JPH10250390A - Shock absorption structure of propeller shaft - Google Patents
Shock absorption structure of propeller shaftInfo
- Publication number
- JPH10250390A JPH10250390A JP9057392A JP5739297A JPH10250390A JP H10250390 A JPH10250390 A JP H10250390A JP 9057392 A JP9057392 A JP 9057392A JP 5739297 A JP5739297 A JP 5739297A JP H10250390 A JPH10250390 A JP H10250390A
- Authority
- JP
- Japan
- Prior art keywords
- propeller shaft
- outer race
- inner shaft
- bottom wall
- shock absorbing
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
- F16D3/202—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints
- F16D3/205—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints the pins extending radially outwardly from the coupling part
- F16D3/2055—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints the pins extending radially outwardly from the coupling part having three pins, i.e. true tripod joints
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Motor Power Transmission Devices (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、車体前部に内燃機
関を配置し後輪駆動の所謂ＦＲ車および４輪駆動車（４
ＷＤ車）における駆動を後輪に伝達するプロペラシャフ
トに関し、特にその軸方向の衝撃を吸収する構造に関す
る。BACKGROUND OF THE INVENTION The present invention relates to a so-called rear-wheel drive (FR) vehicle and a four-wheel drive vehicle (4
The present invention relates to a propeller shaft for transmitting drive to a rear wheel in a WD vehicle, and more particularly, to a structure for absorbing an axial shock.
【０００２】[0002]
【従来の技術】ＦＲ車および４ＷＤ車は、前方からの衝
撃に対して前部エンジンルームが効果的に潰れること
で、衝撃を緩和する方法が有効であるが、その際エンジ
ンルーム内の内燃機関を含む駆動ユニットが適当に後退
する必要があり、プロペラシャフトが突張って邪魔する
ことを避けなければならない。2. Description of the Related Art For a FR car and a 4WD car, it is effective to reduce the impact by effectively collapsing the front engine room in response to a shock from the front. Must be properly retracted, and the propeller shaft must be prevented from protruding and obstructing.
【０００３】その対策を自在継手において講じた例は従
来各種提案されており、例えば実開平２−１１７２２２
号公報に記載された例は、軸方向の衝撃をプロペラシャ
フトが受けたとき等速自在継手のインナー軸部が軸受
（ボール）とともに移動してアウターレース内を仕切っ
ているシールプレートを貫通しテーパー部で規制されて
衝撃の吸収が行われる。特開平５−２１５１２０号公報
記載の例も略同様であり、同例ではシールプレートは有
するがテーパー部を有していない。[0003] Various examples of countermeasures taken in a universal joint have been proposed in the past, for example, in Japanese Utility Model Laid-Open No. 2-117222.
In the example described in the publication, when the propeller shaft receives an impact in the axial direction, the inner shaft portion of the constant velocity universal joint moves together with the bearing (ball) to penetrate the seal plate partitioning the outer race and taper. The shock is absorbed by being regulated by the section. The example described in Japanese Patent Application Laid-Open No. 5-215120 is substantially the same, and has a seal plate but does not have a tapered portion.
【０００４】また特開平６−１４４０４１号公報に記載
された例は、アウターレースに軸受の軸方向止め手段が
設けられるとともに、アウターレースまたはそれに続く
底部に導入テーパが設けられ摩擦嵌合した蓋により仕切
られて空洞が形成されており、衝撃を受けると軸受
（玉）が軸方向止め手段で止められてインナー軸が導入
テーパに案内され、蓋に当たり蓋とともに空洞内に嵌入
して衝撃の吸収を行っている。In the example described in Japanese Patent Application Laid-Open No. 6-144041, an outer race is provided with an axial stop means for a bearing, and an outer race or a bottom portion following the outer race is provided with an introduction taper and frictionally fitted with a lid. When receiving a shock, the bearing (ball) is stopped by the axial stopper and the inner shaft is guided by the introduction taper, hits the lid and fits into the cavity together with the lid to absorb the impact. Is going.
【０００５】[0005]
【発明が解決しようとする課題】前者の例（実開平２−
１１７２２２号公報，特開平５−２１５１２０号公報）
では、インナー軸部が軸受とともに移動するので、アウ
ターレース側は軸受が摺動する空間が必要とされ、その
ため等速自在継手全体が大型化する。SUMMARY OF THE INVENTION The former example (Japanese Utility Model Application Laid-open No.
No. 117222, JP-A-5-215120)
In this case, since the inner shaft portion moves together with the bearing, a space for sliding the bearing is required on the outer race side, so that the entire constant velocity universal joint is increased in size.
【０００６】また後者の例（特開平６−１４４０４１号
公報）では、導入テーパの奥に蓋を摩擦嵌合しなければ
ならず組付性が良くないとともに、衝撃エネルギーの吸
収量の設定が難しい。In the latter example (Japanese Patent Application Laid-Open No. 6-144041), the lid must be frictionally fitted to the back of the introduction taper, so that the assemblability is not good and it is difficult to set the amount of absorption of impact energy. .
【０００７】本発明は、かかる点に鑑みなされたもの
で、その目的とする処は、等速自在継手全体の小型化を
図り衝撃エネルギーの吸収量の設定が容易にできる組付
性に優れたプロペラシャフトの衝撃吸収構造を供する点
にある。SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and has as its object the object of achieving excellent miniaturization of the entire constant velocity universal joint and easy setting of the amount of absorption of impact energy. The point is to provide a shock absorbing structure for a propeller shaft.
【０００８】[0008]
【課題を解決するための手段および作用効果】上記目的
を達成するために、本発明は、内燃機関側の駆動力を駆
動輪側に伝達するプロペラシャフトの軸方向の衝撃吸収
構造において、インナー軸部の外周に周設された軸受を
介してアウターレースが係合した等速自在継手が第１プ
ロペラシャフトと第２プロペラシャフトとを連結し、前
記アウターレースが有底円筒状をなし、その底壁におけ
る前記インナー軸部が軸方向に対向する部分に薄肉部を
形成したプロペラシャフトの衝撃吸収構造とした。SUMMARY OF THE INVENTION In order to achieve the above object, the present invention relates to an axial shock absorbing structure of a propeller shaft for transmitting a driving force from an internal combustion engine to a driving wheel side, wherein an inner shaft is provided. A constant velocity universal joint in which an outer race is engaged via a bearing provided on the outer periphery of the portion connects the first propeller shaft and the second propeller shaft, and the outer race has a bottomed cylindrical shape, and has a bottom. The propeller shaft has a shock absorbing structure in which a thin portion is formed at a portion of the wall where the inner shaft portion faces in the axial direction.
【０００９】軸方向の衝撃を受けたときは、インナー軸
部は外周の軸受とともに、アウターレースの底壁に衝接
する。軸受がアウターレースの底壁の薄肉部以外の所に
衝接してインナー軸部の所定固定位置から外れ、インナ
ー軸部のみが対向する薄肉部を破壊貫通して、衝撃を吸
収することができる。When an impact is applied in the axial direction, the inner shaft portion, together with the outer peripheral bearing, comes into contact with the bottom wall of the outer race. The bearing comes into contact with a portion other than the thin portion of the bottom wall of the outer race, comes off the predetermined fixed position of the inner shaft portion, and only the inner shaft portion breaks and penetrates the opposed thin portion to absorb the impact.
【００１０】インナー軸部のみがアウターレースの底壁
の薄肉部を貫通して移動するので、等速自在継手全体を
大型化する必要はなく、小型軽量化を図ることができ
る。アウターレースは底壁を一体に形成すればよく組付
性が良く、衝撃エネルギーの吸収量は底壁の薄肉部の肉
厚により容易に設定することができる。Since only the inner shaft portion moves through the thin portion of the bottom wall of the outer race, it is not necessary to increase the size of the entire constant velocity universal joint, and it is possible to reduce the size and weight. The outer race can be easily assembled by forming the bottom wall integrally, and the amount of impact energy absorption can be easily set by the thickness of the thin portion of the bottom wall.
【００１１】請求項２記載の発明は、請求項１記載のプ
ロペラシャフトの衝撃吸収構造において、前記等速自在
継手の軸受の前記インナー軸部に対する軸方向への移動
を所定の力で阻止可能なストッパーを前記インナー軸部
に設けたことを特徴とする。According to a second aspect of the present invention, in the shock absorbing structure for a propeller shaft according to the first aspect, axial movement of the bearing of the constant velocity universal joint with respect to the inner shaft portion can be prevented by a predetermined force. A stopper is provided on the inner shaft portion.
【００１２】衝撃時軸受がアウターレースの底壁の薄肉
部以外の所に衝接してインナー軸部の所定固定位置から
外れる際に、ストッパーが所定の力で破壊されるので、
衝撃エネルギーを所定量吸収することができる。When the bearing comes into contact with a portion other than the thin portion of the bottom wall of the outer race at the time of impact and comes off the predetermined fixed position of the inner shaft portion, the stopper is broken by a predetermined force.
A predetermined amount of impact energy can be absorbed.
【００１３】請求項３記載の発明は、請求項１または請
求項２記載のプロペラシャフトの衝撃吸収構造におい
て、前記アウターレースの底壁の薄肉部が、環状溝であ
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 thin portion of the bottom wall of the outer race is an annular groove.
【００１４】アウターレースの底壁のインナー軸部に対
向する部分が環状溝を形成しているので、衝撃時にイン
ナー軸部が衝接して環状溝に沿って底壁を破壊貫通して
衝撃エネルギーを吸収することができ、環状溝の溝の深
さにより吸収できる衝撃エネルギー量を容易に設定でき
る。Since the portion of the bottom wall of the outer race facing the inner shaft portion forms an annular groove, the inner shaft portion abuts upon impact and breaks and penetrates the bottom wall along the annular groove to provide impact energy. It is possible to easily set the amount of impact energy that can be absorbed and can be absorbed depending on the depth of the annular groove.
【００１５】請求項４記載の発明は、請求項３記載のプ
ロペラシャフトの衝撃吸収構造において、前記環状溝の
径が、前記インナー軸部の外径に略等しいことを特徴と
する。According to a fourth aspect of the present invention, in the shock absorbing structure for a propeller shaft according to the third aspect, a diameter of the annular groove is substantially equal to an outer diameter of the inner shaft portion.
【００１６】衝撃時インナー軸部がアウターレースの底
壁を環状溝に沿って破壊貫通すると、該環状溝に沿って
形成された円孔がインナー軸部を支持し軸方向に案内す
ることができる。When the inner shaft portion breaks and penetrates the bottom wall of the outer race along the annular groove at the time of impact, a circular hole formed along the annular groove can support the inner shaft portion and guide it in the axial direction. .
【００１７】請求項５記載の発明は、請求項１または請
求項２記載のプロペラシャフトの衝撃吸収構造におい
て、前記アウターレースの底壁の薄肉部が、円形凹部で
あ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 first or second aspect, the thin portion of the bottom wall of the outer race is a circular recess.
【００１８】アウターレースの底壁のインナー軸部に対
向する部分が円形凹部を形成しているので、衝撃時にイ
ンナー軸部が確実に円形凹部の薄肉壁に衝接して円形凹
部を破壊貫通して衝撃エネルギーを吸収することがで
き、円形凹部の肉厚により吸収できる衝撃エネルギー量
を容易に設定できる。Since the portion of the bottom wall of the outer race facing the inner shaft portion forms a circular recess, the inner shaft portion surely comes into contact with the thin wall of the circular recess at the time of impact and breaks through the circular recess. The impact energy can be absorbed, and the amount of impact energy that can be absorbed can be easily set by the thickness of the circular concave portion.
【００１９】請求項６記載の発明は、請求項５記載のプ
ロペラシャフトの衝撃吸収構造において、前記円形凹部
の径が、前記インナー軸部の外径に略等しいことを特徴
とする。According to a sixth aspect of the present invention, in the shock absorbing structure for a propeller shaft according to the fifth aspect, a diameter of the circular concave portion is substantially equal to an outer diameter of the inner shaft portion.
【００２０】衝撃時インナー軸部がアウターレースの底
壁の円形凹部を破壊貫通すると、該底壁に形成された円
孔がインナー軸部を支持し軸方向に案内することができ
る。When the inner shaft portion breaks and penetrates the circular concave portion of the bottom wall of the outer race at the time of impact, the circular hole formed in the bottom wall can support the inner shaft portion and guide it in the axial direction.
【００２１】請求項７記載の発明は、請求項１記載のプ
ロペラシャフトの衝撃吸収構造において、前記アウター
レースが、前記薄肉部を有する底壁と一体に製造される
ことを特徴とする。According to a seventh aspect of the present invention, in the shock absorbing structure for a propeller shaft according to the first aspect, the outer race is manufactured integrally with a bottom wall having the thin portion.
【００２２】したがってアウターレースの製造が容易に
でき、衝撃エネルギーを吸収する薄肉部を有する底壁が
一体に形成されるので、部品点数が少なく組付性が良
い。Therefore, the outer race can be easily manufactured, and the bottom wall having a thin portion for absorbing impact energy is integrally formed, so that the number of parts is small and the assembling property is good.
【００２３】[0023]
【発明の実施の形態】以下本発明に係る一実施の形態に
ついて図１ないし図３に図示し説明する。図１は自動車
（ＦＲ車または４ＷＤ車）の動力伝達機構の一部を示し
ており、部分的に省略して第１プロペラシャフト１と第
２プロペラシャフト２とを連結部材10が連結した構造を
示している。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment according to the present invention will be described with reference to FIGS. FIG. 1 shows a part of a power transmission mechanism of a motor vehicle (FR vehicle or 4WD vehicle), in which a connecting member 10 connects a first propeller shaft 1 and a second propeller shaft 2 by partially omitting them. Is shown.
【００２４】第１プロペラシャフト１の後端はトリポー
ド自在継手３のアウターレース４が形成され、連結部材
10の前部がインナー軸部11を形成し、インナー軸部11の
先端部に放射方向に突出した３個の軸受に相当するトリ
ポード５が突設され、アウターレース４の円筒内周面に
軸方向に指向して形成された３条の溝条に各トリポード
５が摺動自在に嵌合してトリポード自在継手３を構成し
て等速の動力伝達を行っている。At the rear end of the first propeller shaft 1, an outer race 4 of a tripod universal joint 3 is formed, and a connecting member is provided.
A front portion of the inner shaft portion 11 forms an inner shaft portion 11, and a tripod 5 corresponding to three bearings projecting in a radial direction protrudes from a tip portion of the inner shaft portion 11, and a shaft is formed on a cylindrical inner peripheral surface of the outer race 4. Each tripod 5 is slidably fitted in three grooves formed to be directed in the direction, thereby forming a tripod universal joint 3 to transmit power at a constant speed.
【００２５】アウターレース４は、有底円筒状をなし、
底壁４ａに対して反対側の開口は、円環部材18とブーツ
19により覆われている。連結部材10は、中間軸部12をセ
ンターベアリング15で回転自在に軸支され、センターベ
アリング15は環状支持部材16の環状弾性体16ａにより支
持され、環状支持部材16は車体側に固定されるブラケッ
ト17に固着支持される。The outer race 4 has a bottomed cylindrical shape,
The opening on the opposite side to the bottom wall 4a is formed by the ring member 18 and the boot.
Covered by 19. The connecting member 10 is rotatably supported on the intermediate shaft portion 12 by a center bearing 15, the center bearing 15 is supported by an annular elastic body 16 a of an annular support member 16, and the annular support member 16 is fixed to the vehicle body side. 17 fixedly supported.
【００２６】このように連結部材10は、環状支持部材16
およびセンターベアリング15により中間軸部12が支持さ
れ、その後方は径を拡大した後側拡径部13を形成して第
２プロペラシャフト２の前端が接続され、第２プロペラ
シャフト２の後端は自在継手を介して差動装置に連結さ
れる。As described above, the connecting member 10 is
An intermediate shaft portion 12 is supported by the center bearing 15 and a rear enlarged diameter portion 13 having an enlarged diameter is formed at a rear portion thereof, and a front end of the second propeller shaft 2 is connected. It is connected to a differential via a universal joint.
【００２７】トリポード自在継手３のトリポード５は内
環６の外周に３個放射状に突設されており、内環６は内
周面にセレーションが形成され、一方のインナー軸部11
の先端部は外周面にセレーションが形成され、セレーシ
ョンの前端には溝条11ａが後端には突条11ｂが周方向に
亘って形成されている。Three tripods 5 of the tripod universal joint 3 are radially projected on the outer periphery of the inner ring 6. The inner ring 6 has serrations formed on the inner peripheral surface thereof.
A serration is formed on the outer peripheral surface of the front end of the groove, and a groove 11a is formed at a front end of the serration and a ridge 11b is formed at a rear end thereof in the circumferential direction.
【００２８】したがってトリポード５は、内環６がイン
ナー軸部11の先端部にセレーション嵌合し、内環６の後
端縁が突条11ｂに当接して位置決めされ、溝条11ａに嵌
め込まれたサークリップ７により抜け止めされて所定位
置に固定されインナー軸部11の外周に周設されて一体に
回動する。Accordingly, the tripod 5 has the inner ring 6 serrated and fitted to the tip of the inner shaft portion 11, the rear end of the inner ring 6 abutting against the ridge 11b, and is positioned and fitted into the groove 11a. The circlip 7 is prevented from coming off and is fixed at a predetermined position. The circlip 7 is provided around the outer periphery of the inner shaft portion 11 and rotates integrally.
【００２９】同トリポード５が有底円筒状のアウターレ
ース４の内周面の溝条に嵌合してインナー軸部11がアウ
ターレース４内に挿入されると、インナー軸部11とトリ
ポード５の前方にアウターレース４の底壁４ａが対向し
ている。When the tripod 5 is fitted into the groove on the inner peripheral surface of the bottomed cylindrical outer race 4 and the inner shaft portion 11 is inserted into the outer race 4, the inner shaft portion 11 and the tripod 5 are formed. A bottom wall 4a of the outer race 4 faces forward.
【００３０】この対向する底壁４ａの前面には所定の深
さの環状溝８が形成されており、有底円筒状をしたアウ
ターレース４は、環状溝８を有する底壁４ａとともにプ
レス成形または鍛造により一体に形成されている。An annular groove 8 having a predetermined depth is formed on the front surface of the opposed bottom wall 4a. The outer race 4 having a cylindrical shape with a bottom is press-formed or formed together with the bottom wall 4a having the annular groove 8. It is formed integrally by forging.
【００３１】環状溝８は、第１プロペラシャフト１およ
びアウターレース４の中心軸を中心にした円環状をして
おり、その直径ｄはインナー軸部11の先端部のセレーシ
ョンの外径に等しい。したがってアウターレース４の底
壁４ａにおける環状溝８内の円形部は、インナー軸部11
にのみ対向している。The annular groove 8 has an annular shape centered on the central axis of the first propeller shaft 1 and the outer race 4, and its diameter d is equal to the outer diameter of the serration at the tip of the inner shaft 11. Therefore, the circular portion in the annular groove 8 in the bottom wall 4a of the outer race 4 is
Only facing.
【００３２】本トリポード自在継手３は、以上のような
構造をしている。いま車両が衝突して前方からの衝撃が
あり、第１プロペラシャフト１が後退したとすると、第
１プロペラシャフト１とともにアウターレース４は後方
へ移動して内部深くインナー軸部11がトリポード５とと
もに挿入され、図２に示すようにアウターレース４の底
壁４ａにインナー軸部11とトリポード５とが衝接する。The tripod universal joint 3 has the above-described structure. Assuming that the vehicle has collided and the first propeller shaft 1 has retreated, and the first propeller shaft 1 has retreated, the outer race 4 moves rearward together with the first propeller shaft 1 and the inner shaft portion 11 is inserted deep inside with the tripod 5. Then, as shown in FIG. 2, the inner shaft portion 11 and the tripod 5 abut against the bottom wall 4a of the outer race 4.
【００３３】そしてさらにアウターレース４が後退する
ことにより、インナー軸部11がアウターレース４の底壁
４ａの特に環状溝８の内部に衝接するので、環状溝８に
沿って底壁４ａを破壊して図３に示すように貫通する
が、トリポード５は底壁４ａの環状溝８の外側に衝接し
底壁４ａに押され、トリポード５の内環６を位置決めし
ていた突条11ｂのストッパーとしての所定の抗力を越え
て突条11ｂを破壊して内環６がインナー軸部11とのセレ
ーション結合部を摺動してトリポード５とともに後方へ
移動する。When the outer race 4 further retreats, the inner shaft portion 11 abuts on the bottom wall 4a of the outer race 4, especially inside the annular groove 8, so that the bottom wall 4a is broken along the annular groove 8. 3, the tripod 5 abuts against the outside of the annular groove 8 of the bottom wall 4a and is pushed by the bottom wall 4a to serve as a stopper for the ridge 11b that has positioned the inner ring 6 of the tripod 5. And the inner ring 6 slides on the serration coupling portion with the inner shaft portion 11 and moves rearward together with the tripod 5.
【００３４】なおアウターレース４の後端に接続された
円環部材18とブーツ19は、まず弾性体であるブーツ19が
変形してインナー軸部11よりはずれ、円環部材18は環状
支持部材16の環状弾性体16ａに衝接して破壊し貫入す
る。The ring member 18 and the boot 19 connected to the rear end of the outer race 4 are disengaged from the inner shaft 11 due to the deformation of the boot 19 which is an elastic body. And breaks and penetrates into the annular elastic body 16a.
【００３５】図３に示すようにアウターレース４の底壁
４ａの中央は環状溝８に沿って切り取られたように破壊
され略直径ｄの円孔が形成されて、そこをインナー軸部
11が貫通しているので、該円孔にインナー軸部11は案内
されて貫通するため、第１プロペラシャフト１と連結部
材10および第２プロペラシャフト２の軸芯が一直線に維
持された状態で全体の長さが短縮される。As shown in FIG. 3, the center of the bottom wall 4a of the outer race 4 is broken as if cut along the annular groove 8 to form a circular hole having a substantially diameter d.
11 penetrates, the inner shaft portion 11 is guided and penetrates into the circular hole, so that the first propeller shaft 1, the connecting member 10 and the axis of the second propeller shaft 2 are maintained in a straight line. Overall length is reduced.
【００３６】このようにして衝突時には、第１プロペラ
シャフト１と第２プロペラシャフト２が互いに突張るこ
となく軸芯を一致させて短縮され、エンジンルーム内の
内燃機関を含む駆動ユニットを適当に後退させることが
できる。In this way, in the event of a collision, the first propeller shaft 1 and the second propeller shaft 2 are shortened by aligning their axes without protruding from each other, and the drive unit including the internal combustion engine in the engine room is appropriately retracted. Can be done.
【００３７】その際、アウターレース４の底壁４ａがイ
ンナー軸部11の端面およびトリポード５に衝接し、イン
ナー軸部11は底壁４ａの環状溝８および自らの突条11ｂ
を破壊して底壁４ａを貫通して衝撃エネルギーが吸収さ
れる。At this time, the bottom wall 4a of the outer race 4 abuts against the end face of the inner shaft portion 11 and the tripod 5, and the inner shaft portion 11 is formed into the annular groove 8 of the bottom wall 4a and its own ridge 11b.
And the impact energy is absorbed through the bottom wall 4a.
【００３８】トリポード５を外してインナー軸部11のみ
がアウターレース４の底壁４ａを貫通して移動するの
で、トリポード自在継手３のアウターレース４を軸方向
に長尺に設ける必要はなく小型軽量化を図ることができ
る。Since the tripod 5 is removed and only the inner shaft portion 11 moves through the bottom wall 4a of the outer race 4, it is not necessary to provide the outer race 4 of the tripod universal joint 3 in an axially long length, and it is compact and lightweight. Can be achieved.
【００３９】アウターレース４は、プレス成形または鍛
造により底壁４ａも一体に形成しているので、組付性が
良く、底壁４ａの破壊による衝撃エネルギーの吸収量は
底壁４ａの環状溝８の深さにより容易に設定することが
できる。またインナー軸部11の突条11ｂの破壊による衝
撃エネルギーの吸収量は、突条11ｂの形状および大きさ
により設定することができる。Since the outer race 4 is formed integrally with the bottom wall 4a by press molding or forging, the assembling property is good, and the amount of impact energy absorbed by the destruction of the bottom wall 4a is reduced by the annular groove 8 of the bottom wall 4a. Can be easily set according to the depth of the object. The amount of impact energy absorbed by the breakage of the ridge 11b of the inner shaft portion 11 can be set according to the shape and size of the ridge 11b.
【００４０】次に別の実施の形態について図４および図
５に基づき説明する。本実施の形態は、トリポード自在
継手30のアウターレース31の底壁31ａが前記実施の形態
と異なるだけで、その他は全く同じである。したがって
同じ部材は同じ符号を用いる。Next, another embodiment will be described with reference to FIGS. This embodiment is the same as the above embodiment except that the bottom wall 31a of the outer race 31 of the tripod universal joint 30 is different. Therefore, the same members use the same reference numerals.
【００４１】本アウターレース31は、プレス成形または
鍛造により形成され有底円筒状をなし、底壁31ａの中央
は直径Ｄの円形凹部32が後面（内面）に形成され、中央
が薄肉となっている。The outer race 31 is formed by press molding or forging and has a bottomed cylindrical shape. A circular recess 32 having a diameter D is formed on the rear surface (inner surface) at the center of the bottom wall 31a, and the center is thin. I have.
【００４２】円形凹部32の直径Ｄはインナー軸部11の先
端部のセレーションの外径に略等しく（僅かにセレーシ
ョンの外径より大きい）、したがってアウターレース31
の底壁31ａにおける円形凹部32は、略インナー軸部11に
のみ対向している。The diameter D of the circular concave portion 32 is substantially equal to (slightly larger than the outer diameter of the serration) the serration at the tip of the inner shaft portion 11, and therefore, the outer race 31 is formed.
The circular concave portion 32 in the bottom wall 31a of the second embodiment opposes only the inner shaft portion 11 substantially.
【００４３】車両が衝突して前方からの衝撃があり、駆
動ユニットとともに第１プロペラシャフト１が後退する
と、第１プロペラシャフト１とともにアウターレース31
は後方へ移動しアウターレース31の底壁31ａにインナー
軸部11とトリポード５とが衝接し、さらにインナー軸部
11が底壁31ａの薄肉の円形凹部32を破壊して図５に示す
ように破壊され形成された円孔に案内されるようにして
貫通する。When the first collision with the drive unit causes the first propeller shaft 1 to retreat when the vehicle collides, the outer race 31 is moved together with the first propeller shaft 1.
Moves rearward, the inner shaft portion 11 and the tripod 5 contact the bottom wall 31a of the outer race 31, and the inner shaft portion
11 breaks the thin circular concave portion 32 of the bottom wall 31a and penetrates as guided by the circular hole formed as shown in FIG.
【００４４】その際トリポード５は底壁31ａの円形凹部
32の外側の厚肉部に衝接し底壁31ａに押され、トリポー
ド５を位置決めしていた突条11ｂのストッパーとしての
所定の抗力を越えて内環６が突条11ｂを破壊してアウタ
ーレース31とともに後方へ移動する。At this time, the tripod 5 is a circular recess in the bottom wall 31a.
The inner ring 6 breaks the ridge 11b by exceeding the predetermined resistance as a stopper of the ridge 11b which has positioned the tripod 5 by abutting against the thick portion on the outer side of the ridge 32 and positioning the tripod 5. Move backwards with 31.
【００４５】したがって第１プロペラシャフト１と第２
プロペラシャフト２が互いに突張ることなく軸芯を一致
させて短縮され、底壁31ａと突条11ｂの破壊により衝撃
エネルギーは吸収される。Therefore, the first propeller shaft 1 and the second
The propeller shafts 2 are shortened with their axes aligned without being protruded from each other, and the impact energy is absorbed by the destruction of the bottom wall 31a and the ridge 11b.
【００４６】アウターレース31は、プレス成形または鍛
造により底壁31ａも一体に形成しているので、組付性が
良く、底壁31ａの破壊による衝撃エネルギーの吸収量は
底壁31ａの円形凹部32の肉厚により容易に設定すること
ができる。Since the outer race 31 is formed integrally with the bottom wall 31a by press molding or forging, the assembling property is good, and the amount of impact energy absorbed by the destruction of the bottom wall 31a is reduced by the circular recess 32 of the bottom wall 31a. The thickness can be easily set by the thickness.
【図１】本発明の一実施の形態に係る自動車の動力伝達
機構の一部を部分的に断面で示した平面図である。FIG. 1 is a plan view partially showing a cross section of a part of a power transmission mechanism of an automobile according to an embodiment of the present invention.
【図２】前方からの衝撃があった場合の一進行状態を示
す同平面図である。FIG. 2 is a plan view showing one progress state when an impact is received from the front.
【図３】さらに進行した状態を示す同平面図である。FIG. 3 is a plan view showing a further advanced state.
【図４】別の実施の形態に係る動力伝達機構の一部を部
分的に断面で示した平面図である。FIG. 4 is a plan view partially showing a cross section of a part of a power transmission mechanism according to another embodiment.
【図５】前方からの衝撃があった場合の一進行状態を示
す同平面図である。FIG. 5 is a plan view showing one progress state when an impact is received from the front.
１…第１プロペラシャフト、２…第２プロペラシャフ
ト、３…トリポード自在継手、４…アウターレース、５
…トリポード、６…内環、７…サークリップ、８…環状
溝、10…連結部材、11…インナー軸部、12…中間軸部、
13…後方拡径部、15…センターベアリング、16…環状支
持部材、17…ブラケット、30…トリポード自在継手、31
…アウターレース、32…円形凹部。DESCRIPTION OF SYMBOLS 1 ... 1st propeller shaft, 2 ... 2nd propeller shaft, 3 ... Tripod universal joint, 4 ... Outer race, 5
... tripod, 6 ... inner ring, 7 ... circlip, 8 ... annular groove, 10 ... connecting member, 11 ... inner shaft, 12 ... intermediate shaft,
13 ... rear enlarged diameter part, 15 ... center bearing, 16 ... annular support member, 17 ... bracket, 30 ... tripod universal joint, 31
... outer race, 32 ... circular recess.
Claims (7)
るプロペラシャフトの軸方向の衝撃吸収構造において、 インナー軸部の外周に周設された軸受を介してアウター
レースが係合した等速自在継手が第１プロペラシャフト
と第２プロペラシャフトとを連結し、 前記アウターレースが有底円筒状をなし、その底壁にお
ける前記インナー軸部が軸方向に対向する部分に薄肉部
を形成したことを特徴とするプロペラシャフトの衝撃吸
収構造。In an axial shock absorbing structure of a propeller shaft for transmitting a driving force on an internal combustion engine side to a driving wheel side, an outer race is engaged via a bearing provided around an outer periphery of an inner shaft portion. A speed universal joint connects the first propeller shaft and the second propeller shaft, the outer race has a bottomed cylindrical shape, and a thin portion is formed at a portion of the bottom wall where the inner shaft portion faces in the axial direction. A shock absorbing structure for a propeller shaft.
軸部に対する軸方向への移動を所定の力で阻止可能なス
トッパーを前記インナー軸部に設けたことを特徴とする
請求項１記載のプロペラシャフトの衝撃吸収構造。2. The inner shaft portion according to claim 1, wherein a stopper capable of preventing a movement of the bearing of the constant velocity universal joint with respect to the inner shaft portion in the axial direction with a predetermined force is provided on the inner shaft portion. Shock absorbing structure of propeller shaft.
環状溝であることを特徴とする請求項１または請求項２
記載のプロペラシャフトの衝撃吸収構造。3. The thin part of the bottom wall of the outer race,
3. An annular groove according to claim 1, wherein said groove is an annular groove.
The shock absorbing structure of the propeller shaft described in the above.
外径に略等しいことを特徴とする請求項３記載のプロペ
ラシャフトの衝撃吸収構造。4. The shock absorbing structure for a propeller shaft according to claim 3, wherein a diameter of said annular groove is substantially equal to an outer diameter of said inner shaft portion.
円形凹部であることを特徴とする請求項１または請求項
２記載のプロペラシャフトの衝撃吸収構造。5. The thin part of the bottom wall of the outer race,
3. The shock absorbing structure for a propeller shaft according to claim 1, wherein the shock absorbing structure is a circular recess.
の外径に略等しいことを特徴とする請求項５記載のプロ
ペラシャフトの衝撃吸収構造。6. The shock absorbing structure for a propeller shaft according to claim 5, wherein a diameter of said circular concave portion is substantially equal to an outer diameter of said inner shaft portion.
する底壁と一体に製造されることを特徴とする請求項１
記載のプロペラシャフトの衝撃吸収構造。7. The method according to claim 1, wherein the outer race is manufactured integrally with a bottom wall having the thin portion.
The shock absorbing structure of the propeller shaft described in the above.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05739297A JP3906940B2 (en) | 1997-03-12 | 1997-03-12 | Shock absorption structure of propeller shaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05739297A JP3906940B2 (en) | 1997-03-12 | 1997-03-12 | Shock absorption structure of propeller shaft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH10250390A true JPH10250390A (en) | 1998-09-22 |
| JP3906940B2 JP3906940B2 (en) | 2007-04-18 |
Family
ID=13054355
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP05739297A Expired - Fee Related JP3906940B2 (en) | 1997-03-12 | 1997-03-12 | Shock absorption structure of propeller shaft |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3906940B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2798431A1 (en) * | 1999-09-14 | 2001-03-16 | Gkn Loebro Gmbh | TRANSMISSION ARRANGEMENT COMPRISING A LONGITUDINAL TRANSMISSION SHAFT AND AN INTERMEDIATE BEARING |
| JP2002331842A (en) * | 2001-05-10 | 2002-11-19 | Ntn Corp | Propeller shaft |
| US6913105B2 (en) | 2002-04-22 | 2005-07-05 | Hitachi, Ltd. | Shock-absorbing mechanism for power-transmission device |
| JP2007145288A (en) * | 2005-11-30 | 2007-06-14 | Showa Corp | Shock absorbing structure for propeller shaft |
| JP2007170502A (en) * | 2005-12-20 | 2007-07-05 | Showa Corp | Impact absorbing propeller shaft for automobile |
| JP2007203751A (en) * | 2006-01-30 | 2007-08-16 | Showa Corp | Impact absorbing propeller shaft for automobile |
| JP2007309464A (en) * | 2006-05-19 | 2007-11-29 | Showa Corp | Propeller shaft for automobile |
| JP2008132952A (en) * | 2006-11-29 | 2008-06-12 | Showa Corp | Shock absorbing propeller shaft device for automobile |
| JP2012225483A (en) * | 2011-04-22 | 2012-11-15 | Showa Corp | Constant velocity joint, and propeller shaft of automobile |
-
1997
- 1997-03-12 JP JP05739297A patent/JP3906940B2/en not_active Expired - Fee Related
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2798431A1 (en) * | 1999-09-14 | 2001-03-16 | Gkn Loebro Gmbh | TRANSMISSION ARRANGEMENT COMPRISING A LONGITUDINAL TRANSMISSION SHAFT AND AN INTERMEDIATE BEARING |
| US6379255B1 (en) * | 1999-09-14 | 2002-04-30 | Gkn Lobro Gmbh | Drive assembly having a propeller and an intermediate bearing |
| JP2002331842A (en) * | 2001-05-10 | 2002-11-19 | Ntn Corp | Propeller shaft |
| US6913105B2 (en) | 2002-04-22 | 2005-07-05 | Hitachi, Ltd. | Shock-absorbing mechanism for power-transmission device |
| JP2007145288A (en) * | 2005-11-30 | 2007-06-14 | Showa Corp | Shock absorbing structure for propeller shaft |
| US7717796B2 (en) | 2005-11-30 | 2010-05-18 | Showa Corporation | Shock absorbing structure of propeller shaft |
| JP2007170502A (en) * | 2005-12-20 | 2007-07-05 | Showa Corp | Impact absorbing propeller shaft for automobile |
| JP2007203751A (en) * | 2006-01-30 | 2007-08-16 | Showa Corp | Impact absorbing propeller shaft for automobile |
| JP2007309464A (en) * | 2006-05-19 | 2007-11-29 | Showa Corp | Propeller shaft for automobile |
| JP4685706B2 (en) * | 2006-05-19 | 2011-05-18 | 株式会社ショーワ | Propeller shaft for automobile |
| JP2008132952A (en) * | 2006-11-29 | 2008-06-12 | Showa Corp | Shock absorbing propeller shaft device for automobile |
| JP2012225483A (en) * | 2011-04-22 | 2012-11-15 | Showa Corp | Constant velocity joint, and propeller shaft of automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3906940B2 (en) | 2007-04-18 |
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