JP2003112533A - Supporting device of propeller shaft - Google Patents
Supporting device of propeller shaftInfo
- Publication number
- JP2003112533A JP2003112533A JP2001311157A JP2001311157A JP2003112533A JP 2003112533 A JP2003112533 A JP 2003112533A JP 2001311157 A JP2001311157 A JP 2001311157A JP 2001311157 A JP2001311157 A JP 2001311157A JP 2003112533 A JP2003112533 A JP 2003112533A
- Authority
- JP
- Japan
- Prior art keywords
- bracket
- propeller shaft
- vibration
- elastic body
- support device
- 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
Landscapes
- Motor Power Transmission Devices (AREA)
- Support Of The Bearing (AREA)
- Vibration Prevention Devices (AREA)
- Springs (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、車両のプロペラシ
ャフトの中間部に設けられて、該プロペラシャフトの駆
動時に発生する振動を第１防振機構と第２防振機構によ
ってそれぞれ吸収する支持装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a support device which is provided at an intermediate portion of a propeller shaft of a vehicle and which absorbs vibrations generated when the propeller shaft is driven by a first vibration isolation mechanism and a second vibration isolation mechanism. Regarding
【０００２】[0002]
【従来の技術】周知のように、例えば３継手形の車両用
プロペラシャフトにあっては、その中間部に中間軸受が
設けられ、この中間軸受が低周波と高周波の振動を吸収
する２つの防振機構を備えた支持装置によって支持され
ている。2. Description of the Related Art As is well known, for example, in a three-joint type vehicle propeller shaft, an intermediate bearing is provided at an intermediate portion thereof, and the intermediate bearing has two protection means for absorbing low-frequency and high-frequency vibrations. It is supported by a supporting device having a shaking mechanism.
【０００３】この従来の車両用プロペラシャフトの支持
装置としては、その一つとして実開昭６０−６９７２５
号公報に記載されているものがある。As one of the conventional propeller shaft supporting devices for vehicles, as one of them, the actual propeller shaft 60-69725.
Some are described in Japanese Patent Publication.
【０００４】図５に基づいて概略を説明すると、車両の
プロペラシャフト１の中間部に取り付けられたセンター
ベアリング２と該センターベアリング２を車体側の固定
部３に取り付ける円環状ブラケット４との間に、第１防
振機構である円環状ゴム材である第１弾性体５が介装さ
れている。また、前記ブラケット４と固定部３との間に
は、第２防振機構であるそれぞれ上下各一対のゴムブッ
シュからなる第２弾性体６，７がそれぞれ介装されてい
る。The outline will be described with reference to FIG. 5. Between a center bearing 2 attached to an intermediate portion of a propeller shaft 1 of a vehicle and an annular bracket 4 for attaching the center bearing 2 to a fixed portion 3 on the vehicle body side. A first elastic body 5 which is a ring-shaped rubber material which is a first vibration isolation mechanism is interposed. In addition, between the bracket 4 and the fixed portion 3, there are respectively interposed second elastic bodies 6 and 7 which are second vibration isolation mechanisms and which are made up of a pair of upper and lower rubber bushes.
【０００５】そして、前記プロペラシャフト１の回転駆
動によってセンターベアリング２に伝播される振動は、
図４に示すように機関始動時に発生する低周波振動と、
エンジンの常用域で発生する高周波振動があるが、前記
プロペラシャフト１からセンターベアリング２に伝達さ
れた振動はここで第１弾性体５によって吸収され、ここ
で吸収しきれずにブラケット４に伝達された振動はさら
に第２弾性体６，７によって吸収されるようになってい
る。The vibration transmitted to the center bearing 2 by the rotational drive of the propeller shaft 1 is
As shown in FIG. 4, low-frequency vibration generated when the engine starts,
Although there is high-frequency vibration that occurs in the normal range of the engine, the vibration transmitted from the propeller shaft 1 to the center bearing 2 is absorbed by the first elastic body 5 here, and is transmitted to the bracket 4 without being absorbed here. The vibration is further absorbed by the second elastic bodies 6 and 7.
【０００６】すなわち、プロペラシャフト１からセンタ
ーベアリング２に伝達された振動は、プロペラシャフト
１で発生する振動周波数と前記第１，第２弾性体５、
６，７による振動伝達率（Ｆ／Ｆｏ）の関係を表す図４
の実線で示すように、第１、第２弾性体５、６，７によ
って効果的に吸収されるが、機関始動時に発生する主と
して低周波数の振動は、図中Ｂ領域（約２０Ｈｚ）で主
に第１弾性体５をばねとした共振が発生し、さらに常用
域での主として高周波数の振動は、図中Ａ領域（約１７
０Ｈｚ）において第２弾性体６，７をばねとした共振が
発生する。なお、前記振動伝達率のＦはプロペラシャフ
ト１からの加振力、Ｆｏは車体アンダーフロアーへの伝
達力である。なお、図中一点鎖線は、第２防振機構を有
さない場合の振動伝達特性である。That is, the vibration transmitted from the propeller shaft 1 to the center bearing 2 is the vibration frequency generated in the propeller shaft 1 and the first and second elastic bodies 5,
FIG. 4 showing the relationship between the vibration transmissibility (F / Fo) according to 6 and 7.
As shown by the solid line in Fig. 5, the vibrations mainly absorbed by the first and second elastic bodies 5, 6 and 7 but mainly at low frequency when the engine is started are mainly in the region B (about 20Hz) in the figure. Resonance occurs with the first elastic body 5 as a spring, and vibrations mainly at high frequencies in the normal range are generated in the area A (about 17
At 0 Hz, resonance occurs with the second elastic bodies 6 and 7 as springs. It should be noted that F of the vibration transmissibility is an exciting force from the propeller shaft 1 and Fo is a transmissive force to the vehicle underfloor. It should be noted that the alternate long and short dash line in the figure is the vibration transmission characteristic when the second vibration isolation mechanism is not provided.
【０００７】したがって、前記Ｂ領域での大きな共振を
抑えるために、第２弾性体６，７を、他の部材との共振
発生の起こりにくい位置、つまり車両感度の低い周波数
域となる位置に設けるなどの工夫がなされている。Therefore, in order to suppress the large resonance in the B region, the second elastic bodies 6 and 7 are provided at positions where resonance with other members is unlikely to occur, that is, positions where the vehicle sensitivity is low. Etc. are devised.
【０００８】[0008]
【発明が解決しようとする課題】しかしながら、前記従
来のプロペラシャフトの支持装置にあっては、第２弾性
体６，７を、ゴム材によって形成しているため、かかる
ゴムの特性変化によって前記Ａ領域で図４の破線で示す
ように共振変化が発生し易くなる。However, in the conventional propeller shaft supporting device, since the second elastic bodies 6 and 7 are made of a rubber material, the change in the characteristics of the rubber causes the A In the region, the resonance change is likely to occur as shown by the broken line in FIG.
【０００９】すなわち、第１、第２弾性体５、６，７が
設けられているプロペラシャフト１の中間部周辺には、
エンジンの排気管が配設されている場合が多いため、温
度環境が厳しく、ゴムブッシュのばね特性を変化させや
すい状態になっている。特に、第２弾性体６，７は、車
体の固定部３やブラケット４を介してプロペラシャフト
１の中間部全体を支持するようになっていることから、
その荷重負荷も大きく、また、外部に露出した状態にな
っていることから車両の走行状態によって大きな温度変
化の影響を受け易い。したがって、第２弾性体６，７の
ゴムのへたりや硬化が生じて、前記図４の破線で示すよ
うに共振周波数の変化が発生する。That is, around the middle portion of the propeller shaft 1 where the first and second elastic bodies 5, 6, 7 are provided,
Since the exhaust pipe of the engine is often provided, the temperature environment is severe and the spring characteristics of the rubber bush are easily changed. In particular, the second elastic bodies 6 and 7 support the entire middle portion of the propeller shaft 1 via the fixed portion 3 and the bracket 4 of the vehicle body,
Since the load is large and the vehicle is exposed to the outside, it is susceptible to a large temperature change depending on the running state of the vehicle. Therefore, the rubber of the second elastic bodies 6 and 7 is set or cured, and the resonance frequency changes as shown by the broken line in FIG.
【００１０】この結果、他の部材との関係で共振し易い
車両感度の高い周波数域まで変化した場合には、かかる
大きな共振によりプロペラシャフト１の振動が車室内に
伝播されて振動異音を発生させるおそれがある。As a result, when the frequency changes to a high vehicle sensitivity range where resonance easily occurs due to the relationship with other members, the vibration of the propeller shaft 1 is propagated into the vehicle interior due to the large resonance, and vibration noise is generated. May cause
【００１１】[0011]
【課題を解決するための手段】本発明は、前記従来のプ
ロペラシャフトの支持装置の技術的課題に鑑みて案出さ
れたもので、請求項１に記載の発明は、プロペラシャフ
トの中間部に取り付けられたセンターベアリングと該セ
ンターベアリングを車体側に取り付けるブラケットとの
間に、弾性体を介して防振する第１防振機構を設けると
共に、前記ブラケットと車体との間に、弾性体を介して
防振する第２防振機構を設けてなるプロペラシャフトの
支持装置において、前記第２防振機構の弾性体を金属製
スプリングによって形成したことを特徴としている。The present invention has been devised in view of the technical problems of the conventional propeller shaft supporting device, and the invention according to claim 1 is directed to an intermediate portion of the propeller shaft. A first anti-vibration mechanism is provided between the attached center bearing and a bracket for mounting the center bearing on the vehicle body side through an elastic body, and an elastic body is provided between the bracket and the vehicle body. In a propeller shaft supporting device provided with a second anti-vibration mechanism for performing anti-vibration, the elastic body of the second anti-vibration mechanism is formed of a metal spring.
【００１２】したがって、この発明によれば、前記第２
防振機構の弾性体を金属製スプリングによって形成した
ため、車両の走行中におけるたとえ排気管からの高温な
排気熱がここに伝播されて厳しい温度環境に晒されたと
しても、ゴム材のようなへたりや硬化などが発生しな
い。このため、金属スプリングのばね特性の変化が小さ
くなり、車両感度の低い所に設置した領域での共振周波
数が、安定した位置になる。Therefore, according to the present invention, the second
Since the elastic body of the anti-vibration mechanism is made of a metal spring, even if the high temperature exhaust heat from the exhaust pipe is propagated here and exposed to a severe temperature environment while the vehicle is running, it will not behave like a rubber material. No burrs or hardening occurs. For this reason, the change in the spring characteristics of the metal spring becomes small, and the resonance frequency in the region where the vehicle sensitivity is low becomes stable.
【００１３】請求項２に記載の発明は、前記第２防振機
構の金属スプリングを、皿ばねによって構成したことを
特徴としている。The invention according to claim 2 is characterized in that the metal spring of the second vibration isolation mechanism is constituted by a disc spring.
【００１４】請求項３に記載の発明にあっては、前記第
２防振機構は、前記ブラケットの端部と車体とを相対移
動自在に支持する支軸と、該支軸が摺動自在に挿通した
前記ブラケットの挿通孔と、前記支軸に挿通支持され
て、前記ブラケットの挿通孔孔縁付近の上下面を挟持す
る一対の皿ばねとから構成したことを特徴としている。According to a third aspect of the present invention, the second anti-vibration mechanism has a support shaft that supports the end of the bracket and the vehicle body so as to be relatively movable, and the support shaft is slidable. It is characterized in that it is composed of an insertion hole of the inserted bracket and a pair of disc springs that are inserted into and supported by the support shaft and that clamp the upper and lower surfaces near the edge of the insertion hole of the bracket.
【００１５】請求項４に記載の発明は、前記各皿ばねの
外周側端面と該外周側端面が当接する前記ブラケットの
上下面の少なくともいずれか一方に、凹凸部を形成した
ことを特徴としている。The invention according to claim 4 is characterized in that a concavo-convex portion is formed on at least one of the outer peripheral side end surface of each of the disc springs and the upper and lower surfaces of the bracket with which the outer peripheral side end surface abuts. .
【００１６】請求項５に記載の発明は、前記皿ばねの取
付状態において、該皿ばねに初期圧縮応力を与えた状態
で配置したことを特徴としている。According to a fifth aspect of the present invention, the disc spring is arranged in a mounted state in which an initial compressive stress is applied to the disc spring.
【００１７】[0017]
【発明の実施の形態】以下、本発明にかかるプロペラシ
ャフトの支持装置の実施形態を図面に基づいて詳述す
る。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of a propeller shaft supporting device according to the present invention will be described below in detail with reference to the drawings.
【００１８】図３は本発明の支持装置が適用される車両
用プロペラシャフト１０の全体構造を示し、図中１１、
１１はカーボン繊維強化樹脂材（ＣＦＲＰ）からなる円
筒軸体、１２、１３、１４は該各円筒軸体１１、１１の
中央部及び両端部に連結される自在継手であって、中央
部の自在継手１３の側部に、中間軸受であるセンターベ
アリング１５と、該センターベアリング１５を支持する
支持装置１６がそれぞれ設けられている。FIG. 3 shows the overall structure of a vehicle propeller shaft 10 to which the supporting device of the present invention is applied.
Reference numeral 11 denotes a cylindrical shaft body made of a carbon fiber reinforced resin material (CFRP), and 12, 13 and 14 are universal joints connected to the central portion and both end portions of the cylindrical shaft bodies 11, 11 respectively. A center bearing 15, which is an intermediate bearing, and a support device 16 that supports the center bearing 15 are provided on the side portions of the joint 13.
【００１９】前記センターベアリング１５は、図１に示
すように、前記一方の円筒軸体１１に連結された駆動軸
１１ａの外周に固定された円環状のインナーレース１５
ａと、その外周側に配置された円環状のアウターレース
１５ａと、該両レース１５ａ、１５ｂの間に回転自在に
保持されたベアリングボール１５ｃとから構成されてい
る。The center bearing 15 is, as shown in FIG. 1, an annular inner race 15 fixed to the outer periphery of a drive shaft 11a connected to the one cylindrical shaft body 11.
a, an annular outer race 15a arranged on the outer peripheral side thereof, and a bearing ball 15c rotatably held between the two races 15a and 15b.
【００２０】前記支持装置１６は、図１に示すように、
前記センターベアリング１５の外周側に固定された第１
防振機構１７と、該第１防振機構１７の下面に固定され
たブラケット１８とプロペラシャフト１０の上方位置に
有する車体のアンダーフロアー１９との間に設けられた
第２防振機構２０とから構成され、特に第２防振機構２
０は、他の部材との共振が起こりにくい、いわゆる車両
感度の低い周波数域に配置されている。The supporting device 16 is, as shown in FIG.
The first fixed to the outer peripheral side of the center bearing 15
From the anti-vibration mechanism 17 and the second anti-vibration mechanism 20 provided between the bracket 18 fixed to the lower surface of the first anti-vibration mechanism 17 and the underfloor 19 of the vehicle body located above the propeller shaft 10. The second vibration isolation mechanism 2
0 is arranged in a frequency range where so-called vehicle sensitivity is low, in which resonance with other members is unlikely to occur.
【００２１】前記第１防振機構１７は、前記アウターレ
ース１５ａの外周に圧入固定された合成ゴム製の円環状
の弾性体１７ａと、該弾性体１７ａの外周が加硫接着さ
れた薄肉な内筒部１７ｂと、該内筒部１７ｂに圧入固定
されて、下端面が前記ブラケット１８に溶接などによっ
て固定された外筒部１７ｃとから構成されている。The first anti-vibration mechanism 17 has an annular elastic body 17a made of synthetic rubber that is press-fitted and fixed to the outer periphery of the outer race 15a, and a thin inner wall formed by vulcanizing and adhering the outer periphery of the elastic body 17a. It is composed of a tubular portion 17b and an outer tubular portion 17c which is press-fitted and fixed to the inner tubular portion 17b and whose lower end surface is fixed to the bracket 18 by welding or the like.
【００２２】前記ブラケット１８は、図１及び図３に示
すように平坦な上壁１８ａを有する横断面ほぼコ字形状
に形成され、かつ車体幅方向に延設されていると共に、
長手方向の中央部１８ｂが前記外筒部１７ｃの外面形状
に沿ってほぼ円弧状に形成され、かつ両端部１８ｃ、１
８ｃがほぼ水平に形成されている。また、該ブラケット
１８の両端部１８ｃ、１８ｃは、前記アンダーフロアー
１９の車体両側の水平部１９ａ、１９ａの下側に対向配
置されている。As shown in FIGS. 1 and 3, the bracket 18 is formed in a substantially U-shaped cross section and has a flat upper wall 18a, and extends in the vehicle width direction.
A central portion 18b in the longitudinal direction is formed in a substantially arcuate shape along the outer surface shape of the outer cylindrical portion 17c, and both end portions 18c, 1
8c is formed substantially horizontally. Both ends 18c, 18c of the bracket 18 are arranged below the horizontal portions 19a, 19a of the underfloor 19 on both sides of the vehicle body.
【００２３】前記第２防振機構２０は、図１に示すよう
に前記アンダーフロアー１９の水平部１９ａ、１９ａと
前記ブラケット１８の両端部１８ｃ、１８ｃ側の上壁１
８ａにそれぞれ上下方向へ対向して貫通形成された挿通
孔２１，２２と、該挿通孔２１，２２内を挿通して、上
端部にナット２４が螺着した支軸であるボルト２３と、
ボルト２３の軸部２３ｂの外周に嵌挿されて、下端縁が
ボルト２３の頭部端面に当接し、上端縁がアンダーフロ
アー１９の下面に当接した支軸の一部であるスリーブ２
５と、該スリーブ２５の外周に支持されて前記ブラケッ
ト１８の上壁１８ａを上下方向から挟持状態に支持する
金属製スプリングである一対の皿ばね２６，２７とから
構成されている。As shown in FIG. 1, the second anti-vibration mechanism 20 includes horizontal portions 19a, 19a of the underfloor 19 and upper walls 1 on both ends 18c, 18c of the bracket 18.
8a, insertion holes 21 and 22 formed so as to face each other in the up-down direction, and a bolt 23 that is a support shaft that is inserted through the insertion holes 21 and 22 and has a nut 24 screwed to the upper end thereof.
The sleeve 2 which is a part of the support shaft fitted into the outer periphery of the shaft portion 23b of the bolt 23, the lower end edge of which is in contact with the head end surface of the bolt 23, and the upper end edge of which is in contact with the lower surface of the underfloor 19.
5 and a pair of disc springs 26 and 27, which are metal springs supported on the outer periphery of the sleeve 25 and supporting the upper wall 18a of the bracket 18 in a vertically sandwiched state.
【００２４】前記ボルト２３は、ナット２４を介してス
リーブ２５を自身の頭部２３ａとアンダーフロアー１９
との間に挟持状態に固定するようになっている一方、前
記スリーブ２５は、前記ブラケット１８の挿通孔２２に
遊嵌状態に配置されている。また、スリーブ２５は、上
端外周にフランジ部２５ａが一体に設けられていると共
に、下端部外周に前記フランジ部２５ａとほぼ同外径の
円環状のスプリングリテーナ２８が嵌着されている。The bolt 23 uses the nut 24 to connect the sleeve 25 to the head 23a of the bolt 25 and the underfloor 19.
While being fixed in a sandwiched state, the sleeve 25 is arranged in a loosely fitted state in the insertion hole 22 of the bracket 18. Further, the sleeve 25 is integrally provided with a flange portion 25a on the outer periphery of the upper end, and an annular spring retainer 28 having an outer diameter substantially the same as that of the flange portion 25a is fitted on the outer periphery of the lower end portion.
【００２５】前記皿ばね２６，２７は、それぞれほぼ円
環状に形成されて、各中央部２６ａ、２７ａが平坦に形
成されていると共に、その各外周部２６ｂ、２７ｂが互
いに前記上壁１８ａの上下面方向へテーパ状に折曲形成
されており、この各外周部２６ｂ、２７ｂの外周縁が上
壁１８の上下面を挟持するように弾接している。また、
前記各中央部２６ａ、２７ａは、中央位置に前記スリー
ブ２５の外周面に嵌合して上下方向への摺動を許容する
支持孔２６ｃ、２７ｃがそれぞれ形成されていると共
に、該支持孔２６ｃ、２７ｃの孔縁部外面が前記フラン
ジ部２５ａとスプリングリテーナ２８の対向端面に弾接
支持されている。また、この皿ばね２６，２７は、初期
圧縮応力が与えられた状態で配置され、撓み変形に対す
るばね荷重の変化が小さい領域となるように設定されて
いる。Each of the disc springs 26 and 27 is formed in a substantially annular shape, each central portion 26a and 27a is formed flat, and each outer peripheral portion 26b and 27b thereof is located above the upper wall 18a. The outer peripheral edges of the outer peripheral portions 26b and 27b are elastically contacted so as to sandwich the upper and lower surfaces of the upper wall 18, respectively. Also,
Each of the central portions 26a and 27a is formed with support holes 26c and 27c, respectively, which are fitted to the outer peripheral surface of the sleeve 25 and allow sliding in the vertical direction, at the center positions. The outer surface of the hole edge portion of 27c is elastically supported by the opposing end surfaces of the flange portion 25a and the spring retainer 28. Further, the disc springs 26 and 27 are arranged in a state in which an initial compressive stress is applied, and are set so as to be a region in which a change in spring load due to bending deformation is small.
【００２６】また、前記上壁１８ａの前記各皿ばね２
６，２７の外周部２６ｂ、２７ｂの外周縁が当接する上
下面には、図２Ａに示すように放射状の凹凸部３０が円
周方向に形成されている。一方、前記各皿ばね２６，２
７の外周部２６ｂ、２７ｂの外周縁には、図２Ｂに示す
ように前記凹凸部３０に嵌合する凹凸状の嵌合部３１が
形成されている。The disc springs 2 of the upper wall 18a are also provided.
As shown in FIG. 2A, radial uneven portions 30 are formed in the circumferential direction on the upper and lower surfaces with which the outer peripheral edges of the outer peripheral portions 26b and 27b of 6, 27 abut. On the other hand, each of the disc springs 26, 2
As shown in FIG. 2B, a concave-convex fitting portion 31 that fits into the concave-convex portion 30 is formed on the outer peripheral edges of the outer peripheral portions 26 b and 27 b of the reference numeral 7.
【００２７】したがって、この実施形態によれば、プロ
ペラシャフト１０の回転駆動に伴い該プロペラシャフト
１０からセンターベアリング１４に伝達された振動は、
図４の実線で示すように、第１防振機構１７及び第２防
振機構２０によって効果的に吸収される。Therefore, according to this embodiment, the vibration transmitted from the propeller shaft 10 to the center bearing 14 due to the rotational drive of the propeller shaft 10 is
As shown by the solid line in FIG. 4, it is effectively absorbed by the first anti-vibration mechanism 17 and the second anti-vibration mechanism 20.
【００２８】すなわち、第１防振機構１７では、センタ
ーベアリング１４に伝達された、特に低周波数の振動を
ゴム弾性体１７ａの弾性変形によって効果的に吸収する
一方、この第１防振機構１７からブラケット１８に伝達
された、特に高周波数の振動は、第２防振機構２０の両
皿ばね２６，２７がそのばね荷重にしたがって上下方向
へ撓み変形して効果的に吸収する。この結果、かかる低
周波数及び高周波数の振動レベルは、アンダーフロアー
１９に伝播されることなく十分に遮断されて、車内への
振動騒音の発生を防止できる。That is, the first vibration isolation mechanism 17 effectively absorbs the low-frequency vibration transmitted to the center bearing 14 by the elastic deformation of the rubber elastic body 17a. The particularly high-frequency vibrations transmitted to the bracket 18 are effectively absorbed by the two disc springs 26, 27 of the second vibration isolation mechanism 20 flexibly deforming in the vertical direction according to the spring load. As a result, such low-frequency and high-frequency vibration levels are sufficiently blocked without being propagated to the underfloor 19, and it is possible to prevent generation of vibration noise in the vehicle.
【００２９】そして、前述したように、機関始動時に発
生する主として低周波数の振動レベルは、図中Ｂ領域
（約２０Ｈｚ）において主に第１防振機構１７の弾性体
１７ａをばねとした共振が発生し、さらに常用域での主
として高周波数の振動レベルは、図中Ａ領域（約１７０
Ｈｚ）において主として各皿ばね２６，２７をばねとし
た共振が発生する。As described above, the vibration level of mainly low frequency generated at the time of starting the engine is mainly caused by the resonance of the elastic body 17a of the first vibration isolation mechanism 17 as the spring in the region B (about 20 Hz) in the figure. The generated vibration level is mainly high-frequency vibration in the normal range.
At (Hz), resonance occurs mainly using the disc springs 26 and 27 as springs.
【００３０】ところが、この実施形態では、第２防振機
構２０の弾性体が、前述のように金属製の皿ばね２６，
２７によって構成されていることから、車両の走行中に
おける外部要因、たとえ排気管からの高温な排気熱がこ
こに伝播されて厳しい温度環境に晒されたとしても、ゴ
ム材のようなへたりや硬化などが発生しない。このた
め、各皿ばね２６，２７のばね特性の変化が小さくな
り、車両感度の低い所に設置した前記Ａ領域での共振周
波数が、図４の実線で示すように安定した位置になる。
したがって、共振現象によるマイナス機能の発生を抑制
することが可能になり、他の部材との共振による振動騒
音の発生を効果的に防止することができる。However, in this embodiment, the elastic body of the second anti-vibration mechanism 20 uses the metal disc springs 26,
Since it is composed of 27, even if external factors during traveling of the vehicle, even if the high-temperature exhaust heat from the exhaust pipe is propagated here and exposed to a severe temperature environment, fatigue such as rubber material No hardening occurs. Therefore, the change in the spring characteristics of the disc springs 26 and 27 becomes small, and the resonance frequency in the area A, which is installed in a place where the vehicle sensitivity is low, becomes a stable position as shown by the solid line in FIG.
Therefore, it is possible to suppress the generation of the negative function due to the resonance phenomenon, and it is possible to effectively prevent the generation of vibration noise due to the resonance with other members.
【００３１】また、この第２防振機構２０は、従来のよ
うなゴムと金属の２種類の材料を用いることなく、また
加硫接着によって結合する必要がなく、単に金属皿ばね
２６，２７をボルト２３等によって連係させるだけであ
るから、材料コストの低廉化と成形加工の簡素化による
加工コストの低廉化が図れる。また、ゴムの熱劣化など
も防止できるので、第２防振機構２０の耐久性の向上も
図れる。The second anti-vibration mechanism 20 does not need to use two kinds of materials such as rubber and metal as in the prior art, and does not need to be joined by vulcanization adhesion, and the metal disc springs 26 and 27 are simply used. Since only the bolts 23 and the like are linked, the material cost can be reduced and the processing cost can be reduced by simplifying the molding process. Further, the heat deterioration of the rubber can be prevented, so that the durability of the second vibration isolation mechanism 20 can be improved.
【００３２】さらに、前記両皿ばね２６，２７の外周部
２６ｂ、２７ｂに形成された嵌合部３１が上壁１８ａの
凹凸部３０に嵌合しているため、該各皿ばね２６，２７
の周方向の自由な回動を確実に規制でき、がたつきの発
生を防止できると共に、凹凸部より摩擦を発生させるこ
とができる。この結果、皿ばね２６，２７の安定した振
動吸収作用を得ることができる。Further, since the fitting portions 31 formed on the outer peripheral portions 26b and 27b of the disc springs 26 and 27 are fitted to the concave and convex portions 30 of the upper wall 18a, the disc springs 26 and 27 are formed.
It is possible to reliably regulate the free rotation in the circumferential direction, prevent rattling, and generate friction from the uneven portion. As a result, a stable vibration absorbing action of the disc springs 26, 27 can be obtained.
【００３３】なお、この第２防振機構２０の共振周波数
は、各皿ばね２６，２７のばね力や圧縮変形量を決定す
る各外径によって調整することができる。The resonance frequency of the second anti-vibration mechanism 20 can be adjusted by the outer diameters of the disc springs 26, 27 which determine the spring force and the amount of compressive deformation.
【００３４】本発明は、前記実施形態の構成に限定され
るものではなく、金属製スプリングとして皿ばね以外の
コイルスプリング等とすることも可能である。また、各
皿ばね２６，２７の連結機構としてはボルト２３に限定
されるものではなく、単純な支軸を用いることも可能で
ある。The present invention is not limited to the configuration of the above-described embodiment, and the metal spring may be a coil spring other than the disc spring. Further, the coupling mechanism of the disc springs 26 and 27 is not limited to the bolt 23, and a simple support shaft can be used.
【００３５】[0035]
【発明の効果】以上の説明で明らかなように、請求項１
に記載の発明によれば、第１防振機構と第２防振機構に
よってプロペラシャフトの回転駆動による機関始動時の
低周波数から常用域における高周波数の振動レベルを効
果的に吸収して車内への振動伝播を防止することができ
る。As is apparent from the above description, claim 1
According to the invention described in (1), the first vibration isolation mechanism and the second vibration isolation mechanism effectively absorb the vibration level from the low frequency at the time of engine start due to the rotational drive of the propeller shaft to the high frequency in the normal range to the inside of the vehicle. Vibration propagation can be prevented.
【００３６】特に、本発明は、前記第２防振機構の弾性
体を金属製スプリングによって形成したため、車両の走
行中におけるたとえ排気管からの高温な排気熱がここに
伝播されて厳しい温度環境に晒されたとしても、ゴム材
のようなへたりや硬化などが発生しない。このため、金
属スプリングのばね特性の変化が小さくなり、車両感度
の低い所に設置した領域での共振周波数が、安定した位
置になる。したがって、共振現象によるマイナス機能の
発生を抑制することが可能になり、他の部材との共振に
よる振動騒音の発生を効果的に防止することができる。In particular, according to the present invention, since the elastic body of the second vibration isolation mechanism is formed by the metal spring, even when the vehicle is traveling, high temperature exhaust heat from the exhaust pipe is propagated here, so that it is exposed to a severe temperature environment. Even if it is exposed, it does not cause the settling or hardening like rubber material. For this reason, the change in the spring characteristics of the metal spring becomes small, and the resonance frequency in the region where the vehicle sensitivity is low becomes stable. Therefore, it is possible to suppress the generation of the negative function due to the resonance phenomenon, and it is possible to effectively prevent the generation of vibration noise due to the resonance with other members.
【００３７】請求項２に記載の発明によれば、前記第２
防振機構の金属スプリングを、皿ばねによって構成した
ため、ばね定数の設定が容易になり、ばね定数のチュー
ニング幅を大きくすることができる。According to the invention described in claim 2, the second
Since the metal spring of the anti-vibration mechanism is composed of the disc spring, the spring constant can be easily set, and the tuning width of the spring constant can be increased.
【００３８】請求項３に記載の発明によれば、第２防振
機構全体の構造が簡素化されて、金属のみによる材料コ
ストの低廉化と製造コストの低廉化が図れる。According to the third aspect of the present invention, the overall structure of the second anti-vibration mechanism is simplified, and the material cost and the manufacturing cost can be reduced by using only metal.
【００３９】請求項４に記載の発明によれば、各皿ばね
の周方向の自由な回動を確実に規制でき、がたつきの発
生を防止できる。この結果、該各皿ばねによるの安定し
た振動吸収作用を得ることができる。According to the fourth aspect of the invention, the free rotation of each disc spring in the circumferential direction can be reliably regulated, and rattling can be prevented. As a result, a stable vibration absorbing action of the disc springs can be obtained.
【００４０】請求項５に記載の発明によれば、前記皿ば
ねの取付状態において、該皿ばねに初期圧縮応力を与え
た状態で配置したため、ずれのないより安定した共振周
波数を保持することが可能になる。According to the fifth aspect of the present invention, since the disc spring is arranged in the state where the initial compression stress is applied to the disc spring in the mounted state, it is possible to maintain a more stable resonance frequency without deviation. It will be possible.
【図１】本発明に係るプロペラシャフトの支持装置を示
す要部断面図。FIG. 1 is a sectional view of an essential part showing a propeller shaft support device according to the present invention.
【図２】Ａは上壁側の凹凸部を示す要部平面図、Ｂは皿
ばね側の嵌合部を示す要部底面図。FIG. 2A is a plan view of an essential part showing an uneven portion on the upper wall side, and FIG. 2B is a bottom view of an essential part showing a fitting part on the disc spring side.
【図３】本実施形態の支持装置が適用されるプロペラシ
ャフトの全体構成図。FIG. 3 is an overall configuration diagram of a propeller shaft to which the supporting device of the present embodiment is applied.
【図４】本実施形態の支持装置と従来の支持装置の振動
レベルを比較して示す特性図。FIG. 4 is a characteristic diagram showing the vibration levels of the supporting device of the present embodiment and a conventional supporting device in comparison.
【図５】従来におけるプロペラシャフトの支持装置の断
面図。FIG. 5 is a cross-sectional view of a conventional propeller shaft support device.
１０…プロペラシャフト １２〜１４…自在継手 １５…センターベアリング １６…支持装置 １７…第１防振機構 １８…ブラケット １９…アンダーフロアー ２０…第２防振機構 ２３…ボルト（支軸） ２５…スリーブ ２６・２７…皿ばね 10 ... Propeller shaft 12-14 ... Universal joint 15 ... Center bearing 16 ... Supporting device 17 ... First anti-vibration mechanism 18 ... Bracket 19 ... Underfloor 20 ... 2nd anti-vibration mechanism 23 ... Bolt (spindle) 25 ... Sleeve 26/27 ... Disc spring
───────────────────────────────────────────────────── フロントページの続き Ｆターム(参考） 3D042 AA07 AA08 AB01 DC02 DC04 DC05 3J012 AB07 AB11 BB01 DB08 DB09 DB13 DB20 FB10 GB01 3J048 AA01 AD16 BC05 DA06 EA32 3J059 AB07 AB11 BA23 BB03 CB03 CC01 GA12 ─────────────────────────────────────────────────── ─── Continued front page F term (reference) 3D042 AA07 AA08 AB01 DC02 DC04 DC05 3J012 AB07 AB11 BB01 DB08 DB09 DB13 DB20 FB10 GB01 3J048 AA01 AD16 BC05 DA06 EA32 3J059 AB07 AB11 BA23 BB03 CB03 CC01 GA12
Claims (5)
れたセンターベアリングと該センターベアリングを車体
側に取り付けるブラケットとの間に、弾性体を介して防
振する第１防振機構を設けると共に、前記ブラケットと
車体との間に、弾性体を介して防振する第２防振機構を
設けてなるプロペラシャフトの支持装置において、 前記第２防振機構の弾性体を金属製スプリングによって
形成したことを特徴とするプロペラシャフトの支持装
置。1. A first anti-vibration mechanism for isolating vibration through an elastic body is provided between a center bearing attached to an intermediate portion of a propeller shaft and a bracket for attaching the center bearing to the vehicle body, and the bracket is also provided. In a propeller shaft support device including a second anti-vibration mechanism that provides anti-vibration via an elastic body, the elastic body of the second anti-vibration mechanism is formed of a metal spring. And a propeller shaft support device.
皿ばねによって構成したことを特徴とする請求項１に記
載のプロペラシャフトの支持装置。2. The metal spring of the second vibration isolation mechanism,
The propeller shaft support device according to claim 1, wherein the propeller shaft support device is constituted by a disc spring.
端部と車体とを相対移動自在に支持する支軸と、該支軸
が摺動自在に挿通した前記ブラケットの挿通孔と、前記
支軸に挿通支持されて、前記ブラケットの挿通孔孔縁付
近の上下面を挟持する一対の金属製皿ばねとから構成し
たことを特徴とする請求項２に記載のプロペラシャフト
の支持装置。3. The second anti-vibration mechanism, a support shaft that supports the end portion of the bracket and the vehicle body so as to be relatively movable, an insertion hole of the bracket through which the support shaft is slidably inserted, The propeller shaft support device according to claim 2, wherein the propeller shaft is configured to include a pair of metal disc springs that are inserted into and supported by a support shaft and that sandwich upper and lower surfaces near an edge of the insertion hole of the bracket.
面が当接する前記ブラケットの上下面の少なくともいず
れか一方に、凹凸部を形成したことを特徴とする請求項
２または３のいずれかに記載のプロペラシャフトの支持
装置。4. The concavo-convex portion is formed on at least one of the upper and lower surfaces of the outer peripheral side end surface of each of the disc springs and the outer peripheral side end surface of the bracket contacting each other. A propeller shaft support device according to claim 1.
ねに初期圧縮応力を与えた状態で配置したことを特徴と
する請求項２〜４のいずれかに記載のプロペラシャフト
の支持装置。5. The propeller shaft support device according to claim 2, wherein the disc spring is arranged in a state in which an initial compressive stress is applied to the disc spring in a mounted state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001311157A JP2003112533A (en) | 2001-10-09 | 2001-10-09 | Supporting device of propeller shaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001311157A JP2003112533A (en) | 2001-10-09 | 2001-10-09 | Supporting device of propeller shaft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003112533A true JP2003112533A (en) | 2003-04-15 |
Family
ID=19130027
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001311157A Pending JP2003112533A (en) | 2001-10-09 | 2001-10-09 | Supporting device of propeller shaft |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2003112533A (en) |
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007225089A (en) * | 2006-02-27 | 2007-09-06 | Toyota Motor Corp | Dynamic damper and shaft support device with it |
| US7534048B2 (en) * | 2004-12-31 | 2009-05-19 | Dana Automotive Systems Group, Llc | Center bearing assembly for rotatably supporting a shaft at varying angles relative to a support surface |
| JP2009257596A (en) * | 2009-08-11 | 2009-11-05 | Ntn Corp | Vibration damping bearing unit |
| JP2010014171A (en) * | 2008-07-02 | 2010-01-21 | Nhk Spring Co Ltd | Damping device |
| JP2011140942A (en) * | 2009-12-22 | 2011-07-21 | Unison Industries Llc | Method of mounting heat exchanger in gas turbine engine assembly |
| US8353779B2 (en) | 2004-09-21 | 2013-01-15 | Hitachi, Ltd. | Support structure for bolting components of drive shaft via mounting member |
| DE102011120633A1 (en) * | 2011-12-09 | 2013-06-13 | Carl Freudenberg Kg | Bearing support for rolling bearing of drive shaft for motor car, has crossbar comprising receptacle whose inner surface is formed as circular arc with inner radius and corresponding to radius of supporting ring |
| DE102011089895A1 (en) * | 2011-12-23 | 2013-06-27 | Fr. Lürssen Werft Gmbh & Co. Kg | Bearing device for supporting drive shaft of ship i.e. luxury yachts, has coupling bolt arranged within casings for coupling housing with supporting frame, and resilient deformable element arranged between coupling bolt and casings |
| DE102011122107A1 (en) * | 2011-12-22 | 2013-06-27 | Carl Freudenberg Kg | Bearing arrangement for drive shaft of motor car, has bearing support movably supported relative to base by elastic device, where elastic device forms hinge axis that is arranged at distance from another elastic device |
| KR101303142B1 (en) | 2010-05-31 | 2013-09-02 | 인하대학교 산학협력단 | Propeller shaft center bearing vibration decrease system |
| WO2013141691A1 (en) * | 2012-03-19 | 2013-09-26 | Felda Agricultural Services Sdn. Bhd. | An alignment device |
| JP2015055294A (en) * | 2013-09-11 | 2015-03-23 | オイレス工業株式会社 | Holder device with aligning mechanism, radial bearing device, and bolt with aligning mechanism |
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| CN108237909A (en) * | 2016-12-27 | 2018-07-03 | 郑州宇通客车股份有限公司 | Transmission shaft intermediate supports and the vehicle using the intermediate supports |
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| CN112431880A (en) * | 2020-11-19 | 2021-03-02 | 奇瑞汽车股份有限公司 | Vibration isolation pad structure |
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|---|---|---|---|---|
| US8353779B2 (en) | 2004-09-21 | 2013-01-15 | Hitachi, Ltd. | Support structure for bolting components of drive shaft via mounting member |
| US7534048B2 (en) * | 2004-12-31 | 2009-05-19 | Dana Automotive Systems Group, Llc | Center bearing assembly for rotatably supporting a shaft at varying angles relative to a support surface |
| JP2007225089A (en) * | 2006-02-27 | 2007-09-06 | Toyota Motor Corp | Dynamic damper and shaft support device with it |
| JP2010014171A (en) * | 2008-07-02 | 2010-01-21 | Nhk Spring Co Ltd | Damping device |
| JP2009257596A (en) * | 2009-08-11 | 2009-11-05 | Ntn Corp | Vibration damping bearing unit |
| JP2011140942A (en) * | 2009-12-22 | 2011-07-21 | Unison Industries Llc | Method of mounting heat exchanger in gas turbine engine assembly |
| KR101303142B1 (en) | 2010-05-31 | 2013-09-02 | 인하대학교 산학협력단 | Propeller shaft center bearing vibration decrease system |
| DE102011120633A1 (en) * | 2011-12-09 | 2013-06-13 | Carl Freudenberg Kg | Bearing support for rolling bearing of drive shaft for motor car, has crossbar comprising receptacle whose inner surface is formed as circular arc with inner radius and corresponding to radius of supporting ring |
| DE102011120633B4 (en) * | 2011-12-09 | 2013-10-10 | Carl Freudenberg Kg | Bearing carrier for rolling bearings on shafts |
| DE102011122107A1 (en) * | 2011-12-22 | 2013-06-27 | Carl Freudenberg Kg | Bearing arrangement for drive shaft of motor car, has bearing support movably supported relative to base by elastic device, where elastic device forms hinge axis that is arranged at distance from another elastic device |
| DE102011122107B4 (en) * | 2011-12-22 | 2016-08-18 | Carl Freudenberg Kg | Bearing arrangement for a propeller shaft |
| DE102011089895A1 (en) * | 2011-12-23 | 2013-06-27 | Fr. Lürssen Werft Gmbh & Co. Kg | Bearing device for supporting drive shaft of ship i.e. luxury yachts, has coupling bolt arranged within casings for coupling housing with supporting frame, and resilient deformable element arranged between coupling bolt and casings |
| WO2013141691A1 (en) * | 2012-03-19 | 2013-09-26 | Felda Agricultural Services Sdn. Bhd. | An alignment device |
| JP2015055294A (en) * | 2013-09-11 | 2015-03-23 | オイレス工業株式会社 | Holder device with aligning mechanism, radial bearing device, and bolt with aligning mechanism |
| US9677605B2 (en) | 2015-05-29 | 2017-06-13 | Bearing Technologies, Ltd. | Hanger bearing assembly |
| CN108237909A (en) * | 2016-12-27 | 2018-07-03 | 郑州宇通客车股份有限公司 | Transmission shaft intermediate supports and the vehicle using the intermediate supports |
| CN108237909B (en) * | 2016-12-27 | 2023-08-18 | 宇通客车股份有限公司 | Transmission shaft intermediate support and vehicle using same |
| WO2020017375A1 (en) * | 2018-07-17 | 2020-01-23 | 中央可鍛工業株式会社 | Bearing device |
| CN112431880A (en) * | 2020-11-19 | 2021-03-02 | 奇瑞汽车股份有限公司 | Vibration isolation pad structure |
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