JPH10147155A - Vehicle propeller shaft - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce vibration produced by a propeller shaft by preventing occurrence of self-exciting whirling vibration caused by internal friction of a universal joint. SOLUTION: A propeller shaft assembly 1 is composed of a first shaft P1 having an axial length L1 , a second shaft P2 having an axial length L2 which is smaller than the first axial length L1 , and a universal joint C3 coupling the first and second shafts together. When the first and second shafts are arranged so as to define a crossing angle thererbetween, depicting a leftward convex shape with an apex at the position of the universal joint. Accordingly, a folding angle at the universal joint C3 , in particular, an folding angle θ3 at the universal joint C3 at a third uniform speed can be increased with the use of a secondary moment which is produced by a drive torque T when the input force to the propeller shaft 1 becomes larger, and accordingly, self-exciting whirling vibration caused by internal friction of the universal joint is prevented. Thereby it is possible to reduce vibration and noise produced by the propeller shaft 1, in particular, vibration and noise in a running condition in which the input torque becomes larger.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a first shaft connected to an output side of a transmission arranged on the front side of a vehicle via a first universal joint, and an input of a final reduction gear arranged on the rear side of the vehicle. The present invention relates to a propeller shaft for a vehicle in which an end adjacent to a second shaft connected to a side via a second universal joint is connected via a third universal joint.

[0002]

2. Description of the Related Art Front and rear wheel drive vehicles (FR vehicles)
The propeller shaft is arranged so as to penetrate the front-rear direction of the vehicle.
A first shaft connected to the output side of the transmission via a first universal joint, as described in "Introduction of Sylvia S14 Series Car" (issued by Nissan Motor Co., Ltd. in October 1993);
An end adjacent to a second shaft connected to the input side of the final reduction gear via a second universal joint is connected via a third universal joint.

[0003] However, such a propeller shaft has a problem that vibration is easily generated due to its structure. In particular, in the universal joint used as the connecting member, self-excited whirling vibration due to internal friction is likely to occur.
In addition, since the internal friction of the universal joint increases in proportion to the input torque to the propeller shaft, the problem of vibration is remarkable in traveling with acceleration such as starting.

[0004] By the way, it is known that the internal friction causing whirling vibration tends to increase sharply as the bending angle at the joint decreases, so in order to prevent whirling vibration, It is preferable to increase the bend angle at the joint.

Therefore, conventionally, for example, as shown in FIG. 10, the first and second shafts P ₁ and P ₂ are connected to a universal joint C _3.
In the propeller shafts connected by ( ₁ ) and ( ₂ ), the joints (C ₁ , C ₂ , C ₃ ) are positively bent at angles (θ ₁ , θ ₂ , θ ₃ ) by offsetting the final reduction gear 3, etc. This prevents vibration of the propeller shaft due to typical whirling vibration.

[0006]

However, in the case of the conventional propeller shaft, the joint portion is merely bent at a consideration of the vehicle space, so that internal friction is reduced to prevent whirling vibration. It was not enough.

Therefore, the propeller shaft for a vehicle according to the present invention according to the first or second aspect of the present invention prevents self-excited whirling vibration due to internal friction of the universal joint, so that vibration generated at the propeller shaft, especially The vehicle propeller shaft according to any one of claims 3 to 5, wherein the universal joint according to any one of claims 1 to 2, wherein the universal joint is configured to reduce vibration in a traveling state in which the input torque increases. An object is to further reduce the vibration generated in the propeller shaft by making a selection.

[0008]

To this end, a vehicle propeller shaft according to the present invention, which is the present invention, has a first universal joint at an output side of a transmission arranged at a front side of the vehicle. A vehicle in which adjacent ends of a connected first shaft and a second shaft connected via a second universal joint to an input side of a final reduction gear arranged on the vehicle rear side are connected via a third universal joint. In the propeller shaft for the first universal joint from the center of the first universal joint to the center of the third universal joint, the second axial length from the center of the third universal joint to the center of the second universal joint The first shaft and the second shaft are arranged so as to have an intersection angle that is convex to the left with respect to the vehicle front direction with the third universal joint as the top when viewed from above the vehicle. It is a feature.

Further, according to a second aspect of the present invention, there is provided a vehicle propeller shaft, comprising: a first shaft connected to an output side of a transmission disposed on a vehicle front side via a first universal joint; In a vehicle propeller shaft in which an end adjacent to a second shaft connected via a second universal joint is connected via a second universal joint to an input side of a final reduction gear arranged on the rear side via a third universal joint, a first universal The first axial length from the center of the joint to the center of the third universal joint is smaller than the second axial length from the center of the third universal joint to the center of the second universal joint, and When viewed from above, the first shaft and the second shaft are arranged so as to have an intersection angle that is convex to the right with respect to the front direction of the vehicle with the third universal joint as an apex.

Further, according to claim 3, which is the present invention,
A vehicle propeller shaft according to claim 1 or 2, wherein the universal joint is a constant velocity universal joint.

[0011] In addition, according to claim 4 of the present invention,
A vehicle propeller shaft according to claim 3, wherein the constant velocity universal joint is a cross groove type constant velocity universal joint.

According to a fifth aspect of the present invention, there is provided a vehicle propeller shaft according to the third aspect, wherein the constant velocity universal joint is a double offset type constant velocity universal joint. .

[0013]

The propeller shaft for a vehicle according to the present invention, wherein the first shaft length is larger than the second shaft length, and the first and second shaft lengths when viewed from above the vehicle. By arranging the shaft so as to have an intersection angle protruding leftward with respect to the forward direction of the vehicle with the third universal joint as the apex, when the input torque increases, the shaft is generated by the drive torque transmitted by the propeller shaft. Using the next moment, the bending angle at the joint, especially at the third universal joint, can be increased, so self-excited whirling vibration due to internal friction of the universal joint is prevented and generated at the propeller shaft. Vibration and noise caused by the vibration, in particular, vibration and noise in a traveling state where the input torque becomes large can be reduced.

According to a second aspect of the present invention, there is provided a propeller shaft for a vehicle, wherein the first shaft length is smaller than the second shaft length, and the first and second shaft lengths are viewed from above the vehicle. By arranging the shaft so as to have an intersection angle protruding rightward with respect to the vehicle front direction with the third universal joint as the top, even in a situation where the propeller shaft cannot be arranged as in claim 1, the same as in claim 1 Effects can be obtained.

Further, according to claim 3 of the present invention,
In the vehicle propeller shaft according to claim 1 or 2, the universal joint is a constant velocity universal joint. In a universal joint that is not a constant velocity universal joint, the bending angle at the joint portion changes, and the torque between the input side and the output side fluctuates, and the fluctuation increases as the bending angle at the joint portion increases. It becomes large and contributes to vibration and noise. On the contrary,
In the constant velocity universal joint, the torque between the input side and the output side does not fluctuate regardless of the bending angle at the joint, so even if the bending angle at the joint increases, the torque fluctuation Does not generate vibration or noise. Therefore, in a vehicle propeller shaft employing a constant velocity universal joint, vibration and noise generated by the propeller shaft can be further reduced.

According to a fourth aspect of the present invention, in the vehicle propeller shaft according to the third aspect, the constant velocity universal joint is a cross groove type constant velocity universal joint. Unlike the fixed type constant velocity universal joints that do not slide in the axial direction, the cross groove type constant velocity universal joints are slide type constant velocity universal joints that slide in the axial direction. Thus, the movement of the drive system in the axial direction can be absorbed by the joint portion. Therefore, in a propeller shaft employing a cross groove type constant velocity universal joint as the constant velocity universal joint, vibration and noise generated in the propeller shaft can be reduced while absorbing the axial movement of the drive system at the joint portion. .

According to a fifth aspect of the present invention, in the propeller shaft for a vehicle according to the third aspect, the constant velocity universal joint is a double offset type constant velocity universal joint. Since the double offset type constant velocity universal joint is also a slide type constant velocity universal joint that slides in the axial direction, the same effect as in claim 4 can be obtained.

[0018]

An embodiment of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 shows a vehicle propeller according to the present invention.
FIG. 2 is a plan view of the first embodiment of the shaft viewed from above the vehicle.
The propeller shaft 1 of the embodiment is
The first constant velocity universal joint C is provided on the output side of the arranged transmission 5.₁To
First shaft P connected via ₁And placed behind the vehicle
The second constant velocity universal joint C on the input side of the final reducer 3_TwoThrough
And connected second shaft P_TwoThird end adjacent to
Constant velocity universal joint C_ThreeConnect and configure via. At this time
The propeller shaft 1 is a third constant velocity universal joint C_ThreeSet up near
Center bearing B_cIn, the insulator
It is fixed to a vehicle body (both are not shown) via the same.

The propeller shaft 1 has a first shaft length L ₁ from the center of the first constant velocity universal joint C _{1 to} the center of the third constant velocity universal joint C ₃ , and the third constant velocity universal joint C 3 ₃ of the center is larger than the second axial length dimension L ₂ between the center of the second constant velocity universal joint C _2, when viewed from above the vehicle, the first shaft P ₁ and the second shaft P _2, the vehicle front direction a third constant velocity universal joint C ₃ as the vertex arranged to have a crossing angle that is convex to the left.

On the other hand, FIG. 2 is a plan view of the second embodiment of the present invention viewed from above the vehicle. The propeller shaft 2 of the second embodiment has basically the same configuration as that of the first embodiment. Will be denoted by the same reference numerals and description thereof will be omitted. However, the propeller shaft 2 is configured such that the first shaft length L ₁ is smaller than the second shaft length L ₂ , and when viewed from above the vehicle, the first shaft P ₁ and the second shaft P ₂ Speed universal joint C
_It is arranged so that it has an intersection angle that is convex to the right with respect to the vehicle front direction with ₃ as the vertex.

Here, the first and second shaft lengths L ₁ and L ₂ and the first and second shafts P ₁ and P ₂ in the first and second embodiments correspond to the third constant velocity universal joint C ₃ . A method for setting the direction of the intersection angle formed as a vertex will be described.

As described above, of the vibrations generated by the propeller shaft, in order to prevent self-excited whirling vibration due to internal friction of the constant velocity universal joint, the bending angle at the joint, particularly the third angle the constant velocity universal bending angle significantly (increasing the third constant velocity universal joint C ₃ to the vertex of the first and second shaft P _1, the angle of intersection of P ₂ forms) on the joint C ₃ has to be.
For this reason, in the present invention, when the input torque to the propeller shaft increases, the drive torque T of the propeller shaft increases.
The bending angle at the joint portion is increased using the secondary moment generated by the above.

[0024] Hereinafter, with respect to the transmission center axis O ₁ bending angle theta ₁ the angle of the first shaft P ₁ with respect to the central axis O of the output shaft 5, the center axis O ₁ of the first shaft P ₁ second shaft P ₂ of the central axis O ₂ is the angle the bending angle theta _3, relative to the central axis O ₂ of the second shaft P ₂ to the center axis O ₃ bending angle theta ₂ to the angle of the final reduction gear 3 I do.

FIGS. 3 and 4 are schematic diagrams for explaining the secondary moment M of the propeller shaft 1 due to the driving torque T. The same parts as those in FIG. is a insulator interposed for fixing to the vehicle body with the propeller shaft 1 in the portion of the center bearing B _c, the transmission 5, the constant velocity universal joint C _1, C ₂ and a final reduction gear 3 is omitted.

In FIG. 3, which is a schematic diagram of FIG. 1, when the propeller shaft 1 transmits the output from the transmission 5 to the final reduction gear 3, the propeller shaft 1 is clockwise (clockwise) as viewed from the front of the vehicle. rotates in the direction, exchange of a force in a third constant velocity universal joint C ₃ is performed by force applied point F on the first shaft P ₁ bisecting plane of the second shaft P _2.

[0027] When the force applied point F in the second shaft P ₂ from the force applied to the first shaft P ₁ f, the driving torque T is, T = 2 × f × t × cos (θ 3/2) ···· (1) is represented by Here, t is a distance from the center of the third universal joint C ₃ to the force applied points F, the force applied points F is, since the offset relative to the first cross section perpendicular to the shaft P _1,
As shown from the vehicle side in FIG. 4 as viewed the propeller shaft 1, the first shaft P _1, 2-order moment M counterclockwise (counterclockwise) is generated viewed from the drawings. The second moment M is, M = 2 × f × t × sin (θ 3/2) = T × tan (θ 3/2) ···· (2) Similar calculations for the second shaft P ₂ performed when, at _{M = T × tan (θ 3} /2), the same as the first shaft P _1, the moment of the counter-clockwise (counterclockwise).

[0028] Therefore, when viewed from above the vehicle, if the propeller shaft 1 that is convex to the left with respect to the vehicle front direction a third constant velocity universal joint C ₃ as the vertex, the first and second shaft P _1, P ₂ has a counterclockwise second moment M
The force relationship of the propeller shaft 1 due to the secondary moment M is as shown in FIG.

By the way, the final reduction gear 3 generally tends to wind up when the driving torque T is transmitted from the propeller shaft 1 as shown in FIG. This windup appears more remarkably as the drive torque T increases. Therefore, if displacing the third constant velocity universal joint C ₃ in conjunction with this windup downwards, by increasing the bending angle at the universal joint, it is possible to reduce the internal friction of the universal joint. Therefore, in order to prevent self-excited whirling vibration due to internal friction, the driving torque T
The originating second moment M, it is preferred that the third constant velocity universal joint C ₃ constitute a propeller shaft so as to be displaced downward.

[0030] From FIG. 5, when viewing the power relations in the propeller shaft 1 according to second moment M, the dimension from the center of the third constant velocity universal joint C ₃ to the insulator 4 (near the center of the center bearing B _c) Lo , First shaft P ₁
The force applied to the end of the transmission 5 on the side of f ₁ is f ₁ , and the second shaft P ₂
Final reduction gear 3 side end portion forces the f ₂ applied to the and the force applied to the vicinity of the center of the center bearing B _c and f _3, from the balance of the first shaft _{P 1, M = L 1 ×} f 1 ···・ (3) From the balance of the second shaft P ₂ , M = f ₁ × L ₂ −f ₃ × (L ₂ −Lo)... (4) From these equations (3) and (4), the center bearing B
force f ₃ in the vicinity of _c is, f ₃ = - expressed in [(L ₁ -L ₂₎ × M] / [(L ₂ -Lo) × L _1] ... (5).

In equation (5), the dimensions L ₁ , L ₂ and (L ₂
Since −Lo) and the second moment M are positive, the direction of the force f ₃ applied to the center bearing B _c is determined by the magnitude relationship of (L ₁ −L ₂ ) in the right side molecule.

First, when (L ₁ −L ₂ ) <0,
Since f ₃ > 0, the center bearing B _c receives a downward force from the insulator 4 supporting the bearing B _c as shown in the figure. However, the downward force f ₃ is generated by the center bearing B of the propeller shaft 1.
_c moiety, i.e., showing the reaction force from the insulator 4 when the vicinity third constant velocity universal joint C ₃ is upwardly displaced. Therefore, when the first and second shaft lengths L ₁ and L ₂ are determined so as to satisfy L ₁ <L ₂ , the final reduction gear 3 winds up and the third constant velocity universal joint C ₃ is displaced upward. As a result, the bending angle at each joint is reduced.

On the other hand, when (L ₁ −L ₂ )> 0,
Since f ₃ <0, the center bearing B _c receives an upward force from the insulator 4, contrary to the drawing.
This upward force f ₃ is a center bearing B _c portion of the propeller shaft 1, that is, showing the reaction force from the insulator 4 when the vicinity third constant velocity universal joint C ₃ is displaced downward. Therefore, when the propeller shaft 1 is convex to the left with the third constant velocity universal joint C ₃ as the apex when viewed from above the vehicle in the forward direction of the vehicle, the first and second shafts satisfy L ₁ > L _2. When the long dimensions L ₁ and L ₂ are determined, the final reduction gear 3 winds up, and the second constant moment caused by the driving torque T causes the vicinity of the third constant velocity universal joint C ₃ to be displaced downward. , In particular, the bending angle θ ₃ of the third universal joint C ₃ can be increased, which is effective in reducing internal friction in the universal joint.

On the other hand, FIGS. 7 and 8 are schematic diagrams for explaining the secondary moment caused by the driving torque T in the propeller shaft 2 of the second embodiment, and the same parts as those in FIG. 2 are denoted by the same reference numerals. I do.

When the propeller shaft 2 is viewed from above the vehicle, when the first shaft P ₁ and the second shaft P ₂ are convex rightward with respect to the front of the vehicle with the third constant velocity universal joint C ₃ as the apex, When the propeller shaft 2 transmits the driving torque T to the final reduction gear 3, the propeller shaft 2 rotates clockwise (clockwise) as viewed from the front of the vehicle, and the driving torque T
, Like the first embodiment, T = 2 × f × t × cos (θ 3/2) represented by ... (6). Here, t is a distance from the center of the third universal joint C ₃ to the force applied points F, the force applied points F is, since the offset relative to the first cross section perpendicular to the shaft P _1,
As shown from the vehicle side 8 of watched propeller shaft 2, the first shaft P _1, 2-order moment M clockwise (clockwise) is generated viewed from the drawings. The second moment M is, M = 2 × f × t × sin (θ 3/2) = T × tan (θ 3/2) ···· (7) Similar calculations for the second shaft P ₂ performed when, at _{M = T × tan (θ 3} /2), the same as the first shaft P ₁ side and the moment in the clockwise (right-handed).

[0036] Therefore, when viewed from above the vehicle, if the propeller shaft 2 has a convex shape to the right with respect to the vehicle front direction a third constant velocity universal joint C ₃ as the vertex, the first shaft P ₁ and the second shaft P _A clockwise moment M is generated on each of the _two side surfaces, and the force relationship of the propeller shaft 2 due to the secondary moment M is as shown in FIG.

At this time, similarly, as shown in FIG. 6, the final reduction gear 3 tends to wind up upward when the driving torque T is transmitted from the propeller shaft 2, so that the final reduction gear 3 is self-excited due to internal friction. runout to prevent rotation vibration conjunction with windup of final reduction gear 3, a third constant velocity universal joint C ₃ is displaced downward, it is preferable to increase the bending angle at the joint.

Therefore, looking at the force relationship on the propeller shaft 1 due to the second moment M from FIG. 9, M = L ₁ × f ₁ · from the balance of the first shaft P ₁ , as in the first embodiment. (8) than the balance of the second shaft P _2, from the _{M = f 1 × L 2 +} f 3 × (L 2 -Lo) ···· (9) thereof (8) and (9), Center Bearing B
force f ₃ in the vicinity of _c can be expressed by f ₃ = [(L ₁ -L ₂₎ × M] / [(L ₂ -Lo) × L _1] ... (10).

From equation (10), the center bearing B _c
The direction of the force f ₃ applied to the right side molecule is (L ₁ −L
₂ ) Determined by the magnitude relationship.

When (L ₁ −L ₂ )> 0, f ₃ >
Since 0, the center bearing B _c, the insulator 4 for supporting the bearings B _c, as shown in FIG undergoes a downward force f _3. However, the downward force f ₃ is a center bearing B _c portion of the propeller shaft 2, that is, indicating that around the third constant velocity universal joint C ₃ is upwardly displaced. Therefore, when the first and second shaft lengths L ₁ and L ₂ are determined so as to satisfy L ₁ > L ₂ , the final reduction gear 3 winds up, and the third constant velocity universal joint C ₃ part faces upward. The joints are displaced to reduce the angle of bend at each joint.

On the other hand, when (L ₁ −L ₂ ) <0,
Since f ₃ <0, the center bearing B _c receives an upward force from the insulator 4, contrary to the drawing. This upward force f ₃ is a center bearing B _c portion of the propeller shaft 2, that is, indicating that around the third constant velocity universal joint C ₃ is displaced downward. Therefore, when viewed from above the vehicle, the propeller shaft 2 has the third constant velocity universal joint C _3.
When it is convex to the right with respect to the vehicle front direction with
The first and second axial lengths L ₁ , L ₁ <L ₂ are satisfied.
When determining the L _2, together with the final reduction gear 3 is windup, the secondary moment due to the drive torque T, because the vicinity of the third constant velocity universal joint C ₃ is displaced downward, bending angle at the joint portion, In particular, the third constant velocity universal joint C ₃
Possible to increase the bending angle theta ₃ in, it is effective in reducing the internal friction in the joint.

[0042] From the above, the propeller shaft 1 in the first embodiment, as the first axial length dimension L ₁ is greater than the second axial length dimension L _2, first and second axial length dimension L
₁ and L ₂ show the relationship of L ₁ > L ₂ , and when viewed from above the vehicle, the first and second shafts P ₁ and P ₂ move in the forward direction of the vehicle with the third constant velocity universal joint C ₃ as the apex. so as to project to the left hand, bending angle theta ₃ in the third constant velocity universal joint C ₃ is theta
₃ <0 (θ ₁ > 0, θ ₂ > 0). As a result, when the input torque to the propeller shaft 1 increases, the drive torque T
Using the next moment, the bending angle at the joint, especially
Since the bend angle θ ₃ at the third constant velocity universal joint C ₃ can be increased, self-excited whirling vibration due to internal friction of the universal joint is prevented, and vibration generated at the propeller shaft 1 and noise due to this vibration, In particular, it is possible to reduce vibrations and noises that occur when the input torque increases, for example, when the vehicle is in an accelerated running state such as when starting.

Conversely, the propeller in the second embodiment
The shaft 2 has a first shaft length L₁Is the second shaft length L_Twothan
The first and second shaft length L₁, L_TwoBut
L₁<L_TwoWhen viewed from above the vehicle,
First and second shaft P₁, P _TwoIs the third constant velocity universal joint C_Three
To be convex to the right with respect to the front of the vehicle
, The third constant velocity universal joint C_ThreeAngle θ at_ThreeIs θ_Three> 0
(Θ₁<0, θ_Two<0) is satisfied. Obedience
The propeller shaft cannot be placed as described above.
In this situation, the same operation and effect as described above can be obtained.

In a universal joint that is not a constant velocity universal joint, the bending angle at the joint portion changes, and the torque between the input side and the output side fluctuates. The larger the bending angle, the larger the angle, which contributes to vibration and noise. In contrast, constant velocity universal joints
No matter how the bending angle changes at the joint, the torque between the input and output sides does not fluctuate, so even if the bending angle at the joint increases, vibration and noise due to torque fluctuations are generated. Do not let. Therefore, by employing the constant velocity universal joint, vibration and noise generated in the propeller shaft 1 or 2 can be further reduced.

Meanwhile, there is a constant velocity universal joint called a cross groove type constant velocity universal joint. A cross-groove type constant velocity universal joint is disclosed in, for example, Japanese Patent Application Laid-Open No. 60-2226.
No. 22, No. 63-57821, JP-A-58-15
As shown in No. 6722, it has a cylindrical inner diameter member and an outer diameter member, and a ball groove inclined with respect to the axial direction is provided on each of the outer peripheral surface of the inner diameter member and the inner peripheral surface of the outer diameter member. When the ball member and the outer diameter member are aligned in the ball groove and the bearing is carried out by the ball member, the ball groove of the inner diameter member and the outer diameter member cross each other. That is, unlike the fixed type constant velocity universal joint which does not slide in the axial direction, the cross groove type constant velocity universal joint is a slide type constant velocity universal joint which slides in the axial direction. In comparison with the above, the joint portion can absorb the axial movement of the drive system. Therefore, in the propeller shaft 1 or 2 employing the cross groove type constant velocity universal joint as the constant velocity universal joint, vibration and noise generated in the propeller shaft are reduced while absorbing the axial movement of the drive system at the joint. be able to.

There is a constant velocity universal joint called a double offset type constant velocity universal joint. The double offset type constant velocity universal joint has a cylindrical inner diameter member and an outer diameter member, and a ball groove parallel to the axial direction is formed on each of the outer peripheral surface of the inner diameter member and the inner peripheral surface of the outer diameter member. Is provided, and a ball member is interposed between these ball grooves. That is, since the double offset type constant velocity universal joint is also a slide type constant velocity universal joint that slides in the axial direction, the joint part can absorb the axial movement of the drive system. Therefore, a propeller shaft employing a double offset type constant velocity universal joint as the constant velocity universal joint has the same effect as employing the cross groove type constant velocity universal joint.

The foregoing merely illustrates preferred embodiments of the present invention, and those skilled in the art will be able to make various modifications within the scope of the appended claims. For example, the other constant velocity universal joint may be a tripod type constant velocity universal joint. Further, the transmission may be a manual transmission or an automatic transmission.

[Brief description of the drawings]

FIG. 1 is a plan view when a first embodiment of the present invention is viewed from above a vehicle.

FIG. 2 is a plan view when the second embodiment of the present invention is viewed from above the vehicle.

FIG. 3 is a schematic view of the propeller shaft shown in FIG.

FIG. 4 is a schematic diagram showing a secondary moment generated in the propeller shaft of FIG. 1 from a side.

FIG. 5 is a schematic diagram showing a force relationship based on a second moment shown in FIG. 4;

FIG. 6 is a side view showing the propeller shaft when the final reduction gear winds up.

FIG. 7 is a schematic view of the propeller shaft shown in FIG.

FIG. 8 is a schematic view showing a secondary moment generated in the propeller shaft of FIG. 2 from a side.

FIG. 9 is a schematic diagram showing a force relationship based on a second moment shown in FIG. 8;

FIG. 10 is a plan view when a conventional propeller shaft is viewed from above a vehicle.

[Explanation of symbols]

1, 2 propeller shaft 3 final reduction gear 4 insulator 5 transmission B _c Center bearing C ₁ first constant velocity universal joint C ₂ second constant velocity universal joint C ₃ third constant velocity universal joint P ₁ first shaft P ₂ first Two shaft

Claims (5)

[Claims] 1. A first shaft connected via a first universal joint to an output side of a transmission arranged on the front side of a vehicle, and a second universal joint connected to an input side of a final reduction gear arranged on the rear side of the vehicle. A vehicle propeller shaft having an end adjacent to a second shaft connected through a third universal joint connected through a third universal joint, wherein a first shaft between a center of the first universal joint and a center of the third universal joint is connected. The long dimension is larger than the second axial length from the center of the third universal joint to the center of the second universal joint, and when viewed from above the vehicle, the first shaft and the second shaft are A propeller shaft for a vehicle, wherein the propeller shaft is arranged so as to have an intersection angle that is convex to the left with respect to a vehicle front direction with a universal joint as a vertex. 2. A first shaft connected via a first universal joint to an output side of a transmission arranged on the front side of the vehicle, and a second universal joint connected to an input side of a final reduction gear arranged on the rear side of the vehicle. A vehicle propeller shaft having an end adjacent to a second shaft connected through a third universal joint connected through a third universal joint, wherein a first shaft between a center of the first universal joint and a center of the third universal joint is connected. The long dimension is smaller than the second axial length from the center of the third universal joint to the center of the second universal joint, and when viewed from above the vehicle, the first shaft and the second shaft are A propeller shaft for a vehicle, wherein the propeller shaft is arranged so as to have an intersection angle that is convex rightward with respect to a vehicle front direction with a universal joint as an apex. 3. The propeller shaft for a vehicle according to claim 1, wherein the universal joint is a constant velocity universal joint. 4. The propeller shaft for a vehicle according to claim 3, wherein the constant velocity universal joint is a cross groove type constant velocity universal joint. 5. The propeller shaft according to claim 3, wherein the constant velocity universal joint is a double offset type constant velocity universal joint.