JP7002927B2 - Drive shaft arrangement structure - Google Patents

Description

The present invention relates to arrangement of drive shafts for transmitting power from a power source to drive wheels, and particularly to a vehicle drive shaft arrangement structure.

Conventionally, in a vehicle, the power of an engine is transmitted to a drive shaft via a transmission and a differential mechanism (differential mechanism). When the transmission and the differential mechanism are arranged on one side in the width direction (left-right direction) of the engine, especially when the engine is placed horizontally in the FF vehicle, the differential mechanism is located in the center of the width direction of the vehicle. Difficult to place. Therefore, the distance from the differential device to the left drive wheel and the distance from the differential device to the right drive wheel are different.

In this case, the differential mechanism and the right drive wheel are connected by one drive shaft (right drive shaft), and the differential mechanism and the left drive wheel are connected by another drive shaft (left drive shaft). Then, the right drive shaft and the left drive shaft have different lengths, that is, a so-called unequal length drive shaft configuration.

In the unequal length drive shaft configuration, the balance such as rigidity between the right drive shaft and the left drive shaft may become uneven. Therefore, in order to configure an equal-length drive shaft in which the right drive shaft and the left drive shaft have the same length, the distance between the differential mechanism and the drive wheel is longer on the side between the differential mechanism and one drive shaft. Some have an intermediate drive shaft (see, for example, Patent Document 1).

In Patent Document 1, the differential mechanism and the left drive wheel are connected by one left drive shaft on the left side where the distance between the differential mechanism and the drive wheel is short. On the other hand, on the right side where the distance between the differential mechanism and the drive wheels is long, an intermediate drive shaft is arranged between the differential mechanism and the right drive shaft, and the long distance on the right side of the vehicle is supplemented by the intermediate drive shaft. In this way, by arranging a plurality of drive shafts (intermediate drive shaft and right drive shaft) between the differential mechanism and the right drive wheel, the arrangement of the drive shafts can be adjusted. The intermediate drive shaft and the right drive shaft in Patent Document 1 are connected to each other by one universal joint. The universal joint transmits power from the input shaft to the output shaft while changing the angle between the intermediate drive shaft which is the input shaft and the right drive shaft which is the output shaft.

However, in a universal joint, there is a limit to the angle (operating angle) that the output shaft can make with respect to the input shaft. For this reason, if there are restrictions on the arrangement of the input shaft and output shaft in advance, there is a problem that the degree of freedom in the arrangement of the entire drive shaft including the input shaft and the output shaft is reduced due to the restriction on the operating angle of the universal joint. There is.

In particular, in an FF vehicle, since the engine, transmission and differential mechanism are arranged between the left and right drive wheels, the drive shaft must be arranged so as not to interfere with these. Furthermore, in FF vehicles, one end of the input shaft is connected to the differential mechanism and one end of the output shaft is connected to the drive wheels, so there are restrictions on the arrangement of universal joints between the input shaft and the output shaft. .. As described above, in the conventional configuration, there is a problem that the degree of freedom in arranging the drive shaft is low.

Japanese Unexamined Patent Publication No. 2004-909843

The present invention has been made in view of the above points, and an object of the present invention is to provide a drive shaft arrangement structure capable of increasing the degree of freedom in the arrangement of drive shafts.

In order to solve the above problems, the drive shaft arrangement structure according to the present invention includes a power source (E) mounted on a vehicle to generate power and a first drive shaft (S1) to which power from the power source (E) is transmitted. A drive shaft including a second drive shaft (S2) to which power from the first drive shaft (S1) is transmitted, and a drive wheel (W) to which power from the second drive shaft (S2) is transmitted. In the arrangement structure, the first drive shaft (S1) is arranged at the end on the power source (E) side and the first universal joint (J1) and the second drive shaft (S2). The second universal joint (J2) is provided, and the second drive shaft (S2) has a third universal joint (J3) and a drive wheel (W) side arranged at the end on the first drive shaft (S1) side. A fourth universal joint (J4) is provided at the end of the joint, and a second universal joint (J2) and a third universal joint (J2) and a third universal joint are provided between the first drive shaft (S1) and the second drive shaft (S2). It is characterized by further including an intermediate support member (A, A1) for supporting the joint (J3).

In this way, the first drive shaft and the second drive shaft have different drive shafts between the power source and the drive wheels, and universal joints are provided at both ends of the first drive shaft and the second drive shaft. By arranging them, the installation angles at both ends of the first drive shaft and the second drive shaft can be selected more widely. Further, an intermediate support member is arranged between the first drive shaft and the second drive shaft. Here, since there is a second universal joint between the intermediate support member and the first drive shaft and a third universal joint between the intermediate support member and the second drive shaft, the arrangement of the intermediate support member is as follows. It can be selected within the range of operating angles of the two universal joints. Therefore, the degree of freedom in arranging the drive shaft is increased as compared with the conventional configuration in which the input shaft and the output shaft are connected by using only one universal joint.

Further, in the drive shaft arrangement structure, the intermediate support member (A, A1) is thirdly flexible so that the third universal joint (J3) is in front of the fourth universal joint (J4) in the front-rear direction of the vehicle. The joint (J3) may be supported.

With this configuration, the steering angle of the drive wheels becomes large when the drive wheels are steered to the side where the drive wheels are inner rings. That is, if the installation position of the intermediate support member is selected so that the third universal joint is in front of the fourth universal joint, the angle between the rotation axis of the second drive shaft and the rotation axis of the drive wheel when not steering is set. The mounting angle is located in front of the rotation axis of the drive wheel when the steering wheel is not steered. On the other hand, the angle at which the drive wheels can be steered is restricted by the operating angle of the fourth universal joint. In particular, when the drive wheel is steered to the side where the drive wheel is the inner ring, the operating angle of the fourth universal joint is formed forward with respect to the second drive shaft. Here, when the drive wheel is steered to the side where the drive wheel becomes the inner ring, the rotation axis of the drive wheel at the time of steering is centered on the rotation center of the fourth universal joint, and the drive wheel at the time of non-steering is not steered. Move forward from the axis of rotation of. As a result, when the drive wheel is steered to the side where the drive wheel becomes the inner ring, the steering angle at which the drive wheel can be steered is the sum of the mounting angle and the operating angle, and the drive wheel is steered. The steering angle of can be increased.

Further, in the drive shaft arrangement structure, the height of the third universal joint (J3) supported by the intermediate support member (A) is the same as the height of the fourth universal joint (J4) in the intermediate support member (A, A1). It may be arranged so as to be at the height of.

In this way, the intermediate support member is arranged so that the third universal joint arranged at one end of the second drive shaft and the fourth universal joint arranged at the other end of the second drive shaft have the same height. As a result, the second drive shaft becomes substantially horizontal, and the rotation axis of the second drive shaft and the rotation of the drive wheels are compared with the case where the height of the third universal joint and the height of the fourth universal joint are significantly different. The mounting angle formed by the axis can be reduced.

Further, in the drive shaft arrangement structure, the rotary shaft (SJ2) is arranged on the intermediate support member (A) side of the second universal joint (J2), and the intermediate support member (A) side of the third universal joint (J3) is arranged. A rotary shaft (SJ3) is arranged in the center, and the rotary shaft (SJ2) of the second universal joint (J2) and the rotary shaft (SJ3) of the third universal joint (J3) are fixed on the same axis, and an intermediate support member is provided. (A) may support one of the rotary shaft (SJ2) of the second universal joint (J2) and the rotary shaft (SJ3) of the third universal joint (J3).

With this configuration, the length of the intermediate support member that supports the second universal joint and the third universal joint in the axial direction (directions of the two rotating shafts) can be shortened.

Further, in the drive shaft arrangement structure, the first universal joint (J1), the second universal joint (J2) and the fourth universal joint (J4) are fixed constant velocity joints, and the third universal joint (J3) is. , It may be a sliding type constant velocity joint.

In this way, by making the first universal joint and the second universal joint arranged at both ends of the first drive shaft into fixed constant velocity joints having a large operating angle, the degree of freedom in the arrangement of the first drive shaft is increased. can do. Further, by making the fourth universal joint arranged at the end of the second drive shaft on the drive wheel side a fixed constant velocity joint having a large operating angle, the steering angle of the drive wheel can be increased. In addition, by using a sliding constant velocity joint as the third universal joint arranged at the end of the second drive shaft on the intermediate support member side, it is possible to respond to changes in the distance between the drive wheel and the power source. can.

Further, in the drive shaft arrangement structure, the intermediate support members (A, A1) may be arranged between the power source (E) and the drive wheels (W) in the width direction of the vehicle.

In this way, the intermediate support member is arranged between the power source and the drive wheels in the width direction of the vehicle, so that the intermediate support member does not interfere with the position in the front-rear direction or the height direction of the power source. Members can be arranged freely. Then, the degree of freedom in the arrangement of the first drive shaft and the second drive shaft whose ends are supported by the intermediate support member can be increased.

The reference numerals in the above parentheses indicate the reference numerals of the corresponding components of the embodiments described later as an example of the present invention.

According to the drive shaft arrangement structure according to the present invention, the degree of freedom in the arrangement of the drive shaft can be increased.

It is a top view which shows the whole schematic structure of the drive shaft arrangement structure in this embodiment. It is an enlarged sectional view which shows the schematic structure of the intermediate support member in this embodiment. It is a top view which shows the positional relationship between the intermediate support member and a drive wheel in this embodiment. It is a side view which shows the positional relationship between the intermediate support member and a drive wheel in this embodiment. It is a top view which shows the state of the drive wheel on the inner ring side at the time of steering in this embodiment. It is a figure which shows the mounting angle and the inner ring side steering angle in the configuration of this embodiment, (a) is the figure which shows the mounting angle, (b) is the figure which shows the inner ring side steering angle. It is a figure which shows the mounting angle and the inner ring side steering angle in the configuration of the comparative example, (a) is a figure which shows the mounting angle, and (b) is the figure which shows the inner ring side steering angle. It is an enlarged sectional view which shows the schematic structure of the intermediate support member in the modification of this embodiment. It is a top view which shows the whole schematic structure of the drive shaft arrangement structure in another embodiment.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings. In the following description, the front or rear means the front or the rear in the front-rear direction of the vehicle.

FIG. 1 is a top view showing an overall schematic configuration of the drive shaft arrangement structure in the present embodiment. In FIG. 1, the vertical direction in the figure is the front-rear direction of the vehicle, the upper part of the figure shows the front of the vehicle, and the lower part of the figure shows the rear of the vehicle. Further, the left-right direction in the figure is the width direction of the vehicle.

As shown in FIG. 1, the drive shaft arrangement structure of the present embodiment includes an engine E (power source) mounted on a vehicle to generate power and a transmission T for shifting the rotation of a crank shaft arranged on the engine E. It has a differential mechanism D (differential mechanism) that distributes the power of the transmission T and transmits it to the right drive wheel WR and the left drive wheel WL.

The power from the differential mechanism D to the right drive wheel WR is, in order, the right first universal joint J1R, the right first drive shaft S1R, the right second universal joint J2R, the right intermediate support member AR, the right third universal joint J3R, and the right. It is transmitted via the second drive shaft S2R and the right fourth universal joint J4R. On the other hand, the power from the differential mechanism D to the left drive wheel WL is, in order, the left first universal joint J1L, the left first drive shaft S1L, the left second universal joint J2L, the left intermediate support member AL, and the left third universal joint J3L. , Left second drive shaft S2L, left fourth universal joint J4L.

In this embodiment, the configuration of an equal-length drive shaft in which the right second drive shaft S2R and the left second drive shaft S2L have the same length is illustrated. The differential mechanism D of the present embodiment is arranged on the left side of the center position in the width direction (left-right direction) of the engine E and the transmission T. In this case, the difference in the main member configuration in each direction from the differential mechanism D to the right drive wheel WR or the left drive wheel WL is only the length and installation angle between the right first drive shaft S1R and the left first drive shaft S1L. Yes, the other configurations are similar on the left and right. Therefore, in the following description, unless necessary, the reference numerals of L representing the left and R representing the right will be omitted.

As shown in FIG. 1, an engine E and a transmission T are arranged in front of the vehicle of the present embodiment, and a differential mechanism D is arranged behind them. The power generated by the engine E is transmitted from the differential mechanism D to the drive wheels W via the first drive shaft S1, the intermediate support member A, and the second drive shaft S2. Hereinafter, each member will be described in detail.

The first drive shaft S1 is a rotation shaft that transmits the power transmitted to the differential mechanism D to the second drive shaft S2. In the first drive shaft S1, the first universal joint J1 is arranged at the end on the power source side in the power transmission path, and the second universal joint J2 is arranged at the end on the second drive shaft S2 side. Further, in the present embodiment, the first drive shaft S1 is located ahead of the rotation axis XD of the rotation axis SD of the differential mechanism D.

The second drive shaft S2 is a rotary shaft that transmits the power transmitted to the first drive shaft S1 to the drive wheels W. In the second drive shaft S2, the third universal joint J3 is arranged at the end on the first drive shaft S1 side, and the fourth universal joint J4 is arranged at the end on the drive wheel side in the power transmission path. In the present embodiment, the second drive shaft S2 is the rotation axis XW0 of the axle SW of the drive wheel W when the drive wheel W is not steered (hereinafter, "the drive wheel W when the drive wheel W is not steered". It is located in front of the rotation axis XW0).

The first universal joint J1 is arranged between the differential mechanism D and the first drive shaft S1. The first universal joint J1 of the present embodiment is a constant velocity joint. In particular, the first universal joint J1 is preferably a fixed constant velocity joint having a larger operating angle between the input shaft and the output shaft among the constant velocity joints.

The second universal joint J2 is arranged between the first drive shaft S1 and the intermediate support member A. The second universal joint J2 of the present embodiment is a constant velocity joint. In particular, the second universal joint J2 is preferably a fixed constant velocity joint among the constant velocity joints.

The third universal joint J3 is arranged between the intermediate support member A and the second drive shaft S2. The third universal joint J3 of the present embodiment is a constant velocity joint. In particular, the third universal joint J3 is preferably a sliding type constant velocity joint capable of changing the distance in the axial direction among the constant velocity joints.

The fourth universal joint J4 is arranged between the second drive shaft S2 and the drive wheel W. The fourth universal joint J4 of the present embodiment is a constant velocity joint. In particular, the fourth universal joint J4 is preferably a fixed constant velocity joint among the constant velocity joints.

With this configuration, the power generated by the engine E is transmitted to the differential mechanism D via the transmission T. The power transmitted to the differential mechanism D is transmitted to the first drive shaft S1 via the first universal joint J1. The power transmitted to the first drive shaft S1 is transmitted to the second drive shaft S2 via the second universal joint J2, the intermediate support member A, and the third universal joint J3. The power transmitted to the second drive shaft S2 is transmitted to the drive wheels W via the fourth universal joint J4.

Next, the configuration of the intermediate support member A of the present embodiment will be described. FIG. 2 is an enlarged cross-sectional view showing a schematic configuration of the intermediate support member A in the present embodiment. The intermediate support member A is interposed between the first drive shaft S1 and the second drive shaft S2, supports the second universal joint J2 at one end in the width direction of the vehicle, and is the third at the other end in the width direction of the vehicle. It is a member that supports the universal joint J3.

As shown in FIG. 2, the intermediate support member A has a support member main body 11 that is fixedly supported by the vehicle, and a bearing 13 that rotatably supports the rotation shaft supported by the intermediate support member A. In the present embodiment, the rotating shaft directly supported by the intermediate support member A is the output shaft SJ2 of the second universal joint J2. Therefore, the bearing 13 of the intermediate support member A is arranged between the support member main body 11 and the second universal joint J2 in the radial direction of the intermediate support member A.

In the present embodiment, the output shaft SJ2 (rotary shaft) of the second universal joint J2 and the hollow input shaft SJ3 (rotary shaft) of the third universal joint J3 are coaxially connected to each other and integrated. Specifically, the outer diameter side of the output shaft SJ2 of the second universal joint J2 is spline-fitted with respect to the inner diameter side of the input shaft SJ3 of the third universal joint J3. The method of connecting the second universal joint J2 and the third universal joint J3 is not necessarily limited to this.

As described above, in the present embodiment, the two rotating shafts of the output shaft SJ2 of the second universal joint J2 and the input shaft SJ3 of the third universal joint J3 are connected to each other on the same axis line, and these two rotating shafts are connected. One of the rotating shafts (in this embodiment, the output shaft SJ2 of the second universal joint J2) is rotatably supported by the bearing 13. In this way, the intermediate support member A supports the second universal joint J2 and the third universal joint J3.

Next, a specific position where the intermediate support member A of the present embodiment is arranged will be described. FIG. 3 is a top view showing the positional relationship between the intermediate support member A and the drive wheel W in the present embodiment. FIG. 4 is a side view showing the positional relationship between the intermediate support member A and the drive wheel W in the present embodiment. Note that FIG. 4 is a view seen from the Z direction in FIG. 3, and for explanation, shows the positional relationship of only the drive wheel W, the third universal joint J3, the fourth universal joint J4, and the intermediate support member A. ..

As shown in FIG. 3, the second universal joint J2 supported by the intermediate support member A is in front of the rotation axis XD of the differential mechanism D. Therefore, the first drive shaft S1 connected to the second universal joint J2 is arranged in front of the rotation axis XD of the differential mechanism D.

Further, the intermediate support member A is arranged at a position such that the third universal joint J3 supported by the intermediate support member A is in front of the fourth universal joint J4. Then, the second drive shaft S2 connected to the third universal joint J3 is in front of the rotation axis XW0 of the drive wheel W at the time of non-steering.

Further, the intermediate support member A is arranged between the differential mechanism D and the drive wheels W in the width direction of the vehicle. In the arrangement configuration of the drive shaft on the left side of the present embodiment, the intermediate support member A is arranged at a position overlapping with the power generation unit including the engine E, the transmission T, and the differential mechanism D in the width direction of the vehicle. ..

As shown in FIG. 4, the intermediate support member A is arranged so that the height of the third universal joint J3 supported by the intermediate support member A is the same as the height of the fourth universal joint J4. .. That is, the height of the position (position Po) for transmitting power from the third universal joint J3 to the second drive shaft S2 is the same as the height of the rotation axis XW0 of the drive wheels W when the second drive shaft S2 is not steered. It is arranged so as to be at the height of. The same height here means not only when the height of the third universal joint J3 and the height of the fourth universal joint J4 are the same height, but also the height is close to the same height. Also includes.

In this way, if the arrangement of the intermediate support member A is selected so that the height of the third universal joint J3 and the height of the fourth universal joint J4 are the same, the third universal joint J3 and the fourth universal joint J3 and the fourth universal joint are selected. The second drive shaft S2 sandwiched between the J4s is substantially horizontal. Then, the mounting angle θ1 (described later) formed by the rotation axis XW0 of the drive wheel W at the time of non-steering and the rotation axis X2 of the second drive shaft S2 can be made small.

Next, the state of the drive wheel W when the drive wheel W is steered in the direction in which the drive wheel W becomes the inner ring will be described. FIG. 5 is a top view showing a state of the drive wheel W on the inner ring side at the time of steering in the present embodiment. In the present embodiment, the case where the drive wheel W is steered in the direction in which the drive wheel W becomes the inner ring is the case where the drive wheel W is steered to the left, and in this case, the left drive wheel shown in the figure. W is on the inner ring side.

As shown in FIG. 5, when the drive wheel W is steered, the drive wheel W is counterclockwise in the figure centering on the vicinity of the rotation center OJ4 (or the rotation axis XJ4 shown in FIG. 4) in the fourth universal joint J4. Rotate clockwise. In this case, the rotation axis XW of the axle SW of the drive wheel W at the time of steering (hereinafter referred to as "rotation axis XW of the drive wheel W at the time of steering") is from the rotation axis XW0 of the drive wheel W at the time of non-steering. Will also move forward.

The mounting angle θ1 and the inner wheel cartwheel angle θ3 in the configuration of the present embodiment when configured as described above will be described with reference to the configuration of the present embodiment and the configuration of the comparative example. 6A and 6B are views showing a mounting angle θ1 and an inner wheel cartwheel θ3 in the configuration of the present embodiment, FIG. 6A is a diagram showing a mounting angle θ1, and FIG. 6B is a diagram showing an inner ring cartwheel θ3. It is a figure which shows. 7A and 7B are views showing the mounting angle α1 and the inner ring side steering angle α3 in the configuration of the comparative example, FIG. 7A is a diagram showing the mounting angle α1, and FIG. 7B is a diagram showing the inner ring side steering angle α3. It is a figure which shows. In the description of FIGS. 6 and 7, the rotation axis XW (or rotation axis XW0) of the drive wheel W is the rotation axis of the axle SW attached to the drive wheel W.

First, we will compare the mounting angles. Here, the mounting angle is, in the present embodiment, an angle formed by the input shaft and the output shaft when the drive wheel W is not steered. Specifically, as shown in FIG. 6A, the mounting angle θ1 in the present embodiment has a second drive shaft S2 (rotational axis X2) as an input shaft and an axle SW (rotational axis XW0) as an output shaft. ) Is the angle. Further, as shown in FIG. 7A, the mounting angle α1 in the comparative example is an angle formed by the drive shaft Sa (rotational axis Xa) which is an input shaft and the axle SW (rotational axis XW0) which is an output shaft. Is.

As described above, the second drive shaft S2 of the present embodiment is arranged so that the end portion on the intermediate support member A side is in the front and the end portion on the drive wheel W side is in the rear. Then, the end portion of the second drive shaft S2 on the drive wheel W side is supported by the axle SW via the fourth universal joint J4 (see FIG. 3). Then, as shown in FIG. 6A, the second drive shaft S2 is arranged in front of the rotation axis XW0 of the drive wheel W at the time of non-steering. In this case, the mounting angle θ1 formed by the rotation axis X2 of the second drive shaft S2 and the rotation axis XW0 of the drive wheel W during non-steering is formed ahead of the rotation axis XW0 of the drive wheel W during non-steering. Will be done.

Further, the mounting angle θ1 of the present embodiment can be freely set by changing the arrangement of the intermediate support member A. Therefore, the mounting angle θ1 can be made smaller by arranging the intermediate support member A at a position close to the rotation axis XW0 of the drive wheel W when the vehicle is not steered in the front-rear direction of the vehicle. Reducing the mounting angle θ1 has the effect of reducing vibration.

On the other hand, one end of the drive shaft Sa of the comparative example is connected to an intermediate drive shaft coaxial with the output shaft of the differential mechanism D or the differential mechanism D. In this case, as shown in FIG. 7A, the mounting angle α1 formed by the rotation axis Xa of the drive shaft Sa of the comparative example and the rotation axis XW0 of the drive wheel W at the time of non-steering is the drive at the time of non-steering. It is formed behind the rotation axis XW0 of the ring W.

Further, the mounting angle α1 of the comparative example is restricted by the positional relationship between the differential mechanism D and the drive wheels W. Since the positions of the differential mechanism D, the drive wheels W, and the like are determined by the arrangement of the engine E and the transmission T attached to the differential mechanism D, it is difficult to freely set the mounting angle α1, and the mounting angle α1 is set. It is difficult to set it to a smaller angle.

Next, the steering angle on the inner ring side will be compared. Here, the inner wheel side steering angle is the output shaft at the time of non-steering when the driver steers the drive wheel W and the drive wheel W is steered in the direction in which the drive wheel W becomes the inner ring. It is the angle formed by the output shaft at the time of steering. Specifically, in the present embodiment and the comparative example, when the drive wheel W is steered in the direction in which the drive wheel W becomes the inner ring, the left drive wheel WL (see FIG. 1) is driven to the left so as to be the inner ring. The case where the wheel WL is steered to the left will be described as an example. Further, as shown in FIGS. 6 (b) and 7 (b), the steering angle on the inner ring side in the present embodiment and the comparative example is the rotation axis XW0 of the drive wheel W when the vehicle is not steered and the steering angle when the vehicle is steered. It is an angle formed by the rotation axis XW of the drive wheel W in the above.

In the configuration of the present embodiment, when the drive wheel W is steered to the left, as shown in FIG. 6B, the axle SW is counterclockwise in the figure with the rotation center OJ4 of the fourth universal joint J4 as the center. Rotate and move around.

The axle SW steers within the range of the maximum operating angle θ2 in the fourth universal joint J4. The operating angle is an angle formed by the input shaft and the output shaft of the universal joint. In the present embodiment, the second drive shaft S2 (rotational axis X2) which is the input shaft and the axle SW (of the output shaft) which are the output shafts. It is an angle formed by the rotation axis XW).

In the present embodiment, the rotation axis X2 of the second drive shaft S2 is ahead of the rotation axis XW of the axle SW. Then, when the drive wheel W is steered to the left, the maximum operating angle θ2 is formed in the direction opposite to the mounting angle θ1 (front in the figure) with the rotation axis X2 of the second drive shaft S2 interposed therebetween. Therefore, in the present embodiment, the maximum inner wheel cartwheel θ3 when the drive wheel W is steered to the left is an angle obtained by adding the maximum operating angle θ2 to the mounting angle θ1. That is, in the embodiment, the steering angle on the inner ring side is larger than the maximum operating angle θ2 in the fourth universal joint J4.

On the other hand, in the configuration of the comparative example, when the drive wheel W is steered to the left, as shown in FIG. 7B, the axle SW is counterclockwise in the figure with the rotation center OJa of the universal joint Ja as the center. Rotate and move to. In this case, the axle SW steers within the range of the maximum operating angle α2 in the universal joint Ja. For comparison, the universal joint Ja of the comparative example will be described using a universal joint having the same operating angle as the fourth universal joint J4 of the present embodiment. That is, the maximum operating angle α2 of the comparative example and the maximum operating angle θ2 of the present embodiment are set to be the same angle.

In the comparative example, the rotation axis Xa of the drive shaft Sa is behind the rotation axis XW0 of the axle SW at the time of non-steering. Then, when the drive wheel W is steered to the left, the maximum operating angle α2 is formed in the same direction as the mounting angle α1 (front in the figure) starting from the rotation axis Xa of the drive shaft Sa. Therefore, in the comparative example, the maximum inner wheel cartwheel angle α3 when the drive wheel W is steered to the left is an angle obtained by subtracting the mounting angle α1 from the maximum operating angle α2. That is, in the comparative example, the steering angle on the inner ring side becomes smaller than the maximum operating angle α2 of the universal joint Ja.

In the above-described embodiment, the intermediate support member A has a configuration in which only one of the two universal joints (the second universal joint J2 in the present embodiment) is supported, but the configuration is not necessarily limited to that. It's not a thing.

FIG. 8 is an enlarged cross-sectional view showing a schematic configuration of the intermediate support member A1 in the modified example of the present embodiment. The intermediate support member A1 of the modified example shown in FIG. 8 directly supports both the second universal joint J2 and the third universal joint J3 by the member included in the intermediate support member A1.

As shown in FIG. 8, the intermediate support member A1 according to the modified example has a support member main body 11 and a bearing 13. Further, the intermediate support member A1 has a rotating body 12 that transmits the rotational power obtained from the input side to the output side.

The rotating body 12 of the intermediate support member A1 in the modified example supports the output shaft SJ2a of the second universal joint J2 at the end on the first drive shaft S1 side, which is the end on the input side of the power. Further, the rotating body 12 of the intermediate support member A1 supports the input shaft SJ3a of the third universal joint J3 at the end on the second drive shaft S2 side, which is the end on the output side of the power. With this configuration, the rotating body 12 of the intermediate support member A1 transmits the rotational power input from the first drive shaft S1 to the second drive shaft S2.

As described above, in the present embodiment, different drive shafts, the first drive shaft S1 and the second drive shaft S2, are provided between the engine E and the drive wheel W, and the first drive shaft S1 and the second drive shaft S1 and the second drive shaft S2 are provided. Universal joints (first universal joint J1, second universal joint J2, third universal joint J3, fourth universal joint J4) are arranged at both ends of the shaft S2. Since the universal joint can transmit power even if the angle between the input shaft and the output shaft changes, the installation angles at both ends of the first drive shaft S1 and the second drive shaft S2 can be selected more widely.

Further, an intermediate support member A is arranged between the first drive shaft S1 and the second drive shaft S2. Here, there is a second universal joint J2 between the intermediate support member A and the first drive shaft S1, and there is a third universal joint J3 between the intermediate support member A and the second drive shaft S2. Then, the angle can be adjusted at both the input side end portion and the output side end portion of the intermediate support member A, and the arrangement of the intermediate support member A is arranged in two universal joints (second universal joint J2 and third universal joint J3). ) Can be selected within the range of operating angles. Therefore, the degree of freedom in arranging the drive shafts (first drive shaft S1 and second drive shaft S2) is increased as compared with the conventional configuration in which the input shaft and the output shaft are connected by only one universal joint. Become.

Further, in the present embodiment, the position of the intermediate support member A is arranged so that the third universal joint J3 is in front of the fourth universal joint J4. Then, the steering angle θ3 on the inner ring side of the drive wheel W becomes large. That is, when the installation position of the intermediate support member A is selected so that the third universal joint J3 is in front of the fourth universal joint J4, the rotation axis X2 of the second drive shaft S2 and the drive wheel W at the time of non-steering are selected. The mounting angle θ1, which is an angle formed by the rotation axis XW0, is located ahead of the rotation axis XW0 of the drive wheel W at the time of non-steering. On the other hand, the angle at which the drive wheel W can be steered is restricted to the maximum operating angle θ2 of the fourth universal joint J4. In particular, when the drive wheel W is steered to the side where the drive wheel W becomes the inner ring, the maximum operating angle θ2 of the fourth universal joint J4 is formed forward with respect to the second drive shaft S2. Here, the rotation axis XW of the drive wheel W at the time of steering moves forward from the rotation axis XW0 of the drive wheel W at the time of non-steering, centering on the vicinity of the rotation center OJ4 of the fourth universal joint J4. As a result, the inner ring side steering angle θ3 becomes an angle obtained by adding the mounting angle θ1 and the operating angle θ2, and the inner ring side steering angle θ3 can be increased.

Further, in the present embodiment, the third universal joint J3 arranged at one end of the second drive shaft S2 and the fourth universal joint J4 arranged at the other end of the second drive shaft S2 have the same height. As such, the intermediate support member A is arranged. As a result, the second drive shaft S2 becomes substantially horizontal, and the rotation axis X2 of the second drive shaft S2 is compared with the case where the height of the third universal joint J3 and the height of the fourth universal joint J4 are significantly different. The mounting angle θ1 formed by the rotation axis XW0 of the drive wheel W at the time of non-steering can be reduced.

Further, in the present embodiment, the output shaft SJ2 of the second universal joint J2 and the input shaft SJ3 of the third universal joint J3 are fixed on the same axis, and the intermediate support member A is the output shaft SJ2 of the second universal joint J2. And the input shaft SJ3 of the third universal joint J3, only one of them is supported. In this embodiment, the intermediate support member A supports the output shaft SJ2 of the second universal joint J2. With this configuration, the length of the intermediate support member A that supports the two universal joints (the axial direction of the output shaft SJ2 and the input shaft SJ3, and the width direction of the vehicle in this embodiment) can be shortened. can.

Further, in the present embodiment, the first universal joint J1 and the second universal joint J2 arranged at both ends of the first drive shaft S1 are fixed constant velocity joints having a large operating angle. As a result, the freedom of the installation angle at both ends of the first drive shaft S1 is increased, and the degree of freedom of arrangement of the first drive shaft S1 can be increased.

Further, the steering angle of the drive wheel W is increased by using the fourth universal joint J4 arranged at the end of the second drive shaft S2 on the drive wheel W side as a fixed constant velocity joint having a large operating angle. Can be done. Then, by using the third universal joint J3 arranged at the end of the second drive shaft S2 on the intermediate support member A side as a sliding constant velocity joint, the distance between the drive wheels W and the engine E can be changed. Can be accommodated.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and the present invention is not limited to the above embodiments, and various aspects are described within the scope of claims and the technical ideas described in the specification and drawings. It can be transformed. In particular, in the present embodiment, the engine E is used as the power source of the power generation unit, but the present invention is not limited to this, and a motor may be used.

Further, in the above-described embodiment, the intermediate support members A and A1 are arranged at positions overlapping with the power generation unit including the engine E and the like in the width direction of the vehicle, but the present invention is not limited to this. .. FIG. 9 is a top view showing an overall schematic configuration of the drive shaft arrangement structure in another embodiment.

As shown in FIG. 9, the engine E and the transmission T are arranged in front of the vehicle of the other embodiment, and the differential mechanism D is arranged behind them. The intermediate support members A and A1 in the other embodiment are arranged between the engine E and the drive wheels W in the width direction of the vehicle. As described above, the intermediate support members A and A1 can be arranged at positions overlapping with the engine E in the front-rear direction of the vehicle. In the arrangement configuration of the drive shaft on the left side of the other embodiment, an intermediate support member is provided between the power generation unit including the engine E, the transmission T and the differential mechanism D and the drive wheel W in the width direction of the vehicle. A is placed.

In this way, the intermediate support members A and A1 are arranged between the engine E and the drive wheels W in the width direction of the vehicle, so that they interfere with the positions of the engine E in the front-rear direction and the height direction. Instead, the intermediate support members A and A1 can be freely arranged. Then, the degree of freedom in the arrangement of the first drive shaft S1 and the second drive shaft S2 whose ends are supported by the intermediate support members A and A1 can be increased.

A, A1 ... Intermediate support member 11 ... Main body 12 ... Rotating body 13 ... Bearing S1 ... First drive shaft S2 ... Second drive shaft SJ2 ... Output shaft (rotary shaft of second universal joint)
SJ3 ... Input shaft (rotary shaft of third universal joint)
SW ... Axle J1 ... First universal joint J2 ... Second universal joint J3 ... Third universal joint J4 ... Fourth universal joint OJ4 ... Rotation center W ... Drive wheel X2 ... Rotation axis XW0 ... Rotation of drive wheel when not steering Axis line XW ... Rotation axis of the drive wheel at the time of steering θ1 ... Mounting angle θ2 ... Operating angle θ3 ... Inner ring side steering angle D ... Differential mechanism (differential mechanism)
E ... Engine (power source)
T ... Transmission

Claims (4)

A power source that is mounted on a vehicle and generates power,
The first drive shaft to which the power from the power source is transmitted,
The second drive shaft to which the power from the first drive shaft is transmitted and
A drive shaft arrangement structure including a drive wheel to which power is transmitted from the second drive shaft.
The first drive shaft includes a first universal joint arranged at an end on the power source side and a second universal joint arranged at the end on the second drive shaft side.
The second drive shaft includes a third universal joint arranged at the end on the first drive shaft side and a fourth universal joint arranged at the end on the drive wheel side.
An intermediate support member for supporting the second universal joint and the third universal joint is further provided between the first drive shaft and the second drive shaft.
The intermediate support member is
The second universal joint is supported so that the second universal joint is in front of the first universal joint in the front-rear direction of the vehicle.
The third universal joint is supported so that the third universal joint is in front of the fourth universal joint in the front-rear direction of the vehicle.
A rotating shaft is arranged on the intermediate support member side of the second universal joint.
A rotating shaft is arranged on the intermediate support member side of the third universal joint.
The rotation axis of the second universal joint and the rotation axis of the third universal joint are fixed on the same axis.
The rotation shaft of the second universal joint and the rotation shaft of the third universal joint are connected to each other.
The intermediate support member directly supports one of the rotation shafts of the rotation shaft of the second universal joint and the rotation shaft of the third universal joint, and the other rotation shaft is the rotation of the one. Support via shaft
The drive shaft arrangement structure is characterized by this. Claim 1 is characterized in that the intermediate support member is arranged so that the height of the third universal joint supported by the intermediate support member is the same as the height of the fourth universal joint. Drive shaft arrangement structure described in. The first universal joint, the second universal joint, and the fourth universal joint are fixed constant velocity joints.
The drive shaft arrangement structure according to claim 1 or 2, wherein the third universal joint is a sliding constant velocity joint . The drive according to any one of claims 1 to 3 , wherein the intermediate support member is arranged between the power source and the drive wheel in the width direction of the vehicle. Shaft arrangement structure.

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