WO2017126305A1 - Unité de transmission de puissance - Google Patents

Unité de transmission de puissance Download PDF

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Publication number
WO2017126305A1
WO2017126305A1 PCT/JP2016/088818 JP2016088818W WO2017126305A1 WO 2017126305 A1 WO2017126305 A1 WO 2017126305A1 JP 2016088818 W JP2016088818 W JP 2016088818W WO 2017126305 A1 WO2017126305 A1 WO 2017126305A1
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WO
WIPO (PCT)
Prior art keywords
elastic member
constant velocity
velocity universal
power transmission
shaft portion
Prior art date
Application number
PCT/JP2016/088818
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English (en)
Japanese (ja)
Inventor
真 友上
Original Assignee
Ntn株式会社
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Filing date
Publication date
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2017126305A1 publication Critical patent/WO2017126305A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • B60K17/24—Arrangements of mountings for shafting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D3/226—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts the groove centre-lines in each coupling part lying on a cylinder co-axial with the respective coupling part
    • F16D3/227—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts the groove centre-lines in each coupling part lying on a cylinder co-axial with the respective coupling part the joints being telescopic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C27/00—Elastic or yielding bearings or bearing supports, for exclusively rotary movement
    • F16C27/06—Elastic or yielding bearings or bearing supports, for exclusively rotary movement by means of parts of rubber or like materials
    • F16C27/066—Ball or roller bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/373—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers characterised by having a particular shape
    • F16F1/377—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers characterised by having a particular shape having holes or openings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
    • F16F15/08—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means with rubber springs ; with springs made of rubber and metal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/04—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for radial load mainly
    • F16C19/06—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for radial load mainly with a single row or balls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D2003/22326—Attachments to the outer joint member, i.e. attachments to the exterior of the outer joint member or to the shaft of the outer joint member

Definitions

  • the present invention relates to a power transmission unit, and more particularly, to a technique for suppressing vibration transmitted from a vehicle body side to a constant velocity universal joint connected to a power transmission shaft.
  • constant velocity universal joints used as means for transmitting rotational force from an automobile engine to wheels at a constant speed include a fixed constant velocity universal joint and a sliding constant velocity universal joint.
  • Each of these two types of constant velocity universal joints has a structure in which two shafts on the driving side and the driven side are connected and the rotational torque can be transmitted at a constant speed regardless of the operating angle of the two shafts.
  • the drive shaft that transmits the rotational force from the engine of the automobile to the driving wheel, it is necessary to allow angular displacement and axial displacement due to a change in the relative positional relationship between the engine and the wheel. Therefore, the drive shaft generally has a structure in which a sliding type constant velocity universal joint is arranged on the engine side (inboard side) and a fixed type constant velocity universal joint is arranged on the driving wheel side (outboard side).
  • the shaft portion (stem portion) extending integrally from the constant velocity universal joint on the engine side is connected to the differential, so that the rotational force from the engine is transmitted to the wheels via the drive shaft.
  • FF vehicles front engine / front drive type vehicles
  • shafts where the angles of the left and right connecting shafts when traveling straight are almost equal.
  • Long designs tend to be adopted.
  • the two constant velocity universal joints connected to the differential have a relatively long axial dimension of the stem portion formed on one outer joint member and the stem portion formed on the other outer joint member. Often used are those having relatively short axial dimensions.
  • the constant velocity universal joint of the type in which the axial dimension of the stem part is relatively long is heavy because the stem part is long, and this constant velocity universal joint is only in the connecting part with the differential. It is difficult to support Therefore, the inner ring of a bearing called a support bearing is fixed to the stem portion, and the outer ring of the bearing is fixed to the vehicle body side such as an engine or a transmission case via a bracket so that a long shaft type constant velocity universal joint and drive It has been proposed to rotatably support a shaft (see, for example, Patent Document 1).
  • the vibration from the engine is attenuated through the bracket and the support bearing. Without being transmitted to the stem portion of the constant velocity universal joint.
  • the vibration causes a resonance phenomenon, which may cause abnormal noise such as rattling noise between the components of the constant velocity universal joint. Since this kind of abnormal noise can be harsh to the vehicle occupant, it is desirable to eliminate it as much as possible.
  • the vibration transmitted from the driving source such as the engine to the constant velocity universal joint is suppressed, and an abnormal noise such as a rattling sound is generated between the components of the constant velocity universal joint. Preventing as much as possible is a technical problem to be solved.
  • this unit includes a constant velocity universal joint, a shaft portion connected to the constant velocity universal joint, an inner ring attached to the shaft portion, and an outer ring attached to the vehicle body side, and a support bearing that rotatably supports the shaft portion. Is characterized by the fact that an elastic member for vibration reduction is disposed between the inner ring of the support bearing and the shaft portion.
  • this unit includes a constant velocity universal joint, a shaft portion connected to the constant velocity universal joint, an inner ring attached to the shaft portion, and an outer ring attached to the vehicle body side, and a support bearing that rotatably supports the shaft portion. Is characterized by the fact that an elastic member for vibration reduction is disposed between the vehicle body side and the outer ring of the support bearing.
  • the shaft connected to the support bearing and the outer joint member of the constant velocity universal joint is disposed between the support member and the support bearing attached to the vehicle body side.
  • This type of vibration can be suppressed by disposing an elastic member for vibration reduction on the vibration transmission path from the vehicle body side to the constant velocity universal joint. Therefore, it is possible to prevent as much as possible the occurrence of abnormal noise such as looseness between the components of the constant velocity universal joint due to the resonance phenomenon caused by this type of vibration.
  • the elastic member may be made of rubber.
  • the elastic member may be formed of a thermoplastic elastomer.
  • rubber or thermoplastic elastomer is suitable as described above.
  • vibration transmitted from the vehicle body side to the constant velocity universal joint can be effectively suppressed by the elastic member.
  • the hardness of the elastic member may be 20 or more and less than 80 when represented by durometer hardness type A.
  • the conditions that can be used as the elastic member according to the present invention are examined from the viewpoint of predetermined physical properties (here, hardness), when expressed by durometer hardness type A as described above, 20 or more and less than 80 Is preferred.
  • durometer hardness type A when expressed by durometer hardness type A as described above, 20 or more and less than 80 Is preferred.
  • the elastic member may be layered and the thickness dimension may be 2 mm or more and 10 mm or less.
  • the elastic member is layered as described above.
  • the thickness dimension of the elastic member is preferably 2 mm or more and 10 mm or less.
  • the power transmission unit according to the present invention may be one in which one or a plurality of hollow holes are provided in the elastic member.
  • one or a plurality of grooves may be provided on the outer peripheral surface or the inner peripheral surface of the elastic member.
  • the vibration reducing characteristics of the elastic member can be adjusted by providing the elastic member with an axial hollow hole or by providing a groove on the inner or outer peripheral surface of the elastic member. Therefore, even when the thickness dimension and the material of the elastic member are restricted, it is possible to obtain a sufficient vibration suppressing effect by appropriately setting the shape.
  • the power transmission unit when an elastic member for reducing vibration is disposed between the inner ring of the support bearing and the shaft portion, the power transmission unit according to the present invention has a groove formed on the outer peripheral surface of the shaft portion, An elastic member may be attached to the groove.
  • the power transmission unit can suppress vibration transmitted from a driving source such as an engine to the constant velocity universal joint via the support bearing.
  • the shaft portion is outside the constant velocity universal joint. It is a stem part formed integrally with the joint member, and can be suitably provided as a power transmission unit connected to the differential.
  • the present invention it is possible to suppress the vibration transmitted from the driving source such as the engine to the constant velocity universal joint and to generate a noise such as a rattling sound in the components of the constant velocity universal joint. It can be prevented as much as possible.
  • FIG. 1 It is a figure which shows notionally the whole structure of the front-wheel drive system which concerns on one Embodiment of this invention. It is a partial sectional view of a drive shaft unit concerning one embodiment of the present invention. It is principal part sectional drawing of the power transmission unit shown in FIG. It is a perspective view of the elastic member which concerns on another form. It is a perspective view of the elastic member which concerns on another form. It is a perspective view of the elastic member which concerns on another form. It is a perspective view of the elastic member which concerns on another form. It is a perspective view of the elastic member which concerns on another form. It is a perspective view of the elastic member which concerns on another form. It is a partial cross section figure of the power transmission unit concerning other embodiments of the present invention.
  • FIG. 1 is a diagram conceptually showing the overall configuration of a front wheel drive system according to an embodiment of the present invention.
  • this power transmission system constitutes the front wheel drive system of a front wheel drive vehicle, particularly an FF vehicle, and transmits the rotational force generated by the engine from the differential 1 to the left and right shaft portions 2 and 3.
  • 7 can be transmitted to the constant velocity universal joints 10, 11 on the wheels 8, 9 side.
  • a so-called shaft length design is adopted so that the angles of the left and right connecting shafts 6 and 7 when traveling straight are almost equal.
  • one constant velocity universal joint 4 (the left constant velocity universal joint in FIG. 1) is connected to the differential 1.
  • the shaft portion 2 having a relatively long axial dimension is used, and the other constant velocity universal joint 5 (the constant velocity universal joint on the right side in FIG. 1) is connected to the shaft portion 3 connected to the differential 1.
  • Those having a relatively short axial dimension are used.
  • FIG. 2 is a partial cross-sectional view of a drive shaft unit 21 including a power transmission unit 20 according to an embodiment of the present invention.
  • this drive shaft unit 21 has a connecting shaft 6 disposed between a constant velocity universal joint 4 on the engine side and a constant velocity universal joint 10 on the wheel 8 side (both see FIG. 1).
  • the constant velocity universal joint 4 on the engine side is a sliding type constant velocity universal joint
  • the constant velocity universal joint 10 on the wheel 8 side is a fixed type constant velocity universal joint.
  • the inboard side end portion 6a of the connecting shaft 6 is connected to the inner joint member 41 constituting the constant velocity universal joint 4 on the engine side, and the inner joint member 101 of the constant velocity universal joint 10 on the wheel 8 side is connected to the inner joint member 101.
  • the outboard side end 6b of the shaft 6 is connected.
  • the outer joint member 42 constituting the engine-side constant velocity universal joint 4 is connected to the shaft portion 2 located on the engine side, and a support bearing 12 is attached to the outer periphery of the shaft portion 2.
  • the support bearing 12 is also attached to a bracket 14 fixed to the vehicle body side, here an engine case 13 (see FIG. 1).
  • FIG. 3 is a cross-sectional view of a main part of the power transmission unit 20 according to an embodiment of the present invention.
  • the power transmission unit 20 includes a constant velocity universal joint 4 on the engine side, a shaft portion 2 connected to the constant velocity universal joint 4, and an inner ring 121 attached to the shaft portion 2.
  • a support bearing 12 that rotatably supports the shaft portion 2 is provided by 122 being attached to a bracket 14 on the vehicle body side.
  • the outer joint member 42 constituting the constant velocity universal joint 4 on the engine side is, in this embodiment, a cylindrical portion 421 having one end opened, and the other end serving as the bottom of the cylindrical portion 421 from the engine side (FIG. 3). If it says, it has the shaft part 2 extended to the right side integrally.
  • the material of the cylindrical portion 421 and the shaft portion 2 is, for example, medium carbon steel of S45C to S55C, and at least the outer peripheral surface 2a of the shaft portion 2 is hardened by high-frequency heat treatment or the like for the purpose of ensuring strength.
  • the shaft portion 2 can be joined to the cylindrical portion 421 produced separately from the shaft portion 2 by, for example, electron beam welding or friction welding, or can be integrally formed with the cylindrical portion 421 by forging or the like. it can.
  • the support bearing 12 is a single row deep groove ball bearing that is a kind of rolling bearing, and is a rolling element disposed between the inner ring 121, the outer ring 122, and the inner ring 121 and the outer ring 122.
  • a ball 123 As a ball 123, a cage 124 for holding the ball 123, and seal portions 125 disposed at both axial ends of the inner ring 121 and the outer ring 122.
  • a lubricant such as grease is sealed in the internal space of the support bearing 12.
  • the outer ring 122 of the support bearing 12 is fixed to the inner peripheral surface 14 a of the bracket 14, and the inner ring 121 of the support bearing 12 is fixed to the outer peripheral surface 15 a of the elastic member 15 attached to the shaft portion 2.
  • the elastic member 15 will be described.
  • the elastic member 15 is for reducing vibration transmitted from the vehicle body side (the bracket 14 in the present embodiment) to the shaft portion 2 via the support bearing 12, and is attached to the outer peripheral surface 2a of the shaft portion 2.
  • an annular groove 2b is formed in a portion of the outer peripheral surface 2a of the shaft portion 2 that is close to the cylindrical portion 421 of the outer joint member 42, and is layered and annular so as to fit into the groove 2b.
  • the elastic member 15 is attached.
  • the width direction dimension (longitudinal direction of the shaft portion 2) of the elastic member 15 is equal to the width direction dimension of the groove 2b, and is also equal to the width direction dimension of the inner ring 121 of the support bearing 12.
  • the thickness dimension of the elastic member 15 is set to be approximately equal to or slightly larger than the depth dimension of the groove 2b (the difference between the outer diameter dimension of the shaft portion 2 and the outer diameter dimension of the bottom surface of the groove 2b). This is because the inner peripheral surface 121a of the inner ring 121 is securely fitted and fixed to the outer peripheral surface 15a of the elastic member 15.
  • the elastic member 15 and the support bearing 12 are fixed to a predetermined position in the longitudinal direction of the shaft portion 2 by a retaining ring 16. Further, the outer ring 122 of the support bearing 12 may also be fixed at a predetermined position in the width direction of the bracket 14 using a retaining ring 17 as shown in FIG.
  • the same high-frequency heat treatment or the like is preferably performed on the surface (bottom surface) of the groove 2b.
  • the elastic member 15 can be formed of a single material, for example, rubber or thermoplastic elastomer can be applied.
  • rubber that can be suitably used include natural rubber, nitrile rubber, chloroprene rubber, butyl rubber, styrene rubber and the like, which are generally used as vibration-proof rubbers.
  • an olefin type elastomer and a styrene type elastomer can be mentioned as an example of the elastomer which can be used conveniently.
  • the elastic member 15 can be formed of other materials as long as the expected vibration can be reduced. It is also possible to form the elastic member 15 with two or more kinds of materials. It does not matter whether it is a macroscopic two-layer structure or a microscopic composite structure.
  • the hardness of the elastic member 15 is preferably 20 or more and less than 80 when represented by durometer hardness type A, more preferably 30 or more and 60 or less, and more preferably 40 or more. Further, those showing 60 or less are more preferable. By setting the hardness of the elastic member 15 in this way, it is possible to effectively suppress (attenuate) vibration at a level that is assumed to be transmitted from the vehicle body side.
  • the thickness dimension is preferably set to 2 mm or more and 10 mm or less.
  • the expected level of vibration reduction performance (damping performance) can be exhibited.
  • the thickness dimension of the elastic member 15 by suppressing the thickness dimension of the elastic member 15 to 10 mm or less, the applicable size of the support bearing 12 (particularly the inner diameter dimension) can be suppressed to an existing level, and the requirement for an installation space with strict regulations can be met.
  • the groove 2b is provided on the outer peripheral surface 2a of the shaft portion 2 and the elastic member 15 is formed to have a thickness dimension similar to the depth dimension of the groove 2b, the elastic member 15 is too thin. If the thickness dimension is large, there is a concern that the strength of the shaft portion 2 is lowered accordingly. Therefore, also from the viewpoint of securing the strength of the shaft portion 2, the thickness dimension of the elastic member 15 is preferably set to 10 mm or less.
  • FIG. 3 when the elastic member 15 is layered, it is also possible to adjust the vibration reduction characteristics by providing holes or grooves in the elastic member 15.
  • one or a plurality of hollow holes 15c penetrating the elastic member 15 in the axial direction may be provided in the elastic member 15 that is layered and annular.
  • one or a plurality of grooves 15 d extending in the axial direction of the elastic member 15 may be provided on the inner peripheral surface 15 b of the elastic member 15 that is layered and annular.
  • FIG. 4A one or a plurality of hollow holes 15c penetrating the elastic member 15 in the axial direction may be provided in the elastic member 15 that is layered and annular.
  • one or a plurality of grooves 15 d extending in the axial direction of the elastic member 15 may be provided on the inner peripheral surface 15 b of the elastic member 15 that is layered and annular.
  • one or a plurality of grooves 15e extending in the circumferential direction of the elastic member 15 may be provided on the inner peripheral surface 15b of the elastic member 15 that is layered and annular.
  • one or a plurality of grooves 15f extending in the axial direction of the elastic member 15 may be provided on the outer peripheral surface 15a of the elastic member 15 that is layered and annular.
  • one or a plurality of grooves 15 g extending in the circumferential direction of the elastic member 15 may be provided on the outer peripheral surface 15 a of the elastic member 15 that is layered and annular.
  • the hollow hole 15c is provided so as to penetrate the elastic member 15 in the axial direction, but it may of course be a non-through hole (having a hole bottom). Further, the shape of the hollow hole 15c in the longitudinal direction (the direction in which the hollow hole 15c extends) is arbitrary, and is not limited to the axial direction of the elastic member 15 as shown. As for the grooves 15d to 15g, the shape such as the longitudinal direction (the direction in which the grooves 15d to 15g extend) is arbitrary, and it is possible to take a form other than illustrated. Of course, the grooves 15d to 15g may be provided on both the outer peripheral surface 15a and the inner peripheral surface 15b.
  • the elastic member 15 having the above-described configuration may be formed by, for example, forming the elastic member 15 alone and then introducing the elastic member 15 onto the outer peripheral surface 2a of the shaft portion 2 so as to be fitted into the groove 2b.
  • the elastic member 15 may be integrally formed in the groove 2b of the shaft portion 2 by injection molding or the like as a part.
  • the elastic member 15 may be attached to the inner ring 121 of the support bearing 12.
  • the outer peripheral surface 15a of the elastic member 15 may be fixed to the inner peripheral surface 121a of the inner ring 121, or integrated with the inner peripheral surface 121a of the inner ring 121 by injection molding using the inner ring 121 as an insert part. You may make it shape
  • the vibration reducing elastic member 15 is disposed in the above-described manner, the above-described type of vibration can be suppressed. Therefore, an abnormal noise such as a rattling noise is generated between the components of the constant velocity universal joint 4 (for example, between the cylindrical portion 421 of the outer joint member 42 and the rolling element) due to a resonance phenomenon caused by this type of vibration. The situation can be prevented as much as possible.
  • the elastic member 15 having a predetermined performance since it is only necessary to prepare the elastic member 15 having a predetermined performance, for example, simplification and miniaturization can be achieved as compared with a case where a vibration suppressing device having a dedicated and complicated structure is provided. Therefore, it is possible to adopt a configuration that can easily suppress vibration even in a portion where installation space is limited such as a power transmission system around the engine.
  • the groove 2b is provided on the outer peripheral surface 2a of the shaft portion 2, and the elastic member 15 having a layer shape is attached to the groove 2b. Therefore, the inner diameter dimension of the support bearing 12 (more precisely, the inner ring 121). In other words, the elastic member 15 for reducing vibrations can be disposed between the support bearing 12 and the shaft portion 2 while using the existing support bearing 12. .
  • the power transmission unit 20 may take other forms within the scope of the present invention.
  • FIG. 5 is a cross-sectional view of a main part of a power transmission unit 30 according to an example (another embodiment). Like the power transmission unit 20 shown in FIG. 3, this power transmission unit 30 is used by being incorporated in the front wheel drive system shown in FIG. 1, and the constant velocity universal joint 4 on the engine side and the constant velocity universal joint are used. 4 and a support bearing 12 that rotatably supports the shaft portion 2 by attaching an outer ring 122 to a bracket 14 as a vehicle body side.
  • the arrangement position of the vibration reducing elastic member 15 is different from that of the power transmission unit 20 shown in FIG.
  • the elastic member 15 is disposed not between the support bearing 12 and the shaft portion 2 but between the bracket 14 and the support bearing 12.
  • the elastic member 15 may be fixed to the outer ring 122 of the support bearing 12 or may be fixed to the inner peripheral surface 14 a of the bracket 14.
  • the elastic member 15 is exemplified as a layer, but it is not necessary to limit to this. As long as the support bearing 12 and the shaft portion 2 are not in direct contact with each other, or the member on the vehicle body side such as the bracket 14 and the support bearing 12 are not in direct contact with each other, the shape and arrangement of the elastic member 15 are arbitrary.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Support Of The Bearing (AREA)
  • Vibration Prevention Devices (AREA)
  • Springs (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

L'invention a pour objet de supprimer des vibrations transmises à un joint homocinétique à partir d'une source d'entraînement tel qu'un moteur, ou similaire, et de supprimer autant que possible des situations d'apparition de bruits parasites tels que des bruits de jeu, ou similaire, entre les composants constitutifs du joint homocinétique. À cet effet, une unité de transmission de puissance (20) est équipée : du joint homocinétique (4) ; d'une partie arbre (2) raccordée au joint homocinétique (4) ; et d'un palier de support (12) qui possède une roue interne (121) installée sur la partie arbre (2) et une roue externe (122) installée sur un côté corps de véhicule (14), et qui maintient la partie arbre (2) de manière à permettre sa rotation. Un élément élastique (15) pour réduction de vibration, est placé entre la roue interne (121) et la partie arbre (2).
PCT/JP2016/088818 2016-01-20 2016-12-27 Unité de transmission de puissance WO2017126305A1 (fr)

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Publication number Priority date Publication date Assignee Title
JPS58132220U (ja) * 1982-03-01 1983-09-06 株式会社昭和製作所 フロントフオ−クの軸受部構造
JPH05272533A (ja) * 1992-03-24 1993-10-19 Ebara Corp すべり軸受
JP2001113972A (ja) * 1999-10-20 2001-04-24 Ntn Corp ドライブシャフト
JP2007161082A (ja) * 2005-12-14 2007-06-28 Nsk Ltd 電動式パワーステアリング装置
JP2008215518A (ja) * 2007-03-05 2008-09-18 Ntn Corp 摺動式等速自在継手
WO2011065491A1 (fr) * 2009-11-27 2011-06-03 日本精工株式会社 Dispositif de direction électrique
JP2013044344A (ja) * 2011-08-22 2013-03-04 Nsk Ltd 転がり軸受
JP2013160267A (ja) * 2012-02-02 2013-08-19 Nsk Ltd 電動機の軸受支持構造、電動機及び電動パワーステアリング装置
JP2013234692A (ja) * 2012-05-07 2013-11-21 Toshiba Mach Co Ltd ねじ機構を用いた駆動装置
JP2015169281A (ja) * 2014-03-07 2015-09-28 Ntn株式会社 サポートベアリングの取付構造

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58132220U (ja) * 1982-03-01 1983-09-06 株式会社昭和製作所 フロントフオ−クの軸受部構造
JPH05272533A (ja) * 1992-03-24 1993-10-19 Ebara Corp すべり軸受
JP2001113972A (ja) * 1999-10-20 2001-04-24 Ntn Corp ドライブシャフト
JP2007161082A (ja) * 2005-12-14 2007-06-28 Nsk Ltd 電動式パワーステアリング装置
JP2008215518A (ja) * 2007-03-05 2008-09-18 Ntn Corp 摺動式等速自在継手
WO2011065491A1 (fr) * 2009-11-27 2011-06-03 日本精工株式会社 Dispositif de direction électrique
JP2013044344A (ja) * 2011-08-22 2013-03-04 Nsk Ltd 転がり軸受
JP2013160267A (ja) * 2012-02-02 2013-08-19 Nsk Ltd 電動機の軸受支持構造、電動機及び電動パワーステアリング装置
JP2013234692A (ja) * 2012-05-07 2013-11-21 Toshiba Mach Co Ltd ねじ機構を用いた駆動装置
JP2015169281A (ja) * 2014-03-07 2015-09-28 Ntn株式会社 サポートベアリングの取付構造

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