KR100793692B1 - Drive shaft of vehicle - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive shaft of a vehicle, wherein in a drive shaft of a vehicle having constant velocity joints connected to a transmission output end and a wheel hub at both ends of the shaft, the shaft includes a wheel side shaft 10 and a transmission side shaft 20. It is divided into two) is elastically coupled in the axial direction, and the other end of the wheel side shaft 10 and the transmission side shaft 20 is characterized in that the fixed constant speed joint 30 is connected to both.

Therefore, it is advantageous in reducing the axial force, and can cope with a wide range of installation angles and changes in length according to the layout change, and the torque transmission efficiency is improved.

Drive shaft, constant velocity joint, wheel side shaft, transmission side shaft of car

Description

Drive shaft of a vehicle

1 is a view showing the installation position and configuration of a typical drive shaft,

2 is a block diagram of a drive shaft according to the present invention,

3 is a view showing the shape of the coupling portion between the wheel side shaft and the transmission side shaft.

<Explanation of symbols for the main parts of the drawings>

10: wheel side shaft 11: accommodating part

12: accommodation hall 13: home

13a: Half Length Groove 13b: Full Length Groove

14 steel ball 15 circlip

20: transmission side shaft 22: insertion end

23: groove 23a, 23b: half length groove

24: Breakaway Jaw

The present invention relates to a drive shaft for transmitting the power of an engine to a wheel (wheel) in a motor vehicle.

The engine's power is output to the transmission and transmitted to the wheels via the drive shaft.

As shown in FIG. 1, the drive shaft 200 is connected to the longitudinal deceleration part of the transmission 100, that is, both ends of the output end, and both wheels are connected to the end of the drive shaft 200 to transmit driving force. .

The drive shaft 200 is formed by installing universal joints at both ends of the shaft 210 in order to correspond to the height difference between the output end of the transmission 100 and the wheel hub and the wheel behavior of the independent suspension device, mainly on the transmission 100 side. In order to cope with the axial behavior, the use of the slip-type constant velocity joint 220, which is small but axially stretchable in the axial direction, and the fixed constant velocity joint 230, which has a large operating angle so as to enable a large angle steering action on the wheel side. do.

Currently, the slip-type constant velocity joint 220 of the transmission 100 side is a tripod joint (TJ), a shudderless free-ling joint (SFJ), a double offset joint (DOJ), and the like. (Birfield Joint) is used.

Meanwhile, although the conventional drive shaft 200 uses the slip type constant velocity joint 220 on one side of the shaft 210, the axial force generated in the drive shaft 200 cannot be effectively reduced only by the slip amount of the joint, and also the slip type constant velocity Since the joint 220 has a small operating angle (usually 20 ° to 30 °), the joint 220 could not cope with various installation angles according to the vehicle model layout.

In addition, since the shaft 210 is integrally formed and its length is fixed, it cannot cope with various layouts according to the vehicle type, and there is a problem that a new shaft having a length corresponding to the layout is changed.

In addition, the slip-type constant velocity joint 220 has a problem in that the transmission efficiency of torque is lowered because loss due to slip occurs due to its operating characteristics.

Accordingly, the present invention has been made to solve the above problems, it is advantageous to reduce the axial force, can respond widely to the change of the various installation angles and lengths according to the layout change, and the vehicle to improve the torque transmission efficiency The purpose is to provide a drive shaft.

The present invention for achieving the above object, in the drive shaft of the vehicle is provided with a constant velocity joint connected to the transmission output and the wheel hub at both ends of the shaft, the shaft is divided into a wheel side shaft and a transmission side shaft It is elastically coupled in the axial direction, and the other end of the wheel side shaft and the transmission side shaft are both made of a fixed constant velocity joint.

In addition, the wheel side shaft is formed with an accommodating portion having an enlarged diameter at an end portion corresponding to the transmission side shaft, and a circular accommodating hole is formed in the accommodating portion, and the groove of the semicircular cross section is axially spaced at regular intervals on the inner peripheral surface of the accommodating hole. On the other hand, the transmission side shaft is formed with an insertion end inserted into the receiving hole at its end, the grooves of the semi-circular cross section corresponding to the groove is formed on the outer peripheral surface of the insertion end at equal intervals, When the insertion end of the transmission side shaft is inserted into the receiving hole, a steel ball is inserted between the grooves which are mutually matched to constrain the wheel side shaft and the transmission side shaft in the rotational direction.

Therefore, problems such as insufficient axial force reduction effect, reduced installation angle change responsiveness, and reduced torque transmission efficiency caused by using the slip type constant velocity joint on the conventional transmission side can be solved, and the installation length change responsiveness can be improved.

In addition, the grooves of the wheel-side shaft are alternately formed with grooves formed at the inlet side of the accommodation hole in half the axial length and grooves formed over the entire axial length, and the grooves of the transmission side shaft are all half-length grooves. Is formed, the groove corresponding to the half-length groove of the wheel side shaft may be formed in the second half of the insertion end, the groove corresponding to the entire length groove may be formed in the first half of the insertion end.

Therefore, it is possible to reinforce the bending rigidity of the shaft by reducing the material loss due to the groove formation.

On the other hand, the circlip is installed on the inlet side of the receiving hole, the separation prevention jaw is formed in the axial front end of the groove formed in the insertion end, to prevent the separation of the inserted steel ball.

Hereinafter, with reference to the accompanying drawings, the present invention will be described in detail.

2 is a block diagram of a drive shaft according to the present invention, the present invention is divided into two shafts, the wheel side shaft 10 and the transmission side shaft 20, the end of the transmission side shaft 20, the wheel side shaft 10 It is inserted into and coupled to the end portion of the shaft in the axial direction, and the other end of the wheel-side shaft 10 and the transmission-side shaft 20 is composed of a fixed constant joint (30) is installed.

As the fixed constant velocity joint 30, a BJ (Birfield Joint) used in the conventional wheel side is used.

On the other hand, the coupling structure of the wheel side shaft 10 and the transmission side shaft 20 is as follows.

As shown in FIG. 3, an accommodating part 11 having an enlarged diameter is formed at a corresponding end of the transmission side shaft 20 of the wheel side shaft 10. The accommodating part 11 is formed with a cylindrical accommodating hole 12 in the axial direction, and a plurality of semicircular cross-sectional grooves 13 are formed in the axial direction at regular intervals on the inner circumferential surface of the accommodating hole 12.

On the other hand, at the corresponding end of the wheel side shaft 10 of the transmission side shaft 20, an insertion end 22 is inserted into the accommodation hole 12 of the accommodation portion 11 is formed. The insertion end 22 has the same number of semi-circular cross-sectional grooves 23 as the grooves 13 of the wheel-side shaft 10 receiving hole 12 are also formed at equal intervals, and each of the grooves 13 and 23 is One-to-one correspondence with each other forms a cylindrical space into which the steel ball 14 can be put.

Accordingly, the steel ball 14 is inserted into the cylindrical space formed by the grooves 13 and 23 facing each other while inserting the insertion end 22 of the transmission side shaft 20 into the receiving hole 12 of the wheel side shaft 10. In this case, the wheel side shaft 10 and the transmission side shaft 20 cannot be rotated by the steel ball 14, so that the wheel side shaft 10 and the transmission side shaft 20 are mutually rotated in the rotational direction. Although constrained, the steel ball 14 can move along the grooves 13 and 23 in the axial direction, so that the steel balls 14 can move in the axial direction.

That is, the shaft formed by coupling the wheel side shaft 10 and the transmission side shaft 20 is constrained to each other in the rotational direction to be integrally rotated, but is coupled in a stretchable structure in the axial direction (length direction).

As described above, the drive shaft according to the present invention has a structure in which an intermediate shaft is stretchable in the longitudinal direction, and both ends thereof connect the transmission output stage and the wheel via the fixed constant velocity joint 30.

Therefore, the shaft is able to slip much longer in the axial slip compared to the slip amount of the slip-type constant velocity joint conventionally installed on the transmission side, so that the axial behavior generated during driving is more smoothly, thereby effectively reducing the axial force. do.

In addition, since a relatively large range of length adjustment can be made freely, it is possible to easily cope with a change in the length between the transmission output stage and the wheel hub according to the vehicle type or the layout change, and accordingly, each time the layout is changed as in the prior art There is no need to build a new shaft of length.

In addition, a fixed constant velocity joint 30 having a large operating angle is also used on the transmission side instead of a conventional slip type constant velocity joint, so that a constant velocity joint having a large operating angle is provided at both ends of the shaft, so that the height difference between the transmission output stage and the wheel hub and the vehicle front and rear directions. It is possible to easily cope with a wide range of installation angle changes due to the position difference of.

In addition, since the frictional loss caused by the slip action of the slip-type constant velocity joint does not occur, the transmission efficiency of the engine torque is improved.

Meanwhile, the semicircular grooves 13 and 23 formed in the inner and outer circumferential surfaces of the accommodation hole 12 and the insertion end 22 may be formed over the entire axial length of the accommodation hole 12 and the insertion end 22. In this case, due to the lack of the material forming the accommodating portion 11 and the insertion end 22, there is a risk that the rigidity is deteriorated so that it may not correspond to the bending stress generated during operation and may be bent or bent and broken.

Therefore, without forming all of them over the entire axial length, the receiving hole 12 and the insertion end 22 are divided into front and rear half portions, and the half length grooves 13a, 23a, and 23b are filtered out one by one. Can be formed while going.

That is, at the insertion end 22 of the transmission shaft 20, half length grooves 23a and 23b are alternately formed at intervals in which the circumferential width of the groove is added to the interval between the first half and the second half of the conventional groove formation intervals, respectively. In addition, the half length grooves 13a corresponding to the half length grooves 23a formed at the rear half of the insertion end 22 are also formed at the entrance of the accommodation hole 12 at equal intervals in the accommodation hole 12 of the wheel side shaft 10. do.

However, the grooves 13b formed between the half-length grooves 13a are not only portions corresponding to the half-length grooves 23b formed in the first half of the insertion end 22, but also the insertion end 22 has a receiving hole. When inserted into the (12) is formed over the entire axial length from the inlet of the receiving hole 12 to allow the entry of the steel ball 14 to the portion where the half-length groove (23b) is located. That is, it is formed as the total length groove 13b.

Therefore, the wheel side shaft 10 and the transmission side shaft 20 can be combined with each other through the steel ball 14, but the area of the grooves 13 and 23 for installing the steel ball 14 is greatly reduced. Since the material loss due to the formation of the 13 and 23 is compensated for, the coupling part stiffness of the receiving part 11 and the insertion end 22 is improved, and thus, it is possible to more stably cope with the bending stress generated during shaft rotation and back and forth operation. By securing the rigidity it is possible to prevent the bending and bending of the shaft.

Meanwhile, when the wheel side shaft 10 and the transmission side shaft 20 extend (axial direction), the insertion end 22 exits from the accommodation hole 12 so that the entire length of the accommodation hole 12 is maintained. The half-length grooves 23a of the inner portion of the inner portion of the 13b) and the rear end of the insertion end 22 are not correspondingly opposed to each other and open to the inner space of the accommodation hole 12 and the outer space of the shaft, respectively.

Accordingly, the steel ball 14 that has been introduced between the half length groove 13a of the accommodation hole 12 and the half length groove 23a of the second half of the insertion end 22 is separated into the shaft outer space, and the accommodation hole 12 The steel ball 14, which was inserted between the entire length groove 13b and the half length groove 23b in the first half of the insertion end 22, is separated into the space inside the receiving hole 12.

Accordingly, in order to prevent this, a circlip 15 is installed at the inlet side of the accommodation hole 12, and the separation prevention jaw 24 is disposed at the axial front end of the half length groove 23b formed in the first half of the insertion end 22. ).

Therefore, when the insertion end 22 exits from the receiving hole 12, the steel was inserted between the half length groove 13a of the inlet part of the accommodation hole 12 and the half length groove 23a of the rear part of the insertion end 22. By not allowing the ball 14 to escape from the half length groove 13a of the accommodation hole 12, the ball 14 is not detached to the outside of the shaft through the half length groove 23a of the rear end of the insertion end 22, which is opened to the outside. The steel ball 14, which was inserted between the hole 12, the entire length groove 13b and the half length groove 23b of the insertion end 22, the half length groove 23b, is the half length groove of the insertion end 22, the first half 23b. It is not possible to escape from the 23b, so that it is not separated from the inner space of the receiving hole 12 through the inner part of the opened total length groove 13b.

As described above, according to the present invention, the axial length of the drive shaft can be adjusted, and the slip type constant velocity joint is replaced with a fixed type constant velocity joint having a large operating angle, so that the installation length and the mounting angle can be easily changed according to the layout change. As a result, there is no need to newly produce a dedicated shaft for each layout.

In addition, it is possible to reduce the axial force acting on the drive shaft, there is an effect that the torque transmission efficiency is improved.

Claims (4)

delete delete Both ends of the shaft are provided with constant velocity joints connected to the transmission output end and the wheel hub, respectively, and the shaft is divided into a wheel side shaft 10 and a transmission side shaft 20 and elastically coupled in an axial direction, and these wheel side shafts 10 and the other end of the transmission side shaft 20 are all fixed constant velocity joints 30 are connected, while the wheel side shaft 10 has a receiving portion 11 having an enlarged diameter at a corresponding end of the transmission side shaft 20. Is formed, a circular receiving hole 12 is formed in the receiving portion 11, the groove 13 of the semi-circular cross section is formed in the axial direction at regular intervals on the inner circumferential surface of the receiving hole 12, The transmission side shaft 20 has an insertion end 22 inserted into the receiving hole 12 at an end thereof, and a groove having a semicircular cross section corresponding to the groove 13 on the outer circumferential surface of the insertion end 22 ( 23 is formed at equal intervals, the transmission side shaft in the receiving hole 12 of the wheel side shaft 10 When the insertion end 22 of the 20 is inserted, the steel ball 14 is inserted between the grooves 13 and 23 which are coincident with each other so that the wheel side shaft 10 and the transmission side shaft 20 are rotated in the rotational direction. In the drive shaft of a restrained car, The grooves 13 of the wheel-side shaft 10 are alternately formed with grooves 13a formed at the inlet side of the receiving hole 12 at half the length of the axial length and grooves 13b formed all over the axial length. The grooves 23 of the transmission-side shaft 20 are all formed of half-length grooves 23a and 23b, and the grooves 23a corresponding to the half-length grooves 13a of the wheel-side shaft 10 are formed. Is formed in the latter half of the insertion end 22, the groove (23b) corresponding to the total length groove (13b) is formed in the first half of the insertion end (22) drive shaft of the vehicle. Both ends of the shaft are provided with constant velocity joints connected to the transmission output end and the wheel hub, respectively, and the shaft is divided into a wheel side shaft 10 and a transmission side shaft 20 and elastically coupled in an axial direction, and these wheel side shafts 10 and the other end of the transmission side shaft 20 are all fixed constant velocity joints 30 are connected, while the wheel side shaft 10 has a receiving portion 11 having an enlarged diameter at a corresponding end of the transmission side shaft 20. Is formed, a circular receiving hole 12 is formed in the receiving portion 11, the groove 13 of the semi-circular cross section is formed in the axial direction at regular intervals on the inner circumferential surface of the receiving hole 12, The transmission side shaft 20 has an insertion end 22 inserted into the receiving hole 12 at an end thereof, and a groove having a semicircular cross section corresponding to the groove 13 on the outer circumferential surface of the insertion end 22 ( 23 is formed at equal intervals, the transmission side shaft in the receiving hole 12 of the wheel side shaft 10 When the insertion end 22 of the 20 is inserted, the steel ball 14 is inserted between the grooves 13 and 23 which are coincident with each other so that the wheel side shaft 10 and the transmission side shaft 20 are rotated in the rotational direction. In the drive shaft of a restrained car, A circlip 15 is installed at the inlet side of the accommodation hole 12, and the separation prevention jaw 24 is formed at the axial front end of the groove 23 formed in the insertion end 22 of the vehicle. Drive shaft.

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