JP7063599B2

JP7063599B2 - Vehicle propulsion shaft

Info

Publication number: JP7063599B2
Application number: JP2017243125A
Authority: JP
Inventors: 知哉近藤
Original assignee: Hitachi Astemo Ltd
Current assignee: Hitachi Astemo Ltd
Priority date: 2017-12-19
Filing date: 2017-12-19
Publication date: 2022-05-09
Anticipated expiration: 2037-12-19
Also published as: JP2019108049A

Description

本発明は、車両用推進軸に関する。 The present invention relates to a propulsion shaft for a vehicle.

車両用推進軸（プロペラシャフト）は、車両の前後方向に延在する筒状のパイプ材により構成され、車体前部に搭載された変速装置から車体後部に搭載された終減速装置に動力を伝達している。以下、車両用推進軸を「推進軸」と称する場合がある。
このような推進軸は、変速装置と終減速装置との距離が一定でないこと、そして、変速装置の出力軸と終減速装置の入力軸との回転中心が同軸上にないことから、自在継手を介して変速装置や終減速装置と連結している。
また、推進軸が所定の長さを超える場合、パイプ材を前後に分割するとともにその間を自在継手で連結している。そして、自在継手の近傍が軸受やブラケットを備えた中間軸受体により回転自在に支持されている。 The vehicle propulsion shaft (propeller shaft) is composed of a tubular pipe material extending in the front-rear direction of the vehicle, and transmits power from the transmission mounted on the front part of the vehicle body to the final deceleration device mounted on the rear part of the vehicle body. are doing. Hereinafter, the propulsion shaft for a vehicle may be referred to as a "propulsion shaft".
Such a propulsion shaft has a universal joint because the distance between the transmission and the final deceleration device is not constant and the center of rotation between the output shaft of the transmission and the input shaft of the final deceleration device is not coaxial. It is connected to the transmission and the final deceleration device via.
When the propulsion shaft exceeds a predetermined length, the pipe material is divided into front and rear parts and connected between them by a universal joint. The vicinity of the universal joint is rotatably supported by an intermediate bearing body provided with a bearing or a bracket.

近年の車両において、車体前部にクラッシャブルゾーン（衝突の際に車体前部が変形して衝突エネルギーを吸収できる空間）が設けられ、前方衝突の衝撃から客室内の乗員を保護するようになっている。
このような構造では、衝突の際に車体前部の変形を促すため、車体前部に搭載されたエンジン及び変速機が衝突により速やかに後退することが要求されるが、車両が推進軸を備える場合、推進軸がエンジン等の後退を妨げる要因になりかねない。
このような事情から、下記特許文献１の推進軸では、軸受の前方に円盤状のデフレクタが設けられている。よって、車両が前方から衝突されて推進軸が所定量後退した場合、デフレクタがブラケットに当接する。そして、デフレクタからブラケットに作用する荷重が所定量を超えると、ブラケットが破断する。この結果、車体から中間軸受体が離脱し、推進軸の支持が解除されて推進軸の後退、つまり、エンジン及び変速機の後退が可能となる。 In recent vehicles, a crushable zone (a space where the front part of the vehicle body can be deformed to absorb collision energy in the event of a collision) is provided in the front part of the vehicle body to protect the occupants in the cabin from the impact of a frontal collision. ing.
In such a structure, in order to promote deformation of the front part of the vehicle body in the event of a collision, it is required that the engine and the transmission mounted on the front part of the vehicle body quickly retract due to the collision, but the vehicle is provided with a propulsion shaft. In that case, the propulsion shaft may be a factor that hinders the retreat of the engine or the like.
Under these circumstances, the propulsion shaft of Patent Document 1 below is provided with a disk-shaped deflector in front of the bearing. Therefore, when the vehicle is collided from the front and the propulsion shaft is retracted by a predetermined amount, the deflector comes into contact with the bracket. Then, when the load acting on the bracket from the deflector exceeds a predetermined amount, the bracket breaks. As a result, the intermediate bearing body is separated from the vehicle body, the support of the propulsion shaft is released, and the propulsion shaft can be retracted, that is, the engine and the transmission can be retracted.

特開２０１５－２２９３７１号公報JP-A-2015-229371A

しかしながら、上記デフレクタは、鍛造により製造された軸部材と一体に形成されるため、鍛造素材の費用や機械加工の工数が発生し、生産性が低い。 However, since the deflector is integrally formed with the shaft member manufactured by forging, the cost of the forging material and the man-hours for machining are incurred, and the productivity is low.

本発明は、このような課題を解決するために創作されたものであり、生産性の向上を図りつつ、前方衝突時に軸受が離脱する車両用推進軸を提供することを目的とする。 The present invention has been created to solve such a problem, and an object of the present invention is to provide a propulsion shaft for a vehicle in which a bearing is detached in the event of a frontal collision while improving productivity.

前記課題を解決するため、本発明に係る車両用推進軸は、前後に分割された複数のパイプ材を自在継手により接続してなる車両用推進軸であって、前記自在継手の軸部材を回転自在に支持する中間軸受体と、前記中間軸受体の前方に配置されたトーショナルダンパと、を備え、前記中間軸受体は、前記軸部材に外嵌された軸受と、前記軸受に外嵌された防振部材と、前記防振部材の外環が内嵌される円環部と、前記円環部と接合し、左右に指向する脚部を有するブラケットと、を備え、前記トーショナルダンパは、前記外環の外径よりも大径に形成された大径部を備えていることを特徴とする。 In order to solve the above problems, the vehicle propulsion shaft according to the present invention is a vehicle propulsion shaft formed by connecting a plurality of pipe materials divided into front and rear by a universal joint, and rotates a shaft member of the universal joint. An intermediate bearing body that is freely supported and a torsional damper arranged in front of the intermediate bearing body are provided, and the intermediate bearing body is externally fitted to the bearing fitted to the shaft member and the bearing. The torsional damper is provided with a vibration-proof member, an annular portion into which the outer ring of the vibration-proof member is internally fitted, and a bracket having a leg portion that is joined to the annular portion and is oriented to the left and right. It is characterized by having a large diameter portion formed to have a diameter larger than the outer diameter of the outer ring.

前記発明によれば、車両が前方から衝突されて推進軸が所定量後退した場合、トーショナルダンパの大径部が円環部に当接し、衝突時の荷重が円環部に伝達する。よって、円環部に伝達（作用）する荷重が所定値以上の場合、円環部に接合するブラケッドが破断し、軸受が離脱する。
また、前記発明によれば、トーショナルダンパを用いて円環部に衝突時の荷重を伝達しているため、従来技術で説明した鍛造素材の費用や機械加工の工数が不要となり、車両用推進軸の生産性が向上する。
さらに、軸受の前方から軸受に向って飛来する泥水及び小石は、トーショナルダンパに接触するため、軸受に泥水及び小石が直撃し難い。よって、軸受の耐久性が向上する。 According to the above invention, when the vehicle is collided from the front and the propulsion shaft is retracted by a predetermined amount, the large diameter portion of the torsional damper abuts on the annular portion, and the load at the time of collision is transmitted to the annular portion. Therefore, when the load transmitted (acting) to the annulus portion is equal to or more than a predetermined value, the bracket joined to the annulus portion is broken and the bearing is separated.
Further, according to the above invention, since the load at the time of collision is transmitted to the annular portion by using the torsional damper, the cost of the forged material and the man-hours for machining described in the prior art are not required, and the propulsion for the vehicle is eliminated. Improves shaft productivity.
Further, the muddy water and pebbles flying from the front of the bearing toward the bearing come into contact with the torsional damper, so that it is difficult for the muddy water and pebbles to directly hit the bearing. Therefore, the durability of the bearing is improved.

前記発明において、前記トーショナルダンパは、前記軸部材と一体に回転するハブと、前記ハブの外周側に接着された複数の弾性体と、前記弾性体の外周側に接着された筒状の質量体と、を備え、前記質量体の外周部が前記大径部を構成していてもよい。 In the present invention, the torsional damper has a hub that rotates integrally with the shaft member, a plurality of elastic bodies bonded to the outer peripheral side of the hub, and a tubular mass bonded to the outer peripheral side of the elastic body. A body may be provided, and the outer peripheral portion of the mass body may form the large diameter portion.

前記構成によれば、車両が前方から衝突されて推進軸が所定量後退した場合、質量体の外周部が円環部に当接する。 According to the above configuration, when the vehicle is collided from the front and the propulsion shaft is retracted by a predetermined amount, the outer peripheral portion of the mass body comes into contact with the annular portion.

前記発明において、前記ハブの外周部が前記大径部を構成していてもよい。 In the invention, the outer peripheral portion of the hub may constitute the large diameter portion.

前記構成によれば、車両が前方から衝突されて推進軸が所定量後退した場合、ハブが円環部に当接する。 According to the above configuration, when the vehicle is collided from the front and the propulsion shaft is retracted by a predetermined amount, the hub abuts on the annulus portion.

前記発明において、前記ハブは、前記複数の弾性体が接着する筒状の内筒部と、前記内筒部の軸方向の一端部から径方向外側に張り出す環状のフランジと、を備え、前記フランジは、前記フランジの外周部が前記大径部を構成していることが好ましい。 In the present invention, the hub includes a tubular inner cylinder portion to which the plurality of elastic bodies are adhered, and an annular flange extending radially outward from one end portion in the axial direction of the inner cylinder portion. As for the flange, it is preferable that the outer peripheral portion of the flange constitutes the large diameter portion.

前記構成によれば、車両が前方から衝突されて推進軸が所定量後退した場合、フランジの外周部が円環部に当接する。
また、軸方向の一端部から複数の弾性体に向って飛来する泥水及び小石は、フランジに接触するため、複数の弾性体に泥水及び小石が直撃し難い。よって、弾性体の耐久性が向上する。また、弾性体とハブ及び質量体との接着部分の耐久性も向上する。 According to the above configuration, when the vehicle is collided from the front and the propulsion shaft is retracted by a predetermined amount, the outer peripheral portion of the flange comes into contact with the annular portion.
Further, since the muddy water and pebbles flying from one end in the axial direction toward the plurality of elastic bodies come into contact with the flange, it is difficult for the muddy water and pebbles to directly hit the plurality of elastic bodies. Therefore, the durability of the elastic body is improved. In addition, the durability of the bonded portion between the elastic body and the hub and the mass body is also improved.

前記発明において、前記ハブは、前記複数の弾性体が固定される筒状の内筒部と、前記内筒部の軸方向の一端部から径方向外側に張り出すフランジと、前記フランジの外縁から前記軸方向の他端側に延出して前記質量体の外周側を覆う筒状の外筒部と、を備え、前記外筒部は、前記大径部を構成していることが好ましい。 In the present invention, the hub is formed from a cylindrical inner cylinder portion to which the plurality of elastic bodies are fixed, a flange protruding radially outward from one end portion in the axial direction of the inner cylinder portion, and an outer edge of the flange. It is preferable that the outer cylinder portion has a tubular outer cylinder portion extending to the other end side in the axial direction and covers the outer peripheral side of the mass body, and the outer cylinder portion constitutes the large diameter portion.

前記構成によれば、車両が前方から衝突されて推進軸が所定量後退した場合、外筒部が円環部に当接する。
また、軸方向の一端部から複数の弾性体に向って飛来する泥水及び小石は、フランジ及び外筒部に接触するため、複数の弾性体に泥水及び小石が直撃し難い。よって、弾性体の耐久性が向上する。また、弾性体とハブ及び質量体との接着部分の耐久性も向上する。
さらに、推進軸の回転時、トーショナルダンパの質量体が偏心する可能性があるところ、推進軸が高速回転となり質量体の偏心が大きくなった場合、質量体が外筒部に接触し、質量体の大きな偏心が抑制される。 According to the above configuration, when the vehicle is collided from the front and the propulsion shaft is retracted by a predetermined amount, the outer cylinder portion abuts on the annulus portion.
Further, since the muddy water and pebbles flying from one end in the axial direction toward the plurality of elastic bodies come into contact with the flange and the outer cylinder portion, it is difficult for the muddy water and pebbles to directly hit the plurality of elastic bodies. Therefore, the durability of the elastic body is improved. In addition, the durability of the bonded portion between the elastic body and the hub and the mass body is also improved.
Furthermore, when the propulsion shaft rotates, the mass of the torsional damper may be eccentric. However, when the propulsion shaft rotates at high speed and the eccentricity of the mass becomes large, the mass comes into contact with the outer cylinder and the mass. The large eccentricity of the body is suppressed.

前記発明において、前記トーショナルダンパは、前記軸部材と一体に回転するハブと、前記ハブの外周側に接着された複数の弾性体と、前記弾性体の外周側に接着された筒状の質量体と、前記質量体の軸方向の一端側と前記質量体の外周側を覆うカバーと、を備え、前記カバーにおいて前記質量体の外周側を覆う外壁部が前記大径部を構成していることが好ましい。 In the present invention, the torsional damper has a hub that rotates integrally with the shaft member, a plurality of elastic bodies bonded to the outer peripheral side of the hub, and a tubular mass bonded to the outer peripheral side of the elastic body. A body, a cover that covers one end side of the mass body in the axial direction and an outer peripheral side of the mass body, and an outer wall portion that covers the outer peripheral side of the mass body in the cover constitutes the large diameter portion. Is preferable.

前記構成によれば、車両が前方から衝突されて推進軸が所定量後退した場合、カバーの筒部が円環部に当接する。
また、軸方向の一端部から複数の弾性体に向って飛来する泥水及び小石は、カバーに接触するため、複数の弾性体に泥水及び小石が直撃し難い。よって、弾性体の耐久性が向上する。また、弾性体とハブ及び質量体との接着部分の耐久性も向上する。
さらに、推進軸の回転時、トーショナルダンパの質量体が偏心する可能性があるところ、推進軸が高速回転となり質量体の偏心が大きくなった場合、質量体がカバーの外壁に接触し、質量体の大きな偏心が抑制される。 According to the above configuration, when the vehicle is collided from the front and the propulsion shaft is retracted by a predetermined amount, the tubular portion of the cover comes into contact with the annular portion.
Further, since the muddy water and pebbles flying from one end in the axial direction toward the plurality of elastic bodies come into contact with the cover, it is difficult for the muddy water and pebbles to directly hit the plurality of elastic bodies. Therefore, the durability of the elastic body is improved. In addition, the durability of the bonded portion between the elastic body and the hub and the mass body is also improved.
Furthermore, when the propulsion shaft rotates, the mass of the torsional damper may be eccentric. However, when the propulsion shaft rotates at high speed and the eccentricity of the mass becomes large, the mass comes into contact with the outer wall of the cover and the mass is increased. The large eccentricity of the body is suppressed.

また、前記発明にいて、前記軸部材は、後端が前記パイプ材に接合され、前部にスプライン嵌合部が形成され、前記軸部材の中間部には、前記軸受が嵌合するとともに前記軸受の前方に前記トーショナルダンパが配置されてもよい。 Further, in the present invention, the rear end of the shaft member is joined to the pipe material, a spline fitting portion is formed in the front portion, and the bearing is fitted in the middle portion of the shaft member, and the bearing is fitted. The torsional damper may be arranged in front of the bearing.

また、前記発明にいて、前記軸部材は、前端が前記パイプ材に接合され、後部にスプライン嵌合部が形成され、前記軸部材の中間部には、前記軸受が嵌合するとともに前記軸受の前方に前記トーショナルダンパが配置されてもよい。 Further, in the present invention, the front end of the shaft member is joined to the pipe material, a spline fitting portion is formed at the rear portion, and the bearing is fitted to the intermediate portion of the shaft member and the bearing of the bearing. The torsional damper may be arranged in front.

本発明によれば、生産性の向上を図りつつ、前方衝突時に軸受が離脱する車両用推進軸を提供することができる。 According to the present invention, it is possible to provide a propulsion shaft for a vehicle in which a bearing is detached at the time of a forward collision while improving productivity.

本発明の第１実施形態の推進軸を上下方向及び前後方向に延在する平面で切り、その断面を右側から視た右断面図である。It is a right sectional view which cut the propulsion shaft of 1st Embodiment of this invention by the plane extending in the vertical direction and the anteroposterior direction, and the cross section is seen from the right side. 図１の要部拡大図である。It is an enlarged view of the main part of FIG. 図２のＩＩＩ－ＩＩＩ線矢視断面図である。FIG. 2 is a cross-sectional view taken along the line III-III in FIG. 本発明の第２実施形態の推進軸の右断面図である。It is a right sectional view of the propulsion shaft of the 2nd Embodiment of this invention. 本発明の第３実施形態の推進軸の右断面図である。It is a right sectional view of the propulsion shaft of the 3rd Embodiment of this invention. 本発明の第４実施形態の推進軸の右断面図である。It is a right sectional view of the propulsion shaft of the 4th Embodiment of this invention. 本発明の第５実施形態の推進軸の右断面図である。It is a right sectional view of the propulsion shaft of the 5th Embodiment of this invention.

次に本発明の第１実施形態から第５実施形態を説明する。各実施形態の説明において、同一の構成要素に関しては同一の符号を付し、重複した説明は省略する。 Next, the first to fifth embodiments of the present invention will be described. In the description of each embodiment, the same components are designated by the same reference numerals, and duplicate description will be omitted.

（第１実施形態）
推進軸１００は、例えばＦＦ（Front-engine Front-drive）ベースの四輪駆動車に搭載される。推進軸１００は、フロアパネル（不図示）の下方に配置され、車両前後方向に延在し、車体前部の変速装置（不図示）からの動力を車体後部の終減速装置（不図示）に伝達する部品である。 (First Embodiment)
The propulsion shaft 100 is mounted on, for example, an FF (Front-engine Front-drive) -based four-wheel drive vehicle. The propulsion shaft 100 is arranged below the floor panel (not shown), extends in the front-rear direction of the vehicle, and transfers power from the transmission (not shown) at the front of the vehicle body to the final deceleration device (not shown) at the rear of the vehicle body. It is a part to transmit.

図１に示すように、推進軸１００は、前後に分割された第１パイプ材１，第２パイプ材２を自在継手３により接続してなる部品である。また、推進軸１００は、自在継手３のスタブシャフト１０を回転自在に支持する中間軸受体２０と、中間軸受体２０の前方に配置されたトーショナルダンパ３０と、を備える。 As shown in FIG. 1, the propulsion shaft 100 is a component formed by connecting a first pipe material 1 and a second pipe material 2 divided into front and rear parts by a universal joint 3. Further, the propulsion shaft 100 includes an intermediate bearing body 20 that rotatably supports the stub shaft 10 of the universal joint 3, and a torsional damper 30 arranged in front of the intermediate bearing body 20.

第１パイプ材１、第２パイプ材２は、円筒状の鋼管である。 The first pipe material 1 and the second pipe material 2 are cylindrical steel pipes.

本実施形態の自在継手３には、等速ジョイントであるトリポード型等速ジョイント４が用いられている。
なお、本発明の自在継手３は、等速ジョイントに限定されず、第５実施形態で説明するようにカルダンジョイントを用いてもよい。また、本発明において等速ジョイントを用いる場合、トリポード型等速ジョイント４に限定されず、ダブルオフセット型やバーフィールド型等であってもよい。 A tripod type constant velocity joint 4 which is a constant velocity joint is used for the universal joint 3 of the present embodiment.
The universal joint 3 of the present invention is not limited to the constant velocity joint, and a cardan joint may be used as described in the fifth embodiment. Further, when a constant velocity joint is used in the present invention, it is not limited to the tripod type constant velocity joint 4, and may be a double offset type, a barfield type, or the like.

トリポード型等速ジョイント４は、開口部を後向きにして配置された有底円筒状のアウタケース５と、アウタケース５の摺動溝５ａに沿って軸心Ｏ方向に摺動するローラ６を有するインナ部材７と、前後方向に延在し前端がインナ部材７に連結したスタブシャフト１０と、を備える。 The tripod type constant velocity joint 4 has a bottomed cylindrical outer case 5 arranged with the opening facing backward, and a roller 6 that slides in the axial center O direction along the sliding groove 5a of the outer case 5. It includes an inner member 7 and a stub shaft 10 extending in the front-rear direction and having a front end connected to the inner member 7.

アウタケース５の前端は、溶接等により第１パイプ材１の後端に接合されている。
アウタケース５の後端部には、アウタケース５から後方に延出する円筒状のアダプタ８と、アダプタ８の後開口部を封止するためのブーツ９とが設けられている。このため、アウタケース５内に泥水や塵等が浸入しない。 The front end of the outer case 5 is joined to the rear end of the first pipe material 1 by welding or the like.
At the rear end of the outer case 5, a cylindrical adapter 8 extending rearward from the outer case 5 and boots 9 for sealing the rear opening of the adapter 8 are provided. Therefore, muddy water, dust, and the like do not enter the outer case 5.

スタブシャフト１０の後端は、溶接等により第２パイプ材２の前端に接合されている。
スタブシャフト１０の前部にはスプライン嵌合部１０ａが形成されており、スタブシャフト１０の前部がインナ部材７とスプライン嵌合している
スタブシャフト１０の前後方向の中間部には、中間軸受体２０の軸受２１が外嵌されており、その軸受２１の前方にはトーショナルダンパ３０のハブ３１が外嵌されている。 The rear end of the stub shaft 10 is joined to the front end of the second pipe material 2 by welding or the like.
A spline fitting portion 10a is formed in the front portion of the stub shaft 10, and an intermediate bearing is formed in the middle portion in the front-rear direction of the stub shaft 10 in which the front portion of the stub shaft 10 is spline-fitted with the inner member 7. The bearing 21 of the body 20 is externally fitted, and the hub 31 of the torsional damper 30 is externally fitted in front of the bearing 21.

図２に示すように、中間軸受体２０は、スタブシャフト１０に外嵌された軸受２１と、軸受２１に外嵌された防振部材２２と、防振部材２２の外環２２ｂが内嵌される円環部２３と、円環部２３と接合し、左右に指向する脚部２４ｂ，２４ｂ（図３参照）を有するブラケット２４と、を備える。 As shown in FIG. 2, in the intermediate bearing body 20, the bearing 21 externally fitted to the stub shaft 10, the anti-vibration member 22 externally fitted to the bearing 21, and the outer ring 22b of the anti-vibration member 22 are internally fitted. The annulus portion 23 is provided with a bracket 24 which is joined to the annulus portion 23 and has legs 24b and 24b (see FIG. 3) which are directed to the left and right.

軸受２１は、ラジアルボールベアリングである。軸受２１の内輪の後面は、スタブシャフト１０に形成された段差面１１に当接し、軸受２１が後方に位置ずれしないように規制されている。 The bearing 21 is a radial ball bearing. The rear surface of the inner ring of the bearing 21 abuts on the stepped surface 11 formed on the stub shaft 10, and the bearing 21 is regulated so as not to be displaced rearward.

防振部材２２は、軸受２１の外輪に外嵌された内環２２ａと、内環２２ａの外周側を周回する外環２２ｂと、内環２２ａと外環２２ｂの間に介在する防振ゴム２２ｃとを備える。この防振部材２２によれば、スタブシャフト１０から車体に伝達する振動を減衰させることができる。 The anti-vibration member 22 includes an inner ring 22a fitted to the outer ring of the bearing 21, an outer ring 22b orbiting the outer peripheral side of the inner ring 22a, and an anti-vibration rubber 22c interposed between the inner ring 22a and the outer ring 22b. And prepare. According to the vibration isolator member 22, the vibration transmitted from the stub shaft 10 to the vehicle body can be attenuated.

内環２２ａの内周側には、軸受２１に泥水や塵等が浸入することを抑制するため、前シール部材１２、後シール部材１３が嵌め込まれている。
外環２２ｂの外径は、Ｒ１に形成されている。よって、外環２２ｂが内嵌される円環部２３の内径はＲ１となっている。
外環２２ｂの前端には、径方向外側に延出する鍔部２２ｄが形成されている。この鍔部２２ｄは円環部２３の前端面に当接し、円環部２３に対する防振部材２２の前後方向の位置決めを行っている。 A front seal member 12 and a rear seal member 13 are fitted on the inner peripheral side of the inner ring 22a in order to prevent muddy water, dust, and the like from entering the bearing 21.
The outer diameter of the outer ring 22b is formed on R1. Therefore, the inner diameter of the annular portion 23 into which the outer ring 22b is fitted is R1.
At the front end of the outer ring 22b, a flange portion 22d extending outward in the radial direction is formed. The flange portion 22d abuts on the front end surface of the annular portion 23, and positions the anti-vibration member 22 with respect to the annular portion 23 in the front-rear direction.

図３に示すように、円環部２３は、円筒状に形成された金属製部品である。
ブラケット２４は、円環部２３の下側の外周面に沿って延在し、円環部２３を支持する略Ｃ字状の支持部２４ａと、支持部２４ａの両端から左右方向外側に延出し車体に取り付けられる脚部２４ｂ、２４ｂとを備える。支持部２４ａと脚部２４ｂ，２４ｂとが金属材料により一体形成されている。また、支持部２４ａは、溶接により円環部２３と接合している。
支持部２４ａと脚部２４ｂ、２４ｂとの境界部には、特に図示しないが切り欠きが設けられている。よって、車両が衝突し所定量の荷重が支持部２４ａ又は円環部２３に作用した場合、支持部２４ａと脚部２４ｂ、２４ｂとの境界部が破断し、支持部２４ａ及び円環部２３が車体から離脱する。 As shown in FIG. 3, the annular portion 23 is a metal part formed in a cylindrical shape.
The bracket 24 extends along the lower outer peripheral surface of the annular portion 23, and extends outward in the left-right direction from both ends of the substantially C-shaped support portion 24a that supports the annular portion 23 and both ends of the support portion 24a. It includes legs 24b and 24b that can be attached to the vehicle body. The support portion 24a and the leg portions 24b, 24b are integrally formed of a metal material. Further, the support portion 24a is joined to the annulus portion 23 by welding.
A notch, although not particularly shown, is provided at the boundary between the support portion 24a and the leg portions 24b, 24b. Therefore, when a vehicle collides and a predetermined amount of load acts on the support portion 24a or the annulus portion 23, the boundary portion between the support portion 24a and the leg portions 24b and 24b is broken, and the support portion 24a and the annulus portion 23 are formed. Leave the car body.

図２、図３に示すように、トーショナルダンパ３０は、スタブシャフト１０と一体に回転するハブ３１と、ハブ３１の外周側に接着された複数の弾性体３２と、弾性体３２の外周側に接着された筒状の質量体３３と、を備える。また、トーショナルダンパ３０は、外環２２ｂの外径Ｒ１よりも大径に形成された大径部３４を有している。
このトーショナルダンパ３０によれば、例えば原動機のトルク変動が要因となって推進軸１００の回転方向に振動が生じた場合、補助的な質量体３３を弾性体３２を介して付加することにより推進軸１００の固有振動数周辺での共振現象が抑制される。 As shown in FIGS. 2 and 3, the torsional damper 30 includes a hub 31 that rotates integrally with the stub shaft 10, a plurality of elastic bodies 32 adhered to the outer peripheral side of the hub 31, and an outer peripheral side of the elastic body 32. A tubular mass body 33 adhered to the stub is provided. Further, the torsional damper 30 has a large diameter portion 34 formed to have a diameter larger than the outer diameter R1 of the outer ring 22b.
According to the torsional damper 30, for example, when vibration occurs in the rotation direction of the propulsion shaft 100 due to torque fluctuation of the prime mover, the auxiliary mass body 33 is added via the elastic body 32 for propulsion. The resonance phenomenon around the natural frequency of the shaft 100 is suppressed.

ハブ３１は、スタブシャフト１０に外嵌された金属製の円筒状部品であり、冷間鍛造により形成するのが好適である。
ハブ３１の前端面には、スタブシャフト１０の外周側に係合したスナップリング１７が当接しており、トーショナルダンパ３０が前方に移動しないように規制されている。なお、本発明において、スナップリング１７の代わりにナット等を用いてもよい。 The hub 31 is a metal cylindrical component externally fitted to the stub shaft 10, and is preferably formed by cold forging.
A snap ring 17 engaged with the outer peripheral side of the stub shaft 10 is in contact with the front end surface of the hub 31, and the torsional damper 30 is restricted from moving forward. In the present invention, a nut or the like may be used instead of the snap ring 17.

ハブ３１の後端には、ハブ３１の外径よりも小径に形成された円筒状の軸受当接部３１ａが設けられている。軸受当接部３１ａは、防振部材２２の内環２２ａよりも径方向内側に位置し、軸受２１の内輪の前端面に当接している。よって、軸受２１は前方に移動しないように規制されている。
このようなハブ３１によれば、ストッパピースを別途設ける場合よりも部品点数が低減する。また、ハブ３１とストッパピースとを軸方向に並んで設ける場合よりもスタブシャフト１０の軸方向の長さが短縮する。 At the rear end of the hub 31, a cylindrical bearing contact portion 31a formed having a diameter smaller than the outer diameter of the hub 31 is provided. The bearing contact portion 31a is located radially inside the inner ring 22a of the vibration isolator member 22 and is in contact with the front end surface of the inner ring of the bearing 21. Therefore, the bearing 21 is regulated not to move forward.
According to such a hub 31, the number of parts is reduced as compared with the case where the stopper piece is separately provided. Further, the length of the stub shaft 10 in the axial direction is shorter than that in the case where the hub 31 and the stopper piece are provided side by side in the axial direction.

軸受当接部３１ａの内周面には、軸心Ｏ方向に延びる凹溝３１ｂが形成されている。また、スタブシャフト１０の外周には係止穴１４が形成され、この係止穴１４に鋼球等の球体１５がスタブシャフト１０の外周面から突出するように係止している。そして、球体１５が凹溝３１ｂの内部に位置している。これにより、球体１５が凹溝３１ｂと係止穴１４の双方に軸心Ｏ回り方向に係止し、トーショナルダンパ３０がスタブシャフト１０と一体回転する。なお、本発明においては、ハブ３１とスタブシャフト１０とをスプライン嵌合により一体回転するように構成してもよい。
そのほか、軸受当接部３１ａには、環状のダストカバー１６が外嵌されている。これによれば、軸受当接部３１ａと内環２２ａとの隙間が狭小となり、前シール部材１２に泥水や塵等が浸入し難くなる。 A concave groove 31b extending in the axial center O direction is formed on the inner peripheral surface of the bearing contact portion 31a. Further, a locking hole 14 is formed on the outer periphery of the stub shaft 10, and a sphere 15 such as a steel ball is locked in the locking hole 14 so as to protrude from the outer peripheral surface of the stub shaft 10. The sphere 15 is located inside the concave groove 31b. As a result, the sphere 15 is locked to both the concave groove 31b and the locking hole 14 in the direction around the axis O, and the torsional damper 30 rotates integrally with the stub shaft 10. In the present invention, the hub 31 and the stub shaft 10 may be configured to rotate integrally by spline fitting.
In addition, an annular dust cover 16 is externally fitted to the bearing contact portion 31a. According to this, the gap between the bearing contact portion 31a and the inner ring 22a becomes narrow, and it becomes difficult for muddy water, dust, or the like to enter the front seal member 12.

図３に示すように、複数の弾性体３２は、互いに周方向離間した状態で、ハブ３１と質量体３３との間に配置されている。また、複数の弾性体３２の端部は、加硫接着によりハブ３１の外周面及び質量体３３の内周面に接着している。 As shown in FIG. 3, the plurality of elastic bodies 32 are arranged between the hub 31 and the mass body 33 in a state of being separated from each other in the circumferential direction. Further, the ends of the plurality of elastic bodies 32 are adhered to the outer peripheral surface of the hub 31 and the inner peripheral surface of the mass body 33 by vulcanization adhesion.

図２に示すように、質量体３３の内径は、Ｒ２に形成され、外環２２ｂの外径Ｒ１よりも小径に形成されている。また、質量体３３の外径は、Ｒ３に形成され、外環２２ｂの外径Ｒ１よりも大径に形成されている。つまり、質量体３３の外周部は、外環２２ｂの外径Ｒ１よりも大径に形成された大径部３４を構成している。
さらに、質量体３３の外径Ｒ３は、ブラケットの支持部の外径Ｒ４よりも大径に形成されている。よって、大径部３４の後面３４ａは、円環部２３及び支持部２４ａに前後方向に対向している。 As shown in FIG. 2, the inner diameter of the mass body 33 is formed in R2, and is formed to have a smaller diameter than the outer diameter R1 of the outer ring 22b. Further, the outer diameter of the mass body 33 is formed in R3, and is formed to have a larger diameter than the outer diameter R1 of the outer ring 22b. That is, the outer peripheral portion of the mass body 33 constitutes a large diameter portion 34 formed to have a diameter larger than the outer diameter R1 of the outer ring 22b.
Further, the outer diameter R3 of the mass body 33 is formed to have a larger diameter than the outer diameter R4 of the support portion of the bracket. Therefore, the rear surface 34a of the large diameter portion 34 faces the annular portion 23 and the support portion 24a in the front-rear direction.

以上、第１実施形態の推進軸１００によれば、車両が衝突し後方に向う荷重が推進軸１００に作用した場合、防振ゴム２２ｃが弾性変形して推進軸１００が後方に移動する。
よって、トーショナルダンパ３０は推進軸１００とともに後方に移動し、大径部３４の後面３４ａが円環部２３及び支持部２４ａに当接し、衝突時の荷重が円環部２３及び支持部２４ａに伝達する。
そして、円環部２３及び支持部２４ａに伝達（作用）する荷重が所定値以上の場合、支持部２４ａと脚部２４ｂ，２４ｂとの境界部が破断し、中間軸受体２０による推進軸１００の支持が解除され、エンジン等の後退が可能となる。 As described above, according to the propulsion shaft 100 of the first embodiment, when the vehicle collides and a load toward the rear acts on the propulsion shaft 100, the anti-vibration rubber 22c elastically deforms and the propulsion shaft 100 moves rearward.
Therefore, the torsional damper 30 moves rearward together with the propulsion shaft 100, the rear surface 34a of the large diameter portion 34 abuts on the annular portion 23 and the support portion 24a, and the load at the time of collision is applied to the annular portion 23 and the support portion 24a. introduce.
When the load transmitted (acting) to the annular portion 23 and the support portion 24a is equal to or greater than a predetermined value, the boundary portion between the support portion 24a and the leg portions 24b and 24b is broken, and the propulsion shaft 100 by the intermediate bearing body 20 The support is released and the engine etc. can be retracted.

また、第１実施形態の推進軸１００によれば、トーショナルダンパ３０を用いて円環部２３等に衝突時の荷重を伝達しているため、従来技術で説明した鍛造素材の費用や機械加工の工数が不要となり、推進軸１００の生産性が向上する。
さらに、軸受２１の前方から軸受２１に向って飛来する泥水及び小石は、トーショナルダンパ３０に接触するため、軸受２１に泥水及び小石が直撃し難い。よって、軸受２１の耐久性が向上する。 Further, according to the propulsion shaft 100 of the first embodiment, since the load at the time of collision is transmitted to the annular portion 23 and the like by using the torsional damper 30, the cost of the forged material and the machining described in the prior art have been described. The man-hours are not required, and the productivity of the propulsion shaft 100 is improved.
Further, since the muddy water and pebbles flying from the front of the bearing 21 toward the bearing 21 come into contact with the torsional damper 30, it is difficult for the muddy water and pebbles to directly hit the bearing 21. Therefore, the durability of the bearing 21 is improved.

以上、第１実施形態について説明したが、本発明は第１実施形態で説明した例に限定されない。
例えば、第１実施形態の大径部３４の外径Ｒ３は、ブラケット２４の支持部２４ａの外径Ｒ４よりも大径に形成されているが、本発明はこれに限定されない。
つまり、本発明の大径部３４の外径Ｒ３は、少なくても防振部材２２の外環２２ｂの外径Ｒ１よりも大径に形成されていれば、ブラケット２４の支持部２４ａの外径Ｒ４よりも小径に形成されてもよい。
このような構成の場合、衝突により推進軸１００と共にトーショナルダンパ３０が後方に移動したとき、大径部３４が円環部２３のみに当接する。そして、円環部２３に作用した衝突荷重は、円環部２３に接合する支持部２４ａに伝達し、支持部２４ａと脚部２４ｂ，２４ｂとの境界部を破断させることができるからである。 Although the first embodiment has been described above, the present invention is not limited to the example described in the first embodiment.
For example, the outer diameter R3 of the large diameter portion 34 of the first embodiment is formed to have a larger diameter than the outer diameter R4 of the support portion 24a of the bracket 24, but the present invention is not limited thereto.
That is, if the outer diameter R3 of the large diameter portion 34 of the present invention is formed to be at least larger than the outer diameter R1 of the outer ring 22b of the vibration isolator member 22, the outer diameter of the support portion 24a of the bracket 24 is formed. It may be formed to have a smaller diameter than R4.
In such a configuration, when the torsional damper 30 moves rearward together with the propulsion shaft 100 due to a collision, the large diameter portion 34 comes into contact with only the annular portion 23. Then, the collision load acting on the annulus portion 23 is transmitted to the support portion 24a joined to the annulus portion 23, and the boundary portion between the support portion 24a and the leg portions 24b, 24b can be broken.

また、第１実施形態では、質量体３３の外周部が大径部３４を構成する場合について説明したが、本発明は、これに限定されない。以下、トーショナルダンパ３０の構成のうち、質量体３３以外の構成が大径部３４を有する場合の実施形態を説明する。 Further, in the first embodiment, the case where the outer peripheral portion of the mass body 33 constitutes the large diameter portion 34 has been described, but the present invention is not limited to this. Hereinafter, an embodiment of the configuration of the torsional damper 30 in the case where the configuration other than the mass body 33 has the large diameter portion 34 will be described.

（第２実施形態）
図４に示すように、第２実施形態の推進軸１００Ａは、トリポード型等速ジョイント４のスタブシャフト１０を回転自在に支持する中間軸受体２０と、中間軸受体２０の前側に配置されたストッパピース２５と、中間軸受体２０の前方に配置されたトーショナルダンパ３０Ａと、を備える。なお、中間軸受体２０は、第１実施形態において説明したため説明を省略する。 (Second Embodiment)
As shown in FIG. 4, the propulsion shaft 100A of the second embodiment has an intermediate bearing body 20 that rotatably supports the stub shaft 10 of the tripod type constant velocity joint 4, and a stopper arranged on the front side of the intermediate bearing body 20. A piece 25 and a torsional damper 30A arranged in front of the intermediate bearing body 20 are provided. Since the intermediate bearing body 20 has been described in the first embodiment, the description thereof will be omitted.

ストッパピース２５は、前後方向に延在する円筒状の部品である。
ストッパピース２５の前部２５ａは、ストッパピース２５の後部２５ｂよりも大径に形成され、トーショナルダンパ３０Ａのハブ３１Ａが外嵌される部位となっている。つまり、本実施形態のストッパピース２５によれば、トーショナルダンパ３０Ａをストッパピース２５の外周側に配置でき、トーショナルダンパ３０Ａとストッパピース２５とを軸方向に並んで設ける場合よりもスタブシャフト１０の軸方向の長さを短縮化できる。
また、ストッパピース２５の後部２５ｂは、軸受２１の内輪の前端面に当接しており、軸受２１が前方に移動しないように規制されている。 The stopper piece 25 is a cylindrical part extending in the front-rear direction.
The front portion 25a of the stopper piece 25 is formed to have a larger diameter than the rear portion 25b of the stopper piece 25, and is a portion to which the hub 31A of the torsional damper 30A is externally fitted. That is, according to the stopper piece 25 of the present embodiment, the torsional damper 30A can be arranged on the outer peripheral side of the stopper piece 25, and the stub shaft 10 is more than the case where the torsional damper 30A and the stopper piece 25 are provided side by side in the axial direction. The axial length of the can be shortened.
Further, the rear portion 25b of the stopper piece 25 is in contact with the front end surface of the inner ring of the bearing 21, and the bearing 21 is regulated so as not to move forward.

ストッパピース２５の前部２５ａと後部２５ｂとの間には、段差面２５ｃが形成されている。ストッパピース２５の後部２５ｂの内周面には、軸心Ｏ方向に延びる凹溝２５ｄが形成されている。そして、スタブシャフト１０の係止穴１４に係止する球体１５が凹溝２５ｄの内部に位置し、球体１５が凹溝２５ｄと係止穴１４の双方に軸心Ｏ回り方向に係止している。そのほか、ストッパピースの後部２５ｂには、前シール部材１２への泥水や塵等の浸入を抑制するため、環状のダストカバー１６が外嵌されている。 A stepped surface 25c is formed between the front portion 25a and the rear portion 25b of the stopper piece 25. A concave groove 25d extending in the axial O direction is formed on the inner peripheral surface of the rear portion 25b of the stopper piece 25. Then, the sphere 15 that is locked to the locking hole 14 of the stub shaft 10 is located inside the concave groove 25d, and the sphere 15 is locked to both the concave groove 25d and the locking hole 14 in the direction around the axis O. There is. In addition, an annular dust cover 16 is externally fitted to the rear portion 25b of the stopper piece in order to prevent muddy water, dust, and the like from entering the front sealing member 12.

トーショナルダンパ３０Ａは、ハブ３１Ａと、弾性体３２と、質量体３３Ａを備えている。
ハブ３１Ａは、ストッパピース２５の前部２５ａに外嵌めされた円筒状の内筒部３５と、内筒部３５の後端から径方向内側に張り出す係止部３６と、内筒部３５の前端から径方向外側に張り出す環状のフランジ３７と、を備える。 The torsional damper 30A includes a hub 31A, an elastic body 32, and a mass body 33A.
The hub 31A includes a cylindrical inner cylinder portion 35 that is externally fitted to the front portion 25a of the stopper piece 25, a locking portion 36 that projects radially inward from the rear end of the inner cylinder portion 35, and an inner cylinder portion 35. An annular flange 37 that projects radially outward from the front end is provided.

内筒部３５の外周面には、複数の弾性体３２が接着している。係止部３６は、ストッパピース２５の段差面２５ｃとダストカバー１６とにより前後方向に挟持されており、トーショナルダンパ３０Ａが前後に移動しないように規制されている。 A plurality of elastic bodies 32 are adhered to the outer peripheral surface of the inner cylinder portion 35. The locking portion 36 is sandwiched in the front-rear direction by the stepped surface 25c of the stopper piece 25 and the dust cover 16, and is regulated so that the torsional damper 30A does not move back and forth.

フランジ３７の外径Ｒ５は、防振部材２２の外環２２ｂの外径Ｒ１を超えてブラケット２４の支持部２４ａの外径Ｒ４よりも大径に形成されている。一方で、質量体３３Ａの外径Ｒ６は、防振部材２２の外環２２ｂの外径Ｒ１よりも小径に形成されている。よって、第２実施形態において、フランジ３７の外周部が大径部３４Ａを構成している。 The outer diameter R5 of the flange 37 is formed to have a diameter larger than the outer diameter R4 of the support portion 24a of the bracket 24, exceeding the outer diameter R1 of the outer ring 22b of the vibration isolator member 22. On the other hand, the outer diameter R6 of the mass body 33A is formed to have a smaller diameter than the outer diameter R1 of the outer ring 22b of the vibration isolator member 22. Therefore, in the second embodiment, the outer peripheral portion of the flange 37 constitutes the large diameter portion 34A.

第２実施形態によれば、車両が衝突し推進軸１００Ａとともにトーショナルダンパ３０Ａが後方に移動した場合、大径部３４Ａ（フランジ３７の外周部）が円環部２３及び支持部２４ａに当接し、衝突時の荷重が伝達する。そして、円環部２３及び支持部２４ａに伝達（作用）する荷重が所定値以上の場合、支持部２４ａと脚部２４ｂ，２４ｂとの境界部が破断し、エンジン等の後退が可能となる。 According to the second embodiment, when the vehicle collides and the torsional damper 30A moves rearward together with the propulsion shaft 100A, the large diameter portion 34A (outer peripheral portion of the flange 37) abuts on the annular portion 23 and the support portion 24a. , The load at the time of collision is transmitted. When the load transmitted (acting) to the annular portion 23 and the support portion 24a is equal to or greater than a predetermined value, the boundary portion between the support portion 24a and the leg portions 24b, 24b is broken, and the engine or the like can be retracted.

また、複数の弾性体３２に向って前方から飛来する泥水及び小石は、フランジ３７に接触するため、複数の弾性体３２に泥水及び小石が直撃し難い。よって、複数の弾性体３２の耐久性が向上する。さらには、弾性体３２とハブ３１Ａ及び質量体３３Ａとの接着部分の耐久性も向上する。 Further, since the muddy water and pebbles flying from the front toward the plurality of elastic bodies 32 come into contact with the flange 37, it is difficult for the muddy water and pebbles to directly hit the plurality of elastic bodies 32. Therefore, the durability of the plurality of elastic bodies 32 is improved. Further, the durability of the bonded portion between the elastic body 32 and the hub 31A and the mass body 33A is also improved.

また、第１実施形態において質量体３３の外周部が大径部３４を構成しているため、大径部３４が円環部２３等に当接し荷重を円環部２３等に伝達する際、弾性体３２が破断する可能性（円環部２３等に荷重を伝達しない可能性）がある。しかしながら、第２実施形態によれば、フランジ３７の外周部が大径部３４Ａを構成しているため、衝突時の荷重が円環部２３及び支持部２４ａに確実に伝達する。 Further, since the outer peripheral portion of the mass body 33 constitutes the large diameter portion 34 in the first embodiment, when the large diameter portion 34 abuts on the annular portion 23 or the like and the load is transmitted to the annular portion 23 or the like. There is a possibility that the elastic body 32 may break (the load may not be transmitted to the annular portion 23 or the like). However, according to the second embodiment, since the outer peripheral portion of the flange 37 constitutes the large diameter portion 34A, the load at the time of collision is reliably transmitted to the annular portion 23 and the support portion 24a.

なお、上記したように、第１実施形態において、車両の衝突により大径部３４（質量体３３）が円環部２３等に当接した後、弾性体３２が破断し、大径部３４（質量体３３）が推進軸１００とともに後方へ移動しない（円環部２３等に荷重を伝達しない）おそれがある。
よって、第１実施形態の変形例として、ハブ３１の前端に径方向外側に張り出すフランジを形成することが好ましい。この変形例によれば、弾性体３２が破断した場合、ハブ３１のフランジが質量体３３の前面を当接して質量体３３を後方へ押圧する。つまり、質量体３３が推進軸１００とともに後方へ移動するため、大径部３４（質量体３３）から円環部２３等に荷重が確実に伝達するようになる。 As described above, in the first embodiment, after the large diameter portion 34 (mass body 33) comes into contact with the annular portion 23 or the like due to a vehicle collision, the elastic body 32 breaks and the large diameter portion 34 (mass body 33) There is a possibility that the mass body 33) does not move backward together with the propulsion shaft 100 (the load is not transmitted to the annular portion 23 or the like).
Therefore, as a modification of the first embodiment, it is preferable to form a flange protruding outward in the radial direction at the front end of the hub 31. According to this modification, when the elastic body 32 is broken, the flange of the hub 31 abuts on the front surface of the mass body 33 and presses the mass body 33 rearward. That is, since the mass body 33 moves rearward together with the propulsion shaft 100, the load is surely transmitted from the large diameter portion 34 (mass body 33) to the annular portion 23 and the like.

（第３実施形態）
図５に示すように、第３実施形態の推進軸１００Ｂのトーショナルダンパ３０Ｂは、ハブ３１Ａに代えてハブ３１Ｂを備えている点において、第２実施形態のトーショナルダンパ３０Ａと異なる。以下、相違点に絞って説明する。 (Third Embodiment)
As shown in FIG. 5, the torsional damper 30B of the propulsion shaft 100B of the third embodiment is different from the torsional damper 30A of the second embodiment in that the hub 31B is provided in place of the hub 31A. Hereinafter, the differences will be focused on.

トーショナルダンパ３０Ｂのハブ３１Ｂは、ストッパピース２５の前部２５ａに外嵌された円筒状の内筒部３５と、内筒部３５の後端から径方向内側に張り出す係止部３６と、内筒部３５の前端から径方向外側に張り出す環状のフランジ３７と、フランジ３７の外縁から後方に延出する円筒状の外筒部３８と、を備える。なお、内筒部３５、係止部３６及びフランジ３７は、第２実施形態において説明したため説明を省略する。 The hub 31B of the torsional damper 30B includes a cylindrical inner cylinder portion 35 fitted to the front portion 25a of the stopper piece 25, and a locking portion 36 protruding inward in the radial direction from the rear end of the inner cylinder portion 35. An annular flange 37 extending radially outward from the front end of the inner cylinder portion 35, and a cylindrical outer cylinder portion 38 extending rearward from the outer edge of the flange 37 are provided. Since the inner cylinder portion 35, the locking portion 36, and the flange 37 have been described in the second embodiment, the description thereof will be omitted.

外筒部３８は、質量体３３Ａの後端よりも後方に延出し、質量体３３Ａの外周側を覆っている。このため、推進軸１００Ｂが高速回転となり質量体３３Ａが大きく偏心した場合、質量体３３Ａの外周面が外筒部３８に接触し、質量体３３Ａの大きな偏心が抑制され、推進軸１００Ｂに異常な振動が発生することが抑制される。 The outer cylinder portion 38 extends rearward from the rear end of the mass body 33A and covers the outer peripheral side of the mass body 33A. Therefore, when the propulsion shaft 100B rotates at high speed and the mass body 33A is largely eccentric, the outer peripheral surface of the mass body 33A comes into contact with the outer cylinder portion 38, the large eccentricity of the mass body 33A is suppressed, and the propulsion shaft 100B is abnormal. The generation of vibration is suppressed.

外筒部３８の内径Ｒ７は、防振部材２２の外環２２ｂの外径Ｒ１よりも大径に形成されている。外筒部３８の外径Ｒ８は、ブラケット２４の支持部２４ａの外径Ｒ４よりも小径に形成されている。このため、外筒部３８の後端面３８ａは、円環部２３及び支持部２４ａと前後方向に対向しており、外筒部３８が大径部３４Ｂを構成している。 The inner diameter R7 of the outer cylinder portion 38 is formed to have a larger diameter than the outer diameter R1 of the outer ring 22b of the vibration isolator member 22. The outer diameter R8 of the outer cylinder portion 38 is formed to have a smaller diameter than the outer diameter R4 of the support portion 24a of the bracket 24. Therefore, the rear end surface 38a of the outer cylinder portion 38 faces the annular portion 23 and the support portion 24a in the front-rear direction, and the outer cylinder portion 38 constitutes the large diameter portion 34B.

以上、第３実施形態によれば、車両が衝突し推進軸１００Ｂとともにトーショナルダンパ３０Ｂが後方に移動した場合、大径部３４Ｂ（外筒部３８）が円環部２３及び支持部２４ａに当接し、衝突時の荷重が伝達する。そして、円環部２３及び支持部２４ａに伝達（作用）する荷重が所定値以上の場合、支持部２４ａと脚部２４ｂ，２４ｂとの境界部が破断し、エンジン等の後退が可能となる。 As described above, according to the third embodiment, when the vehicle collides and the torsional damper 30B moves rearward together with the propulsion shaft 100B, the large diameter portion 34B (outer cylinder portion 38) hits the annular portion 23 and the support portion 24a. It touches and the load at the time of collision is transmitted. When the load transmitted (acting) to the annular portion 23 and the support portion 24a is equal to or greater than a predetermined value, the boundary portion between the support portion 24a and the leg portions 24b, 24b is broken, and the engine or the like can be retracted.

（第４実施形態）
図６に示すように、第４実施形態の推進軸１００Ｃのトーショナルダンパ３０Ｃは、ハブ３１と、ハブ３１の外周側に接着された複数の弾性体３２と、弾性体３２の外周側に接着された筒状の質量体３３Ａと、質量体３３Ａの前側（軸方向の一端側）と質量体３３Ａの外周側を覆うカバー５０と、を備えている。
なお、質量体３３Ａの外径Ｒ６は、第２実施形態で説明したように、防振部材２２の外環２２ｂの外径Ｒ１よりも小径に形成されている。 (Fourth Embodiment)
As shown in FIG. 6, the torsional damper 30C of the propulsion shaft 100C of the fourth embodiment is bonded to the hub 31, a plurality of elastic bodies 32 bonded to the outer peripheral side of the hub 31, and the outer peripheral side of the elastic body 32. It is provided with a cylindrical mass body 33A, and a cover 50 that covers the front side (one end side in the axial direction) of the mass body 33A and the outer peripheral side of the mass body 33A.
As described in the second embodiment, the outer diameter R6 of the mass body 33A is formed to have a smaller diameter than the outer diameter R1 of the outer ring 22b of the vibration isolator member 22.

カバー５０は、スタブシャフト１０及びハブ３１の前端部に外嵌された略円筒状の固定部５１と、固定部５１の後端から径方向外側に張り出した環状のフランジ５２と、フランジ５２の外縁から後方に延出する円筒状の外壁部５３と、を備えた部品である。 The cover 50 has a substantially cylindrical fixing portion 51 fitted to the front ends of the stub shaft 10 and the hub 31, an annular flange 52 projecting radially outward from the rear end of the fixing portion 51, and an outer edge of the flange 52. It is a component provided with a cylindrical outer wall portion 53 extending rearward from the surface.

固定部５１は、第１パイプ材１よりも小径に形成されている。
フランジ５２は、泥水及び小石が複数の弾性体３２に直撃することを防止するための壁部である。これにより、複数の弾性体３２の耐久性が向上する。また、弾性体３２とハブ３１及び質量体３３との接着部分の耐久性も向上する。 The fixing portion 51 is formed to have a smaller diameter than that of the first pipe material 1.
The flange 52 is a wall portion for preventing muddy water and pebbles from directly hitting a plurality of elastic bodies 32. This improves the durability of the plurality of elastic bodies 32. Further, the durability of the bonded portion between the elastic body 32 and the hub 31 and the mass body 33 is also improved.

外壁部５３は、質量体３３Ａの後端よりも後方に延出しており、質量体３３Ａの外周側を覆っている。このため、推進軸１００Ｃが高速回転となり質量体３３Ａが大きく偏心した場合、質量体３３Ａの外周面が外壁部５３に接触し、質量体３３Ａの大きな偏心が抑制され、推進軸１００Ｃに異常な振動が発生することが抑制される。 The outer wall portion 53 extends rearward from the rear end of the mass body 33A and covers the outer peripheral side of the mass body 33A. Therefore, when the propulsion shaft 100C rotates at high speed and the mass body 33A is greatly eccentric, the outer peripheral surface of the mass body 33A comes into contact with the outer wall portion 53, the large eccentricity of the mass body 33A is suppressed, and abnormal vibration occurs in the propulsion shaft 100C. Is suppressed.

外壁部５３の内径Ｒ９は、防振部材２２の外環２２ｂの外径Ｒ１よりも大径に形成されている。外筒部３８の外径Ｒ１０は、ブラケットの支持部の外径Ｒ４よりも小径に形成されている。このため、外壁部５３の後端部５３ａは、ブラケット２４の支持部２４ａ及び円環部２３と前後方向に対向しており、外壁部５３が大径部３４Ｃを構成している。 The inner diameter R9 of the outer wall portion 53 is formed to have a larger diameter than the outer diameter R1 of the outer ring 22b of the vibration isolator member 22. The outer diameter R10 of the outer cylinder portion 38 is formed to have a smaller diameter than the outer diameter R4 of the support portion of the bracket. Therefore, the rear end portion 53a of the outer wall portion 53 faces the support portion 24a and the annular portion 23 of the bracket 24 in the front-rear direction, and the outer wall portion 53 constitutes the large diameter portion 34C.

以上、第４実施形態によれば、車両が衝突し推進軸１００Ｃとともにトーショナルダンパ３０Ｃが後方に移動した場合、大径部３４Ｃ（カバー５０の外壁部５３）が円環部２３及び支持部２４ａに当接し、衝突時の荷重が伝達する。そして、円環部２３及び支持部２４ａに伝達（作用）する荷重が所定値以上の場合、支持部２４ａと脚部２４ｂ，２４ｂとの境界部が破断し、エンジン等の後退が可能となる。 As described above, according to the fourth embodiment, when the vehicle collides and the torsional damper 30C moves rearward together with the propulsion shaft 100C, the large diameter portion 34C (the outer wall portion 53 of the cover 50) becomes the annular portion 23 and the support portion 24a. The load at the time of collision is transmitted. When the load transmitted (acting) to the annular portion 23 and the support portion 24a is equal to or greater than a predetermined value, the boundary portion between the support portion 24a and the leg portions 24b, 24b is broken, and the engine or the like can be retracted.

つぎに、自在継手としてカルダンジョイントが用いられた場合について説明する。 Next, a case where a cardan joint is used as a universal joint will be described.

（第５実施形態）
図７に示すように、第５実施形態の推進軸１００Ｄは、前後に分割された第１パイプ材１，第２パイプ材（第２パイプ材は不図示）をカルダンジョイント６０（自在継手３）により接続してなる部品である。
また、推進軸１００Ｄは、カルダンジョイント６０の軸部材６１を回転自在に支持する中間軸受体２０と、中間軸受体２０の前方に配置されたトーショナルダンパ３０Ｄと、を備える。 (Fifth Embodiment)
As shown in FIG. 7, in the propulsion shaft 100D of the fifth embodiment, the first pipe material 1 and the second pipe material (the second pipe material is not shown) divided into front and rear are used as a cardan joint 60 (universal joint 3). It is a part that is connected by.
Further, the propulsion shaft 100D includes an intermediate bearing body 20 that rotatably supports the shaft member 61 of the cardan joint 60, and a torsional damper 30D arranged in front of the intermediate bearing body 20.

カルダンジョイント６０は、第１パイプ材１の後端から後方に延出する軸状の軸部材６１と、十字軸（不図示）と、軸部材６１に固定されて十字軸を保持するヨーク部材６２と、第２パイプの前端に溶接されて十字軸を保持するスタブヨーク（不図示）と、を備える。
軸部材６１の前端は、第１パイプ材１の後端に溶接され、軸部材６１と第１パイプ材１とが一体になっている。
軸部材６１の後部にはスプライン嵌合部６１ａが形成されており、軸部材６１の後部がヨーク部材６２とスプライン嵌合している。
軸部材６１の後端面には、後方に突出して外周面にねじ溝が形成された雄ねじ部６１ｂが形成されている。この雄ねじ部６１ｂにロックナット６３が螺合し、ヨーク部材６２が軸部材６１から脱落しないようになっている。
ヨーク部材６２は、軸部材６１の後部にスプライン嵌合する基部６２ａと、基部６２ａの後面から二股に分かれて十字軸（不図示）を保持する一対の保持部（図において一方の保持部のみ図示）６２ｂと、を備える。 The cardan joint 60 includes a shaft-shaped shaft member 61 extending rearward from the rear end of the first pipe member 1, a cross shaft (not shown), and a yoke member 62 fixed to the shaft member 61 to hold the cross shaft. And a stub yoke (not shown) welded to the front end of the second pipe to hold the cross axis.
The front end of the shaft member 61 is welded to the rear end of the first pipe material 1, and the shaft member 61 and the first pipe material 1 are integrated.
A spline fitting portion 61a is formed at the rear portion of the shaft member 61, and the rear portion of the shaft member 61 is spline-fitted with the yoke member 62.
A male screw portion 61b is formed on the rear end surface of the shaft member 61 so as to project rearward and have a thread groove formed on the outer peripheral surface. The lock nut 63 is screwed into the male screw portion 61b so that the yoke member 62 does not fall off from the shaft member 61.
The yoke member 62 includes a base portion 62a that is spline-fitted to the rear portion of the shaft member 61 and a pair of holding portions that are bifurcated from the rear surface of the base portion 62a to hold the cross axis (not shown) (only one holding portion is shown in the figure). ) 62b and.

トーショナルダンパ３０Ｄは、ハブ３１Ｄと、ハブ３１Ｄの外周側に接着された複数の弾性体３２と、弾性体３２の外周側に接着された筒状の質量体３３Ａとを備える。
なお、質量体３３Ａの外径Ｒ６は、第２実施形態で説明したように、防振部材２２の外環２２ｂの外径Ｒ１よりも小径に形成されている。 The torsional damper 30D includes a hub 31D, a plurality of elastic bodies 32 bonded to the outer peripheral side of the hub 31D, and a tubular mass body 33A bonded to the outer peripheral side of the elastic body 32.
As described in the second embodiment, the outer diameter R6 of the mass body 33A is formed to have a smaller diameter than the outer diameter R1 of the outer ring 22b of the vibration isolator member 22.

ハブ３１Ｄは、軸部材６１に外嵌された円筒状の固定部３９と、固定部３９の前端から径方向外側に張り出した係止部４０と、係止部４０の外縁から前方に延出する筒状の筒部４１と、筒部４１の前端から径方向外側に張り出したフランジ４２と、を備える。 The hub 31D has a cylindrical fixing portion 39 fitted to the shaft member 61, a locking portion 40 projecting radially outward from the front end of the fixing portion 39, and extending forward from the outer edge of the locking portion 40. A tubular tubular portion 41 and a flange 42 projecting radially outward from the front end of the tubular portion 41 are provided.

固定部３９の後端は、防振部材２２の内環２２ａの内側に配置されている。このため、軸部材６１と内環２２ａとの隙間が狭小となり、前シール部材１２に泥水や塵等が浸入し難くなっている。
係止部４０は、軸部材６１に形成された段差面６１ｃに当接し、前方への移動が規制されている。
筒部４１の外周面には、複数の弾性体３２が接着している。
なお、筒部４１の内径は、第１パイプ材１と軸部材６１との外径よりも大径に形成されている。このため、筒部４１の内周面が第１パイプ材１と軸部材６１との溶接部６１ｄと干渉しないようになっている。 The rear end of the fixing portion 39 is arranged inside the inner ring 22a of the vibration isolator member 22. Therefore, the gap between the shaft member 61 and the inner ring 22a is narrowed, and it is difficult for muddy water, dust, or the like to enter the front sealing member 12.
The locking portion 40 abuts on the stepped surface 61c formed on the shaft member 61, and its forward movement is restricted.
A plurality of elastic bodies 32 are adhered to the outer peripheral surface of the tubular portion 41.
The inner diameter of the tubular portion 41 is formed to be larger than the outer diameter of the first pipe member 1 and the shaft member 61. Therefore, the inner peripheral surface of the tubular portion 41 does not interfere with the welded portion 61d between the first pipe material 1 and the shaft member 61.

フランジ４２の外径Ｒ１１は、防振部材２２の外環２２ｂの外径Ｒ１を超えてブラケットの支持部の外径Ｒ４よりも大径に形成されており、フランジ４２の外周部が大径部３４Ｄを構成している。
このフランジ４２によれば、複数の弾性体３２に向って前方から飛来する泥水及び小石は、フランジ３７に接触するため、複数の弾性体３２に泥水及び小石が直撃し難い。よって、複数の弾性体３２の耐久性が向上する。さらには、弾性体３２とハブ３１Ａ及び質量体３３Ａとの接着部分の耐久性も向上する。 The outer diameter R11 of the flange 42 is formed to exceed the outer diameter R1 of the outer ring 22b of the vibration isolator 22 and have a larger diameter than the outer diameter R4 of the support portion of the bracket, and the outer peripheral portion of the flange 42 has a large diameter portion. It constitutes 34D.
According to the flange 42, the muddy water and pebbles flying from the front toward the plurality of elastic bodies 32 come into contact with the flange 37, so that it is difficult for the muddy water and pebbles to directly hit the plurality of elastic bodies 32. Therefore, the durability of the plurality of elastic bodies 32 is improved. Further, the durability of the bonded portion between the elastic body 32 and the hub 31A and the mass body 33A is also improved.

以上、第５実施形態によれば、車両が衝突し推進軸１００Ｄとともにトーショナルダンパ３０Ｄが後方に移動した場合、大径部３４Ｄ（フランジ４２の外周部）が円環部２３及び支持部２４ａに当接し、衝突時の荷重が伝達する。そして、円環部２３及び支持部２４ａに伝達（作用）する荷重が所定値以上の場合、支持部２４ａと脚部２４ｂ，２４ｂとの境界部が破断し、エンジン等の後退が可能となる。 As described above, according to the fifth embodiment, when the vehicle collides and the torsional damper 30D moves rearward together with the propulsion shaft 100D, the large diameter portion 34D (outer peripheral portion of the flange 42) becomes the annular portion 23 and the support portion 24a. It abuts and the load at the time of collision is transmitted. When the load transmitted (acting) to the annular portion 23 and the support portion 24a is equal to or greater than a predetermined value, the boundary portion between the support portion 24a and the leg portions 24b, 24b is broken, and the engine or the like can be retracted.

１００，１００Ａ，１００Ｂ，１００Ｃ，１００Ｄ推進軸
１第１パイプ材
２第２パイプ材
３自在継手
４トリポード型等速ジョイント
１０スタブシャフト（軸部材）
１０ａスプライン嵌合部
２０中間軸受体
２２防振部材
２２ｂ外環
２３円環部
２４ブラケット
２４ａ支持部
３０，３０Ａ，３０Ｂ，３０Ｃ，３０Ｄトーショナルダンパ
３１，３１Ａ，３１Ｂ，３１Ｄハブ
３２弾性体
３３，３３Ａ質量体
３４，３４Ａ，３４Ｂ，３４Ｃ，３４Ｄ大径部
３７フランジ
３８外筒部
４２フランジ
５０カバー
５３外壁部
６０カルダンジョイント
６１軸部材
６１ａスプライン嵌合部
６２ヨーク部材
６３ロックナット 100, 100A, 100B, 100C, 100D Propulsion shaft 1 1st pipe material 2 2nd pipe material 3 Universal joint 4 Tripod type constant velocity joint 10 Stub shaft (shaft member)
10a Spline fitting part 20 Intermediate bearing body 22 Anti-vibration member 22b Outer ring 23 Circular part 24 Bracket 24a Support part 30, 30A, 30B, 30C, 30D Tortional damper 31, 31A, 31B, 31D Hub 32 Elastic body 33, 33A Mass body 34, 34A, 34B, 34C, 34D Large diameter part 37 Flange 38 Outer cylinder part 42 Flange 50 Cover 53 Outer wall part 60 Cardan joint 61 Shaft member 61a Spline fitting part 62 York member 63 Locknut

Claims

It is a propulsion shaft for vehicles that connects multiple pipe materials divided into front and rear with universal joints.
An intermediate bearing body that rotatably supports the shaft member of the universal joint,
With a torsional damper arranged in front of the intermediate bearing body,
The intermediate bearing body is
The bearing externally fitted to the shaft member and
The anti-vibration member externally fitted to the bearing and
An annular portion into which the outer ring of the vibration isolator is fitted, and a ring portion.
A bracket having a leg portion that is joined to the annulus portion and is oriented to the left and right is provided.
The torsional damper is
A large diameter portion formed to have a diameter larger than the outer diameter of the outer ring,
A hub that rotates integrally with the shaft member,
A plurality of elastic bodies adhered to the outer peripheral side of the hub,
A tubular mass body bonded to the outer peripheral side of the elastic body is provided.
A propulsion shaft for a vehicle, wherein the outer peripheral portion of the mass body constitutes the large diameter portion.

It is a propulsion shaft for vehicles that connects multiple pipe materials divided into front and rear with universal joints.
An intermediate bearing body that rotatably supports the shaft member of the universal joint,
With a torsional damper arranged in front of the intermediate bearing body,
The intermediate bearing body is
The bearing externally fitted to the shaft member and
The anti-vibration member externally fitted to the bearing and
An annular portion into which the outer ring of the vibration isolator is fitted, and a ring portion.
A bracket having a leg portion that is joined to the annulus portion and is oriented to the left and right is provided.
The torsional damper is
A large diameter portion formed to have a diameter larger than the outer diameter of the outer ring,
A hub that rotates integrally with the shaft member,
A plurality of elastic bodies adhered to the outer peripheral side of the hub,
A tubular mass body bonded to the outer peripheral side of the elastic body is provided.
A propulsion shaft for a vehicle , wherein the outer peripheral portion of the hub constitutes the large diameter portion.

The hub includes a tubular inner cylinder portion to which the plurality of elastic bodies are adhered, and an annular flange protruding radially outward from one end portion in the axial direction of the inner cylinder portion.
The propulsion shaft for a vehicle according to claim 2, wherein the flange comprises an outer peripheral portion of the flange forming the large diameter portion.

The hub has a cylindrical inner cylinder portion to which the plurality of elastic bodies are fixed, a flange protruding radially outward from one end portion in the axial direction of the inner cylinder portion, and an axial direction from the outer edge of the flange. A tubular outer cylinder portion extending to the other end side and covering the outer peripheral side of the mass body is provided.
The propulsion shaft for a vehicle according to claim 2, wherein the outer cylinder portion constitutes the large diameter portion.

The torsional damper is further provided with a cover fixed to the hub and covering one end side of the mass body in the axial direction and the outer peripheral side of the mass body.
The propulsion shaft for a vehicle according to claim 2, wherein an outer wall portion covering the outer peripheral side of the mass body in the cover constitutes the large diameter portion.

The rear end of the shaft member is joined to the pipe material, and a spline fitting portion is formed at the front portion.
The one according to any one of claims 1 to 5, wherein the bearing is fitted in the middle portion of the shaft member and the torsional damper is arranged in front of the bearing. Propulsion shaft for vehicles.

The front end of the shaft member is joined to the pipe material, and a spline fitting portion is formed at the rear portion.
The one according to any one of claims 1 to 5, wherein the bearing is fitted in the middle portion of the shaft member and the torsional damper is arranged in front of the bearing. Propulsion shaft for vehicles.