JP2017121855A - Bracket structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a bracket structure which is lightweight, has high support rigidity, is inexpensive, and achieves high productivity.SOLUTION: A bracket structure 1 is used to attach an intermediate bearing unit 100 having a bearing 110 for rotatably supporting a vehicle stub shaft 212, and a vibration control member 130, which elastically deforms to absorb vibration of a propeller shaft 200, to a floor panel 500. The bracket structure 1 includes: a first bracket 10; and a second bracket 20 which is combined with the first bracket 10 to sandwich the vibration control member 130 and has a second overlapping part 22 attached to the floor panel 500. The first bracket 10 and the second bracket 20 are made of resin. The first bracket 10 includes a first engagement claw 13, and the second bracket 20 includes the second overlapping part 22 which engages with the first engagement claw 13. The first engagement claw 13 is engaged with the second overlapping part 22 to maintain a combination state of the first bracket 10 and the second bracket 20.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a bracket structure.

  The propulsion shaft mounted on the vehicle extends in the front-rear direction, and is a power transmission shaft that transmits power between a transmission mounted on the front side of the vehicle and a final reduction gear mounted on the rear side of the vehicle. The propulsion shaft is divided into a plurality of power transmission shafts in the front-rear direction in order to design the resonance point outside the practical rotation range, and a universal joint such as a constant velocity joint is disposed in the middle of the power transmission shaft. The vicinity is rotatably supported by the bearing unit on the vehicle body side. Since the bearing unit is disposed approximately in the middle of the entire propulsion shaft in the front-rear direction, it is also referred to as an intermediate bearing.

  The bearing unit is composed of a ball bearing that is externally fitted to the power transmission shaft, an anti-vibration rubber that is externally fitted to the ball bearing, and a bracket (bracket structure) that holds the anti-vibration rubber and is attached to the vehicle floor. Is done. Metal annular members are vulcanized and bonded to the inner and outer peripheral surfaces of the vibration-proof rubber. The annular member on the inner diameter side is called an inner ring, and a ball bearing is fitted therein. The annular member on the outer diameter side is called an outer ring and is held by a bracket.

  The bracket includes a cylindrical bracket ring (ring portion) into which the outer ring is fitted, and a bracket base for attaching the bracket ring. The bracket base includes an arcuate arc portion that holds the bracket ring from below, and a mounted portion that extends horizontally from both ends of the arc shape and is attached to the vehicle body. The arc portion and the bracket ring are joined and integrated by spot welding or the like.

  Universal joints used for propulsion shafts are generally called cardan joints, but this type of universal joint causes non-uniform motion when there is a mounting angle and generates vibration in proportion to the magnitude of the transmitted torque. To do. In addition, the mounting angle of the universal joint may increase due to dynamic movement of the prime mover or the final reduction gear, which also generates vibration. Further, since the propulsion shaft is composed of forged parts and steel pipes, unbalance of the rotational center of gravity is inevitable, and unbalance is adjusted after assembly but cannot be completely removed, and vibration is generated. When such vibrations are transmitted to the vehicle body via the bearing unit, vibrations that are unpleasant to the occupant are attenuated by the anti-vibration rubber, but a part thereof is transmitted to the bracket.

  Here, the propulsion shaft is generally disposed in a tunnel that is formed by a floor panel constituting the lower surface of the vehicle being recessed upward and extends in the front-rear direction. And the above-mentioned attachment part of a bracket base is fixed to the reference | standard part extended right and left from the tunnel lower end in a floor panel.

  By the way, in the height direction, when the center position of the bracket ring (center position of the propulsion shaft) is arranged higher than the reference portion of the floor panel, most of the propulsion shaft is accommodated in the tunnel recessed upward. It becomes the composition to be done. If it does so, the circumferential direction length of the circular arc part of a bracket base will become short, and the joining length in the circumferential direction of an arc part and a bracket ring will become short. Therefore, the joint strength between the bracket base and the bracket ring is lowered, the rigidity is not secured, and when the vibration is applied, the bracket base and the bracket ring are greatly deformed, and there is a concern that the durability reliability of the bracket may be raised.

  Therefore, Patent Document 1 proposes a technique for connecting the outer peripheral surface of the bracket ring and the upper surface of the mounted portion via an L-shaped stay when viewed in the front-rear direction to increase the joint rigidity between the bracket ring and the bracket base. ing.

  Further, Patent Document 2 proposes a technique for sandwiching a vibration-proof rubber in the vertical direction between an upper bracket and a lower bracket that are opposed to each other in a semicircular arc shape. And, in order to prevent the upper bracket and the lower bracket from being separated during transport of the propulsion shaft, there is a technique for fitting a protrusion formed integrally with the outer ring to the semicircular arc-shaped ring portion of the upper bracket or the lower bracket. Proposed.

JP 2010-184623 A JP 2006-36049 A

  However, in the technique of Patent Document 1, when the gap between the bracket ring and the bracket base and the inner wall surface of the tunnel is small, the stay cannot be arranged. Further, the technique of Patent Document 2 requires a step of forming protrusions on the outer ring.

  Therefore, an object of the present invention is to provide a bracket structure that is lightweight, has high support rigidity, is inexpensive, and has high productivity.

  As means for solving the above problems, the present invention is a bracket structure for mounting a bearing unit having a bearing that rotatably supports a propulsion shaft for a vehicle and an elastic body surrounding the bearing to a vehicle body, The first bracket and the second bracket include a first bracket and a second bracket having a mounted portion that is attached to the vehicle body while sandwiching the elastic body by being combined with the first bracket. One of the first bracket and the second bracket is provided with a locking portion, and the other of the first bracket and the second bracket is a locking portion to be locked by the locking portion. The bracket is characterized in that a combination state of the first bracket and the second bracket is maintained by the locking portion being locked to the locked portion. A door structure.

  According to such a structure, the combination part of a 1st bracket and a 2nd bracket is maintained because a latching | locking part latches to a to-be-latched part. In the first bracket and / or the second bracket, for example, it is possible to freely form the cross-sectional shape of the semicircular arc portion that sandwiches the elastic body, and the support rigidity can be increased. Moreover, since the first bracket and the second bracket are made of resin, they are lightweight, inexpensive, and highly productive.

  The first bracket and the second bracket may be made of a thermoplastic resin containing carbon fiber or glass fiber.

  According to such a configuration, since the first bracket and the second bracket are made of a thermoplastic resin containing carbon fiber or glass fiber, the support rigidity of the first bracket and the second bracket is increased by the carbon fiber or glass fiber. It can be improved well.

  Moreover, the said latching | locking part is good also as a structure which is a latching claw extended toward the said other and latching to the said other.

  According to such a structure, the combination state of the 1st bracket and the 2nd bracket is maintained because one locking part locks to the other.

  Moreover, the said latching | locking part is good also as a structure which is a convex part which protrudes toward the said other, and the said to-be-latched part is a fitting hole which the said convex part fits.

  According to such a configuration, the combined state of the first bracket and the second bracket is maintained by fitting the convex portion into the fitting hole.

Further, the locking portion is a convex portion protruding toward the other side, and an insertion hole through which the convex portion is inserted is formed on the other side, and a diameter-expanded diameter is formed at the tip of the convex portion. The diameter is formed,
The said enlarged diameter part is good also as a structure latched on said other side.

  According to such a structure, the expanded state part of the front-end | tip of the convex part penetrated by the penetration hole has latched on the other, and the combined state of a 1st bracket and a 2nd bracket is maintained.

  The one and the other may be bonded with an adhesive.

  According to such a structure, since one side and the other are joined by the adhesive, the combined state of the first bracket and the second bracket can be favorably maintained.

  The one outer surface and / or the other outer surface may be configured such that a rib facing outward is integrally formed.

  According to such a configuration, the support rigidity of the one and / or the other can be increased by the rib integrally formed on the outer surface of the one and / or the other.

  According to the present invention, it is possible to provide a bracket structure that is lightweight, has high support rigidity, is inexpensive, and has high productivity.

It is a plane sectional view of a propulsion shaft and bracket structure concerning this embodiment. It is an expansion plane sectional view of the propulsion shaft and bracket structure concerning this embodiment, and corresponds to the X1-X1 line section of Drawing 3. It is a front view of the bracket structure concerning this embodiment. It is sectional drawing of the bracket structure which concerns on this embodiment, and is a cross section corresponding to the X2-X2 line cross section of FIG. It is a bottom view (the 1st bracket is omitted) of the 2nd bracket concerning this embodiment, and is an X3 arrow line view of Drawing 3. It is a perspective view of the bracket structure concerning this embodiment. It is sectional drawing of the bracket structure which concerns on a modification, and is a cross section corresponding to the X2-X2 line cross section of FIG. It is sectional drawing of the bracket structure which concerns on a modification, and is a cross section corresponding to the X2-X2 line cross section of FIG.

  An embodiment of the present invention will be described with reference to FIGS.

≪Composition of propulsion shaft≫
A propulsion shaft 200 (propeller shaft) according to this embodiment shown in FIG. 1 is mounted on an FF-based four-wheel drive vehicle (vehicle), and outputs from a transmission (not shown) arranged on the front side of the vehicle. This is a power transmission shaft that transmits power to a final reduction gear (not shown) disposed on the rear side of the vehicle. The propulsion shaft 200 extends in the front-rear direction and the horizontal direction in a tunnel 501 formed by the floor panel 500 partially recessed upward, and rotates about the axis O1. The transmission shifts the power output from the internal combustion engine (prime mover) disposed under the hood on the front side of the vehicle.

  The propulsion shaft 200 has a two-piece structure (a two-part structure), and includes a first shaft 211 on the front side, a second shaft 221 on the rear side, a stub shaft 212 joined to the rear end of the first shaft 211, and a stub. The constant velocity joint 230 that connects the shaft 212 and the second shaft 221, the intermediate bearing unit 100 that rotatably supports the stub shaft 212 in the middle in the front-rear direction of the propulsion shaft 200, and the intermediate bearing unit 100 for attaching to the floor panel 500. The bracket structure 1 is provided.

<First axis>
The front end of the first shaft 211 is connected to the output shaft of the transmission through a first joint 301 (cross shaft joint). A rod-like stub shaft 212 is joined to the rear end of the first shaft 211, and the first shaft 211 and the stub shaft 212 rotate integrally.

<Second axis>
The rear end of the second shaft 221 is connected to the input shaft of the final reduction gear through a second joint 302 (cross shaft joint).

<Constant velocity joint>
In the present embodiment, the constant velocity joint 230 is a double offset type. That is, the constant velocity joint 230 is fixed to the front end of the second shaft 221 and is fixed to the rear end of the stub shaft 212 and the outer ring member 231 having a plurality of grooves formed on the inner peripheral surface thereof. An inner ring member 232 that moves in the axial direction.
However, the constant velocity joint 230 is not limited to the double offset type, and may be configured as a tripod type, a lebro type, or a bar field type. In addition, the propulsion shaft 200 may not include the constant velocity joint 230, and the first shaft 211 and the second shaft 221 may be connected by a cross shaft joint.

<Intermediate bearing unit>
The intermediate bearing unit 100 is coaxially disposed on a bearing 110 (ball bearing, ball bearing) that fits outside the stub shaft 212, a cylindrical inner ring 120 that fits outside the bearing 110, and a radially outer side of the inner ring 120. An annular vibration-proof member 130 (elastic body) and an outer ring 140 disposed on the outer side in the radial direction of the vibration-proof member 130 are provided.

  The vibration isolation member 130 is an annular rubber member that absorbs vibration from the stub shaft 212 by elastic deformation and reduces vibration to the floor panel 500 (vehicle body). The inner peripheral surface of the vibration isolation member 130 is vulcanized and welded to the inner ring 120 and surrounds the inner ring 120 (bearing 110). A middle portion in the axial direction of the outer peripheral surface of the vibration isolation member 130 is vulcanized and welded to the outer ring 140.

  The outer ring 140 is an annular member having a circular cross section. The inner half of the outer ring 140 in the radial direction is embedded in the vibration isolation member 130, and the outer half of the outer ring 140 in the radial direction protrudes from the vibration isolation member 130.

<Bracket structure>
The bracket structure 1 is a structure for attaching the intermediate bearing unit 100 to the floor panel 500 (vehicle body). The bracket structure 1 is fixed by screwing bolts 401 to nuts 402 welded to the floor panel 500.

  The bracket structure 1 includes a first bracket 10 (upper bracket) disposed above the intermediate bearing unit 100, and a second bracket 20 (lower bracket) disposed below the intermediate bearing unit 100. . That is, the bracket structure 1 is divided into two parts, the first bracket 10 and the second bracket 20, in the vertical direction. The first bracket 10 and the second bracket 20 sandwich the intermediate bearing unit 100.

  The 1st bracket 10 and the 2nd bracket 20 are resin-made integral molding products containing carbon fiber and / or glass fiber. Thus, since the 1st bracket 10 and the 2nd bracket 20 are resin, they are lightweight, can be easily shape | molded in a desired shape, and are cheap and highly productive.

  Since the first bracket 10 and the second bracket 20 contain carbon fiber and / or glass fiber, the support rigidity thereof is easily increased. In addition, since the first bracket 10 and the second bracket 20 are made of resin, the support rigidity can be easily increased by forming ribs as described later or by partially forming a thick wall. Can do.

  As resin which forms the 1st bracket 10 and the 2nd bracket 20, a thermoplastic resin can be used, for example. For example, ABS resin or AS resin can be used as the thermoplastic resin.

  Such 1st bracket 10 grade | etc., Is obtained by shape | molding the prepreg (sheet material) which impregnated the thermoplastic resin to the carbon fiber material, for example. In addition, the 1st bracket 10 grade | etc., Is obtained by shape | molding what mixed the short fiber (chopped fiber) as a compound in the thermoplastic resin.

<First bracket>
The first bracket 10 has an inverted U-shape (semi-circular arc shape) in the axial direction view (front-rear direction view), and the horizontal direction and the vehicle width direction outer side from each end of the first bracket body 11 ( First overlapping portions 12 and 12 (first attached portions) extending to the left and right).

  The first bracket body 11 is a band-like portion that is externally fitted (clamped) to the upper half of the vibration isolator 130 and the outer ring 140 from above. A circumferential groove 11 a extending in the circumferential direction is formed in the middle in the front-rear direction of the inner peripheral surface of the first bracket body 11. The upper half of the outer ring 140 is fitted in the circumferential groove 11a, and the outer ring 140 is positioned in the axial direction with respect to the first bracket body 11.

  The inner diameter of the circular frame formed by the first bracket body 11 and the second bracket body 21 is slightly smaller than the outer diameter of the vibration isolation member 130. Thereby, when the 1st bracket main body 11 and the 2nd bracket main body 21 clamp the vibration isolator 130, it is comprised so that the vibration isolator 130 may be hold | maintained reliably without a gap.

  The first overlapping portion 12 is a portion that is overlapped with a second overlapping portion 22 to be described later, and is a portion that is attached to the floor panel 500. The first overlapping portion 12 is integrally formed with first locking claws 13 and 13 (locking portions) that extend downward toward the front side and the rear side and can be elastically deformed. Is locked to a second overlapping portion 22 to be described later, so that the overlapping state (combined state) of the first bracket 10 and the second bracket 20 is maintained.

  A first bolt hole 14 is formed in the first overlapping portion 12. The first bolt hole 14 is formed at the same position as a second bolt hole 23 described later in plan view. The bolt 401 is inserted into the first bolt hole 14 and the second bolt hole 23, and the first overlapping portion 12 and the second overlapping portion 22 are fastened together.

<Second bracket>
The second bracket 20 has an arcuate second bracket body 21 and a second overlapping portion 22 extending from each end of the second bracket body 21 horizontally and outward in the vehicle width direction (left side, right side) when viewed in the axial direction. , 22 (second attached portion).

  The second bracket main body 21 is a part that abuts on the lower part of the vibration isolation member 130 and the outer ring 140 from below. A circumferential groove 21 a extending in the circumferential direction is formed in the middle in the front-rear direction of the inner circumferential surface of the second bracket body 21. The lower portion of the outer ring 140 is fitted in the circumferential groove 21a, and the outer ring 140 is positioned in the axial direction with respect to the second bracket body 21.

  The second overlapping portion 22 is a portion that is overlapped with the first overlapping portion 12 and is a portion that is attached to the floor panel 500. A second bolt hole 23 is formed in the second overlapping portion 22.

  The 1st rib 24 extended toward the lower side (outer side) from the outer periphery of the lower surface (outer surface) of the 2nd bracket 20 is integrally formed (refer FIG. 5). In addition, the second bracket 20 is integrally formed with a second rib 25 that extends downward from the lower surface and has a lattice shape in a downward view (see FIG. 5). The support strength of the second bracket 20 is enhanced by the first rib 24 and the second rib 25. The ribs may be formed on the upper surface of the first bracket 10 instead of or in addition to the lower surface of the second bracket 20.

≪Operation and effect of bracket structure≫
According to the bracket structure 1, the following effects are obtained.
When the first locking claw 13 is locked to the second bracket body 21 by so-called snap fit, the combined state of the first bracket 10 and the second bracket 20 can be maintained. That is, the first locking claw 13 and the second bracket main body 21 constitute a locking mechanism. Accordingly, the bracket structure 1 is dropped from the intermediate bearing unit 100 after the bracket structure 1 is attached to the intermediate bearing unit 100 and before the attachment to the floor panel 500, for example, during the conveyance of the propulsion shaft 200. The productivity of the propulsion shaft 200 is improved. Further, a bolt or the like for temporarily fixing the bracket structure 1 to the intermediate bearing unit 100 is unnecessary, and it is not necessary to form a protrusion on the outer ring for temporary fixing.

  Further, when the first locking claw 13 is locked to the second bracket body 21, the bracket structure 1 is temporarily fixed to the intermediate bearing unit 100. Therefore, welding for temporary fixing and preprocessing for welding ( Neither removal of the coating film, etc.) is required. Furthermore, since it becomes possible to freely form the cross-sectional shape of the first bracket body 11 (semi-arc-shaped portion) having a semicircular arc shape, the support rigidity is improved. A stay that connects the rings is not required. Thereby, the bracket structure 1 can be easily installed in the tunnel 501 having a small cross-sectional area, and the tunnel 501 can be made smaller and the vehicle compartment can be made larger.

  Since the first bracket 10 and the second bracket 20 are made of resin, for example, when a backward load acts on the propulsion shaft 200 during a frontal collision and the first bracket 10 and the second bracket 20 break, Even if it collides with the floor panel 500 or surrounding members (devices), the damage to the surrounding members (devices) can be reduced.

≪Modification≫
As mentioned above, although one Embodiment of this invention was described, this invention is not limited to this, For example, you may change as follows.

  In the above-described embodiment, the configuration in which the first locking claw 13 is formed in the first bracket 10 is illustrated, but in addition to or in place of this, a configuration in which the locking bracket is formed in the second bracket 20 may be adopted. .

  In the above-described embodiment, the configuration in which the first locking claw 13 of the first overlapping portion 12 is locked to the second overlapping portion 22 is exemplified, but in addition to or instead of this, the first overlapping portion 12 and It is good also as a structure by which the 2nd overlapping part 22 was mutually adhere | attached (joined) with the adhesive agent.

  Instead of the above-described embodiment, a configuration shown in FIG. As shown in FIG. 7, the first overlapping portion 12 is formed with a columnar boss portion 15 (an engaging portion or a convex portion) extending to the second overlapping portion 22. The boss portion 15 is formed on the inner side in the vehicle width direction than the first bolt hole 14. The boss portion 15 is fitted in a fitting hole 26 (locked portion) formed in the second overlapping portion 22. Thereby, the overlapping state (combination state) of the first bracket 10 and the second bracket 20 is maintained. A boss portion may be formed in the second bracket 20 and a fitting hole may be formed in the first bracket 10.

  Instead of the above-described embodiment, a configuration shown in FIG. As shown in FIG. 8, the first overlapping portion 12 is formed with a columnar boss portion 16 (an engaging portion or a convex portion) extending to the second overlapping portion 22. The boss portion 16 is inserted into an insertion hole 27 (locked portion) formed in the second overlapping portion 22, and an enlarged diameter portion 16 a is formed at the lower end (tip) of the boss portion 16. The second overlapping portion 22 is locked. Thereby, the overlapping state (combination state) of the first bracket 10 and the second bracket 20 is maintained. The enlarged diameter portion 16a is obtained by inserting the boss portion 16 through the insertion hole 27 and then heating the lower end of the boss portion 16 with a heater or the like to cause plastic deformation. A boss portion may be formed in the second bracket 20 and an insertion hole may be formed in the first bracket 10. In addition, it is good also as a structure which forms the slit in the boss | hub part 16 in an axial direction (insertion direction), and inserts the penetration hole 27, reducing the diameter of the boss | hub part 16 containing the enlarged diameter part 16a.

DESCRIPTION OF SYMBOLS 1 Bracket structure 10 1st bracket 11 1st bracket main body 12 1st overlap part (attached part)
13 First locking claw (locking part)
15, 16 Boss part (convex part)
16a Expanded diameter portion 20 Second bracket 21 Second bracket body 22 Second overlapping portion (attached portion, locked portion)
24 first rib 25 second rib 26 fitting hole 27 insertion hole 100 intermediate bearing unit 110 bearing 130 vibration isolating member (elastic body)
212 Stub shaft (propulsion shaft)
500 Floor panel (car body)

Claims (7)

A bracket structure for attaching to a vehicle body a bearing unit having a bearing for rotatably supporting a propulsion shaft for a vehicle and an elastic body surrounding the bearing,
A first bracket;
A second bracket having a mounted portion attached to the vehicle body, while holding the elastic body in combination with the first bracket;
With
The first bracket and the second bracket are made of resin,
One of the first bracket and the second bracket includes a locking portion,
The other of the first bracket and the second bracket includes a locked portion to be locked by the locking portion,
A combination of the first bracket and the second bracket is maintained by the locking portion being locked to the locked portion. The bracket structure according to claim 1, wherein the first bracket and the second bracket are made of a thermoplastic resin containing carbon fiber or glass fiber. The bracket structure according to claim 1 or 2, wherein the locking portion is a locking claw that extends toward the other side and locks the other side. The locking portion is a convex portion protruding toward the other side,
The bracket structure according to claim 1 or 2, wherein the locked portion is a fitting hole into which the convex portion is fitted. The locking portion is a convex portion protruding toward the other side,
On the other side, an insertion hole through which the convex portion is inserted is formed,
An enlarged diameter portion is formed at the tip of the convex portion,
The bracket structure according to claim 1 or 2, wherein the enlarged diameter portion is locked to the other. The bracket structure according to any one of claims 1 to 5, wherein the one and the other are joined with an adhesive. The bracket structure according to any one of claims 1 to 6, wherein a rib facing outward is integrally formed on the outer surface of the one and / or the other.

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