JP2022048011A - Propeller shaft - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively suppress the occurrence of stick slip between an inlay portion of a propeller shaft and a tube. SOLUTION: A cylindrical outer shaft member 60, a fixed portion 41 to which one end of the outer shaft member 60 in the axial direction is fixed, and a projecting portion from the fixed portion 41 toward the outer shaft member 60. A propeller shaft 10 including an inner shaft member 40 having a cylindrical inner cylinder portion 50 fitted into the outer shaft member 60, and the inner cylinder portion 50 is axially extending from the tip end to the base end. At least one extending slit 51 is provided. [Selection diagram] Fig. 3

Description

The present disclosure relates to a propeller shaft, and more particularly to a technique for preventing the generation of abnormal noise in the propeller shaft.

Generally, a propeller shaft is provided in the power transmission path of the vehicle. This type of propeller shaft comprises, for example, a first shaft on the input side and a second shaft on the output side that is axially movably connected to the first shaft.

The second shaft includes an input-side spline shaft that is spline-fitted to the first shaft, and an output-side tube that forms an outer circumference. The spline shaft and the tube are connected to each other by welding the enlarged diameter portion integrally provided on the spline shaft and the end portion of the tube. The enlarged diameter portion is provided with a cylindrical in-row portion to be fitted into the tube, and the in-row portion functions as an insertion guide for coaxial alignment (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 8-170628

By the way, since the in-row portion and the tube are firmly pressed against each other, when torque is input to the in-row portion on the input side when the vehicle starts, the tube connected to the drive wheel side is twisted, and these A large amount of stress will be accumulated in the in-row part and the tube. When such stress is released, stick slip, which is a kind of self-excited vibration, may occur, and there is a problem that abnormal noise is generated.

It is an object of the present disclosure technique to effectively suppress stick slip between the inlay portion (inner cylinder portion) and the tube (outer shaft member) of the propeller shaft.

The technique of the present disclosure includes a cylindrical outer shaft member, a fixed portion to which one end of the outer shaft member in the axial direction is fixed, and the outer side which is projected from the fixed portion toward the outer shaft member. A propeller shaft comprising an inner shaft member having a cylindrical inner cylinder that is fitted into the shaft member, wherein the inner cylinder has at least one or more axially extending from the tip to the base. It is characterized in that a slit is provided.

Further, it is preferable that the slit penetrates the inner cylinder portion in the radial direction and opens to the outer periphery of the inner cylinder portion.

Further, it is preferable that the slit has a shape in which the opening width on the inner peripheral side is larger than the opening width on the outer peripheral side in the axial direction.

According to the technique of the present disclosure, stick slip between the inlay portion (inner cylinder portion) of the propeller shaft and the tube (outer shaft member) can be effectively suppressed.

It is a schematic whole block diagram which shows an example of the drive system of the vehicle which concerns on this embodiment. It is a schematic partial sectional view which shows the propeller shaft which concerns on this embodiment. (A) is a schematic view showing an input side inlay part according to the present embodiment in an axial direction, and (B) is a schematic partial cross-sectional view showing an input side inlay part according to the present embodiment. Is. It is a schematic diagram which shows the input side inlay part which concerns on other embodiment in the axial direction view.

Hereinafter, the propeller shaft according to the present embodiment will be described with reference to the attached drawings. The same parts are designated by the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

FIG. 1 is a schematic overall configuration diagram showing an example of a drive system of a vehicle 1 according to the present embodiment.

[overall structure]
The vehicle 1 is equipped with an engine 2 as an example of a driving force source. A transmission 4 is detachably connected to the engine 2 via a clutch device 3, and a differential device 6 is connected to the transmission 4 via a propeller shaft 10. The left and right drive wheels 9 (the right drive wheel is not shown) are connected to the differential device 6 via the left and right drive shafts 8 (the right drive shaft is not shown). That is, the drive torque of the engine 2 is transmitted from the clutch device 3 to the propeller shaft 10 via the transmission 4, and is transmitted to the left and right drive shafts 8 via the differential device 6, respectively.

Although the vehicle 1 shows a rear-wheel drive vehicle in the illustrated example, it may be a four-wheel drive vehicle. In the case of a four-wheel drive vehicle, the transfer device may be connected to the transmission 4 directly or via the main propeller shaft, and the front propeller shaft and the rear propeller shaft may be connected to the transfer device, respectively. Further, although the vehicle 1 is shown as a truck in the illustrated example, it is a passenger car such as a bonnet type vehicle, or another vehicle such as a commercial vehicle or a bus having a propeller shaft between the driving force source and the driving wheel. You may.

[Propeller shaft]
FIG. 2 is a schematic partial cross-sectional view showing the propeller shaft 10 according to the present embodiment. In FIG. 2, reference numeral 5 indicates an input-side universal joint that connects the output shaft 4A of the transmission 4 and the input end of the propeller shaft 10, and reference numeral 7 indicates the output end of the propeller shaft 10 and the drive of the differential device 6. The output side universal joint connecting with the pinion 6A is shown. Hereinafter, the output shaft 4A side of the transmission 4 is simply referred to as the “input side” of the propeller shaft 10, and the drive pinion 6A side of the differential device 6 is simply referred to as the “output side” of the propeller shaft 10.

The propeller shaft 10 includes a first shaft 11 arranged on the input side and a second shaft 20 arranged on the output side. The first shaft 11 and the second shaft 20 are arranged coaxially with each other.

The first shaft 11 includes a first yoke 12 and a sleeve shaft 13 connected to the first yoke 12 in this order from the input side. The first yoke 12 constitutes a part of the above-mentioned input-side universal joint 5. Specifically, the input-side universal joint 5 includes a yoke 5A fixed to the output shaft 4A of the transmission 4 and a cross shaft 5B rotatably connecting the first yoke 12 and the yoke 5A. The output shaft 4A of the transmission 4 and the first shaft 11 are swingably connected to each other.

The sleeve shaft 13 is formed in a substantially cylindrical shape, and a female spline 13A that fits with a male spline 31A, which will be described later, is provided on the inner circumference thereof. The first yoke 12 is fixed to the input end of the sleeve shaft 13 by welding or the like, and the output end of the sleeve shaft 13 is released.

The second shaft 20 includes a spline shaft 30, a tube 60, and a second yoke 70 in this order from the input side.

The spline shaft 30 includes a spline shaft main body portion 31 and a diameter-expanded portion 40. The spline shaft main body 31 is formed in a cylindrical shape having a diameter smaller than the inner diameter of the sleeve shaft 13, and a male spline 31A is provided on the outer periphery of the spline shaft main body 31. The spline shaft main body 31 is inserted into the sleeve shaft 13 and is spline-fitted with the sleeve shaft 13. That is, while transmitting the rotational force from the first shaft 11 to the second shaft 20, the second shaft is connected to the first shaft 11 so as to be relatively movable in the axial direction.

The diameter-expanded portion 40 (an example of the inner shaft member of the present disclosure) is formed in a substantially conical trapezoidal cylinder shape that protrudes in the axial direction from the output end side of the spline shaft main body 31 and expands in diameter toward the output side. At the output end of the diameter-expanded portion 40, a cylindrical input-side in-row portion 50 (an example of the inner cylinder portion of the present disclosure) protruding coaxially with the diameter-expanded portion 40 is preferably integrated with the diameter-expanded portion 40. It is formed. The outer diameter of the output side end of the enlarged diameter portion 40 is formed to be substantially equal to the outer diameter of the tube 60, and the outer diameter of the input side inlay portion 50 is formed to be substantially equal to the inner diameter of the tube 60. At the boundary position between the enlarged diameter portion 40 and the input side inlay portion 50, a step portion 41 (an example of the fixed portion of the present disclosure) for abutting the input end of the tube 60 is provided in the circumferential direction.

A groove 80 having a substantially V-shaped cross section is provided between the output side end portion of the step portion 41 and the input side end portion of the tube 60, preferably the enlarged diameter portion 40 and the tube 60. However, the groove 80 is joined by arc welding or the like. The diameter-expanded portion 40 and the tube 60 may be joined by another welding method such as spot welding.

The tube 60 (an example of the outer shaft member of the present disclosure) is, for example, an electrosewn steel pipe obtained by rolling a steel plate into a substantially cylindrical shape and welding the seams thereof, and forms the outer periphery of the second shaft 20. When connecting the tube 60 and the spline shaft 30, the input end of the tube 60 was fitted into the input side inlay portion 50, and the tube 60 was pushed toward the input side until the input end of the tube 60 abuted on the step portion 41. Later, the groove 80 is welded. At this time, the input side in-row portion 50 functions as a guide for coaxially aligning the spline shaft 30 and the tube 60.

The second yoke 70 includes a yoke main body portion 71 and a large diameter tubular portion 72. Further, the second yoke 70 constitutes a part of the above-mentioned output-side universal joint 7, and is connected to the output end of the tube 60. Specifically, the output-side universal joint 7 includes a yoke 7A joined to the drive pinion 6A of the differential device 6 and a cross shaft 7B rotatably connecting the second yoke 70 and the yoke 7A. , The second shaft 20 and the drive pinion 6A of the differential device 6 are swingably connected to each other.

The second yoke 70 and the tube 60 are connected in substantially the same manner as the connection between the spline shaft 30 and the tube 60 described above. Specifically, at the input end of the yoke main body 71 of the second yoke 70, a large-diameter tubular portion 72 projecting coaxially with the yoke main body 71 is preferably formed integrally with the yoke main body 71. There is.

The large-diameter tubular portion 72 (an example of the inner shaft member of the present disclosure) is formed in a cylindrical shape, and the input end of the large-diameter tubular portion 72 has a cylindrical shape that projects coaxially with the large-diameter tubular portion 72. The output-side in-row portion 73 (an example of the inner cylinder portion of the present disclosure) is preferably formed integrally with the large-diameter cylinder portion 72. The outer diameter of the large-diameter tubular portion 72 is formed to be substantially equal to the outer diameter of the tube 60, and the outer diameter of the output side in-row portion 73 is formed to be substantially equal to the inner diameter of the tube 60. At the boundary position between the cylinder portion 72 and the output side inlay portion 73, a step portion 74 (an example of the fixed portion of the present disclosure) that abuts the output end of the tube 60 is provided in the circumferential direction.

A groove 90 having a substantially V-shaped cross section is provided between the end on the input side of the step portion 74 and the end on the output side of the tube 60, preferably the large diameter tubular portion 72 and the tube 60. And are joined by arc welding or the like at the groove 90. The large-diameter tubular portion 72 and the tube 60 may be joined by another welding method such as spot welding.

When connecting the tube 60 and the second yoke 70, the output end of the tube 60 is fitted into the output side inlay portion 73, and the tube 60 is pushed toward the output side until the output end of the tube 60 abuts on the step portion 74. After that, the groove 90 is welded. At this time, the output side in-row portion 73 functions as a guide for coaxially aligning the second yoke 70 with the tube 60.

By the way, when torque is input to the input side in-row section 50 when the vehicle starts, stress is accumulated in the input side in-row section 50 and the tube 60, and when torque is input to the tube 60, it is output to the tube 60. Stress may be accumulated on the side in-row portion 73. In such a case, if the rigidity of the input side inlay part 50, the output side inlay part 73, and the tube 60 is high, a large stress is accumulated in these input side inlay part 50, the output side inlay part 73, and the tube 60. When the stress is released, stick slip may occur.

In the present embodiment, the rigidity of the in-row portions 50 and 73 is reduced in both or one of the input-side in-row portion 50 and the output-side in-row portion 73 to effectively suppress the occurrence of stick slip. Slits 51 and 73A are provided. Since the slit 51 provided in the input side inlay section 50 and the slit 73A provided in the output side inlay section 73 are configured in substantially the same manner, the slit 51 provided in the input side inlay section 50 will be described below, and the output side will be described. The description of the slit 73A provided in the inlay portion 73 will be omitted.

[slit]
FIG. 3A is a schematic view showing the input-side inlay section 50 according to the present embodiment in an axial direction, and FIG. 3B is a schematic view showing the input-side inlay section 50 according to the present embodiment. It is a partial cross-sectional view.

A plurality of slits 51 extending in the axial direction are formed in the input side inlay portion 50 fitted to the tube 60. The slits 51 are preferably arranged at equal intervals in the circumferential direction so as not to affect the rotational balance of the propeller shaft 10.

The slit 51 penetrates the input-side in-row portion 50 in the radial direction and opens on the outer peripheral surface of the input-side in-row portion 50 in contact with the inner peripheral surface of the tube 60. That is, by opening the slit 51 in the outer peripheral surface of the input side inlay portion 50, the contact area between the outer peripheral surface of the input side inlay portion 50 and the inner peripheral surface of the tube 60 is effectively reduced. ..

Further, the slit 51 is preferably paraphrased from the axial tip portion 52 (output side end portion) of the input side inlay portion 50 to the axial base end portion 53 (input side end portion) in front of the groove 80. For example, it is provided over the entire length of the portion that overlaps with the tube 60 of the input side inlay portion 50. This makes it possible to reliably reduce the rigidity of the portion of the input-side inlay portion 50 that is fitted into the tube 60 over the entire length in the axial direction. The width in the circumferential direction, the length and the number in the axial direction of the slit 51 may be appropriately set according to various specifications such as design conditions and performance conditions of the propeller shaft 10.

According to the present embodiment described in detail above, a plurality of slits 51 are provided in the input side inlay portion 50, and the slits 51 are provided over the entire length of the portion overlapping with the tube 60 of the input side inlay portion 50. It is configured to reduce the rigidity of the input side in-row portion 50. Further, the slit 51 is passed through the input side inlay portion 50 in the radial direction to open the outer periphery of the input side inlay portion 50, and the contact area between the input side inlay portion 50 and the tube 60 is reduced to reduce the contact area between the input side inlay portion 50 and the tube 60. It is configured so that the contact surface pressure between the portion 50 and the tube 60 can be effectively reduced.

As a result, the maximum frictional force of the input-side in-row portion 50 with respect to the tube 60 is reduced when the vehicle is started, and the sticking of the input-side in-row portion 50 with respect to the tube 60 is effectively suppressed. It is possible to suppress excessive accumulation of torque in the side in-row portion 50. Further, by suppressing the accumulation of torque in the tube 60 and the input side inlay portion 50, it is possible to effectively suppress the generation of stick slip, and it is also possible to suppress the generation of abnormal noise caused by stick slip. Will be.

[others]
It should be noted that the present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

For example, as shown in FIG. 4, the slit 55 may be formed in a substantially trapezoidal shape in which the opening width in the circumferential direction expands toward the inside in the radial direction. With this configuration, the rigidity of the input-side inlay portion 50 can be further reduced as compared with the above embodiment while maintaining the function as an insertion guide, and the occurrence of stick slip can be suppressed more effectively. It will be possible. Here, the cross-sectional shape of the slit 55 is not limited to the trapezoidal shape shown in FIG. 4, and is not limited to the trapezoidal shape shown in FIG. It is also possible to apply a surface connecting to the radial outer opening, such as one whose surface is curved in an arc shape).

Further, the application of the present disclosure is not limited to the propeller shaft 10, and can be widely applied to other shaft components joined by the inlay structure.

1 Vehicle 2 Engine 4 Transmission 6 Differential device 10 Propeller shaft 11 1st shaft 12 1st yoke 13 Sleeve shaft 20 2nd shaft 30 Spline shaft 40 Diameter expansion part (inner shaft member)
41 Stepped part (fixed part)
50 Input side inlay part (inner cylinder part)
51 Slit 60 Tube (outer shaft member)
70 2nd yoke 72 Large diameter cylinder (inner shaft member)
73 Output side inlay part (inner cylinder part)
74 Stepped part (fixed part)

Claims (3)

Cylindrical outer shaft member and
A fixed portion to which one end in the axial direction of the outer shaft member is fixed, and a cylindrical inner cylinder portion that is projected from the fixed portion toward the outer shaft member and fitted into the outer shaft member. A propeller shaft comprising an inner shaft member having
A propeller shaft characterized in that the inner cylinder portion is provided with at least one or more slits extending in the axial direction from the tip end to the base end. The propeller shaft according to claim 1, wherein the slit penetrates the inner cylinder portion in the radial direction and opens to the outer periphery of the inner cylinder portion. The propeller shaft according to claim 1 or 2, wherein the slit has a shape in which the opening width on the inner peripheral side is larger than the opening width on the outer peripheral side in the axial direction.

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