JP2005313766A - Impact absorption structure of propeller shaft - Google Patents

Impact absorption structure of propeller shaft Download PDF

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JP2005313766A
JP2005313766A JP2004133921A JP2004133921A JP2005313766A JP 2005313766 A JP2005313766 A JP 2005313766A JP 2004133921 A JP2004133921 A JP 2004133921A JP 2004133921 A JP2004133921 A JP 2004133921A JP 2005313766 A JP2005313766 A JP 2005313766A
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propeller shaft
diameter
absorbing structure
shock absorbing
sliding member
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JP4425052B2 (en
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Ryohei Osawa
良平 大澤
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Showa Corp
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Showa Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an impact absorption structure of a propeller shaft having simple configuration and easy to set an impact-absorbing load. <P>SOLUTION: This comprises a first propeller shaft section 26 of almost a cylindrical shape having a diameter expansion portion 26B where a diameter is formed large, a second propeller shaft section 28 of almost an cylindrical shape formed in a smaller diameter than the diameter of the diameter expansion portion 26B and axially connected with the first propeller shaft section 26 juncturally to the diameter expansion portion 26B, and a slide member 30 arranged inside the diameter expansion portion 26B to resiliently contact with an inner peripheral surface of the diameter expansion portion 26B and fictionally sliding on the inner peripheral surface of the diameter expansion portion 26B with pressure by the second propeller shaft section 28 when a joint portion where the first propeller section 26 and the second propeller section 28 are connected or its vicinity is broken or plastically deformed by impact force acting axially. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、車両等に用いられるプロペラシャフトの衝撃吸収構造に関する。   The present invention relates to a shock absorbing structure for a propeller shaft used in a vehicle or the like.

図９（Ａ）に示すように、従来のプロペラシャフト１００として、雌形部材１０２に雄形部材１０４が相互にスプライン部分１０６でスプライン嵌合し、軸線方向に相対摺動可能に雌形部材１０２又は雄形部材１０４の一方側のヨーク１０８から他方側のヨーク１０８にトルクを伝達するものが知られている(従来技術１、下記特許文献１参照)。このプロペラシャフト１００では、雌形部材１０２をスプライン部分１０６とシャフト部分１１０を一体形成するように中空パイプ状に形成し、雌形部材１０２のスプライン部分１０６の大径部の直径よりもシャフト部分１１０の直径を大きくして、両者間に段差部分１１２が生じるように構成されている。
このプロペラシャフト１００によれば、図９（Ｂ）に示すように、プロペラシャフト１００の前後方向に強い衝撃が加わると、上記段差部分１１２が軸方向に変形又は破断し、この軸方向の変形又は破断の際に衝撃を吸収するようになっている。 As shown in FIG. 9A, as a conventional propeller shaft 100, a male member 104 and a female member 102 are spline-fitted to each other by a spline portion 106 so as to be slidable relative to each other in the axial direction. Or what transmits torque from the yoke 108 on one side of the male member 104 to the yoke 108 on the other side is known (see Prior Art 1 and Patent Document 1 below). In this propeller shaft 100, the female member 102 is formed in a hollow pipe shape so that the spline portion 106 and the shaft portion 110 are integrally formed, and the shaft portion 110 is larger than the diameter of the large diameter portion of the spline portion 106 of the female member 102. The step portion 112 is formed between the two by increasing the diameter.
According to the propeller shaft 100, as shown in FIG. 9B, when a strong impact is applied in the front-rear direction of the propeller shaft 100, the stepped portion 112 is deformed or broken in the axial direction. It is designed to absorb impacts when broken.

また、図１０に示すように、従来のプロペラシャフト２００は、スリーブ２０２内にシート２０４がスライドヨーク２０６の端面２０８にその一端面２１０を当接するように配置されている。このシート２０４は、リング状に形成されており、スリーブ２０２の内周面２１２にその外周面２１１が摺接されている。このシート２０４は、スリーブ２０２に挿嵌したスライドヨーク２０６をスリーブ２０２から最大に突出させた状態の時に、延長部２１４の近傍にその他端面２１６が位置するような厚さを有している。このシート２０４は、延長部２１４を内側に折り曲げて同折り曲げ部をカシメることで、スライドヨーク２０６の端面２０８と延長部２１４とに挟まれ、かつ端面２０８と延長部２１４とに両端面がそれぞれ当接した状態でスリーブ２０２内に保持されている（従来技術２、下記特許文献２参照）
このプロペラシャフト２００によれば、衝撃荷重Ｆが加わると、図示しない車体の前方側に形成されたエンジンルーム等のクラッシャブルゾーンが衝突初期段階において変形し衝撃荷重Ｆが吸収される。そして、変形した部位がエンジンに到達すると、衝撃荷重Ｆがトランスミッションからスライドヨーク２０６に伝達される。スライドヨーク２０６にかかる衝撃荷重Ｆが、スプライン嵌合部２１８による第１の抵抗と、カシメ部Ｇによる第２の抵抗を超えると、スライドヨーク２０６が収縮方向に移動する。スライドヨーク２０６が移動すると、スプライン嵌合部２１８による第１の抵抗がスライドヨーク２０６の移動に伴い増大するとともに、折り曲げられた延長部２１４がシート２０４に押されて延長部２１４がカシメ部Ｇから開く方向に塑性変形して第２の抵抗が増大する。このように、プロペラシャフト２００にかかった衝撃荷重Ｆは、スプライン嵌合部２１８の抵抗とカシメ部Ｇを塑性変形させるエネルギーで吸収される。
特開平８−２２６４５４号公報 特開平１１−３０３８４６号公報 As shown in FIG. 10, the conventional propeller shaft 200 is disposed in a sleeve 202 so that a sheet 204 abuts one end surface 210 of an end surface 208 of a slide yoke 206. The sheet 204 is formed in a ring shape, and the outer peripheral surface 211 is in sliding contact with the inner peripheral surface 212 of the sleeve 202. The sheet 204 has such a thickness that the other end face 216 is located in the vicinity of the extension 214 when the slide yoke 206 inserted into the sleeve 202 is projected from the sleeve 202 to the maximum. The sheet 204 is sandwiched between the end surface 208 and the extension portion 214 of the slide yoke 206 by bending the extension portion 214 inward and crimping the bent portion, and both end surfaces of the end surface 208 and the extension portion 214 are respectively It is held in the sleeve 202 in a contact state (see Prior Art 2 and Patent Document 2 below).
According to the propeller shaft 200, when an impact load F is applied, a crushable zone such as an engine room formed on the front side of the vehicle body (not shown) is deformed in the initial stage of the collision and the impact load F is absorbed. When the deformed portion reaches the engine, the impact load F is transmitted from the transmission to the slide yoke 206. When the impact load F applied to the slide yoke 206 exceeds the first resistance due to the spline fitting portion 218 and the second resistance due to the caulking portion G, the slide yoke 206 moves in the contracting direction. When the slide yoke 206 moves, the first resistance by the spline fitting portion 218 increases as the slide yoke 206 moves, and the bent extension portion 214 is pushed by the sheet 204 so that the extension portion 214 moves from the caulking portion G. The second resistance increases by plastic deformation in the opening direction. Thus, the impact load F applied to the propeller shaft 200 is absorbed by the resistance of the spline fitting portion 218 and the energy that plastically deforms the caulking portion G.
JP-A-8-226454 JP-A-11-303846

ところで、上記従来技術１のプロペラシャフトでは、スプライン部分の係合及びシャフト部分の係合が存在してプロペラシャフトの構造が複雑化し、部品の組付け精度の管理が必要となる問題がある。また、プロペラシャフトの構造が複雑化し部品の組付け精度の管理が必要となることに伴い、段差部分の衝撃吸収荷重にバラツキが生じるおそれがある。この結果、プロペラシャフトの衝撃吸収荷重の設定が困難となる。   By the way, the propeller shaft of the prior art 1 has a problem that the structure of the propeller shaft is complicated due to the engagement of the spline portion and the engagement of the shaft portion, and the assembly accuracy of the parts needs to be managed. Further, as the structure of the propeller shaft becomes complicated and it is necessary to manage the assembly accuracy of the parts, there is a possibility that the shock absorbing load at the step portion will vary. As a result, it becomes difficult to set the shock absorbing load of the propeller shaft.

また、上記従来技術２のプロペラシャフトでは、カシメ部がスライドヨークの位置決めも兼ねる構成であり、このため、所定の位置にシートを位置決めするようにスリーブの延長部をカシメる必要がある。このように、カシメ部がスライドヨークの位置決めを兼ねることで、カシメ部の設定が複雑化し、これにより、カシメ部の衝撃吸収荷重にバラツキが生じるおそれがある。この結果、プロペラシャフトの衝撃吸収荷重の設定が困難となる。   Further, in the propeller shaft of the prior art 2, the caulking portion also serves as the positioning of the slide yoke. Therefore, it is necessary to caulk the extension portion of the sleeve so as to position the sheet at a predetermined position. As described above, since the crimping portion also serves as the positioning of the slide yoke, the setting of the crimping portion is complicated, which may cause variation in the shock absorbing load of the crimping portion. As a result, it becomes difficult to set the shock absorbing load of the propeller shaft.

そこで、本発明は、上記事情を考慮し、簡易な構成で、かつ衝撃吸収荷重の設定が容易なプロペラシャフトの衝撃吸収構造を提供することを目的とする。   In view of the above circumstances, an object of the present invention is to provide an impact absorption structure for a propeller shaft that has a simple configuration and can easily set an impact absorption load.

請求項１に記載の発明は、内燃機関側の駆動力を車輪側に駆動連結するプロペラシャフトの衝撃吸収構造であって、径が大きく形成された拡径部を有する略円筒状の第１のプロペラシャフト部と、前記拡径部の径よりも小径に形成され前記拡径部と連接して前記第１のプロペラシャフト部と軸方向に接続された略円筒状の第２のプロペラシャフト部と、前記拡径部の内部に前記拡径部の内周面と弾接するように配置され、軸方向に作用する衝撃力により前記第１のプロペラシャフト部と前記第２のプロペラシャフト部が接続する接続部位又はその近傍が破断又は塑性変形したときに前記第２のプロペラシャフト部に押圧されて前記拡径部の内周面を摩擦摺動する摺動部材と、を有することを特徴とする。   The invention according to claim 1 is a shock-absorbing structure for a propeller shaft that drives and connects the driving force on the internal combustion engine side to the wheel side, and has a substantially cylindrical first shape having a large-diameter enlarged portion. A propeller shaft portion, and a substantially cylindrical second propeller shaft portion formed smaller in diameter than the diameter-expanded portion and connected to the first propeller shaft portion in the axial direction in connection with the diameter-expanded portion; The first propeller shaft portion and the second propeller shaft portion are connected to each other inside the enlarged diameter portion so as to elastically contact the inner peripheral surface of the enlarged diameter portion and acting in the axial direction. And a sliding member that is pressed by the second propeller shaft portion and frictionally slides on the inner peripheral surface of the enlarged diameter portion when the connection site or its vicinity is broken or plastically deformed.

請求項１に記載の発明によれば、プロペラシャフトに軸方向に沿う衝撃力が加わると、その衝撃力は相対する第１のプロペラシャフト部と第２のプロペラシャフト部側とに伝達される。
ここで、第２のプロペラシャフト部の径が第１のプロペラシャフト部の拡径部の径よりも小径に形成されているため、衝撃力が伝達されると、第１のプロペラシャフト部と第２のプロペラシャフト部が接続する接続部位又はその近傍で応力集中が発生する。この応力集中が接続部位又はその近傍の強度を超えると、接続部位又はその近傍が破断又は塑性変形する。接続部位又はその近傍が破断又は塑性変形すると、第２のプロペラシャフト部が第１のプロペラシャフト部（拡径部）の内部に入り込み、内部の摺動部材と当接し、摺動部材を押圧する。摺動部材が押圧されると、摺動部材が拡径部の内周面を摩擦摺動するように、第１のプロペラシャフト部に対して移動する。このとき、摺動部材と拡径部の内周面との間で弾性摩擦力が発生し、衝撃力の大きさに応じた距離だけ摺動部材がさらに移動し、その変位量に応じて衝撃力が吸収される。この結果、簡易な構成のプロペラシャフトの衝撃吸収構造で軸方向に作用する衝撃力を確実に吸収することができる。また、プロペラシャフトの衝撃吸収構造を簡易な構成とすることにより、プロペラシャフトの衝撃吸収構造が吸収し得る衝撃荷重を容易に設定及び調整することができる。 According to the first aspect of the present invention, when an impact force along the axial direction is applied to the propeller shaft, the impact force is transmitted to the opposing first propeller shaft portion and second propeller shaft portion side.
Here, since the diameter of the second propeller shaft portion is smaller than the diameter of the enlarged portion of the first propeller shaft portion, when the impact force is transmitted, the first propeller shaft portion and the first propeller shaft portion Stress concentration occurs at or near the connection site where the two propeller shaft portions are connected. When this stress concentration exceeds the strength at or near the connection site, the connection site or the vicinity thereof breaks or plastically deforms. When the connection site or its vicinity is broken or plastically deformed, the second propeller shaft portion enters the first propeller shaft portion (expanded diameter portion), contacts the sliding member inside, and presses the sliding member. . When the sliding member is pressed, the sliding member moves relative to the first propeller shaft portion such that the sliding member frictionally slides on the inner peripheral surface of the enlarged diameter portion. At this time, an elastic frictional force is generated between the sliding member and the inner peripheral surface of the enlarged diameter portion, and the sliding member further moves by a distance corresponding to the magnitude of the impact force. Power is absorbed. As a result, the impact force acting in the axial direction can be reliably absorbed by the shock absorbing structure of the propeller shaft having a simple configuration. Further, by adopting a simple structure for the shock absorbing structure of the propeller shaft, the impact load that can be absorbed by the shock absorbing structure of the propeller shaft can be easily set and adjusted.

請求項２に記載の発明は、請求項１に記載のプロペラシャフトの衝撃吸収構造において、前記第１のプロペラシャフト部の前記第２のプロペラシャフト部との前記接続部位又はその近傍が屈曲状に形成されていることを特徴とする。   According to a second aspect of the present invention, in the shock absorbing structure for the propeller shaft according to the first aspect, the connection portion of the first propeller shaft portion with the second propeller shaft portion or its vicinity is bent. It is formed.

請求項２に記載の発明によれば、第１のプロペラシャフト部の第２のプロペラシャフト部との接続部位又はその近傍が屈曲状に形成されているため、接続部位又はその近傍の強度が比較的弱くなり、接続部位又はその近傍に応力集中が発生する。これにより、衝撃力が作用すると接続部位又はその近傍で常に確実に破断させることができ、プロペラシャフトの衝撃吸収構造が吸収し得る衝撃吸収荷重特性のバラツキを抑えて安定維持させることができる。   According to the second aspect of the present invention, since the connection portion of the first propeller shaft portion with the second propeller shaft portion or its vicinity is formed in a bent shape, the strength of the connection portion or its vicinity is compared. Stress concentration occurs at or near the connection site. As a result, when an impact force is applied, it can always be reliably broken at or near the connection site, and variations in the shock absorption load characteristics that can be absorbed by the shock absorption structure of the propeller shaft can be suppressed and stably maintained.

請求項３に記載の発明は、請求項１又は２に記載のプロペラシャフトの衝撃吸収構造において、前記第１のプロペラシャフト部の前記第２のプロペラシャフト部との前記接続部位と前記摺動部材を挟んだ軸方向反対側には、前記軸方向反対側に向かって縮径する抵抗部が形成されていることを特徴とする。   According to a third aspect of the present invention, in the shock absorbing structure for a propeller shaft according to the first or second aspect, the connecting portion of the first propeller shaft portion to the second propeller shaft portion and the sliding member A resistance portion having a diameter reduced toward the opposite side in the axial direction is formed on the opposite side in the axial direction across the gap.

請求項３に記載の発明によれば、第１のプロペラシャフト部の第２のプロペラシャフト部との接続部位と摺動部材を挟んだ軸方向反対側には、軸方向反対側に向かって延在し縮径する抵抗部が形成されているため、接続部位又はその近傍が破断し第２のプロペラシャフト部で摺動部材が押圧され第１のプロペラシャフト部の拡径部内を摺動部材が移動すると、やがて摺動部材が抵抗部と接触する。さらに、摺動部材が第２のプロペラシャフト部により押圧されると、摺動部材が抵抗部を第１のプロペラシャフト部の径方向外側に押し広げるようにして（塑性変形させて）移動していく。このとき、抵抗部が縮径されているので、抵抗部を塑性変形させるためにさらに大きなエネルギーが必要となるため、摺動部材の移動に伴う抵抗力が増大し、大きな衝撃力が作用した場合でも、その衝撃力を十分に吸収することができる。また、抵抗部の軸方向に対する傾斜角度（縮径度合い）を適宜調整することにより、プロペラシャフトの衝撃吸収構造の衝撃吸収特性を容易に調整可能にすることができる。   According to the third aspect of the present invention, the connecting portion of the first propeller shaft portion to the second propeller shaft portion and the opposite side in the axial direction across the sliding member extend toward the opposite side in the axial direction. Since the resistance portion which is present and has a reduced diameter is formed, the connecting portion or the vicinity thereof is broken, and the sliding member is pressed by the second propeller shaft portion, and the sliding member is inside the enlarged diameter portion of the first propeller shaft portion. When it moves, the sliding member eventually comes into contact with the resistance portion. Further, when the sliding member is pressed by the second propeller shaft portion, the sliding member moves so as to push the resistance portion radially outward of the first propeller shaft portion (by plastic deformation). Go. At this time, since the resistance portion is reduced in diameter, a larger amount of energy is required to plastically deform the resistance portion, so that the resistance force accompanying the movement of the sliding member increases and a large impact force is applied. However, the impact force can be absorbed sufficiently. Further, by appropriately adjusting the inclination angle (degree of diameter reduction) of the resistance portion with respect to the axial direction, it is possible to easily adjust the shock absorption characteristics of the shock absorbing structure of the propeller shaft.

請求項４に記載の発明は、請求項１乃至３のいずれか１項に記載のプロペラシャフトの衝撃吸収構造において、前記摺動部材は、前記第２のプロペラシャフト部の径よりも大きな径の円筒状部材と、前記円筒状部材の外周面に設けられ前記拡径部の内周面に弾着するゴム部材と、で構成されていることを特徴とする。   According to a fourth aspect of the present invention, in the propeller shaft shock absorbing structure according to any one of the first to third aspects, the sliding member has a diameter larger than a diameter of the second propeller shaft portion. It is comprised by the cylindrical member and the rubber member which is provided in the outer peripheral surface of the said cylindrical member, and is elastically contacted to the inner peripheral surface of the said enlarged diameter part, It is characterized by the above-mentioned.

請求項４に記載の発明によれば、摺動部材が中空状の円筒状部材を有しているため、中実部材とする場合と比較して、摺動部材自体を軽量化することができる。また、摺動部材の軽量化に伴い、プロペラシャフトの衝撃吸収構造を含めた製造コストを低減することができる。
また、摺動部材がゴム部材を有しているため、ゴム部材と拡径部の内周面との間の弾性摩擦力を調整することができる。このため、摺動部材に拡径部の内周面上を摺動させるのに必要なエネルギーを任意に調整でき、プロペラシャフトの衝撃吸収構造の衝撃吸収荷重特性をゴム部材の圧入荷重で容易に設定することができる。
また、ゴム部材を拡径部の内周面に接着させることにより、プロペラシャフトに衝撃力が作用しない場合において、摺動部材の第１のプロペラシャフト部（拡径部）に対する位置決め保持を確実にすることができる。
さらに、円筒状部材の外周面にゴム部材が配置された構成であるため、部材の寸法精度に多少の誤差が生じた場合でも、その間でゴム部材が弾性変形することによりその寸法誤差を吸収することができる。また、摺動部材の第１のプロペラシャフト部の内部への挿入が容易となる。 According to invention of Claim 4, since the sliding member has a hollow cylindrical member, compared with the case where it is set as a solid member, sliding member itself can be reduced in weight. . Further, with the weight reduction of the sliding member, the manufacturing cost including the shock absorbing structure of the propeller shaft can be reduced.
Moreover, since the sliding member has a rubber member, the elastic frictional force between the rubber member and the inner peripheral surface of the enlarged diameter portion can be adjusted. For this reason, the energy required to slide the sliding member on the inner peripheral surface of the enlarged diameter portion can be arbitrarily adjusted, and the shock absorbing load characteristic of the shock absorbing structure of the propeller shaft can be easily adjusted by the press-fitting load of the rubber member. Can be set.
In addition, by adhering the rubber member to the inner peripheral surface of the enlarged diameter portion, when the impact force does not act on the propeller shaft, the positioning and holding of the sliding member with respect to the first propeller shaft portion (the enlarged diameter portion) can be ensured. can do.
Further, since the rubber member is arranged on the outer peripheral surface of the cylindrical member, even if a slight error occurs in the dimensional accuracy of the member, the dimensional error is absorbed by the elastic deformation of the rubber member therebetween. be able to. In addition, the sliding member can be easily inserted into the first propeller shaft portion.

請求項５に記載の発明は、請求項４に記載のプロペラシャフトの衝撃吸収構造において、前記円筒状部材の端部には、前記抵抗部側に向かって縮径した絞り部が形成されていることを特徴とする。   According to a fifth aspect of the present invention, in the shock absorbing structure for a propeller shaft according to the fourth aspect, a throttle portion having a diameter reduced toward the resistance portion side is formed at an end portion of the cylindrical member. It is characterized by that.

請求項５に記載の発明によれば、円筒状部材の端部には、抵抗部側に向かって縮径した絞り部が形成されているため、プロペラシャフトに衝撃力が作用した場合には、摺動部材が第２のプロペラシャフト部の端部に押圧され、円筒状部材の絞り部が抵抗部と接触する。このとき、絞り部が抵抗部側に向かって縮径しているので、摺動部材（円筒状部材）の軸方向の移動（摩擦摺動）が円滑になり、摺動部材（円筒状部材）の移動（摺動）時に摺動部材（円筒状部材）が絞り部で摺動方向に沿って案内されるので姿勢が崩れてしまうことを防止でき安定した摺動が可能となる。   According to the fifth aspect of the present invention, the end of the cylindrical member is formed with a narrowed portion that is reduced in diameter toward the resistance portion, so that when an impact force acts on the propeller shaft, The sliding member is pressed against the end portion of the second propeller shaft portion, and the throttle portion of the cylindrical member comes into contact with the resistance portion. At this time, since the diameter of the throttle portion is reduced toward the resistance portion, the axial movement (friction sliding) of the sliding member (cylindrical member) becomes smooth, and the sliding member (cylindrical member) Since the sliding member (cylindrical member) is guided along the sliding direction by the throttle portion during the movement (sliding), it is possible to prevent the posture from being collapsed and to perform stable sliding.

請求項６に記載の発明は、請求項５に記載のプロペラシャフトの衝撃吸収構造において、前記抵抗部の傾斜角度と前記絞り部の傾斜角度が略同一であることを特徴とする。   The invention according to claim 6 is the propeller shaft shock absorbing structure according to claim 5, wherein the inclination angle of the resistance portion and the inclination angle of the throttle portion are substantially the same.

請求項６に記載の発明によれば、抵抗部の傾斜角度と絞り部の傾斜角度が略同一であるため、摺動部材（円筒状部材）の移動（摺動）時における摺動部材（円筒状部材）の摺動方向に対する傾き倒れをさらに抑制して姿勢を維持することができることに加え、絞り部が抵抗部に接触するまでの摺動部材（円筒状部材）の移動（摺動）距離が長くなりその分だけ相対的に拡径部の軸方向長さを短縮でき小型軽量化することができる。   According to the invention described in claim 6, since the inclination angle of the resistance portion and the inclination angle of the throttle portion are substantially the same, the sliding member (cylindrical member) at the time of movement (sliding) of the sliding member (cylindrical member). In addition to being able to maintain the posture by further suppressing the tilting of the sliding member with respect to the sliding direction, the movement (sliding) distance of the sliding member (cylindrical member) until the throttle portion contacts the resistance portion As a result, the axial length of the diameter-expanded portion can be shortened by that amount, and the size and weight can be reduced.

請求項７に記載の発明は、請求項１乃至６のいずれか１項に記載のプロペラシャフトの衝撃吸収構造において、前記第１のプロペラシャフト部と前記第２のプロペラシャフト部は一体形成されていることを特徴とする。   According to a seventh aspect of the present invention, in the propeller shaft shock absorbing structure according to any one of the first to sixth aspects, the first propeller shaft portion and the second propeller shaft portion are integrally formed. It is characterized by being.

請求項７に記載の発明によれば、第１のプロペラシャフト部と第２のプロペラシャフト部が一体形成されているため、プロペラシャフトの部品点数を少なくすることができ、部品管理が容易になる。また、第１のプロペラシャフト部と第２のプロペラシャフト部が一体形成されているため、両者の接続部位又はその近傍の強度が必要以上に低下することを防止できる。さらに、第１のプロペラシャフト部と第２のプロペラシャフト部が一体形成されているため、部品点数を削減することにより、プロペラシャフトの衝撃吸収構造を軽量化することができる。   According to the seventh aspect of the invention, since the first propeller shaft portion and the second propeller shaft portion are integrally formed, the number of parts of the propeller shaft can be reduced, and parts management is facilitated. . Moreover, since the 1st propeller shaft part and the 2nd propeller shaft part are integrally formed, it can prevent that the intensity | strength of both connection site | parts or its vicinity falls more than necessary. Furthermore, since the first propeller shaft portion and the second propeller shaft portion are integrally formed, the impact absorbing structure of the propeller shaft can be reduced in weight by reducing the number of parts.

請求項８に記載の発明は、請求項１乃至７のいずれか１項に記載のプロペラシャフトの衝撃吸収構造において、前記第１のプロペラシャフト部には、前記拡径部と略同径に前記第２のプロペラシャフト部から拡径したフランジ端部が摩擦圧接により一体に接続されていることを特徴とする。   According to an eighth aspect of the present invention, in the shock absorbing structure for a propeller shaft according to any one of the first to seventh aspects, the first propeller shaft portion has the same diameter as that of the enlarged diameter portion. The flange end portion whose diameter is increased from the second propeller shaft portion is integrally connected by friction welding.

請求項８に記載の発明によれば、第１のプロペラシャフト部には拡径部と略同径に第２のプロペラシャフト部から拡径したフランジ端部が摩擦圧接により一体に接続されているため、第１のプロペラシャフト部に予め抵抗部を形成し、拡径部の内部に摺動部材を設けた状態で両者を接続することにより、プロペラシャフトの衝撃吸収構造を容易に製造組付けすることができる。   According to the eighth aspect of the present invention, the flange end portion, which is enlarged from the second propeller shaft portion to the same diameter as the enlarged diameter portion, is integrally connected to the first propeller shaft portion by friction welding. Therefore, the shock absorbing structure of the propeller shaft can be easily manufactured and assembled by forming a resistance portion in advance in the first propeller shaft portion and connecting the both in a state where the sliding member is provided inside the enlarged diameter portion. be able to.

請求項９に記載の発明は、請求項１乃至８のいずれか１項に記載のプロペラシャフトの衝撃吸収構造において、前記摺動部材は、前記プロペラシャフトの制振部材を兼ねていることを特徴とする。   According to a ninth aspect of the present invention, in the propeller shaft shock absorbing structure according to any one of the first to eighth aspects, the sliding member also serves as a vibration damping member of the propeller shaft. And

請求項９に記載の発明によれば、摺動部材の円筒状部材がウエイト部となり、ゴム部材が制振部となるため、摺動部材を動的又は静的ダンパなどの制振部材として用いることができ、プロペラシャフトの共振点を調整できる。
また、拡径部にゴム部材が弾性的に接触しているため、摺動部材を静的ダンパなどの制振部材として用いることができ、プロペラシャフトの高周波振動をゴム部材で吸収することができる。
このように、摺動部材に衝撃吸収機能と制振機能を兼備させることにより、部品点数を削減することができ、プロペラシャフトの衝撃吸収構造の製造コストを格段に低減することができる。 According to the ninth aspect of the invention, since the cylindrical member of the sliding member becomes the weight portion and the rubber member becomes the damping portion, the sliding member is used as a damping member such as a dynamic or static damper. The resonance point of the propeller shaft can be adjusted.
Further, since the rubber member is in elastic contact with the enlarged diameter portion, the sliding member can be used as a vibration damping member such as a static damper, and the high frequency vibration of the propeller shaft can be absorbed by the rubber member. .
Thus, by having the sliding member have both an impact absorbing function and a vibration damping function, the number of parts can be reduced, and the manufacturing cost of the propeller shaft impact absorbing structure can be significantly reduced.

請求項１に記載の発明は、簡易な構成のプロペラシャフトの衝撃吸収構造で軸方向に作用する衝撃力を確実に吸収することができる。また、プロペラシャフトの衝撃吸収構造を簡易な構成とすることにより、プロペラシャフトの衝撃吸収構造が吸収し得る衝撃荷重を容易に設定及び調整することができる。   According to the first aspect of the present invention, the impact force acting in the axial direction can be reliably absorbed by the impact absorbing structure of the propeller shaft having a simple configuration. Further, by adopting a simple structure for the shock absorbing structure of the propeller shaft, the impact load that can be absorbed by the shock absorbing structure of the propeller shaft can be easily set and adjusted.

請求項２に記載の発明は、第１のプロペラシャフト部の第２のプロペラシャフト部との接続部位又はその近傍が屈曲状に形成されているため、接続部位又はその近傍の強度が比較的弱くなり、接続部位又はその近傍に応力集中が発生する。これにより、衝撃力が作用すると接続部位又はその近傍で常に確実に破断させることができ、プロペラシャフトの衝撃吸収構造が吸収し得る衝撃吸収荷重特性のバラツキが抑制され安定させることができる。   According to the second aspect of the present invention, since the connection portion of the first propeller shaft portion with the second propeller shaft portion or its vicinity is formed in a bent shape, the strength of the connection portion or its vicinity is relatively weak. Thus, stress concentration occurs at or near the connection site. Thereby, when an impact force acts, it can always be surely broken at or near the connection site, and variations in impact absorption load characteristics that can be absorbed by the impact absorption structure of the propeller shaft can be suppressed and stabilized.

請求項３に記載の発明は、抵抗部が縮径されているので、抵抗部を塑性変形させるためにさらに大きなエネルギーが必要となるため、摺動部材の移動に伴う抵抗力が増大し、大きな衝撃力が作用した場合でも、その衝撃力を十分に吸収することができる。また、抵抗部の軸方向に対する傾斜角度（縮径度合い）を適宜調整することにより、プロペラシャフトの衝撃吸収構造の衝撃吸収特性を容易に調整可能とすることができる。   In the invention according to claim 3, since the resistance portion is reduced in diameter, a larger amount of energy is required to plastically deform the resistance portion. Even when an impact force is applied, the impact force can be sufficiently absorbed. Further, by appropriately adjusting the angle of inclination (degree of diameter reduction) of the resistance portion with respect to the axial direction, it is possible to easily adjust the shock absorbing characteristics of the shock absorbing structure of the propeller shaft.

請求項４に記載の発明は、摺動部材が中空状の円筒状部材を有しているため、中実部材とする場合と比較して、摺動部材自体を軽量化することができる。また、摺動部材の軽量化に伴い、プロペラシャフトの衝撃吸収構造を含めた製造コストを低減することができる。
また、摺動部材がゴム部材を有しているため、ゴム部材と拡径部の内周面との間の弾性摩擦力を調整することができる。このため、摺動部材に拡径部の内周面上を摺動させるのに必要なエネルギーを調整でき、プロペラシャフトの衝撃吸収構造の衝撃吸収荷重特性をゴム部材の圧入荷重で容易に設定することができる。
また、ゴム部材を拡径部の内周面に接着させることにより、プロペラシャフトに衝撃力が作用しない場合において、摺動部材の第１のプロペラシャフト部（拡径部）に対する位置決め保持を確実にすることができる。
さらに、円筒状部材の外周面にゴム部材が配置された構成であるため、部材の寸法精度に多少の誤差が生じた場合でも、その間でゴム部材が弾性変形することによりその寸法誤差を吸収することができる。また、摺動部材の第１のプロペラシャフト部の内部への挿入が容易となる。 In the invention according to claim 4, since the sliding member has a hollow cylindrical member, the weight of the sliding member itself can be reduced as compared with the case where the sliding member is a solid member. Further, with the weight reduction of the sliding member, the manufacturing cost including the shock absorbing structure of the propeller shaft can be reduced.
Moreover, since the sliding member has a rubber member, the elastic frictional force between the rubber member and the inner peripheral surface of the enlarged diameter portion can be adjusted. For this reason, the energy required for sliding the sliding member on the inner peripheral surface of the enlarged diameter portion can be adjusted, and the shock absorbing load characteristic of the shock absorbing structure of the propeller shaft can be easily set by the press-fitting load of the rubber member. be able to.
In addition, by adhering the rubber member to the inner peripheral surface of the enlarged diameter portion, when the impact force does not act on the propeller shaft, the sliding member can be reliably positioned and held with respect to the first propeller shaft portion (the enlarged diameter portion). can do.
Further, since the rubber member is arranged on the outer peripheral surface of the cylindrical member, even if a slight error occurs in the dimensional accuracy of the member, the dimensional error is absorbed by the elastic deformation of the rubber member therebetween. be able to. Also, the sliding member can be easily inserted into the first propeller shaft portion.

請求項５に記載の発明は、円筒状部材の端部に形成された絞り部が抵抗部側に向かって縮径しているので、摺動部材（円筒状部材）の軸方向の移動（摩擦摺動）が円滑になり、摺動部材（円筒状部材）の移動（摺動）時に摺動部材（円筒状部材）が絞り部で摺動方向に沿って案内されるため、その姿勢が崩れてしまうことを防止でき安定した摺動が維持される。   In the fifth aspect of the invention, since the throttle portion formed at the end portion of the cylindrical member is reduced in diameter toward the resistance portion side, the sliding member (cylindrical member) moves in the axial direction (friction). (Sliding) becomes smooth, and when the sliding member (cylindrical member) moves (slids), the sliding member (cylindrical member) is guided along the sliding direction by the throttle portion, so that the posture collapses. Can be prevented and stable sliding is maintained.

請求項６に記載の発明は、抵抗部の傾斜角度と絞り部の傾斜角度が略同一であるため、摺動部材（円筒状部材）の移動（摺動）時における摺動部材（円筒状部材）の摺動方向に対する傾き倒れをさらに抑制して姿勢を維持することができることに加え、絞り部が抵抗部に接触するまでの摺動部材（円筒状部材）の移動（摺動）距離が長くなりその分だけ相対的に拡径部の軸方向長さを短縮でき小型軽量化することができる。   In the invention according to claim 6, since the inclination angle of the resistance portion and the inclination angle of the throttle portion are substantially the same, the sliding member (cylindrical member) at the time of movement (sliding) of the sliding member (cylindrical member) ) In the sliding direction can be further suppressed and the posture can be maintained, and the moving (sliding) distance of the sliding member (cylindrical member) until the throttle portion contacts the resistance portion is long. Accordingly, the axial length of the diameter-enlarged portion can be relatively shortened, and the size and weight can be reduced.

請求項７に記載の発明は、第１のプロペラシャフト部と第２のプロペラシャフト部が一体形成されているため、プロペラシャフトの部品点数を少なくすることができ、部品管理が容易になる。また、第１のプロペラシャフト部と第２のプロペラシャフト部が一体形成されているため、両者の接続部位又はその近傍の強度が必要以上に低下することを防止できる。さらに、第１のプロペラシャフト部と第２のプロペラシャフト部が一体形成されているため、部品点数を削減することにより、プロペラシャフトの衝撃吸収構造を軽量化することができる。   According to the seventh aspect of the invention, since the first propeller shaft portion and the second propeller shaft portion are integrally formed, the number of parts of the propeller shaft can be reduced, and parts management becomes easy. Moreover, since the 1st propeller shaft part and the 2nd propeller shaft part are integrally formed, it can prevent that the intensity | strength of both connection site | parts or its vicinity falls more than necessary. Furthermore, since the first propeller shaft portion and the second propeller shaft portion are integrally formed, the impact absorbing structure of the propeller shaft can be reduced in weight by reducing the number of parts.

請求項８に記載の発明は、第１のプロペラシャフト部には拡径部と略同径に第２のプロペラシャフト部から拡径したフランジ端部が摩擦圧接により一体に接続されているため、第１のプロペラシャフト部に予め抵抗部を形成し、拡径部の内部に摺動部材を設けた状態で両者を接続することにより、プロペラシャフトの衝撃吸収構造を容易に製造組付けすることができる。   In the invention according to claim 8, since the flange end portion expanded from the second propeller shaft portion to the first propeller shaft portion and having the same diameter as the enlarged diameter portion is integrally connected by friction welding, It is possible to easily manufacture and assemble the shock absorbing structure of the propeller shaft by forming the resistance portion in the first propeller shaft portion in advance and connecting the both in the state where the sliding member is provided inside the enlarged diameter portion. it can.

請求項９に記載の発明は、摺動部材の円筒状部材がウエイト部となり、ゴム部材が制振部となるため、摺動部材を動的又は静的ダンパなどの制振部材として用いることができ、プロペラシャフトの共振周波数を調整できる。
また、拡径部にゴム部材が弾性的に接触しているため、摺動部材を静的ダンパなどの制振部材として用いることができ、プロペラシャフトの高周波振動をゴム部材で吸収することができる。
このように、摺動部材に衝撃吸収機能と制振機能を兼備させることにより、部品点数を削減することができ、プロペラシャフトの衝撃吸収構造の製造コストを格段に低減することができる。 According to the ninth aspect of the present invention, since the cylindrical member of the sliding member becomes the weight portion and the rubber member becomes the vibration damping portion, the sliding member can be used as a vibration damping member such as a dynamic or static damper. The resonance frequency of the propeller shaft can be adjusted.
Further, since the rubber member is in elastic contact with the enlarged diameter portion, the sliding member can be used as a vibration damping member such as a static damper, and the high frequency vibration of the propeller shaft can be absorbed by the rubber member. .
Thus, by having the sliding member have both an impact absorbing function and a vibration damping function, the number of parts can be reduced, and the manufacturing cost of the propeller shaft impact absorbing structure can be significantly reduced.

次に、本発明の一実施形態に係るプロペラシャフトの衝撃吸収構造について、図面を参照して説明する。   Next, a shock absorbing structure for a propeller shaft according to an embodiment of the present invention will be described with reference to the drawings.

図１乃至図３に示すように、本実施形態のプロペラシャフトの衝撃吸収構造に用いられるプロペラシャフト１０は、ＦＦベースの内燃機関側に位置する略円筒状の第１プロペラシャフト１２を備えている。この第１プロペラシャフト１２の一端（前端）には、クロスジョイント１４を介して内燃機関の出力側に連結されている。
また、第１プロペラシャフト１２の内部には主にプロペラシャフト１０の共振周波数を調整するためのダイナミックダンパ（動的ダンパ）１６が配置されている。このダイナミックダンパ１６は、第１プロペラシャフト１２の内周面に接触するゴム部と、ウエイト部としての機能を有する環状部材と、を有している。
また、第１プロペラシャフト１２の他端（後端）には、トリポード型の等速自在継手１８が接続されている。 As shown in FIGS. 1 to 3, the propeller shaft 10 used for the shock absorbing structure of the propeller shaft of the present embodiment includes a substantially cylindrical first propeller shaft 12 positioned on the FF-based internal combustion engine side. . One end (front end) of the first propeller shaft 12 is connected to the output side of the internal combustion engine via a cross joint 14.
A dynamic damper (dynamic damper) 16 for mainly adjusting the resonance frequency of the propeller shaft 10 is disposed inside the first propeller shaft 12. The dynamic damper 16 includes a rubber portion that contacts the inner peripheral surface of the first propeller shaft 12 and an annular member that functions as a weight portion.
A tripod type constant velocity universal joint 18 is connected to the other end (rear end) of the first propeller shaft 12.

また、プロペラシャフト１０は、後輪（駆動輪）側に位置する略円筒状の第２プロペラシャフト２０を備えている。また、第２プロペラシャフト２０の一端（前端）は、ベアリングサポート２２により回転自在に支持されている。
ベアリングサポート２２は、弾性ゴム２２Ａを有しており、第２プロペラシャフト２０の一端（前端）がこの弾性ゴム２２Ａにより軸方向（図１中矢印Ｘ方向）に対して直交する方向（図１中矢印Ｙ方向）に弾性支持されており、プロペラシャフト１０の変形が弾性ゴム２２Ａで吸収されるように構成されている。また、第２プロペラシャフト２０の一端（前端）は、等速自在継手１８に接続されている。
また、第２プロペラシャフト２０の他端（後端）は、クロスジョイント２４を介して後輪側と連結した動力伝達部材（図示省略）に接続されている。
以上のように、第１プロペラシャフト１２と第２プロペラシャフト２０とは、軸方向（図１中矢印Ｘ方向）に連結した構成となっている。 Further, the propeller shaft 10 includes a substantially cylindrical second propeller shaft 20 located on the rear wheel (drive wheel) side. In addition, one end (front end) of the second propeller shaft 20 is rotatably supported by the bearing support 22.
The bearing support 22 has an elastic rubber 22A, and one end (front end) of the second propeller shaft 20 is orthogonal to the axial direction (the arrow X direction in FIG. 1) by the elastic rubber 22A (in FIG. 1). It is elastically supported in the direction of arrow Y) and is configured such that deformation of the propeller shaft 10 is absorbed by the elastic rubber 22A. One end (front end) of the second propeller shaft 20 is connected to the constant velocity universal joint 18.
The other end (rear end) of the second propeller shaft 20 is connected to a power transmission member (not shown) connected to the rear wheel side via a cross joint 24.
As described above, the first propeller shaft 12 and the second propeller shaft 20 are connected in the axial direction (the arrow X direction in FIG. 1).

ここで、第２プロペラシャフト２０は、第１プロペラシャフト１２側に位置する前側プロペラシャフト部（第１プロペラシャフト部）２６と、前側プロペラシャフト部２６と一体形成し後輪側に位置する後側プロペラシャフト（第２プロペラシャフト部）２８と、を有している。
前側プロペラシャフト部２６は、中空状の筒状部２６Ａと、筒状部２６Ａの径よりも大きな径に形成された中空状の拡径部２６Ｂと、筒状部２６Ａと拡径部２６Ｂとの間を接続し拡径部２６Ｂから筒状部２６Ａに向かって径が徐々に小さくなるように形成された中空状のテーパ部（抵抗部）２６Ｃと、を有している。
また、拡径部２６Ｂの内部には、摺動部材３０が配置されている。この摺動部材３０は、金属製の円筒状部材３２と、円筒状部材３２の径方向外側に配置されたゴム部材３４とで構成されている。このゴム部材３４は、円筒状部材３２の外周面に沿って全周面に配置されていてもよく、また、円筒状部材３２の外周面の一部に配置されていてもよい。特に、中空状の円筒状部材３２を用いることにより、中実部材とする場合と比較して、摺動部材３０自体を軽量化することができる。また、摺動部材３０の軽量化に伴い、プロペラシャフト１０の衝撃吸収構造の製造コストを低減することができる。
一方、後側プロペラシャフト２８は、前側プロペラシャフト２６の筒状部２６Ａと略同径に形成された中空状部材であり、一方の端部で拡径部２６Ｂと接続されている。このため、後側プロペラシャフト２８と前側プロペラシャフト２６との接続部位は、断面視にて屈曲状に形成されている。 Here, the second propeller shaft 20 includes a front propeller shaft portion (first propeller shaft portion) 26 located on the first propeller shaft 12 side, and a rear side located integrally with the front propeller shaft portion 26 and located on the rear wheel side. And a propeller shaft (second propeller shaft portion) 28.
The front propeller shaft portion 26 includes a hollow tubular portion 26A, a hollow enlarged portion 26B formed to have a diameter larger than the diameter of the tubular portion 26A, and the tubular portion 26A and the enlarged portion 26B. And a hollow tapered portion (resistive portion) 26C formed so that the diameter gradually decreases from the enlarged diameter portion 26B toward the cylindrical portion 26A.
Moreover, the sliding member 30 is arrange | positioned inside the enlarged diameter part 26B. The sliding member 30 includes a metal cylindrical member 32 and a rubber member 34 disposed on the radially outer side of the cylindrical member 32. The rubber member 34 may be disposed on the entire peripheral surface along the outer peripheral surface of the cylindrical member 32, or may be disposed on a part of the outer peripheral surface of the cylindrical member 32. In particular, by using the hollow cylindrical member 32, the sliding member 30 itself can be reduced in weight as compared with a case where a solid member is used. Further, as the sliding member 30 is reduced in weight, the manufacturing cost of the shock absorbing structure of the propeller shaft 10 can be reduced.
On the other hand, the rear propeller shaft 28 is a hollow member formed to have substantially the same diameter as the cylindrical portion 26A of the front propeller shaft 26, and is connected to the enlarged diameter portion 26B at one end. For this reason, the connection part of the rear side propeller shaft 28 and the front side propeller shaft 26 is formed in the bending shape by sectional view.

ここで、各部材の径の比較を行うと、前側プロペラシャフト２６の筒状部２６Ａの径と後側プロペラシャフト２８の径とが略同一であり、摺動部材３０を構成する円筒状部材３２の径が前側プロペラシャフト２６の筒状部２６Ａの径（後側プロペラシャフト２８の径）よりも大きく、さらに拡径部２６Ｂの径が円筒状部材３２の径よりも大きくなる関係となっている。   Here, when the diameters of the respective members are compared, the diameter of the cylindrical portion 26 </ b> A of the front propeller shaft 26 and the diameter of the rear propeller shaft 28 are substantially the same, and the cylindrical member 32 constituting the sliding member 30. Is larger than the diameter of the cylindrical portion 26A of the front propeller shaft 26 (the diameter of the rear propeller shaft 28), and the diameter of the enlarged diameter portion 26B is larger than the diameter of the cylindrical member 32. .

次に、本実施形態に係るプロペラシャフトの衝撃吸収構造の製造方法について説明する。   Next, the manufacturing method of the impact-absorbing structure of the propeller shaft which concerns on this embodiment is demonstrated.

先ず、摺動部材３０を構成するゴム部材３４を加硫又は接着により円筒状部材３２の外周面に加硫形成又は接着させる。円筒状部材３２の外周面にゴム部材３４が加硫形成又は接着すると、その摺動部材３０を前側プロペラシャフト２６の拡径部２６Ｂの径と同一の径である筒状のベース部材の内部に圧入する（圧入工程）。このとき、ゴム部材３４を弾性変形させることができるため、部品の寸法誤差が多少生じている場合でも、摺動部材３０を容易に筒状のベース部材の内部に挿入保持することができる。また、ベース部材の内部でゴム部材３４とベース部材（拡径部２６Ｂに相当する部位）の内周面とが弾性圧着されるため、両者間の保持力は容易に設定でき、また接着した場合は、摺動部材３０の前側プロペラシャフト２６に対する位置決め保持を確実にすることができる。   First, the rubber member 34 constituting the sliding member 30 is vulcanized or bonded to the outer peripheral surface of the cylindrical member 32 by vulcanization or adhesion. When the rubber member 34 is vulcanized or bonded to the outer peripheral surface of the cylindrical member 32, the sliding member 30 is placed inside the cylindrical base member having the same diameter as the diameter of the enlarged diameter portion 26B of the front propeller shaft 26. Press-fit (press-fit process). At this time, since the rubber member 34 can be elastically deformed, the sliding member 30 can be easily inserted and held inside the cylindrical base member even when there is some dimensional error in the parts. In addition, since the rubber member 34 and the inner peripheral surface of the base member (the portion corresponding to the enlarged diameter portion 26B) are elastically pressure-bonded inside the base member, the holding force between them can be easily set and bonded. The positioning and holding of the sliding member 30 with respect to the front propeller shaft 26 can be ensured.

次に、ベース部材の内部に摺動部材３０が圧入されると、ベース部材を絞り加工して、筒状部２６Ａ、テーパ部２６Ｃ及び後側プロペラシャフト２８が形成される。このとき、筒状部２６Ａ及び後側プロペラシャフト２８の径が摺動部材３０を構成する円筒状部材３２の径よりも小さくなるようにベース部材が絞り加工される（絞り工程）。また、テーパ部２６Ｃの傾斜角度も想定される衝撃力を十分に吸収できる角度になるようにベース部材が絞り加工される（絞り工程）。これにより、摺動部材３０が拡径部２６Ｂに位置したプロペラシャフト１０の衝撃吸収構造が製造される。
なお、ベース部材は、筒状部２６Ａ及びテーパ部２６Ｃか、後側プロペラシャフト２８のいずれか一方を予め絞り加工により形成しておき、絞り加工した部位の反対側からベース部材の内部に摺動部材３０を圧入させ、その後、ベース部材の筒状部２６Ａ及びテーパ部２６Ｃか、後側プロペラシャフト２８のいずれか他方を後から絞り加工してもよい。 Next, when the sliding member 30 is press-fitted into the base member, the base member is drawn to form the cylindrical portion 26A, the tapered portion 26C, and the rear propeller shaft 28. At this time, the base member is drawn so that the diameters of the cylindrical portion 26A and the rear propeller shaft 28 are smaller than the diameter of the cylindrical member 32 constituting the sliding member 30 (drawing step). In addition, the base member is drawn so that the inclination angle of the tapered portion 26C becomes an angle that can sufficiently absorb the assumed impact force (drawing step). Thereby, the impact absorption structure of the propeller shaft 10 in which the sliding member 30 is located in the enlarged diameter portion 26B is manufactured.
The base member is formed by drawing one of the cylindrical portion 26A and the tapered portion 26C, or the rear propeller shaft 28 in advance, and slides into the base member from the opposite side of the drawn portion. The member 30 may be press-fitted, and then either the cylindrical portion 26A and the tapered portion 26C of the base member or the rear propeller shaft 28 may be drawn afterwards.

また、上記プロペラシャフト１０の衝撃吸収構造の製造方法の変形例として、上記圧入工程の後、筒状部２６Ａ及びテーパ部２６Ｃが所定の形状となるように外形が形成された芯金（図示省略）と、後側プロペラシャフト２８が所定の形状となるように外形が形成された芯金（図示省略）とを、それぞれベース部材の内部にその軸方向に沿って挿入した後、筒状部２６Ａ及びテーパ部２６Ｃが形成される領域と、後側プロペラシャフト２８が形成される領域とに、ベース部材の外周から高圧液体を所定の圧力で噴きつけて、ベース部材を芯金の外形に沿うように塑性変形させてもよい。これにより、ベース部材に、筒状部２６Ａ及びテーパ部２６Ｃと、後側プロペラシャフト２８とをそれぞれ一体絞り形成させることができる。   Further, as a modification of the method for manufacturing the shock absorbing structure of the propeller shaft 10, a core bar (not shown) whose outer shape is formed so that the cylindrical portion 26A and the tapered portion 26C have a predetermined shape after the press-fitting step. ) And a cored bar (not shown) whose outer shape is formed so that the rear propeller shaft 28 has a predetermined shape is inserted into the base member along the axial direction thereof, and then the cylindrical portion 26A. The high pressure liquid is sprayed from the outer periphery of the base member to the region where the tapered portion 26C is formed and the region where the rear propeller shaft 28 is formed so as to follow the outer shape of the core metal. It may be plastically deformed. Thereby, the cylindrical part 26A, the taper part 26C, and the rear side propeller shaft 28 can be integrally formed on the base member.

次に、本実施形態に係るプロペラシャフトの衝撃吸収構造の作用について説明する。   Next, the operation of the shock absorbing structure for the propeller shaft according to the present embodiment will be described.

図３（Ａ）に示すように、車両が衝突するなどして内燃機関側から衝撃力が作用すると、その衝撃力は、第１プロペラシャフト１２を伝達して、第２プロペラシャフト２０を構成する前側プロペラシャフト２６に至る。前側プロペラシャフト２６に伝達した衝撃力は、後側プロペラシャフト２８に向かって筒状部２６Ａ、テーパ部２６Ｃ及び拡径部２６Ｂの順に伝達していく。衝撃力が拡径部２６Ｂに到達すると、衝撃力は後側プロペラシャフト２８の端部（拡径部２６Ｂとの接続部位）に伝達する。このとき、接続部位又はその近傍が屈曲状に形成されているため、その接続部位又はその近傍で応力集中が発生する。図３（Ｂ）に示すように、接続部位又はその近傍で応力集中が発生し、接続部位又はその近傍に作用する応力が接続部位又はその近傍の強度を超えると、接続部位又はその近傍が破断する。接続部位又はその近傍が破断すると、後側プロペラシャフト２８が軸方向に沿って固定されているため、前側プロペラシャフト２６が後側プロペラシャフト２８に対してさらに後輪側に相対移動し、これにより、後側プロペラシャフト２８の端部が拡径部２６Ｂの内部に進入する。なお、接続部位又はその近傍が破断することにより、衝撃力の一部が吸収される。   As shown in FIG. 3A, when an impact force is applied from the internal combustion engine side due to a vehicle collision or the like, the impact force is transmitted through the first propeller shaft 12 to form the second propeller shaft 20. It reaches the front propeller shaft 26. The impact force transmitted to the front propeller shaft 26 is transmitted toward the rear propeller shaft 28 in the order of the cylindrical portion 26A, the tapered portion 26C, and the enlarged diameter portion 26B. When the impact force reaches the enlarged diameter portion 26B, the impact force is transmitted to the end portion of the rear propeller shaft 28 (connection portion with the enlarged diameter portion 26B). At this time, since the connection site or its vicinity is formed in a bent shape, stress concentration occurs at or near the connection site. As shown in FIG. 3B, when stress concentration occurs at or near the connection site, and the stress acting on the connection site or its vicinity exceeds the strength at or near the connection site, the connection site or its vicinity breaks. To do. When the connection site or its vicinity breaks, the rear propeller shaft 28 is fixed along the axial direction, so that the front propeller shaft 26 further moves relative to the rear propeller shaft 28 toward the rear wheel, thereby The end of the rear propeller shaft 28 enters the inside of the enlarged diameter portion 26B. In addition, when a connection site | part or its vicinity fractures | ruptures, a part of impact force is absorbed.

ここで、後側プロペラシャフト２８の端部が拡径部２６Ｂの内部に進入すると、摺動部材３０を構成する円筒状部材３２の径が後側プロペラシャフト２８の径よりも大きく形成されているため、後側プロペラシャフト２８の端部が円筒状部材３２と当接し、円筒状部材３２を第１プロペラシャフト１２側に押圧する。円筒状部材３２が後側プロペラシャフト２８の端部により第１プロペラシャフト１２側に押圧されると、摺動部材３０が拡径部２６Ｂの内周面上を摩擦摺動する。このとき、摺動部材３０が拡径部２６Ｂの内周面上を摺動することにより衝撃力が吸収されるが、なお衝撃力が大きい場合には、図３（Ｃ）に示すように、円筒状部材３２の端部がテーパ部２６Ｃと接触し、さらに摺動部材３０が後側プロペラシャフト２８の端部により押圧される。円筒状部材３２の端部がテーパ部２６Ｃと接触した状態で、摺動部材３０が後側プロペラシャフト２８の端部により押圧されると、円筒状部材３２の端部がテーパ部２６Ｃを径方向外側に押し広げながら、円筒状部材３２がさらに移動する。このとき、テーパ部２６Ｃが円筒状部材３２の端部により径方向外側に押し広げられて塑性変形する。
以上のように、プロペラシャフト１０に衝撃力が作用した場合でも、後側プロペラシャフト２８と前側プロペラシャフト２６との接続部位又はその近傍が切断する第１ステップと、摺動部材３０が拡径部２６Ｂの内周面上を摩擦摺動する第２ステップと、摺動部材３０がテーパ部２６Ｃを径方向外側に押し広げながらさらに移動する（テーパ部２６Ｃが塑性変形する）第３ステップと、を経ることで、簡易な構成のプロペラシャフト１０の衝撃吸収構造により衝撃力を段階的に確実に吸収することができる。
特に、摺動部材３０がゴム部材３４を有しているため、ゴム部材３４と拡径部２６Ｂの内周面との間の摩擦力を増大させることができる。このため、摺動部材３０に拡径部２６Ｂの内周面上を摺動させるのに大きな摩擦摺動エネルギーが必要となり、プロペラシャフト１０の衝撃吸収構造の衝撃吸収力を簡易に増大させることができる。
また、テーパ部２６Ｃを形成することにより、第３ステップにおいてテーパ部２６Ｃを塑性変形させるためにさらに大きなエネルギーが必要となるため、摺動部材３０の移動に伴う抵抗力が増大し、大きな衝撃力が作用した場合でも、その衝撃力を十分に吸収することができる。
また、後側プロペラシャフト２８と前側プロペラシャフト２６との接続部位又はその近傍が屈曲状に形成されているため、屈曲状の強度が比較的弱くなり、その接続部位に応力集中が発生する。これにより、接続部位又はその近傍で常に破断させることができ、プロペラシャフト１０の衝撃吸収構造が吸収し得る衝撃吸収荷重の設定が比較的容易になり、信頼性を向上できる。
さらに、前側プロペラシャフト２６と後側プロペラシャフト２８が一体形成されているため、プロペラシャフト１０の部品点数を少なくすることができ、部品管理が容易になる。また、前側プロペラシャフト２６と後側プロペラシャフト２８が一体形成されているため、両者の接続部位又はその近傍の強度が必要以上に低下することを防止できる。さらに、前側プロペラシャフト２６と後側プロペラシャフト２８が一体形成されているため、部品点数を削減することができ、プロペラシャフト１０の衝撃吸収構造が吸収し得る衝撃吸収荷重の設定が一層容易になる。
なお、テーパ部２６Ｃの軸方向に対する傾斜角度は、想定される衝撃力に対応させて適宜変化させることができる。例えば、比較的大きな衝撃力に対してはテーパ部２６Ｃの軸方向に対する傾斜角度を大きくすることにより大きな衝撃力を十分に吸収することができる。 Here, when the end portion of the rear propeller shaft 28 enters the inside of the enlarged diameter portion 26 </ b> B, the diameter of the cylindrical member 32 constituting the sliding member 30 is formed larger than the diameter of the rear propeller shaft 28. Therefore, the end of the rear propeller shaft 28 contacts the cylindrical member 32 and presses the cylindrical member 32 toward the first propeller shaft 12. When the cylindrical member 32 is pressed toward the first propeller shaft 12 by the end of the rear propeller shaft 28, the sliding member 30 frictionally slides on the inner peripheral surface of the enlarged diameter portion 26B. At this time, the impact force is absorbed by the sliding member 30 sliding on the inner peripheral surface of the enlarged diameter portion 26B, but when the impact force is still large, as shown in FIG. The end portion of the cylindrical member 32 comes into contact with the tapered portion 26 </ b> C, and the sliding member 30 is pressed by the end portion of the rear propeller shaft 28. When the sliding member 30 is pressed by the end portion of the rear propeller shaft 28 in a state where the end portion of the cylindrical member 32 is in contact with the tapered portion 26C, the end portion of the cylindrical member 32 causes the tapered portion 26C to move in the radial direction. The cylindrical member 32 further moves while being spread outward. At this time, the tapered portion 26 </ b> C is expanded outward in the radial direction by the end portion of the cylindrical member 32 and is plastically deformed.
As described above, even when an impact force is applied to the propeller shaft 10, the first step in which the connection portion between the rear propeller shaft 28 and the front propeller shaft 26 or the vicinity thereof is cut, and the sliding member 30 has an enlarged diameter portion. A second step of sliding frictionally on the inner peripheral surface of 26B, and a third step in which the sliding member 30 further moves while expanding the tapered portion 26C radially outward (the tapered portion 26C is plastically deformed). By passing, the impact force can be reliably absorbed stepwise by the impact absorbing structure of the propeller shaft 10 having a simple configuration.
In particular, since the sliding member 30 includes the rubber member 34, the frictional force between the rubber member 34 and the inner peripheral surface of the enlarged diameter portion 26B can be increased. For this reason, a large frictional sliding energy is required to cause the sliding member 30 to slide on the inner peripheral surface of the enlarged diameter portion 26B, and the shock absorbing force of the shock absorbing structure of the propeller shaft 10 can be easily increased. it can.
In addition, since the taper portion 26C is formed, more energy is required to plastically deform the taper portion 26C in the third step, so that the resistance force associated with the movement of the sliding member 30 increases and the impact force increases. Even when is applied, the impact force can be sufficiently absorbed.
Further, since the connection portion between the rear propeller shaft 28 and the front propeller shaft 26 or its vicinity is formed in a bent shape, the strength of the bent shape is relatively weak, and stress concentration occurs in the connection portion. Thereby, it can always be made to fracture | rupture in a connection site | part or its vicinity, the setting of the shock absorption load which the shock absorption structure of the propeller shaft 10 can absorb becomes comparatively easy, and can improve reliability.
Further, since the front propeller shaft 26 and the rear propeller shaft 28 are integrally formed, the number of parts of the propeller shaft 10 can be reduced, and parts management becomes easy. In addition, since the front propeller shaft 26 and the rear propeller shaft 28 are integrally formed, it is possible to prevent the strength of the connection portion between them or the vicinity thereof from being lowered more than necessary. Further, since the front propeller shaft 26 and the rear propeller shaft 28 are integrally formed, the number of parts can be reduced, and the setting of the shock absorbing load that can be absorbed by the shock absorbing structure of the propeller shaft 10 becomes easier. .
Note that the inclination angle of the tapered portion 26C with respect to the axial direction can be changed as appropriate in accordance with an assumed impact force. For example, for a relatively large impact force, the large impact force can be sufficiently absorbed by increasing the inclination angle of the tapered portion 26C with respect to the axial direction.

さらに、摺動部材３０は、金属製の円筒状部材３２とゴム部材３４とで構成されているため、ダイナミックダンパ（動的又は静的ダンパ）として機能する。すなわち、円筒状部材３２がウエイト部材として機能し、ゴム部材３４が制振部材として機能するため、プロペラシャフト１０の共振周波数を調整することができる。また、摺動部材３０を構成するゴム部材３４が前側プロペラシャフト２６の拡径部２６Ｂと弾性接触しているため、前側プロペラシャフト２６に生じた振動を吸収することができる。これにより、摺動部材３０を静的ダンパとして機能させることもできる。
以上のように、摺動部材３０を制振部材（ダンパ）としても機能させることができるため、部品点数を削減することができ、さらにプロペラシャフト１０の衝撃吸収構造の製造コストを低減させることができる。 Furthermore, since the sliding member 30 is comprised by the metal cylindrical members 32 and the rubber member 34, it functions as a dynamic damper (dynamic or static damper). That is, since the cylindrical member 32 functions as a weight member and the rubber member 34 functions as a vibration damping member, the resonance frequency of the propeller shaft 10 can be adjusted. Further, since the rubber member 34 constituting the sliding member 30 is in elastic contact with the enlarged diameter portion 26B of the front propeller shaft 26, vibration generated in the front propeller shaft 26 can be absorbed. Thereby, the sliding member 30 can also function as a static damper.
As described above, since the sliding member 30 can also function as a damping member (damper), the number of parts can be reduced, and further, the manufacturing cost of the shock absorbing structure of the propeller shaft 10 can be reduced. it can.

なお、上記実施形態のプロペラシャフトの衝撃吸収構造では、プロペラシャフト１０に衝撃力が作用したときに、第２のプロペラシャフト２０が破断する構成を例にとり説明したが、第２のプロペラシャフト２０が破断する場合に限られるものではない。   In the propeller shaft shock absorbing structure of the above-described embodiment, the second propeller shaft 20 has been described as an example in which the second propeller shaft 20 is broken when an impact force is applied to the propeller shaft 10. It is not limited to breaking.

例えば、図４に示すように、後側プロペラシャフト２８と前側プロペラシャフト２６との接続部位又はその近傍の強度を高くすることにより、プロペラシャフト１０に衝撃力が作用した場合に、後側プロペラシャフト２８と前側プロペラシャフト２６との接続部位又はその近傍が破断されずに塑性変形するように構成してもよい。   For example, as shown in FIG. 4, when an impact force acts on the propeller shaft 10 by increasing the strength at or near the connection portion between the rear propeller shaft 28 and the front propeller shaft 26, the rear propeller shaft The connecting portion between the front propeller shaft 26 and the vicinity thereof may be plastically deformed without being broken.

図４（Ａ）に示す状態で前方側から軸方向に沿って衝撃力が作用すると、上記実施形態に係るプロペラシャフト１０の衝撃吸収構造と同様に、衝撃力が第１のプロペラシャフト（図４では図示省略）を第２のプロペラシャフト２０側に向かって軸方向に伝達していく。図４（Ｂ）に示すように、この衝撃力が前側プロペラシャフト２６の拡径部２６Ｂまで伝達し、さらに後側プロペラシャフト２８に伝達する際に、後側プロペラシャフト２８と前側プロペラシャフト２６との接続部位又はその近傍が塑性変形し、その変形部分が拡径部２６Ｂの内部に入り込み、摺動部材３０を構成する円筒状部材３２に接触する。このとき、接続部位又はその近傍が塑性変形することにより衝撃力の一部が吸収される。衝撃力が比較的大きければ、後側プロペラシャフト２８の接続部位又はその近傍の変形量が増大し、これによりその変形部分が前側プロペラシャフト２６の内部に深く進入していき、円筒状部材３２が後側プロペラシャフト２８の変形部分に押圧され、摺動部材３０が拡径部２６Ｂの内周面上を第１のプロペラシャフト側に向かって摺動する。さらに、衝撃力が大きいものであれば、図４（Ｃ）に示すように、摺動部材３０がテーパ部２６Ｃと接触し、テーパ部２６Ｃを径方向外側に押し広げながらさらに移動する。
以上のように、プロペラシャフト１０に衝撃力が作用した場合に、後側プロペラシャフト２８と前側プロペラシャフト２６との接続部位又はその近傍が塑性変形し、この変形部分で摺動部材３０を押圧することにより、同様にして、プロペラシャフト１０に作用する衝撃力を十分に吸収することができる。 When an impact force acts along the axial direction from the front side in the state shown in FIG. 4A, the impact force is applied to the first propeller shaft (FIG. 4) as in the impact absorbing structure of the propeller shaft 10 according to the above embodiment. (Not shown) is transmitted in the axial direction toward the second propeller shaft 20 side. As shown in FIG. 4B, when the impact force is transmitted to the enlarged diameter portion 26B of the front propeller shaft 26 and further transmitted to the rear propeller shaft 28, the rear propeller shaft 28, the front propeller shaft 26, The connecting portion or the vicinity thereof is plastically deformed, and the deformed portion enters the inside of the enlarged diameter portion 26 </ b> B and contacts the cylindrical member 32 constituting the sliding member 30. At this time, a part of the impact force is absorbed by plastic deformation of the connection site or the vicinity thereof. If the impact force is relatively large, the amount of deformation at or near the connection portion of the rear propeller shaft 28 increases, whereby the deformed portion enters deeply into the front propeller shaft 26, and the cylindrical member 32 moves. Pressed by the deformed portion of the rear propeller shaft 28, the sliding member 30 slides on the inner peripheral surface of the enlarged diameter portion 26B toward the first propeller shaft. Further, if the impact force is large, as shown in FIG. 4C, the sliding member 30 comes into contact with the tapered portion 26C, and further moves while expanding the tapered portion 26C radially outward.
As described above, when an impact force is applied to the propeller shaft 10, the connecting portion between the rear propeller shaft 28 and the front propeller shaft 26 or its vicinity is plastically deformed, and the sliding member 30 is pressed by the deformed portion. Thus, similarly, the impact force acting on the propeller shaft 10 can be sufficiently absorbed.

また、上記実施形態のプロペラシャフト１０の衝撃吸収構造では、摺動部材３０を構成する円筒状部材３２の端面が摺動方向に対して直交する面に形成されていたが、これに限られるものではない。   Further, in the shock absorbing structure of the propeller shaft 10 of the above embodiment, the end surface of the cylindrical member 32 constituting the sliding member 30 is formed on a surface orthogonal to the sliding direction. is not.

例えば、図５に示すように、摺動部材３０を構成する円筒状部材３２の一方（テーパ部２６Ｃ側）の端部（端面）に、テーパ部２６Ｃ側に向かって縮径した絞り部３３を形成してもよい。円筒状部材３２の一方（テーパ部２６Ｃ側）の端部（端面）に絞り部３３を形成することにより、プロペラシャフト１０に衝撃力が作用した場合には、摺動部材３０が破断又は塑性変形した後側プロペラシャフト２８の端部に押圧され、摺動部材３０の絞り部３３がテーパ部２６Ｃと当接する。このとき、絞り部３３がテーパ部２６Ｃ側に向かって縮径しているので、摺動部材３０がテーパ部２６Ｃの内周面に沿って案内されて進入し易くなる。これにより、摺動部材３０（円筒状部材３２）の軸方向の移動（摺動）が円滑になり、摺動部材３０（円筒状部材３２）の移動（摺動）時に摺動部材３０（円筒状部材３２）の傾き倒れが抑制されて、姿勢が崩れてしまうことがないので安定した摺動が継続される。   For example, as shown in FIG. 5, a constricted portion 33 having a diameter reduced toward the tapered portion 26 </ b> C side is provided at one end (end surface) of the cylindrical member 32 constituting the sliding member 30 (the tapered portion 26 </ b> C side). It may be formed. By forming the throttle portion 33 at one end (end surface) of the cylindrical member 32 (on the tapered portion 26C side), when an impact force acts on the propeller shaft 10, the sliding member 30 is broken or plastically deformed. Then, the throttle part 33 of the sliding member 30 comes into contact with the taper part 26 </ b> C by being pressed by the end part of the rear propeller shaft 28. At this time, since the diameter of the throttle portion 33 is reduced toward the tapered portion 26C, the sliding member 30 is easily guided along the inner peripheral surface of the tapered portion 26C. Thereby, the movement (sliding) of the sliding member 30 (cylindrical member 32) in the axial direction becomes smooth, and the sliding member 30 (cylindrical) is moved when the sliding member 30 (cylindrical member 32) moves (slids). Since the tilting of the member 32) is suppressed and the posture is not collapsed, stable sliding is continued.

特に、絞り部３３の軸方向に対する傾斜角度とテーパ部２６Ｃの軸方向に対する傾斜角度を略同一とすることにより、絞り部３３がテーパ部２６Ｃに接触するまでの摺動部材３０（円筒状部材３２）の移動（摺動）距離が長くなりその分だけ摺動部材３０（円筒状部材３２）を小型化することも可能となる。また、これにより、プロペラシャフト１０の衝撃吸収構造の衝撃吸収能力を増大させることができる。   In particular, the sliding member 30 (cylindrical member 32) until the throttle portion 33 comes into contact with the tapered portion 26C is obtained by making the inclination angle of the throttle portion 33 with respect to the axial direction substantially the same as the inclination angle of the tapered portion 26C with respect to the axial direction. ) Becomes longer and the sliding member 30 (cylindrical member 32) can be made smaller. Thereby, the impact absorption capability of the impact absorption structure of the propeller shaft 10 can be increased.

次に、上記実施形態のプロペラシャフト１０の衝撃吸収構造の変形例について説明する。なお、上記実施形態に係るプロペラシャフト１０の衝撃吸収構造と重複する構成には同符号を付し、適宜その説明を省略する。   Next, a modified example of the shock absorbing structure of the propeller shaft 10 of the above embodiment will be described. In addition, the same code | symbol is attached | subjected to the structure which overlaps with the shock absorption structure of the propeller shaft 10 which concerns on the said embodiment, and the description is abbreviate | omitted suitably.

図６乃至図８に示すように、第２プロペラシャフト５０は、駆動輪（後輪）側に位置する中空状の筒状部５０Ａ（第１のプロペラシャフト部）と、第１プロペラシャフト１２側に位置し筒状部５０Ａよりも大径に形成された中空状の拡径部５０Ｂ（第１のプロペラシャフト部）と、筒状部５０Ａと拡径部５０Ｂとを接続する中空状のテーパ部５０Ｃ（第１のプロペラシャフト部、抵抗部）と、筒状部５０Ａと略同一の径を有し一端がベアリングサポート２２に接続され他端が拡径部５０Ｂに接続される接続部５０Ｄ（第２のプロペラシャフト部）と、で構成されている。また、拡径部５０Ｂと接続部５０Ｄのフランジ端部６１（後述）との接続部位の近傍は屈曲状に形成されている。
ここで、第２プロペラシャフト５０は、拡径部５０Ｂで２つの分割部材６０Ａ、６０Ｂ同士が接続されて構成されている。すなわち、第１プロペラシャフト１２側に位置し接続部５０Ｄの一部が拡径部５０Ｂの径と略同一の径になるように拡径してフランジ端部６１が形成された第１分割部材６０Ａと、駆動輪（後輪）側に位置し筒状部５０Ａ、拡径部５０Ｂ及びテーパ部５０Ｃで構成される第２分割部材６０Ｂと、が摩擦圧接（第１分割部材６０Ａのフランジ端部６１と第２分割部材６０Ｂの拡径部５０Ｂとを相対的に高速回転させ、摩擦に伴う熱により両者を溶接すること）により一体的に接続されている。 As shown in FIGS. 6 to 8, the second propeller shaft 50 includes a hollow cylindrical portion 50A (first propeller shaft portion) located on the drive wheel (rear wheel) side, and the first propeller shaft 12 side. A hollow diameter-enlarged portion 50B (first propeller shaft portion) that is located at a larger diameter than the tubular portion 50A and a hollow tapered portion that connects the tubular portion 50A and the enlarged-diameter portion 50B 50C (first propeller shaft portion, resistance portion) and a connecting portion 50D (first portion) having substantially the same diameter as the cylindrical portion 50A and having one end connected to the bearing support 22 and the other end connected to the enlarged diameter portion 50B. 2 propeller shaft portions). Moreover, the vicinity of the connection part of the enlarged diameter part 50B and the flange end part 61 (after-mentioned) of the connection part 50D is formed in the bending shape.
Here, the second propeller shaft 50 is configured by connecting the two divided members 60A and 60B to each other at the enlarged diameter portion 50B. In other words, the first divided member 60A is located on the first propeller shaft 12 side and is expanded so that a part of the connecting portion 50D has a diameter substantially the same as the diameter of the enlarged diameter portion 50B and the flange end portion 61 is formed. And the second divided member 60B, which is located on the drive wheel (rear wheel) side and includes the cylindrical portion 50A, the enlarged diameter portion 50B, and the tapered portion 50C, is friction-welded (the flange end portion 61 of the first divided member 60A). And the enlarged-diameter portion 50B of the second divided member 60B are relatively connected to each other by rotating at a relatively high speed and welding the two by heat accompanying friction.

この変形例となるプロペラシャフトの衝撃吸収構造の作用について説明する。   The operation of the shock absorbing structure of the propeller shaft as the modification will be described.

図８（Ａ）に示す状態で、内燃機関側から軸方向に沿って衝撃力が作用すると、その衝撃力が第１プロペラシャフト１２を第２プロペラシャフト５０側に向かって伝達していく。衝撃力が第２プロペラシャフト５０に到達すると、衝撃力は接続部５０Ｄに伝達され、接続部５０Ｄのフランジ端部６１から拡径部５０Ｂに伝わる。
ここで、第１分割部材６０Ａが拡径する部位（第１分割部材６０Ａと第２分割部材６０Ｂとの接続部位の近傍に相当する）が屈曲状に形成されているため、この部位で応力集中が発生する。この部位に作用する応力がこの部位の曲げ、圧縮、引張強度を超えると、その部位が破断する。このとき、図８（Ｂ）に示すように、第２プロペラシャフト５０が軸方向に固定されているため、接続部５０Ｄの一部（フランジ端部以外の部分）が拡径部５０Ｂの内部に入り込み、摺動部材３０を構成する円筒状部材３２に接触し、さらに円筒状部材３２を後輪側に押圧する。これにより、摺動部材３０が拡径部５０Ｂの内周面上を摩擦摺動し、やがてテーパ部５０Ｃと接触する。さらに、図８（Ｃ）に示すように、摺動部材３０がテーパ部５０Ｃを径方向外側に押し広げながら、後輪側に移動する。
以上のように、変形例となるプロペラシャフトの衝撃吸収構造においても、簡易な構成で衝撃力を吸収することができ、部品点数も少ないことから衝撃吸収荷重の設定が容易になる。 In the state shown in FIG. 8A, when an impact force acts along the axial direction from the internal combustion engine side, the impact force is transmitted from the first propeller shaft 12 toward the second propeller shaft 50 side. When the impact force reaches the second propeller shaft 50, the impact force is transmitted to the connection portion 50D, and is transmitted from the flange end portion 61 of the connection portion 50D to the enlarged diameter portion 50B.
Here, the portion where the first divided member 60A expands in diameter (corresponding to the vicinity of the connection portion between the first divided member 60A and the second divided member 60B) is formed in a bent shape. Will occur. When the stress acting on this part exceeds the bending, compression and tensile strength of this part, the part breaks. At this time, as shown in FIG. 8B, since the second propeller shaft 50 is fixed in the axial direction, a part of the connecting part 50D (part other than the flange end part) is placed inside the enlarged diameter part 50B. It enters and contacts the cylindrical member 32 constituting the sliding member 30, and further presses the cylindrical member 32 to the rear wheel side. Thereby, the sliding member 30 frictionally slides on the inner peripheral surface of the enlarged diameter portion 50B, and eventually comes into contact with the tapered portion 50C. Further, as shown in FIG. 8C, the sliding member 30 moves to the rear wheel side while expanding the tapered portion 50C radially outward.
As described above, the shock absorbing structure of the propeller shaft as a modified example can also absorb the impact force with a simple configuration and the number of parts is small, so that the setting of the shock absorbing load becomes easy.

また、変形例のプロペラシャフトの衝撃吸収構造に用いられる第２プロペラシャフト５０は、第１分割部材６０Ａと第２分割部材６０Ｂとが摩擦圧接されて両者が一体接続されているため、第１分割部材６０Ａと第２分割部材６０Ｂに予め絞り加工した後に、拡径部５０Ｂの内部に摺動部材３０を配置し、両者を摩擦圧接により接続することで容易に製造することができる。   Further, the second propeller shaft 50 used in the shock absorbing structure of the propeller shaft according to the modified example is frictionally welded to the first divided member 60A and the second divided member 60B, so that both are integrally connected. After the member 60A and the second divided member 60B are drawn in advance, the sliding member 30 is disposed inside the enlarged diameter portion 50B, and both can be easily manufactured by friction welding.

本発明の一実施形態に係るプロペラシャフトの衝撃吸収構造の構成図である。It is a block diagram of the shock absorption structure of the propeller shaft which concerns on one Embodiment of this invention. 本発明の一実施形態に係るプロペラシャフトの衝撃吸収構造の要部の構成図である。It is a block diagram of the principal part of the shock absorption structure of the propeller shaft which concerns on one Embodiment of this invention. 本発明の一実施形態に係るプロペラシャフトの衝撃吸収構造の作用図である。It is an effect | action figure of the shock absorption structure of the propeller shaft which concerns on one Embodiment of this invention. 本発明の一実施形態に係るプロペラシャフトの衝撃吸収構造の別作用を示す作用図である。It is an effect | action figure which shows another effect | action of the shock absorption structure of the propeller shaft which concerns on one Embodiment of this invention. 本発明の一実施形態に係るプロペラシャフトの衝撃吸収構造を構成する摺動部材の変形例の摺動部材を用いた作用図である。It is an effect | action figure using the sliding member of the modification of the sliding member which comprises the impact-absorbing structure of the propeller shaft which concerns on one Embodiment of this invention. 本発明の一実施形態に係るプロペラシャフトの衝撃吸収構造の変形例となるプロペラシャフトの衝撃吸収構造の構成図である。It is a block diagram of the shock absorption structure of the propeller shaft used as the modification of the shock absorption structure of the propeller shaft which concerns on one Embodiment of this invention. 本発明の一実施形態に係るプロペラシャフトの衝撃吸収構造の変形例となるプロペラシャフトの衝撃吸収構造の要部の構成図である。It is a block diagram of the principal part of the shock absorption structure of the propeller shaft used as the modification of the shock absorption structure of the propeller shaft which concerns on one Embodiment of this invention. 本発明の一実施形態に係るプロペラシャフトの衝撃吸収構造の変形例となるプロペラシャフトの衝撃吸収構造の作用図である。It is an effect | action figure of the shock absorption structure of the propeller shaft used as the modification of the shock absorption structure of the propeller shaft which concerns on one Embodiment of this invention. 従来のプロペラシャフトの作用図である。It is an effect | action figure of the conventional propeller shaft. 従来のプロペラシャフトの衝撃吸収構造の構成図である。It is a block diagram of the impact absorption structure of the conventional propeller shaft.

符号の説明Explanation of symbols

１０ プロペラシャフト
２６ 前側プロペラシャフト（第１のプロペラシャフト部）
２６Ｂ 拡径部
２６Ｃ テーパ部（抵抗部）
２８ 後側プロペラシャフト（第２のプロペラシャフト部）
３０ 摺動部材
３２ 円筒状部材
３３ 絞り部
３４ ゴム部材 10 Propeller shaft 26 Front propeller shaft (first propeller shaft portion)
26B Diameter expansion part 26C Taper part (resistance part)
28 Rear propeller shaft (second propeller shaft)
30 Sliding member 32 Cylindrical member 33 Restricted portion 34 Rubber member

Claims (9)

内燃機関側の駆動力を車輪側に駆動連結するプロペラシャフトの衝撃吸収構造であって、
径が大きく形成された拡径部を有する略円筒状の第１のプロペラシャフト部と、
前記拡径部の径よりも小径に形成され前記拡径部と連接して前記第１のプロペラシャフト部と軸方向に接続された略円筒状の第２のプロペラシャフト部と、
前記拡径部の内部に前記拡径部の内周面と弾接するように配置され、軸方向に作用する衝撃力により前記第１のプロペラシャフト部と前記第２のプロペラシャフト部が接続する接続部位又はその近傍が破断又は塑性変形したときに前記第２のプロペラシャフト部に押圧されて前記拡径部の内周面を摩擦摺動する摺動部材と、
を有することを特徴とするプロペラシャフトの衝撃吸収構造。 A shock-absorbing structure for a propeller shaft that drives and connects the driving force on the internal combustion engine side to the wheel side,
A substantially cylindrical first propeller shaft portion having an enlarged diameter portion formed with a large diameter;
A substantially cylindrical second propeller shaft portion formed in a smaller diameter than the diameter of the enlarged diameter portion and connected to the first propeller shaft portion in the axial direction in connection with the enlarged diameter portion;
A connection in which the first propeller shaft portion and the second propeller shaft portion are connected to each other by an impact force acting in the axial direction, which is arranged inside the enlarged diameter portion so as to elastically contact the inner peripheral surface of the enlarged diameter portion. A sliding member that is pressed against the second propeller shaft portion and frictionally slides on the inner peripheral surface of the enlarged diameter portion when the portion or its vicinity is broken or plastically deformed,
A shock-absorbing structure for a propeller shaft, characterized by comprising: 前記第１のプロペラシャフト部の前記第２のプロペラシャフト部との前記接続部位又はその近傍が屈曲状に形成されている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衝撃吸収構造。   2. The propeller shaft shock absorbing structure according to claim 1, wherein the connection portion of the first propeller shaft portion with the second propeller shaft portion or its vicinity is formed in a bent shape. 前記第１のプロペラシャフト部の前記第２のプロペラシャフト部との前記接続部位と前記摺動部材を挟んだ軸方向反対側には、前記軸方向反対側に向かって縮径する抵抗部が形成されていることを特徴とする請求項１又は２に記載のプロペラシャフトの衝撃吸収構造。   A resistance portion that is reduced in diameter toward the opposite side in the axial direction is formed on the opposite side in the axial direction across the sliding member and the connection portion of the first propeller shaft portion with the second propeller shaft portion. The shock absorbing structure for a propeller shaft according to claim 1 or 2, wherein the shock absorbing structure is provided. 前記摺動部材は、前記第２のプロペラシャフト部の径よりも大きな径の円筒状部材と、前記円筒状部材の外周面に設けられ前記拡径部の内周面に弾着するゴム部材と、で構成されていることを特徴とする請求項１乃至３のいずれか１項に記載のプロペラシャフトの衝撃吸収構造。   The sliding member includes a cylindrical member having a diameter larger than the diameter of the second propeller shaft portion, and a rubber member provided on an outer peripheral surface of the cylindrical member and elastically attached to an inner peripheral surface of the enlarged diameter portion. The shock absorbing structure for a propeller shaft according to any one of claims 1 to 3, wherein the structure is configured as follows. 前記円筒状部材の端部には、前記抵抗部側に向かって縮径した絞り部が形成されていることを特徴とする請求項４に記載のプロペラシャフトの衝撃吸収構造。   The shock absorbing structure for a propeller shaft according to claim 4, wherein a throttle portion having a diameter reduced toward the resistance portion side is formed at an end portion of the cylindrical member. 前記抵抗部の傾斜角度と前記絞り部の傾斜角度が略同一であることを特徴とする請求項５に記載のプロペラシャフトの衝撃吸収構造。   The shock absorbing structure for a propeller shaft according to claim 5, wherein an inclination angle of the resistance portion and an inclination angle of the throttle portion are substantially the same. 前記第１のプロペラシャフト部と前記第２のプロペラシャフト部は、一体形成されていることを特徴とする請求項１乃至６のいずれか１項に記載のプロペラシャフトの衝撃吸収構造。   The shock absorbing structure for a propeller shaft according to any one of claims 1 to 6, wherein the first propeller shaft portion and the second propeller shaft portion are integrally formed. 前記第１のプロペラシャフト部には、前記拡径部と略同径に前記第２のプロペラシャフト部から拡径したフランジ端部が摩擦圧接により一体に接続されていることを特徴とする請求項１乃至７のいずれか１項に記載のプロペラシャフトの衝撃吸収構造。   The flange end portion whose diameter is enlarged from the second propeller shaft portion is integrally connected to the first propeller shaft portion by friction welding so as to have substantially the same diameter as the enlarged diameter portion. The shock absorbing structure for a propeller shaft according to any one of 1 to 7. 前記摺動部材は、前記プロペラシャフトの制振部材を兼ねていることを特徴とする請求項１乃至８のいずれか１項に記載のプロペラシャフトの衝撃吸収構造。   The shock absorbing structure for a propeller shaft according to any one of claims 1 to 8, wherein the sliding member also serves as a vibration damping member for the propeller shaft.
JP2004133921A 2004-04-28 2004-04-28 Shock absorption structure of propeller shaft Expired - Fee Related JP4425052B2 (en)

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007168548A (en) * 2005-12-20 2007-07-05 Showa Corp Shock absorbing propeller shaft for automobile
JP2007168630A (en) * 2005-12-22 2007-07-05 Showa Corp Shock absorbing structure of propeller shaft
JP2007203751A (en) * 2006-01-30 2007-08-16 Showa Corp Impact absorbing propeller shaft for automobile
JP2007203749A (en) * 2006-01-30 2007-08-16 Showa Corp Impact absorbing propeller shaft for automobile
JP2011207344A (en) * 2010-03-30 2011-10-20 Mazda Motor Corp Lower body structure of automobile
JP2015077956A (en) * 2013-10-17 2015-04-23 現代自動車株式会社 Propeller shaft for vehicle
US10443658B2 (en) 2015-09-08 2019-10-15 Hyundai Motor Company Propeller shaft with locking device
CN114056336A (en) * 2020-08-07 2022-02-18 上海汽车集团股份有限公司 Method for controlling axial vibrations of a drive train and chassis drive train of a motor vehicle

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007168548A (en) * 2005-12-20 2007-07-05 Showa Corp Shock absorbing propeller shaft for automobile
JP2007168630A (en) * 2005-12-22 2007-07-05 Showa Corp Shock absorbing structure of propeller shaft
JP4693117B2 (en) * 2005-12-22 2011-06-01 株式会社ショーワ Shock absorption structure of propeller shaft
JP2007203751A (en) * 2006-01-30 2007-08-16 Showa Corp Impact absorbing propeller shaft for automobile
JP2007203749A (en) * 2006-01-30 2007-08-16 Showa Corp Impact absorbing propeller shaft for automobile
JP2011207344A (en) * 2010-03-30 2011-10-20 Mazda Motor Corp Lower body structure of automobile
JP2015077956A (en) * 2013-10-17 2015-04-23 現代自動車株式会社 Propeller shaft for vehicle
US9303695B2 (en) 2013-10-17 2016-04-05 Hyundai Motor Company Propeller shaft for vehicle
US10443658B2 (en) 2015-09-08 2019-10-15 Hyundai Motor Company Propeller shaft with locking device
CN114056336A (en) * 2020-08-07 2022-02-18 上海汽车集团股份有限公司 Method for controlling axial vibrations of a drive train and chassis drive train of a motor vehicle
CN114056336B (en) * 2020-08-07 2024-04-05 上海汽车集团股份有限公司 Axial vibration control method of transmission system and chassis transmission system of automobile

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