicle body, and also transmit to the support brackets 116 and 117 the load input to the second split shaft 112 when the impact load from the front of the vehicle body is applied to the second split shaft 112. Plate-shaped load transmitting portions 118 and 119 are provided.

  The vehicle 102 also includes tunnel reinforcement members 123 and 124 that extend in the vehicle width direction so as to cover the tunnel portion 122 and have engaging portions that engage with the support brackets 116 and 117 when an impact load is applied from the front of the vehicle body. Is provided. When an impact load is applied from the front of the vehicle body, the support brackets 116 and 117 are pressed by the load transmitting portions 118 and 119 and the support brackets 116 and 117 and the tunnel reinforcing members 123 and 124 are engaged with each other. 117 is detached from the vehicle body, and propeller shaft 101 is bent downward to absorb the impact load.

JP 2011-207343 A JP 2005-297626 A

  However, in a vehicle with a long wheelbase, or a horizontally mounted four-wheel drive vehicle in which the power source rear-wheel drive output shaft is positioned in front of the rear-wheel drive output shaft in the rear-wheel drive vehicle, etc. The distance between the front power source and the differential at the rear of the vehicle body may be further increased.

  On the other hand, it is conceivable to lengthen any of the first, second, and third split shafts of the propeller shaft described in Patent Document 2, but if the split shaft is lengthened, from the front of the vehicle body at the time of a frontal collision or the like When the impact load is applied, the split shaft may come into contact with the ground.

  For example, in the case of the propeller shaft 101 shown in FIG. 9, the lower side of the engine 103 is moved forward relative to the upper side, the engine 103 is inclined to the rear side, and the first split shaft 111 is further lengthened. When the impact load is applied from the front of the vehicle body, the first split shaft 111 can easily come into contact with the ground.

  Also, for example, an impact absorbing mechanism such as a mechanism for contracting the propeller shaft in the axial direction or a mechanism for rotating the front side of the differential of the rear wheel to the lower side is provided on the rear side of the first split shaft. In such a case, it is required to transmit the load input to the first split shaft to the impact absorbing mechanism so that the impact absorbing mechanism functions when the impact load from the front of the vehicle body is applied.

  Therefore, the present invention provides a vehicle power transmission device in which a propeller shaft is divided into first, second, and third divided shafts from the power source side, and the first divided shaft is applied when an impact load is applied from the front of the vehicle body. Can be prevented from coming into contact with the ground, and the load input to the first split shaft can be transmitted to the shock absorption mechanism when the shock absorption mechanism is provided on the vehicle body rear side of the first split shaft. It is an object to provide a power transmission device for a vehicle.

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

  First, the invention according to claim 1 of the present application is connected to a power source disposed at the front portion of the vehicle body and a differential device disposed at the rear portion of the vehicle body via a universal joint, respectively. A propeller shaft for transmitting power to the apparatus, and the propeller shaft is divided into a first split shaft, a second split shaft, and a third split shaft from the power source side, and the first split shaft and the second split shaft A power transmission device for a vehicle, in which a split shaft and the third split shaft are connected via a universal joint, respectively, a first support bracket that rotatably supports the second split shaft on a vehicle body, and the first A second support bracket for rotatably supporting the second divided shaft or the third divided shaft on the vehicle body at the rear of the support bracket. When the impact load from the front of the vehicle body acts on the power source, the universal joint that connects the first split shaft and the second split shaft penetrates the rear of the vehicle body without detaching from the vehicle body. The second support bracket is provided so as to be detached from the vehicle body by a load input to the second divided shaft or the third divided shaft when the impact load is applied.

  According to a second aspect of the present invention, in the vehicle power transmission device according to the first aspect, the second divided shaft and the third divided shaft include the second divided shaft and the third divided shaft. At least a portion of the universal joint connecting the first and second divided shafts moves to the other side of the second and third divided shafts together with one of the second and third divided shafts when the impact load is applied. The whole of the second divided shaft and the third divided shaft can be reduced by being fitted inside the other of the two divided shaft and the third divided shaft.

  According to a third aspect of the present invention, in the power transmission device for a vehicle according to the first or second aspect, the differential device includes a support portion that supports a vehicle body front side of the differential device to the vehicle body. And when the impact load is applied, the vehicle body is supported by the support by the load input to the differential device so that the vehicle body front side of the differential device rotates downward. It is characterized by being.

  According to a fourth aspect of the present invention, there is provided the vehicle power transmission device according to any one of the first to third aspects, wherein the first support bracket is a vehicle front side of the second split shaft. Is provided so as to be supported by the vehicle body.

  With the above configuration, according to the first aspect of the present invention, the propeller shaft that transmits power from the power source to the differential device is divided into the first, second, and third split shafts from the power source side. Connected through a universal joint. The second split shaft is supported by the vehicle body by the first support bracket, and the second or third split shaft is supported by the vehicle body by the second support bracket at the rear of the vehicle body.

  The first support bracket is configured so that a universal joint for connecting the first divided shaft and the second divided shaft penetrates to the rear of the vehicle body without detaching from the vehicle body when an impact load from the front of the vehicle body is applied to the power source. The second support bracket is provided so as to be detached from the vehicle body by a load input to the second or third split shaft when an impact load is applied.

  As a result, when the impact load from the front of the vehicle body is applied, the first support bracket can suppress the downward movement of the first split shaft, so that the first split shaft is prevented from contacting the ground. Can do. In addition, when the impact load from the front of the vehicle body is applied, it is possible to suppress the downward movement of the first divided shaft, so when the shock absorption mechanism is provided on the vehicle body rear side of the first divided shaft, The load input to the first split shaft can be transmitted to the shock absorbing mechanism. Also, a universal joint that connects the first divided shaft and the second divided shaft when an impact load is applied from the front of the vehicle body, and other universal joints disposed behind the vehicle body, such as a third divided shaft and a differential device Can be bent at the universal joint, and the power source can be moved to the rear side of the vehicle body to improve the shock absorption.

  According to the second aspect of the present invention, the second divided shaft and the third divided shaft are configured such that at least a part of the universal joint connecting them is not only one of these but also the other when the impact load is applied. The second split shaft and the third split shaft are configured to be able to be reduced by being moved to the side and being inserted into the inside thereof, so that when the impact load is applied, the power source is moved to the rear side of the vehicle body to absorb the shock. Can increase the sex.

  According to a third aspect of the present invention, the differential device is configured such that, when an impact load is applied, the support of the vehicle body by the support portion is released and the vehicle body front side of the differential device rotates downward. As a result, when the impact load is applied, the universal joint that connects the third split shaft and the differential can be bent, and the power source can be moved to the rear side of the vehicle body to improve the shock absorption. .

  According to the fourth aspect of the present invention, the first support bracket is provided so as to support the vehicle body front side of the second split shaft to the vehicle body, so that when the impact load is applied, the second split shaft of the second split shaft is supported. Compared to the case where it is provided so as to support the rear side of the vehicle body, a universal joint for connecting the first divided shaft and the second divided shaft is passed through the vehicle body at an early stage and the first support bracket is used for the first divided shaft. The downward movement can be suppressed, and the above effect can be effectively achieved.

It is a side view which shows typically the vehicle body provided with the power transmission device which concerns on embodiment of this invention. It is a figure which shows the universal joint which connects the 2nd division shaft and the 3rd division shaft in a propeller shaft, and its vicinity. It is sectional drawing of the vehicle body along the Y3-Y3 line in FIG. It is a top view of the vehicle body seen from the Y4 direction in FIG. It is a top view of the vehicle body seen from the Y5 direction in FIG. It is a bottom view of the vehicle body seen from the Y6 direction in FIG. It is the figure which expanded the principal part of the vehicle body of FIG. It is explanatory drawing for demonstrating a power transmission device when an impact load acts on the said vehicle body from the vehicle body front. It is a side view which shows typically the vehicle body provided with the conventional power transmission device.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a side view schematically showing a vehicle body provided with a power transmission device according to an embodiment of the present invention. FIG. 2 is a universal joint for connecting a second divided shaft and a third divided shaft in a propeller shaft, and FIG. 3 is a sectional view of the vehicle body taken along line Y3-Y3 in FIG. 1, FIG. 4 is a plan view of the vehicle body viewed from the Y4 direction in FIG. 1, and FIG. 5 is a Y5 direction in FIG. FIG. 6 is a bottom view of the vehicle body viewed from the Y6 direction in FIG. 1, and FIG. 7 is an enlarged view of the main part of the vehicle body in FIG.

  The vehicle body 1 having the power transmission device according to the embodiment of the present invention shown in FIG. 1 has an engine output shaft arranged in parallel with front and rear axles, and the engine output is distributed to the front and rear wheels. The vehicle body 1 includes a power source 2 disposed at the front portion of the vehicle body, a differential device 10 for rear wheels disposed at the rear portion of the vehicle body, and a power source 2. And a propeller shaft 20 as a power transmission shaft that extends in the vehicle longitudinal direction from the power source 2 to the rear wheel differential device 10 and transmits power from the power source 2 to the rear wheel differential device 10.

  The power source 2 includes an engine 3, a transmission (not shown) for transmitting the output of the engine 3 to the front wheels 4 and the rear wheels 6, and driving force from the transmission to the left and right front wheels 4 with the axle 5. And a front wheel differential (not shown) for transmission via the rear wheel and a transfer (not shown) for taking out the driving force transmitted to the rear wheel 6.

  In the vehicle body 1, the engine 3 is arranged so that the cylinder shaft 3 a extending in the vertical direction is inclined toward the rear side of the vehicle body, and the lower side of the engine 3 is moved forward with respect to the upper side. It is arranged to incline.

  The differential device 10 for the rear wheels transmits the power from the power source 2 by transmitting the output of the engine 3 through the transmission, the transfer, and the propeller shaft 20, and transmits the power from the transmitted power source 2. Is transmitted to the left and right rear wheels 6 via the axle 7.

  The propeller shaft 20 is disposed in a space inside a tunnel portion 9 a (see FIG. 3) provided in the vehicle body floor 9 constituting the bottom surface of the passenger compartment 8, and the front end portion of the propeller shaft 20 is first connected to the power source 2. The propeller shaft 20 is connected via a universal joint 31, and the rear end of the propeller shaft 20 is connected to the rear wheel differential 10 via a second universal joint 32. In the vehicle body 1, as shown in FIG. 1, an exhaust pipe 40 extending from the engine 3 to the vehicle body rear side is disposed in the vicinity of the propeller shaft 20.

  The propeller shaft 20 is divided into a first split shaft 21, a second split shaft 22, and a third split shaft 23 from the power source 2 side, and the first split shaft 21 and the second split shaft 22 are third. The second split shaft 22 and the third split shaft 23 are connected via a fourth universal joint 34 via a universal joint 33.

  As described above, the front end portion of the first split shaft 21 that is the front end portion of the propeller shaft 20 is connected to the power source 2 via the first universal joint 31, and the third split portion that is the rear end portion of the propeller shaft 20. The rear end portion of the shaft 23 is connected to the rear wheel differential 10 through a second universal joint 32.

  As the first universal joint 31, the second universal joint 32, and the third universal joint 33, cross shaft joints are used, and the universal joints 31, 32, and 33 are connected by the universal joints 31, 32, and 33, respectively. The rotation shafts of the two members are configured to be bendable, and the two members connected by the universal joints 31, 32, and 33 are configured to be able to transmit rotation.

  The first universal joint 31 is configured to be able to bend and transmit rotation between the power source 2, specifically, the output shaft of the power source 2 and the first split shaft 21. The third split joint 23 is configured to be able to bend and transmit rotation between the three-shaft shaft 23 and the rear wheel differential 10, specifically, the input shaft of the rear wheel differential 10. The first divided shaft 21 and the second divided shaft 22 are configured to be able to bend and transmit rotation.

  On the other hand, as the fourth universal joint 34, a slide type constant velocity ball joint is used, and the universal joint 34 is configured to be able to bend the rotation shafts of two members connected by the universal joint 34, and Two members connected by a universal joint 34 are configured to transmit rotation. The universal joint 34 is also configured such that at least a part of the universal joint 34 moves to the other side together with one of the two members connected by the universal joint 34 and is inserted into the other. The entire two members connected at 34 are configured to be extendable and contractable in the axial direction.

  As shown in FIG. 2, the fourth universal joint 34 includes a shaft 34a coupled to the rear end portion of the second divided shaft 22, an inner ring 34b connected by spline fitting to the shaft 34a, and a third divided shaft. An outer ring 34c coupled to the front end portion of the shaft 23, a ball 34d interposed between the inner ring 34b and the outer ring 34c and transmitting power between the inner ring 34b and the outer ring 34c, an outer peripheral surface of the inner ring 34b, and the outer ring And a cage 34e that is disposed between the inner circumferential surface of 34c and holds the ball 34d, and is configured to be able to bend and transmit rotation between the second divided shaft 22 and the third divided shaft 23.

  The fourth universal joint 34 also includes a ball groove 34f extending in the axial direction of the inner ring 34b provided on the outer peripheral surface of the inner ring 34b, and a ball groove 34g extending in the axial direction of the outer ring 34c provided on the inner peripheral surface of the outer ring 34c. The inner ring 34b and the outer ring 34c are configured to be relatively movable in the axial direction. In this way, the entire second divided shaft 22 and third divided shaft 23 connected by the fourth universal joint 34 are configured to be extendable and contractable in the axial direction. The inner ring 34b is fixed in the axial direction with respect to the shaft 34a by a snap ring 34h.

  Further, the rear end portion of the second split shaft 22 is fitted to the rear end portion of the second split shaft 22 so that the rear end portion of the second split shaft 22 connected by the fourth universal joint 34 and the front end portion of the third split shaft 23 are fitted. An insertion portion 22 a that can be inserted in a fitted state is provided at the front end portion of the three-divided shaft 23, and the insertion portion 22 a is formed smaller than the inner diameter of the front end portion of the third divided shaft 23.

  The rear end portion of the second split shaft 22 is also provided with a step portion 22b extending outward from the insert portion 22a on the vehicle body front side of the insert portion 22a, so that the second split shaft 22 and the third split shaft 23 are fitted. The combination is regulated by a predetermined distance D1. When an impact load is applied from the front of the vehicle body such as in a frontal collision, the insertion portion 22a of the second split shaft 22 is inserted into the front end portion of the third split shaft 23 as shown by a two-dot chain line in FIG. When the front end portion of the third split shaft 23 comes into contact with the stepped portion 22b of the second split shaft 22, the second split shaft 22 and the third split shaft 23 are coupled relatively inflexibly. ing.

  The vehicle body 1 also includes two support brackets 50 and 60 that rotatably support the propeller shaft 20 on the vehicle body 1. The first support bracket 50 is provided to rotatably support the second split shaft 22 on the vehicle body 1, and the second support bracket 60 connects the second split shaft 22 to the vehicle body 1 behind the first support bracket 50. It is provided so as to be supported rotatably.

  As shown in FIG. 3, the first support bracket 50 includes a bearing 51 coupled to the outer periphery of the second split shaft 22 by press-fitting, an elastic bush 52 coupled to the outer periphery of the bearing 51 by press-fitting, and the elastic bush. An upper support member 53 and a lower support member 54 attached to the outer periphery of 52 are provided.

  The bearing 51 includes an inner ring 51a formed in a substantially cylindrical shape, an outer ring 51b formed in a substantially cylindrical shape concentrically with the inner ring 51a, and a plurality of balls interposed between the inner ring 51a and the outer ring 51b. 51c, and the inner ring 51a and the outer ring 51b are configured to be relatively rotatable. The bearing 51 is press-fitted and fixed to the outer surface of the second split shaft 22.

  The elastic bushing 52 includes a metal inner cylinder 52a formed in a substantially cylindrical shape, a metal outer cylinder 52b formed concentrically with the inner cylinder 52a, and the inner cylinder 52a and the outer cylinder. And a rubber 52c as an elastic body that couples to the bearing 52b. The rubber 52c is pressed into the outer surface of the bearing 51 and fixed.

  The elastic bushing 52 is also moved in a direction in which the inner cylinder 52a and the outer cylinder 52b are relatively separated from each other in the axial direction when an impact load is applied from the front of the vehicle body, such as in a frontal collision, and a load exceeding a predetermined value is applied to the rubber 52c. Is inputted, the rubber 52c is broken.

  The upper support member 53 is formed in a substantially U shape along the outer periphery of the elastic bush 52, and holds a holding portion 53a that holds the upper portion of the elastic bush 52, and a flange portion 53b that extends outward from both ends of the holding portion 53a. As shown in FIG. 4, a long hole 53c extending in the vehicle body front-rear direction is formed in the flange portion 53b.

  On the other hand, the lower support member 54 includes a holding portion 54a that is formed in a substantially flat plate shape and holds the lower portion of the elastic bushing 52, and flange portions 54b that extend outward from both ends of the holding portion 54a. The portion 54b is formed with a long hole 54c extending in the longitudinal direction of the vehicle body. The flange portion 54b and the elongated hole 54c of the lower support member 54 are formed in the same manner as the flange portion 53b and the elongated hole 53c of the upper support member 53.

  As shown in FIG. 3, the upper support member 53 and the lower support member 54 are welded in a state in which the flange portion 53 b of the upper support member 53 and the flange portion 54 b of the lower support member 54 are overlapped and closed cross-section. And is fixedly attached to the outer periphery of the elastic bushing 52.

  An attachment member 41 for attaching the first support bracket 50 is joined to the vehicle body floor 9 of the vehicle body 1, specifically, to the vertical wall portion 9 b of the tunnel portion 9 a. The mounting member 41 includes a vertical wall portion 41a extending substantially vertically along the vertical wall portion 9b of the tunnel portion 9, and a horizontal portion 41b extending substantially horizontally from the upper end portion of the vertical wall portion 41a. 41b is formed in the substantially rectangular shape, and the bolt insertion hole 41c is formed in the approximate center.

  As shown in FIGS. 3 and 4, the flange portions 53 b and 54 b of the support members 53 and 54 attached to the front side of the vehicle body of the second split shaft 22 are connected to the horizontal portion of the attachment member 41 joined to the vehicle body floor 9. The second split shaft 22 is mounted on the vehicle body by superimposing the fastening bolt 42 on the bolt 41b and then screwing the fastening bolt 42 with the nut 43 through the elongated holes 53c, 54c of the support members 53, 54 and the bolt insertion holes 41c of the mounting member 41. 1 is rotatably supported.

  In this way, the rubber 52c of the elastic bushing 52 is broken in the first support bracket 50 without detaching from the vehicle body 1 when an impact load from the front of the vehicle body is applied to the power source 2 during a frontal collision or the like. The second split shaft 22 is moved rearward of the vehicle body, and a universal joint 33 that connects the first split shaft 21 and the second split shaft 22 is configured to be able to pass through the rear of the vehicle body.

  The second support bracket 60 disposed on the rear side of the first support bracket 50 has a front and rear direction in which the long holes 53c and 54c formed in the flange portions 53b and 54b of the support members 53 and 54 are opened. It is comprised similarly to the 1st support bracket 50 except that the slit extended in this is formed. Similar components are denoted by the same reference numerals and description thereof is omitted.

  As shown in FIG. 5, the second support bracket 60 is opened at the front side of the vehicle body of the long holes 53 c and 54 c formed in the flange portions 53 b and 54 b of the upper and lower support members 53 and 54, respectively. A slit 53d extending in the longitudinal direction of the vehicle body is formed in 53b and 54b.

  When an impact load from the front of the vehicle body is applied to the power source 2 by the slit 53d, if a predetermined load or more is input to the second support bracket 60 from the front of the vehicle body, specifically, the upper side of the second support bracket 60 When a predetermined load or more is input to the lower support members 53 and 54 from the front of the vehicle body, the flange portions 53b and 54b of the upper and lower support members 53 and 54 come out of the fastening bolt 42, and the second support bracket 60 is moved. The vehicle is separated from the vehicle body 1.

  As shown in FIGS. 2 and 5, the vehicle body 1 is also input to the second split shaft 22 on the front side of the second support bracket 60 in the second split shaft 22 when an impact load is applied from the front of the vehicle body. A disc-shaped load transmitting portion 70 that transmits the load to the second support bracket 60 is provided.

  The load transmitting portion 70 is formed in a circular shape so as to have a radius substantially equal to the arc-shaped portion of the portion formed in a substantially U shape of the upper support member 53 attached to the second divided shaft 22. As a result, when the impact load from the front of the vehicle body is applied to the power source 2 during a frontal collision or the like, the rubber 52c of the elastic bushing 52 is broken and the second split shaft 22 is moved to the rear of the vehicle body. The load input to the second split shaft 22 by the transmission unit 70 is transmitted to the second support bracket 60, and the second support bracket 60 is detached from the vehicle body 1 when a predetermined load or more is transmitted.

  In the present embodiment, the bearings 51 of the first and second support brackets 50 and 60, the elastic bushing 52, and the holding portions 53a and 54a of the support members 53 and 54 are formed to have substantially the same length in the longitudinal direction of the vehicle body. Yes. When the impact transmission from the front of the vehicle body is applied, the load transmitting portion 70 is moved to the elastic bush 52 and the support members 53 and 54 when the rubber 52c of the elastic bushing 52 is broken and the second split shaft 22 is moved rearward of the vehicle body. The load that contacts and is input to the second split shaft 22 is transmitted to the second support bracket 60.

  As shown in FIG. 2, the load transmission unit 70 has a distance D2 in the axial direction between the load transmission unit 70 and the second support bracket 60 so that the second split shaft 22 and the third split by the fourth universal joint 34 are separated. It is provided so as to be smaller than the reducible distance D <b> 1 with the shaft 23.

  The vehicle body 1 is also provided with a side frame extending in the longitudinal direction of the vehicle body and an impact absorbing member such as a crash can arranged in front of the vehicle body at the front portion of the vehicle body. The impact load can be absorbed by crushing the front part of the vehicle body while moving the vehicle rearward.

  On the other hand, at the rear part of the vehicle body, as shown in FIG. 6, a pair of left and right rear side frames 81 extending in the longitudinal direction of the vehicle body, a first cross member 82 extending between the pair of rear side frames 81 and extending in the vehicle width direction, A second cross member 83 extending between the pair of left and right rear side frames 81 and extending in the vehicle width direction is provided at the rear of the vehicle body of the first cross member 82. The first cross member 82 is curved and formed so that the vehicle width direction center portion bulges upward.

  The differential device 10 disposed at the rear of the vehicle body and connected to the rear end portion of the propeller shaft 20 includes a front support portion 12 that supports the vehicle body front side of the differential device 10 on the vehicle body 1, and the differential device 10. A rear support portion 13 for supporting the rear side of the vehicle body on the vehicle body 1 is provided, and an axle 7 connected to the rear wheel 6 is supported.

  As shown in FIG. 6, in the differential device 10, the device main body 11 is disposed below the first cross member 82. The front side support portion 12 includes a front side mounting bracket 14 that extends outward in the vehicle width direction from the apparatus main body 11, and the front side mounting bracket 14 is formed in a substantially circular shape when the outer side of the front side mounting bracket 14 is viewed from the front of the vehicle body. This circular portion is attached to the first cross member 82 using the fastening bolts 16 via the rubber 15, so that the vehicle body front side of the differential device 10 is supported by the first cross member 82.

  Further, a groove portion 14 a is formed in the front mounting bracket 14 of the front support portion 12 on the front side of the vehicle body of the front mounting bracket 14. The groove portion 14a of the front mounting bracket 14 functions as a fragile portion that is weaker than the other portions of the front mounting bracket 14, and the groove portion 14a when a predetermined load or more is input to the differential device 10 from the front side of the vehicle body. , The front mounting bracket 14 is divided, and the support for the vehicle body 1 on the vehicle body front side of the differential device 10 by the front support portion 12 is released.

  On the other hand, as shown in FIGS. 6 and 7, the rear support portion 13 includes a rear mounting bracket 17 that extends from the rear end portion of the apparatus main body 11 toward the vehicle body rear side. The rear mounting bracket 17 includes a pin portion 17a that extends in a columnar shape on the rear side of the vehicle body, and a bulging portion 17b that bulges outward is formed at the center portion of the pin portion 17a in the longitudinal direction of the vehicle body.

  The pin portion 17 a of the rear mounting bracket 17 is attached to an elastic body 83 a such as a rubber fixed to the upper surface of the second cross member 83. The elastic body 83a is formed with a slit 83b having substantially the same shape as the pin portion 17a that opens upward. The pin portion 17a is inserted into the slit 83b so that the rear support bracket 17 is second. The cross member 83 is attached. Thus, the rear support portion 13 supports the rear side of the vehicle body of the differential device 10 on the second cross member 83.

  In addition, the rear mounting bracket 17 of the rear support portion 13 receives a load of a predetermined value or more from the front of the vehicle body to the differential device 10 and the support of the differential device 10 with respect to the vehicle body 1 by the front support portion 12 is released. Since the center of gravity of the moving device 10 is located on the front side of the vehicle body relative to the axle 7, when the vehicle body front side of the differential device 10 is rotated downward with the axle 7 as a fulcrum, the pin portion 17a comes out of the slit 83b. Thus, the support of the differential device 10 with respect to the vehicle body 1 by the rear support portion 13 is also released.

  A power transmission device when an impact load acts on the vehicle body 1 configured in this manner from the front of the vehicle body and an impact load acts on the power source 2 from the front of the vehicle body will be described.

  FIG. 8 is an explanatory diagram for explaining a power transmission device when an impact load is applied to the vehicle body from the front of the vehicle body. As shown in FIG. 8A, when an impact load acts on the vehicle body 1 from the front of the vehicle body and a load F acts on the power source 2 from the front of the vehicle body, the power source 2 starts to move backward. When the power source 2 moves rearward, the front part of the vehicle body is crushed and the impact load is absorbed.

  Then, as shown in FIG. 8B, when the power source 2 is moved rearward along with the load F from the front of the vehicle body, the load input to the second divided shaft 22 through the first divided shaft 21 In the first support bracket 50, the rubber 52c of the elastic bushing 52 is broken, and the first split shaft 21 and the second split shaft 22 are moved rearward of the vehicle body, and the interior of the first support bracket 50 and the first split shaft 21 and the second split shaft 21 are moved. A third universal joint 33 that connects the two-divided shaft 23 is penetrated rearward of the vehicle body.

  As for the second support bracket 60, the rubber 52 c of the elastic bushing 52 is broken by the load input to the second split shaft 22 through the first split shaft 21, and the second split shaft 22 is located behind the vehicle body inside the second support bracket 60. Moved to.

  Further, when the rubber 52c of the elastic bushing 52 is broken with respect to the first and second support brackets 50 and 60 and the first split shaft 21 and the second split shaft 22 are moved rearward of the vehicle body, The third split shaft 23 is the second split when at least a part of the fourth universal joint 34 moves together with the second split shaft 22 toward the third split shaft 23 and is inserted into the third split shaft 23. The entirety of the shaft 22 and the third divided shaft 23 is reduced, and the second divided shaft 22 and the third divided shaft 23 are coupled so as to be relatively inflexible.

  In the present embodiment, the separation distance D2 between the load transmitting portion 70 provided on the second split shaft 22 and the second support bracket 60 is such that the second universal shaft 34 and the third split shaft 23 are separated by the fourth universal joint 34. Since the distance can be reduced, the second support bracket 60 is detached from the vehicle body 1 by the load transmitting portion 70 until the front end portion of the third divided shaft 23 comes into contact with the stepped portion 22b of the second divided shaft 22.

  Further, when the power source 2 is moved rearward along with the load F from the front of the vehicle body, the load input to the differential device 10 through the first, second, and third split shafts 21, 22, 23 is The support for the vehicle body 1 of the differential device 10 by the front support portion 12 is released, and as shown in FIG. 8C, the differential device 10 is rotated downward with the axle 7 as a fulcrum, and the rear support portion. The support of the differential device 10 to the vehicle body 1 by 13 is also released.

  When the front side of the vehicle body of the differential device 10 is rotated downward, the second support bracket 60 is detached from the vehicle body 1, and therefore the third connected to the differential device 10 via the second universal joint 32. The rear end portion of the split shaft 23 is also moved downward. When the rear end portion of the third split shaft 23 that is non-bendably coupled to the second split shaft 22 is moved downward, the first support bracket 50 is attached to the vehicle body 1, so the second split shaft 22 The first split shaft 21 connected to the front end portion of the first split shaft 21 via the third universal joint 33 is moved to the vehicle rear side substantially parallel to the axial direction, and the drive source 2 connected to the first split shaft 21 is moved rearward of the vehicle body. Moved. In this way, it is possible to increase the shock absorption by moving the power source 2 to the rear of the vehicle body without the propeller shaft 20 being stretched.

  In the present embodiment, the front mounting bracket 14 is divided starting from the groove 14a formed in the front mounting bracket 14, and the support for the vehicle body 1 on the front side of the vehicle body of the differential device 10 by the front support portion 12 is released. For example, other weak parts that are weaker than other parts of the front mounting bracket 14, such as forming an opening, are formed, and the front mounting bracket 14 is divided from the weak parts, and the front support part 12 It is also possible to release the support of the differential device 10 with respect to the vehicle body 1 on the vehicle body front side.

  In the present embodiment, the second divided shaft 22 and the third divided shaft 23 are such that at least a part of the universal joint 34 that connects the second divided shaft 22 and the third divided shaft 23 is the second divided shaft 22. At the same time, the second divided shaft 22 moves to the third divided shaft 23 side and is inserted into the third divided shaft 23 so that the entire second divided shaft 22 and the third divided shaft 23 can be reduced. And at least a part of a universal joint connecting the third divided shaft 23 is moved to the second divided shaft 22 side together with the third divided shaft 23 so as to be fitted into the second divided shaft 22. It is also possible to configure the entire third divided shaft 23 so that it can be reduced.

  Thus, in this embodiment, the propeller shaft 20 that transmits power from the power source 2 to the differential device 10 is divided into the first, second, and third split shafts 21, 22, and 23 from the power source 2 side. Are connected via universal joints 33 and 34. The second split shaft 22 is supported by the vehicle body 1 by the first support bracket 50, and the second split shaft 22 is supported by the vehicle body 1 by the second support bracket 60 at the rear of the vehicle body.

  The first support bracket 50 includes a universal joint 33 that connects the first divided shaft 21 and the second divided shaft 22 without detaching from the vehicle body 1 when an impact load from the front of the vehicle body is applied to the power source 2. The second support bracket 60 is provided so as to be detached from the vehicle body 1 by a load input to the second split shaft 22 when an impact load is applied.

  Thereby, when the impact load from the front of the vehicle body is applied, the first support shaft 50 can suppress the downward movement of the first split shaft 21, so that the first split shaft 21 contacts the ground. Can be suppressed. Further, since the downward movement of the first split shaft 21 can be suppressed when an impact load is applied from the front of the vehicle body, an impact absorption mechanism is provided on the vehicle body rear side of the first split shaft 21. In addition, the load input to the first split shaft 21 can be transmitted to the shock absorbing mechanism. In addition, when an impact load is applied from the front of the vehicle body, the universal joint 33 that connects the first divided shaft 21 and the second divided shaft 22 and other universal joints disposed behind the vehicle body, for example, the third divided shaft 23. Can be bent at the universal joint 32 connecting the differential device 10 and the differential device 10, and the power source 2 can be moved to the rear side of the vehicle body to improve shock absorption.

  In addition, the second divided shaft 22 and the third divided shaft 23 are such that at least a part of the universal joint 34 connecting them moves to the other side together with one of them when an impact load is applied. By inserting the second split shaft 22 and the third split shaft 23 so as to be able to be reduced, the power source 2 can be moved rearward of the vehicle body when the impact load is applied, thereby improving shock absorption. it can.

  Further, the differential device 10 is configured such that when the impact load is applied, the support portion 12 is released from the support of the vehicle body 1 and the vehicle body front side of the differential device 10 is rotated downward. During the operation, the universal joint 32 that connects the third split shaft 23 and the differential device 10 can be bent, and the power source 2 can be moved to the rear side of the vehicle body to improve shock absorption.

  Further, the first support bracket 50 is provided to support the vehicle body front side of the second split shaft 22 to the vehicle body 1 so as to support the vehicle body rear side of the second split shaft 22 when an impact load is applied. As compared with the case where the first split shaft 21 is provided, the universal joint 33 for connecting the first split shaft 21 and the second split shaft 22 is passed through the vehicle body at an early stage to the lower side of the first split shaft 21 by the first support bracket 50. The movement to can be suppressed.

  In the present embodiment, the second support bracket 60 is provided so as to rotatably support the second split shaft 22 on the vehicle body 1 at the rear of the vehicle body of the first support bracket 50. It is also possible to provide the three-divided shaft 23 so as to rotatably support the vehicle body 1. Even in such a case, a load transmission unit 70 that transmits the load input to the third split shaft 23 to the second support bracket 60 is provided on the vehicle body front side of the second support bracket 60.

  In the present embodiment, the vehicle body of a horizontal engine type four-wheel drive vehicle is described. However, the present invention is not limited to this, and a power source including an engine, a transmission, and the like is arranged at the front of the vehicle body. In addition, the present invention can be similarly applied to other four-wheel drive vehicles, rear wheel drive vehicles, and the like in which a rear wheel differential is disposed at the rear of the vehicle body.

  The present invention is not limited to the illustrated embodiments, and various improvements and design changes can be made without departing from the scope of the present invention.

  As described above, according to the present invention, in a vehicle in which the propeller shaft is divided into the first, second, and third divided shafts, the first divided shaft is prevented from contacting the ground when an impact load is applied. In addition, when an impact absorbing mechanism is provided on the rear side of the first split shaft, an input load to the first split shaft can be transmitted to the shock absorbing mechanism. There is a possibility of being suitably used in the vehicle manufacturing field.

DESCRIPTION OF SYMBOLS 1 Car body 2 Power source 10 Differential device 12 for rear wheels Front support part 13 Rear support part 20 Propeller shaft 21 First split shaft 22 Second split shaft 23 Third split shafts 31, 32, 33, 34 Universal joint 50 1st support bracket 60 2nd support bracket 70 Load transmission part

Claims (4)

A propeller shaft coupled to a power source disposed at the front of the vehicle body and a differential device disposed at the rear of the vehicle body via a universal joint to transmit power from the power source to the differential device; The shaft is divided into a first divided shaft, a second divided shaft, and a third divided shaft from the power source side, and each of the first divided shaft, the second divided shaft, and the third divided shaft has a universal joint. A power transmission device for vehicles connected via
A first support bracket for rotatably supporting the second split shaft on the vehicle body;
A second support bracket that rotatably supports the second divided shaft or the third divided shaft on the vehicle body at the rear of the vehicle body of the first support bracket;
With
In the first support bracket, when an impact load from the front of the vehicle body acts on the power source, a universal joint that connects the first divided shaft and the second divided shaft penetrates to the rear of the vehicle body without detaching from the vehicle body. Provided to
The second support bracket is provided so as to be detached from the vehicle body by a load input to the second divided shaft or the third divided shaft when the impact load is applied.
A power transmission device for a vehicle. The second split shaft and the third split shaft are configured such that at least a part of a universal joint that connects the second split shaft and the third split shaft is in contact with the second split shaft and the third split shaft when the impact load is applied. The second divided shaft and the third divided shaft are moved together with one of the three divided shafts to the other side of the second divided shaft and the third divided shaft, and are inserted into the other of the second divided shaft and the third divided shaft. The entire third divided shaft is configured to be capable of being reduced,
The power transmission device for a vehicle according to claim 1. The differential device includes a support portion that supports the vehicle body front side of the differential device to the vehicle body, and the support portion with respect to the vehicle body is released by the load input to the differential device when the impact load is applied. By doing so, the vehicle body front side of the differential device is configured to rotate downward.
The power transmission device for a vehicle according to claim 1, wherein the power transmission device is a vehicle. The first support bracket is provided so as to support a vehicle body front side of the second split shaft to the vehicle body,
The power transmission device for a vehicle according to any one of claims 1 to 3, wherein the power transmission device is a vehicle.

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