JPS62273125A - Drive unit for automobile - Google Patents
Drive unit for automobileInfo
- Publication number
- JPS62273125A JPS62273125A JP11485886A JP11485886A JPS62273125A JP S62273125 A JPS62273125 A JP S62273125A JP 11485886 A JP11485886 A JP 11485886A JP 11485886 A JP11485886 A JP 11485886A JP S62273125 A JPS62273125 A JP S62273125A
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- propeller
- collision
- drive unit
- propeller shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000004904 shortening Methods 0.000 claims abstract description 4
- 230000005540 biological transmission Effects 0.000 claims description 7
- 230000008878 coupling Effects 0.000 abstract 3
- 238000010168 coupling process Methods 0.000 abstract 3
- 238000005859 coupling reaction Methods 0.000 abstract 3
- 230000000694 effects Effects 0.000 description 3
- 239000002828 fuel tank Substances 0.000 description 3
- 230000000116 mitigating effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
Landscapes
- Motor Power Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
3、発明の詳細な説明
(産業上の利用分野)
この発明は、プロペラ軸で後車軸に動力を伝える自動車
の駆動装置に関する。Detailed Description of the Invention 3. Detailed Description of the Invention (Field of Industrial Application) This invention relates to an automobile drive system that transmits power to a rear axle using a propeller shaft.
(従来の技術)
フロントエンジン・リアドライブ式の自動車およびフロ
ントエンジンの4輪駆動車においては、車体前部のエン
ジン、変速橢からプロペラ軸を介してII軸に動力を伝
える構成になっている。プロペラ軸は車体の下部中央に
前後方向に配設されている。実開昭60−163120
号公報にも示されているように、最近の多くのプロペラ
軸は3継手式で、軸の両端部分および中央部分に合計3
つの自在継手が設けられ、中央の自在継手の直航あるい
は直後部分が中間軸受を介して車体に支持される。前部
の自在継手は変速機あるいはトランスファの出力軸に結
合され、後部の自在継手は後車軸の差動装置に結合され
ている。(Prior Art) Front-engine, rear-drive automobiles and front-engine four-wheel-drive vehicles are configured to transmit power from the engine and transmission gear at the front of the vehicle body to the II shaft via the propeller shaft. The propeller shaft is located in the center of the lower part of the vehicle body in the front-rear direction. Jitsukaisho 60-163120
As shown in the publication, many recent propeller shafts are of the three-joint type, with a total of three joints at both ends and in the center of the shaft.
Two universal joints are provided, and the orthogonal or immediate portion of the central universal joint is supported by the vehicle body via an intermediate bearing. The front universal joint is connected to the output shaft of the transmission or transfer, and the rear universal joint is connected to the rear axle differential.
(発明が解決しようとする問題点)
自動車が前から衝突した場合、車体前部のエンジンルー
ムが適当に変形し、それによって衝撃力が緩和されるこ
とは、乗員の被害を最少限にくい止めるのに有益なこと
である。(Problem to be solved by the invention) When a car is collided from the front, the engine compartment at the front of the car body deforms appropriately, thereby mitigating the impact force, which minimizes damage to the occupants. It is beneficial for
衝突時にエンジンルームが効果的に潰れるには、エンジ
ンルーム内の駆動ユニット(エンジン、変速機、トラン
スファなどを含む一体的な構造体)が、衝突時に甲至内
へ飛び出さない範囲内で、後方へ変位する必要がある。In order for the engine compartment to collapse effectively in the event of a collision, the drive unit (integral structure that includes the engine, transmission, transfer, etc.) within the engine compartment must be able to move rearward within the range that does not fly out into the instep during a collision. It is necessary to move to
これによって相当の衝撃緩和効果が生まれる。This creates a considerable shock-reducing effect.
しかし、プロペラ軸のある従来の自動車では、衝突時に
プロペラ軸が駆動ユニットを後方から支える形となり、
駆動ユニットが後退しにくいという問題があった。また
、激しい衝突によって駆動ユニットが後退すると、プロ
ペラ軸が上記自在継手の部分で折れ曲り、車体後部のプ
ロペラ軸の上方部分にある燃料タンクにプロペラ軸が当
たるという問題もあった。However, in conventional cars with a propeller shaft, the propeller shaft supports the drive unit from behind in the event of a collision.
There was a problem that the drive unit was difficult to move backwards. Additionally, when the drive unit retreats due to a severe collision, the propeller shaft bends at the universal joint, causing the propeller shaft to hit the fuel tank located above the propeller shaft at the rear of the vehicle.
この発明は上述した従来の問題点に鑑みなされたもので
、その目的は、衝突時にプロペラ軸が短縮して、駆動ユ
ニットの後退の妨げにならないようにした自動車の駆動
装置を提供することにある。This invention was made in view of the above-mentioned conventional problems, and its purpose is to provide an automobile drive system in which the propeller shaft does not shorten in the event of a collision and prevent the drive unit from moving backward. .
(問題点を解決するための手段)
そこでこの発明に係る自動車の駆動装置では、プロペラ
軸の中央部分を中間軸受を介して車体に支持するととも
に、この中間軸受より前方部分のプロペラ軸に軸方向の
力を受けて軸長を短縮させる軸縮小手段を設けた。(Means for Solving the Problems) Therefore, in the automobile drive device according to the present invention, the central portion of the propeller shaft is supported by the vehicle body via an intermediate bearing, and the propeller shaft in the forward portion of the intermediate bearing is supported in the axial direction. A shaft reducing means for shortening the shaft length by receiving the force is provided.
(作 用)
衝突時に駆動ユニット側から上記プロペラ軸に軸方向の
衝撃力が加わると、上記軸縮小手段が機能して、上記中
間軸受より前方部分の軸体の長さが短縮し、駆動ユニッ
トの後退を許容する。(Function) When an axial impact force is applied to the propeller shaft from the drive unit side during a collision, the shaft reduction means functions to shorten the length of the shaft body in front of the intermediate bearing, and the drive unit Tolerate setbacks.
(実施例)
第1図および第2図はこの発明の一実施例による4輪駆
動車の概略構成を示している。10は前軸12を駆動す
る前車軸、14は後輪16を駆動する後車軸、18は車
体前部のエンジンルーム20内に取付けられた駆動ユニ
ット、22は駆動ユニット18から後車軸14に動力を
伝えるためのプロペラ軸である。(Embodiment) FIGS. 1 and 2 show a schematic configuration of a four-wheel drive vehicle according to an embodiment of the present invention. 10 is a front axle that drives the front axle 12; 14 is a rear axle that drives the rear wheels 16; 18 is a drive unit installed in the engine room 20 at the front of the vehicle body; 22 is power from the drive unit 18 to the rear axle 14. This is the propeller shaft for transmitting the information.
駆動ユニット18は、エンジン18aとトランスフ11
8bを含む一体構造体である。このトランスファ18b
の部分には、クラッチ、変速機。The drive unit 18 includes an engine 18a and a transmission 11.
It is an integral structure including 8b. This transfer 18b
The parts include the clutch and transmission.
副変速機、前輪駆動系と後輪駆動系とに動力を分ける機
構、前車軸10の差動装置などを含んでいる。It includes an auxiliary transmission, a mechanism that divides power into a front wheel drive system and a rear wheel drive system, a differential device for the front axle 10, and the like.
プロペラ軸22は3継手式のもので、両端部と中央部に
合計3個の自在継手22a 、22b 、22Cが設け
られている。前部の自在継手22aはトランスファ18
tlの出力軸に結合され、後部の自在継手は後車軸14
の差動装置24の入力軸に結合されている。中央の自在
継手22bは、プロペラ軸22の前軸体26と後軸体2
8とを結合している。前軸体26の後端部分は中間軸受
30を介して車体に支持されている。The propeller shaft 22 is of a three-joint type, and a total of three universal joints 22a, 22b, and 22C are provided at both ends and at the center. The front universal joint 22a is the transfer 18
tl output shaft, and the rear universal joint connects to the rear axle 14.
The input shaft of the differential device 24 is coupled to the input shaft of the differential device 24 of The central universal joint 22b connects the front shaft body 26 and the rear shaft body 2 of the propeller shaft 22.
8 is combined. A rear end portion of the front shaft body 26 is supported by the vehicle body via an intermediate bearing 30.
この実施例においては、プロペラ軸22の前軸体26を
第3図に示す構造とし、前述の軸縮小手段をここに設け
ている。In this embodiment, the front shaft body 26 of the propeller shaft 22 has the structure shown in FIG. 3, and the aforementioned shaft reduction means is provided here.
第3図に示すように、前軸体26は、軸26aと中空軸
26bとをスプライン継手部26cで結合したtM ’
lliになっている。スプライン継手部26Cにより、
軸26aと中空+1126bは一体に回転するが、軸方
向に大きな力が加わると、軸26aと中空軸26bとは
軸方向に相対的に摺動変位する。As shown in FIG. 3, the front shaft body 26 includes a shaft 26a and a hollow shaft 26b connected by a spline joint 26c.
It has become lli. With spline joint part 26C,
The shaft 26a and the hollow shaft 26b rotate together, but when a large force is applied in the axial direction, the shaft 26a and the hollow shaft 26b undergo relative sliding displacement in the axial direction.
通常時はスプライン継手部26cは第3図の状態にあり
、前軸体26の全長は最も長い状態で回転している。前
軸体26に前方から強い力が加わると、軸26aの後端
が中空@26bの中へ深く入り込み、最大でLだけ前軸
体26の全長が短縮される。この艮ざLは、衝突によっ
て駆動ユニット18がダッシュパネル32に当接するま
での移動距離にほぼ等しくしである。Normally, the spline joint portion 26c is in the state shown in FIG. 3, and the front shaft body 26 is rotating with the entire length at its longest. When a strong force is applied to the front shaft body 26 from the front, the rear end of the shaft 26a deeply enters the hollow @26b, and the total length of the front shaft body 26 is shortened by L at the maximum. This distance L is approximately equal to the travel distance of the drive unit 18 until it comes into contact with the dash panel 32 due to a collision.
上記の説明で明らかなように、この実施例の自!171
車が前方から衝突した場合に、その衝撃によりエンジン
ルームが潰れ、内部の駆動ユニット18が後退する際に
、駆動ユニット18がダッシュパネル32に当接する位
置まで後退するのに対して、プロペラ軸22は全く障害
にならず、前軸体26の長さが短縮するだけである。従
って、プロペラ軸22の後軸体28が自在継手22bや
22cの部分で折れ曲り、この部分の上方に設置されて
いる燃料タンク34に当接する事故も起こらない。As is clear from the above description, this example is unique! 171
When a car collides from the front, the engine compartment is crushed by the impact and the internal drive unit 18 moves backwards, whereas the drive unit 18 moves backwards to a position where it abuts the dash panel 32. is not an obstacle at all, and the length of the front shaft body 26 is only shortened. Therefore, an accident in which the rear shaft body 28 of the propeller shaft 22 is bent at the universal joints 22b and 22c and comes into contact with the fuel tank 34 installed above these parts does not occur.
なお、上記の実施例では前軸体26の軸縮小手段として
スプライン継手部26cを設けたが、本発明はこれに限
定されない。この軸縮小手段は衝突時の極めて大きな衝
撃力で機能すればよいものであり、小さな力で軸長が滑
らかに変化するような機能はなくてもよい。従って、例
えば軸26aと中空軸26bとをビンで結合し、大きな
衝撃力によってビンが折れて、軸長が短縮されるように
してもよい。In addition, although the spline joint part 26c was provided as a shaft reduction means of the front shaft body 26 in the said Example, this invention is not limited to this. This shaft reduction means only needs to function with extremely large impact force at the time of collision, and does not need to have a function of smoothly changing the shaft length with small force. Therefore, for example, the shaft 26a and the hollow shaft 26b may be connected by a bottle, and the bottle may be broken by a large impact force, thereby shortening the shaft length.
また本発明は、実m例のような横置きエンジン形の4輪
駆動車に適用すると特に効果的であるが、勿論これに限
定されるわけではない。プロペラ軸を有する通常のフロ
ントエンジン・リアドライブ形の自動車にも適用でき、
上記と同様な効果を奏する。Further, the present invention is particularly effective when applied to a horizontal engine type four-wheel drive vehicle as in the actual example, but it is of course not limited thereto. It can also be applied to normal front-engine, rear-drive cars that have a propeller shaft.
The same effect as above is achieved.
(発明の効果)
以上詳細に説明したように、この発明に係る自動車の駆
動装置によれば、プロペラ軸は衝突時に駆動ユニットが
後退するのの障害にならないので、衝突時のエンジンル
ームの潰れが効果的に生じ、これによって衝突エネルギ
ーを吸収し、乗員が受ける被害を緩和するのに効果があ
る。(Effects of the Invention) As explained in detail above, according to the automobile drive system according to the present invention, the propeller shaft does not become an obstacle for the drive unit to move backward in the event of a collision, so that the engine compartment is not crushed in the event of a collision. This is effective in absorbing collision energy and mitigating damage to occupants.
第1図はこの発明の一実施例による自動車の駆動装置の
概略構成を示す平面図、第2図は同じく側面図、第3図
は同上実施例における要部構成を示す断面図である。
10・・・・・・前車軸 14・・・・・・優車
軸18・・・・・・駆動ユニット 20・・・・・・エ
ンジンルーム22・・・・・・プロペラ軸
22a 、 22b 、 22c ・−・−・自在継手
26・・・・・・前軸体 26a・・・軸26b
・・・中空軸
26Q・・・スプライン継手部
28・・・・・・後軸体 30・・・・・・中空
軸受32・・・・・・ダッシュパネル
34・・・・・・燃料タンクFIG. 1 is a plan view showing a schematic configuration of a drive device for an automobile according to an embodiment of the present invention, FIG. 2 is a side view of the same, and FIG. 3 is a sectional view showing the configuration of essential parts in the same embodiment. 10...Front axle 14...Superior axle 18...Drive unit 20...Engine room 22...Propeller shafts 22a, 22b, 22c・−・−・Universal joint 26...Front shaft body 26a...Shaft 26b
...Hollow shaft 26Q...Spline joint part 28...Rear shaft body 30...Hollow bearing 32...Dash panel 34...Fuel tank
Claims (1)
伝えるプロペラ軸を有する自動車において、プロペラ軸
の中央部分を中間軸受を介して車体に支持するとともに
、この中間軸受より前方部分のプロペラ軸に軸方向の力
を受けて軸長を短縮させる軸縮小手段を設けたことを特
徴とする自動車の駆動装置。(1) In a vehicle that has a propeller shaft that transmits power from the engine and transmission at the front of the vehicle body to the rear axle, the center portion of the propeller shaft is supported by the vehicle body via an intermediate bearing, and the propeller shaft is located at the front portion of the intermediate bearing. A drive device for an automobile, characterized in that the shaft is provided with a shaft reduction means for shortening the shaft length by receiving an axial force on the shaft.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP11485886A JPS62273125A (en) | 1986-05-21 | 1986-05-21 | Drive unit for automobile |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP11485886A JPS62273125A (en) | 1986-05-21 | 1986-05-21 | Drive unit for automobile |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS62273125A true JPS62273125A (en) | 1987-11-27 |
Family
ID=14648462
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP11485886A Pending JPS62273125A (en) | 1986-05-21 | 1986-05-21 | Drive unit for automobile |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS62273125A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4119359A1 (en) * | 1990-06-23 | 1992-01-09 | Gkn Automotive Ag | Fibre-bonded tubular shaft - deforms when vehicle crashes and has energy absorbing characteristics matching bodywork |
DE4320640A1 (en) * | 1993-06-22 | 1995-01-05 | Daimler Benz Ag | Driveline for motor vehicles with crumple zones absorbing impact energy in the event of a head-on collision |
US6692365B2 (en) | 2000-07-28 | 2004-02-17 | Kabushiki Kaisha Toyoda Jidoshokki Seisakusho | Propeller shaft and method for producing the same |
-
1986
- 1986-05-21 JP JP11485886A patent/JPS62273125A/en active Pending
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4119359A1 (en) * | 1990-06-23 | 1992-01-09 | Gkn Automotive Ag | Fibre-bonded tubular shaft - deforms when vehicle crashes and has energy absorbing characteristics matching bodywork |
DE4320640A1 (en) * | 1993-06-22 | 1995-01-05 | Daimler Benz Ag | Driveline for motor vehicles with crumple zones absorbing impact energy in the event of a head-on collision |
US6692365B2 (en) | 2000-07-28 | 2004-02-17 | Kabushiki Kaisha Toyoda Jidoshokki Seisakusho | Propeller shaft and method for producing the same |
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