JPH0623791Y2 - Anti-vibration structure of propeller shaft - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a vibration isolation structure for a propeller shaft having a constant velocity joint.

(Prior Art) Generally, both ends of a propeller shaft that connects an output shaft of a transmission of a vehicle and a rear wheel differential device are connected to each other through universal joints. As disclosed in the publication, there is one in which a propeller shaft is constructed by connecting two shaft portions, and a third universal joint is provided at the connecting portion. In such a case, the input shaft (drive shaft) before and after the third universal joint
If the angle between the axis of and the axis of the output shaft (driven shaft) is large, even if this angle changes significantly, the rotational force can be transmitted from the input shaft to the output shaft evenly. A joint called "joint" is used. This slide type constant velocity joint is also called a double offset joint (DOJ).
As disclosed in Japanese Patent No. 5227, six balls are provided between a ball groove of an outer race fixed to an input shaft and a ball groove of an inner race fixed to an output shaft, and the balls are caged. The output shaft, the inner race, and the outer race are constrained in the axial direction when used.

By the way, although this slide type constant velocity joint itself has a good centering property, the diameter of the output shaft is relatively small due to the structure in which the inner race is fixed to the outer periphery of the output shaft. Therefore, the rigidity of the output shaft is not so high, which causes a problem that the propeller shaft vibrates along with its rotation.

(Object of the Invention) Therefore, an object of the present invention is to suppress vibration of the propeller shaft in a propeller shaft having a constant velocity joint.

(Structure of the Invention) The present invention includes a first propeller shaft portion, a second propeller shaft portion, and a constant velocity joint interposed between the first and second propeller shaft portions. A propeller shaft in which an input shaft of a constant velocity joint is connected to the first propeller shaft portion, and an output shaft of the constant velocity joint having a diameter smaller than that of the input shaft is connected to the second propeller shaft portion. The vibration damping means is provided in the vicinity of the output shaft of the constant velocity joint.

(Effect of the Invention) Since the constant velocity joint is configured to fix the inner race to the outer circumference of the output shaft, the diameter of the output shaft is smaller than that of the input shaft, and the rigidity is not so high. Therefore, if this constant velocity joint is installed in the middle of the propeller shaft, vibration is likely to be generated along with the rotation of the propeller shaft. By providing them in close proximity, the vibration of the propeller shaft can be effectively damped.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a side view of a propeller shaft having a vibration isolation structure according to the present invention. The propeller shaft 1 includes a front shaft portion 3 and a rear shaft portion 4 which are connected to each other by a slide type constant velocity joint 2. The front end of the front shaft portion 3 has a universal joint 6 attached to the output shaft 5 of the transmission, and the rear end of the rear shaft portion 4 has an input shaft of the differential gear. A universal joint 7 is attached for connecting to the. Further, the rear end of the front shaft portion 3 is supported by a center bearing 9 attached to the vehicle body via an elastic member 8 and, as shown in FIG. 2, a cylinder provided with a flange 16. The member 10 is spline-fitted.

As is apparent from FIG. 2, the slide type constant velocity joint 2 includes an outer race 1 fixed to the rear end of the cylindrical member 10.
1 and an inner race 13 that is spline-fitted to the outer periphery of the front end portion of the output shaft 12 having a smaller diameter than the input shaft 11. On the inner peripheral surface of the outer race 11, six ball grooves 11a extending along the axial direction are formed at equal intervals in the circumferential direction. An end cover 14 is attached to the front end portion of the outer race 11, and a flange 15 is formed on the outer circumference of the front end portion. The shaft portion 3 receives the driving force and rotates.

On the other hand, the outer race 11 is also formed on the outer peripheral surface of the inner race 13.
The six ball grooves 13a extending along the axis corresponding to the ball grooves 11a are formed at equal intervals in the circumferential direction, and the balls 17 are arranged between these ball grooves 13a and the ball grooves 11a of the outer race 11, respectively. And these balls 1
7 is restrained by a cage 18.

The output shaft 12 of the constant velocity joint 2 is formed integrally with the front end portion of the rear shaft portion 4, and a disk-shaped member 19 attached thereto is provided with a dynamic damper 20 for vibration isolation. The dynamic damper 20 includes an elastic material 21.
A mass body 23 is attached to a bracket 22 via the bracket 22.
It is fixed at. Then, by appropriately selecting the spring constant of the elastic material 21 and the weight of the mass body 23, the elastic material 2
1 and the mass body 23 cooperate with each other to reduce vibration of the output shaft 12 of the constant velocity joint 2.

FIG. 3 shows a modified example of the dynamic damper 20. In this case, a bracket portion for mounting the dynamic damper 20 is formed integrally with the output shaft 12 at the rear end of the output shaft 12 of the constant velocity joint 2. It has a press-fitted configuration.

Next, FIG. 4 is a graph for explaining the effect of the present invention.
The curve indicated by indicates the case where the dynamic damper 20 is attached, and the curve indicated by the broken line B indicates the case where the dynamic damper 20 is not attached. As is clear from FIG. 4, the dynamic damper 20 is attached, so that
It can be seen that the vibration of 00Hz is reduced.

[Brief description of drawings]

FIG. 1 is a side view of a propeller shaft according to the present invention, and FIG.
FIG. 4 is a sectional view of the main part, FIG. 3 is a sectional view showing a modified example of the dynamic damper, and FIG. 4 is a graph for explaining the effect of the present invention. 1 …… Propeller shaft 2 …… Sliding type constant velocity joint 3,4 …… Shaft part 9 …… Center bearing 11 …… Constant velocity joint outer race 12 …… Constant velocity joint output shaft 13 …… Constant velocity joint inner Race 17 ... Ball 20 ... Dynamic damper 21 ... Elastic material, 23 ... Mass

 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) Bibliography SHO 61-201937 (JP, U) ACT 62-107135 (JP, U) ACT 60-47939 (JP, U)

Claims (1)

[Scope of utility model registration request] 1. A first propeller shaft portion (3), a second propeller shaft portion (4), and an interposition between these first and second propeller shaft portions (3), (4). A constant velocity joint (2), an input shaft (11) of the constant velocity joint (2) is connected to the first propeller shaft portion (3), and the constant velocity joint (2) is An output shaft (1 smaller in diameter than the input shaft (11)
2) In the propeller shaft (1) connected to the second propeller shaft portion (4), a vibration damping means (20) is provided near the output shaft (12) of the constant velocity joint (2). Anti-vibration device for propeller shafts.