KR100488596B1 - apparatus for protecting propeller shaft according to loadage for automobiles - Google Patents

Abstract

The present invention relates to a power transmission device of a vehicle, and more particularly, to reduce noise while driving by reducing the crossing angles of propulsion shafts connected by universal joints according to load capacity, and to prevent the propulsion shaft and the universal joint from being damaged. Power is transmitted from the transmission 11 to the longitudinal reduction gear and the differential gear 14 through the first propulsion shaft 12a and the second propulsion shaft 12b, and the transmission 11 and the first propulsion shaft 12a and the first propulsion shaft 12b are provided. The universal joint 13 is installed between the propulsion shaft 12a, the second propulsion shaft 12b, the second propulsion shaft 12b, the longitudinal reduction gear and the differential gear 14, respectively, and the front of the first propulsion shaft 12a is a transmission. Power supported by the universal joint 13 connected to the main shaft of (11), the rear end of the first propulsion shaft (12a) through the bracket (20) to the side member of the frame (19) by the center bearing (18) In the delivery device, the weight of the vehicle Weight detection part 30 and which; A housing driver 40 for moving the center bearing housing 17 up and down the bracket 20 according to a control signal; Stores the movement value of the center bearing housing for minimizing the crossing angle of the propulsion shaft according to the load weight, and selects the movement value of the center bearing housing corresponding to the load weight detected from the weight sensing unit 30 to drive the housing 40. It is a propulsion shaft protection device for a vehicle according to the load, characterized in that it comprises a housing drive control unit 50 to operate.

Description

Apparatus for protecting propeller shaft according to loadage for automobiles}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device of a vehicle, and in particular, to reduce the change of the crossing angles of the propulsion shafts connected by the universal joint according to the load capacity, thereby reducing the noise while driving and preventing the propulsion shaft from being broken. Propulsion shaft protection device.

In general, as shown in Figures 1 to 3, the power of the engine is transmitted to the drive wheel 15 by the propulsion shaft 12 via the transmission 11, in most cases the transmission 11 is combined with the engine, clutch The drive wheel 15 is mounted on the frame 19, and the drive wheel 15 is mounted on the vehicle body through the chassis spring 16. The drive wheel 15 moves up and down according to the impact from the road surface or the change in the load weight.

Since the propulsion shaft 12 rotates at a high speed while receiving torque of an ever-changing engine, it is easy to cause torsional vibration, and when the propulsion shaft 12 is bent or the geometric center and the mass center do not coincide with a bending vibration called wheeling. There is a risk of causing it.

Therefore, universal joints 13 are provided at both ends of the propulsion shaft 12 in order to smoothly transfer the engine power from the transmission 11 to the drive wheel 15 via the longitudinal reduction gear and the differential gear 14. The universal joint 13 is a device that is necessarily used in the portion where the drive shaft and the passive shaft are connected to form an angle.

Among the universal joints, the hook joint has a property in which the speed of the passive shaft changes even if the driving shaft is constant at a constant speed so as to repeat the acceleration and deceleration. This is called inequality of the hook joint. This property increases as the angle of intersection of the two axes increases.

In this way, when the rotational force is transmitted from the transmission 11 to the longitudinal reduction gear, the differential gear 14, or the like, the yokes of the two hook joints are assembled in the same direction to offset the speed change.

In FR trucks or large vans with a large 2.5 tons or more wheel base, the horizontal distance between the center of the front and rear axles, the propulsion shaft 12 is connected by three universal joints 13, and in a conventional van, the propulsion shaft 12 is It is connected by two universal joints 13.

When torsional vibration occurs in the propulsion shaft 12, noise is generated during driving, and in severe cases, there is a risk of causing damage to the universal joint 13 and the propulsion shaft 12.

In a large truck, the power train includes a transmission (11); A first propulsion shaft 12a; A second propulsion shaft 12b; The vertical reduction gear and the differential gear 14, the universal joint 13 is between the transmission 11 and the first propulsion shaft 12a, between the first propulsion shaft 12a and the second propulsion shaft 12b, It is provided between the second propulsion shaft 12b and the longitudinal reduction gear and the differential gear 14.

4, the front part of the first propulsion shaft 12a is supported by the universal joint 13 connected to the main shaft of the transmission 11, and the rear part of the first propulsion shaft 12a is the center bearing 18. It is supported by and fixed to the side member of the frame 19 through the bracket (20). The center bearing 18 does not restrain the rotation while suppressing the deflection of the first propulsion shaft 12a.

The crossing angles of the propulsion shafts in the three universal joints 13 are as shown in FIG. 3. That is, the first propulsion shaft 12a is constrained by the transmission 11 and the center bearing 18 so that the first crossing angle θ1 is fixed to a constant value. However, the rear axle 21 in which the longitudinal reduction gear and the differential gear 14 are mounted is connected to the frame 19 through a suspension spring, and the rear axle 21 (that is, the reduction gear and the differential gear 14). ) Moves up and down according to the loading weight of the loading box placed on the frame 19 or the impact from the road surface, so that the second crossing angle θ2 and the third crossing angle θ3 are variable.

In such a conventional power transmission device, the variable angle of the crossing angle is typically designed to be within 3 ° in the case of a van, and 3.5 ° in the case of a truck, but the variable amount of the crossing angle may vary depending on the condition of the road surface or the loading weight of the loading box. When the variable range is exceeded, torsional vibration occurs in the propulsion shaft, noise is generated during driving, and in a severe case, the propulsion shaft and the universal joint are damaged. Therefore, the characteristics of the habitability and comfort of the vehicle, that is, the NVH (noise vibration harshness) ) Was bad.

An object of the present invention is to solve the conventional problems, in particular, in the vehicle power transmission device by varying the housing of the center bearing for fixing the other side of the propulsion shaft connected to the transmission frame to the frame by the universal joint It is to provide a propulsion shaft protection device of the vehicle according to the load to reduce the noise while driving and to prevent the breakage of the propulsion shaft by reducing the intersection angle of the connected propulsion shaft according to the cargo load.

In the propulsion shaft protection device of a vehicle according to the present invention load, power is transmitted from a transmission to a longitudinal reduction gear and a differential gear through a first propulsion shaft and a second propulsion shaft, between the transmission and the first propulsion shaft, between the first propulsion shaft and the second propulsion shaft. Between the second propulsion shaft and the reduction gear and the differential gear, respectively, a universal joint is installed, the front portion of the first propulsion shaft is supported by a universal joint connected to the main shaft of the transmission, the rear portion of the first propulsion shaft to the center bearing A power transmission device for a vehicle supported by a bracket on a side member of a frame, comprising: a weight sensing unit for detecting a load weight of the vehicle; A housing driver for moving the housing of the center bearing up and down the bracket according to a control signal; A housing which stores a movement value of the center bearing housing for minimizing the crossing angle of the propulsion shafts according to the loading weight, and operates the housing driving part according to the movement value of the center bearing housing corresponding to the loading weight detected from the weight sensing unit; It characterized in that it comprises a drive control unit.

An embodiment of the present invention will be described in detail with reference to FIGS. 5 to 8 as follows.

In the power transmission device of the vehicle according to the embodiment of the present invention, power is transmitted from the transmission 11 to the longitudinal reduction gear and the differential gear 14 through the first propulsion shaft 12a and the second propulsion shaft 12b, and the transmission 11 And a universal joint 13 between the first propulsion shaft 12a, the first propulsion shaft 12a and the second propulsion shaft 12b, and between the second propulsion shaft 12b, the longitudinal reduction gear and the differential gear 14, respectively. And a front part of the first propulsion shaft 12a is supported by a universal joint 13 connected to a main shaft of the transmission 11, and a rear part of the first propulsion shaft 12a is supported by a center bearing 18. It is the same as that of the thing currently supported by the bracket 20 by the side member of 19).

However, in the present invention, the center bearing housing 17 is not fixed to the bracket 20 as in the related art, but is moved in the vertical direction of the bracket 20 by a separate driving device so that the first crossing angle θ1, Both the two crossing angles θ2 and the third crossing angle θ3 are varied.

That is, the embodiment of the present invention and the weight detection unit 30 for detecting the load weight of the vehicle; A housing driver 40 for moving the center bearing housing 17 up and down the bracket 20 according to a control signal; Stores the movement value of the center bearing housing for minimizing the crossing angle of the propulsion shaft according to the load weight, and selects the movement value of the center bearing housing corresponding to the load weight detected from the weight sensing unit 30 to drive the housing It consists of a housing drive control part 50 which operates the 40.

The housing driver 40 is fixed to the bracket 20, the motor 41 and the forward and reverse rotation by a control signal; A pinion 42 connected to the shaft of the motor 41 to rotate; It is fixed to the center bearing housing 17, is engaged with the pinion 42 is composed of a rack 43 for moving the center bearing housing 17 in the vertical direction.

The housing driving control unit 50 detects the loading weight through the weight sensing unit 30. When the detected load weight is equal to or greater than the first set value A1 (when cargo is loaded), the housing drive unit 40 is moved so that the center bearing housing 17 is raised by selecting a center bearing housing shift value corresponding to the detected load weight. It works. Accordingly, when the load weight is equal to or greater than the first set value A1 (when cargo is loaded), the longitudinal reduction gear and the differential gear 14 shown by the dotted line in FIG. Lose. That is, the center bearing in which the motor 41 and the pinion 42 are rotated counterclockwise according to the control signal, and the rack 43 is moved upward in accordance with the rotation of the pinion 42 to be fixed to the rack 43. The housing 17 rises along the rack 43. Accordingly, the longitudinal reduction gear and the differential gear 14 shown by the dotted line reach the position of the solid line to reduce the size of the crossing angles θ1, θ2 and θ3 of the first and second propulsion shafts.

In addition, when the detected load weight is equal to or less than the second set value A2 (when cargo tolerance), the housing driving control unit 50 selects a center bearing housing moving value corresponding to the detected load weight and selects the center bearing housing 17. The housing driving part 40 is operated so that) is lowered. Accordingly, when the load weight is less than or equal to the second set value A2 (when cargo tolerance), the longitudinal reduction gear and the differential gear 14 shown by the dotted line in FIG. 8 reach the solid line position, and the crossing angles of the propulsion shafts become small. . That is, the center bearing housing (the motor 41 and the pinion 42 are rotated clockwise according to the control signal, and the rack 43 is moved downward in accordance with the rotation of the pinion 42 and fixed to the rack 43 ( 17 descends along the rack 43. Accordingly, the longitudinal reduction gear and the differential gear 14 shown by the dotted line reach the position of the solid line to reduce the magnitude of the crossing angles θ1, θ2, θ3 of the first and second propulsion shafts.

As described above, the present invention moves the center bearing housing in the vertical direction according to the load weight so that the crossing angles of the propulsion shafts, that is, the first crossing angle θ1, the second crossing angle θ2, and the third crossing angle θ3, respectively. By reducing the size, torsional vibration of the propulsion shaft is prevented, thereby reducing noise while driving, thereby improving NVH performance and preventing damage to the propulsion shaft and the universal joint.

According to the present invention, the propulsion shaft protection device of a vehicle includes a center bearing for fixing the other side of the propulsion shaft connected to the transmission to the frame in the power transmission device of the vehicle, by varying the housing of the center bearing up and down according to the load capacity. The angle is reduced according to the load of the cargo, it is useful to prevent the torsional vibration of the propulsion shaft to reduce the noise during driving to improve the NVH performance, and to prevent the propulsion shaft or universal joint from being damaged.

1 is a schematic view showing a power transmission device of a typical truck,

Figure 2 shows the position of the longitudinal reduction gear and the differential gear in accordance with the conventional load amount

       Schematic,

Figure 3 is a schematic diagram showing the crossing angle of the propulsion shaft in the conventional power transmission device,

4 is a cross-sectional view showing a center bearing in FIG.

5 is a block diagram showing the configuration of the present invention;

6 is a flow chart showing the operation of the present invention;

7 is a schematic view showing a housing driving unit in FIG. 5;

8 is a schematic view showing the position of the longitudinal reduction gear and the differential gear in the present invention.

<Description of Symbols for Major Parts of Drawings>

11: transmission 12: propulsion shaft

12a, 12b: 1st, 2nd propulsion shaft 13: universal joint

14: longitudinal reduction gear and differential gear 15: drive wheel

16: chassis spring 17: center bearing housing

18: center bearing 19: frame

20: bracket 21: rear axle

30: weight sensing unit 40: housing driving unit

41: motor 42: pinion

43: rack 50: housing drive control unit

Claims (2)

Power is transmitted from the transmission to the longitudinal reduction gear and the differential gear via the first propulsion shaft and the second propulsion shaft, between the transmission and the first propulsion shaft, between the first propulsion shaft and the second propulsion shaft, the second propulsion shaft and the longitudinal reduction gear and the differential gear. Universal joints are respectively installed between the gears, and the front part of the first propulsion shaft is supported by a universal joint connected to the main shaft of the transmission, and the rear part of the first propulsion shaft is supported by the center bearing through the bracket to the side member of the frame. In the power train of the vehicle, A weight sensing unit for detecting a load weight of the vehicle; A housing driver for moving the housing of the center bearing up and down the bracket according to a control signal; A housing which stores a movement value of the center bearing housing for minimizing the crossing angle of the propulsion shafts according to the loading weight, and operates the housing driving part according to the movement value of the center bearing housing corresponding to the loading weight detected from the weight sensing unit; Propulsion shaft protection device for a vehicle according to the load characterized in that it comprises a drive control unit. The method of claim 1, The housing driver is fixed to the bracket and rotates forward and backward by a control signal; A pinion connected to the shaft of the motor and rotating; Fixed to the center bearing housing, the propulsion shaft protection device for a vehicle according to the load capacity characterized in that it is configured to operate in engagement with the pinion to move the center bearing housing in the vertical direction.