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WO2010058268A2 - Arbre d'entraînement de véhicule et véhicule équipé d'un arbre d'entraînement de véhicule - Google Patents

Arbre d'entraînement de véhicule et véhicule équipé d'un arbre d'entraînement de véhicule Download PDF

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Publication number
WO2010058268A2
WO2010058268A2 PCT/IB2009/007503 IB2009007503W WO2010058268A2 WO 2010058268 A2 WO2010058268 A2 WO 2010058268A2 IB 2009007503 W IB2009007503 W IB 2009007503W WO 2010058268 A2 WO2010058268 A2 WO 2010058268A2
Authority
WO
WIPO (PCT)
Prior art keywords
shaft portion
shaft
engagement
vehicle
axis
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.)
Ceased
Application number
PCT/IB2009/007503
Other languages
English (en)
Other versions
WO2010058268A8 (fr
WO2010058268A3 (fr
Inventor
Takeo Yamamoto
Shogo Yamano
Keishi Kobata
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to US13/123,831 priority Critical patent/US20110209961A1/en
Priority to CN200980145688XA priority patent/CN102216636A/zh
Priority to DE112009002610T priority patent/DE112009002610T5/de
Publication of WO2010058268A2 publication Critical patent/WO2010058268A2/fr
Publication of WO2010058268A3 publication Critical patent/WO2010058268A3/fr
Publication of WO2010058268A8 publication Critical patent/WO2010058268A8/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
    • F16D3/10—Couplings with means for varying the angular relationship of two coaxial shafts during motion
    • 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
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D1/101—Quick-acting couplings in which the parts are connected by simply bringing them together axially without axial retaining means rotating with the coupling
    • 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
    • F16D3/18—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts the coupling parts (1) having slidably-interengaging teeth
    • F16D3/185—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts the coupling parts (1) having slidably-interengaging teeth radial teeth connecting concentric inner and outer coupling parts
    • 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
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D2001/103—Quick-acting couplings in which the parts are connected by simply bringing them together axially the torque is transmitted via splined connections

Definitions

  • the invention relates to a vehicle drive shaft, which serves as a power transmission member, provided in a power transmission path of a vehicle and a vehicle equipped with the vehicle drive shaft.
  • Vehicle drive shafts are known as rotary shafts provided in a power transmission path from a power source for propelling a vehicle to drive wheels in order to transmit power output from the power source to the drive wheels.
  • drive shafts described in Japanese Patent Application Publication No. 2004-9843 correspond to the above vehicle drive shafts.
  • the drive shafts described in JP-A-2004-9843 are front wheel drive shafts provided between a front wheel differential gear unit and front wheels in a front-engine front-drive (FF) vehicle, and are used to transmit torque from the front wheel differential gear unit to the front wheels.
  • FF front-engine front-drive
  • the vehicle drive shafts include front wheel drive shafts used in an all-wheel drive vehicle, and rear wheel drive shafts provided between a rear wheel differential gear unit and rear wheels in a rear-wheel drive vehicle or all-wheel drive vehicle, such as a front-engine rear-drive (FR) type, a midship rear-drive (MR) type and a rear-engine rear-drive (RR) type.
  • FR front-engine rear-drive
  • MR midship rear-drive
  • RR rear-engine rear-drive
  • drive train torsional resonance occurs to increase vibrations or noise, such as muffled noise in a vehicle cabin.
  • the drive train torsional resonance occurs when, in a vehicle equipped with a lock-up clutch torque converter, the lock-up clutch is engaged at a relatively low rotational speed.
  • a technique is not within the public domain, it is conceivable that, for example, a vehicle drive shaft equipped with an intermediate shaft 100 as shown in FIG 15 is used to decrease torsional rigidity of part of a drive train to thereby decrease the resonant frequency of the drive train, thus suppressing the torsional resonance.
  • FIG 16 is a cross-sectional view that is taken along the line XVI-XVI in FIG 15.
  • FIG. 17 is a cross-sectional view that is taken along the line XVII-XVII in FIG. 15.
  • the intermediate shaft 100 includes a core shaft portion 108 and a sleeve shaft portion 114.
  • the core shaft portion 108 has a low torsional rigidity portion 102 at a middle portion in the axial direction, and has a first spline shaft portion 104 and a second spline shaft portion 106 respectively at both ends.
  • the sleeve shaft portion 114 has a first spline hole portion 110 at one end and a second spline hole portion 112 at the other end.
  • the first spline hole, portion 110 is fitted to the first spline shaft portion 104.
  • the second spline hole portion 112 inserts the second spline shaft portion 106 with a predetermined gap in the circumferential direction.
  • the predetermined gap is set so that, when torque transmitted to the intermediate shaft 100 exceeds a predetermined value and the relative torsional angle of the second spline shaft portion 106 with respect to the second spline hole portion 112 becomes a predetermined angle 01, the second spline hole portion 112 contacts the second spline shaft portion 106 in the circumferential direction.
  • the predetermined value is obtained through an experiment, or the like, in advance as a transmission torque value, for example, when the lock-up clutch is engaged at a relatively low rotational speed.
  • the thus configured intermediate shaft 100 when the transmission torque is relatively low, that is, lower than or equal to the predetermined value, the thus configured intermediate shaft 100 is placed in a low torsional rigidity state where torque is transmitted via the low torsional rigidity portion 102.
  • the transmission torque is relatively high, that is, exceeds the predetermined value, the intermediate shaft 100 is placed in a high torsional rigidity state where torque is transmitted via the low torsional rigidity portion 102 and the sleeve shaft portion 114.
  • the vehicle drive shaft having the intermediate shaft 100 for example, when the lock-up clutch is engaged at a relatively low rotational speed, torsional rigidity of part of the drive train is decreased to decrease the resonant frequency of the drive train.
  • the invention provides a vehicle drive shaft that allows its components to be accurately and easily machined and that, in addition, is able to suppress occurrence of drive train torsional resonance while ensuring durability and stability of control, and also provides a vehicle equipped with the vehicle drive shaft.
  • a first aspect of the invention relates to a vehicle drive shaft that constitutes part of a power transmission path of a vehicle and that is provided to transmit power to a drive wheel.
  • the vehicle drive shaft includes: a first shaft portion that has a core shaft portion and a sleeve shaft portion, which respectively have a first coupling portion and a first engagement portion at distal ends thereof, and which respectively have proximal ends integrally fixed to each other, and which extend longitudinally in the direction of the axis coaxially with each other; and a second shaft portion that is provided coaxially with the first shaft portion (44) and that has a second coupling portion and a second engagement portion, wherein the second coupling portion is fixed to the first coupling portion so that the second coupling portion is not rotatable about the axis relative to the first coupling portion, and the second engagement portion contacts the first engagement portion in a circumferential direction when a relative torsional angle between the first engagement portion and the second engagement portion is larger than or equal to a predetermined value.
  • the first coupling portion and the first engagement portion are provided adjacent to each other in the direction of the axis at one end of the first shaft portion, and the second coupling portion and the second engagement portion are provided adjacent to each other in the direction of the axis at one end of the second shaft portion.
  • those first coupling portion, first engagement portion, second coupling portion and second engagement portion may be accurately and easily machined.
  • the reference in the direction of the axis may be set near a machining portion or so-called one chuck machining that a machining member is machined without changing a chuck holding portion is possible.
  • the gap in the circumferential direction between the first engagement portion and the second engagement portion which determines the variable characteristic of the torsional rigidity of the vehicle drive shaft, may be accurately set at a predetermined value.
  • the vehicle drive shaft is placed in a low torsional rigidity state where torque is transmitted via the core shaft portion (the first coupling portion and the second coupling portion).
  • the transmission torque is relatively high, for example, during acceleration, the vehicle drive shaft is placed in a high torsional rigidity state where torque is transmitted via not only the core shaft portion but also the sleeve shaft portion (the first engagement portion and the second engagement portion).
  • the torsional rigidity of part of the drive train is decreased to decrease the resonance frequency of the drive train.
  • components of the vehicle drive shaft may be accurately and easily machined, and, in addition, it is possible to suppress occurrence of the drive train torsional resonance while ensuring durability and control stability.
  • the first coupling portion may be a spline shaft portion that is formed at the distal end of the core shaft portion
  • the first engagement portion may be a plurality of first engagement protrusions that protrude in the direction of the axis at a predetermined interval around the axis at the distal end of the sleeve shaft portion
  • the second coupling portion may be a spline hole portion that is bored at a center of one end surface of the second shaft portion
  • the second engagement portion may be a plurality of second engagement protrusions that protrude from the one end surface of the second shaft portion in the direction ot the axis at a predetermined interval around the axis so as to form a predetermined gap in the circumferential direction between the plurality of first engagement protrusions and the plurality of second engagement protrusions.
  • the first engagement protrusions are formed in such a manner that, for example, the distal end surface of the sleeve shaft portion is set as the reference in the direction of the axis and then the distal end surface is grooved at a predetermined interval around the axis.
  • the spline shaft portion is formed in such a manner that, for example, the core shaft portion that protrudes from the distal end surface of the sleeve shaft portion, which serves as the reference in the direction of the axis, in the direction of the axis by the predetermined length is gear-cut.
  • the second engagement protrusions are formed in such a manner that, for example, at one end of the second shaft portion formed in a closed-end cylindrical shape having a bottom surface that corresponds to the end surface of the second shaft portion, the one end surface is set as the reference in the direction of the axis, and then the cylindrical portion that protrudes from the outer peripheral side of the one end surface in the direction of the axis is grooved at a predetermined interval around the axis.
  • the spline hole portion is formed in such a manner that, for example, the pilot hole bored at the center of the one end surface is internally gear-cut or die indented.
  • a second aspect of the invention relates to a vehicle that includes the vehicle drive shaft according to the first aspect of the invention.
  • components of the drive shaft may be accurately and easily machined, and, in addition, it is possible to provide a vehicle that is able to suppress occurrence of the drive train torsional resonance while ensuring durability and control stability.
  • the vehicle may include: a torque converter that is connected to a power source for propelling the vehicle, that transmits power from the power source and that has a lock-up clutch; and an automatic transmission that transmits the power from the torque converter to the drive shaft.
  • the predetermined value of the relative torsional angle may be a relative torsional angle between the first engagement portion and the second engagement portion around the axis of the drive shaft when the automatic transmission is set at a lowest speed gear, and when a maximum torque transmittable to the drive shaft at the time when the lock-up clutch is engaged is applied to the drive shaft.
  • FIG 1 is a view that shows the schematic configuration of a vehicle drive device equipped with vehicle drive shafts according to an embodiment of the invention and a relevant portion of a control system provided for the vehicle;
  • FIG 2 is a map that shows a prestored relationship related to an operating range of a lock-up clutch of a torque converter shown in FIG 1, the relationship being set in two-dimensional coordinates having a vehicle speed axis and a throttle valve opening degree axis;
  • FIG 3 is an enlarged view that shows an intermediate shaft of the vehicle drive shaft shown in FIG. 1, that is, a portion indicated by the arrow III in FIG 1;
  • FIG 4 is a cross-sectional view that shows a portion of the intermediate shaft in FIG 3, indicated by the arrow IV;
  • FIG 5 is a cross-sectional view taken along the line V-V in FIG 4, showing a first shaft portion only;
  • FIG 6 is a partially cross-sectional view taken along the line VI-VI in FIG 5 at the other end while the outer shape of one end of the first shaft portion shown in FIG 3 remains unchanged;
  • FIG. 7 is a cross-sectional view taken along the line VII-VII in FIG. 4, showing a second shaft portion only;
  • FIG 8 is a partially cross-sectional view taken along the line VIII-VIII in FIG 7 at the other end while the outer shape of one end of the second shaft portion shown in FIG 3 remains unchanged;
  • FIG. 9 is a cross-sectional view taken along the line IX-IX over the intermediate shaft shown in FIG 3, showing an engaged portion between the first shaft portion and the second shaft portion;
  • FIG 10 is a graph that shows the characteristic related to torsion of the vehicle drive shaft shown in FIG. 1 and that shows the relationship between the transmission torque of the vehicle drive shaft and the torsional angle of a core shaft;
  • FIG 11 is a view that shows an equivalent four degrees of freedom model simply illustrating a torsional vibration system of the vehicle drive device shown in FIG 1 using masses and dampers;
  • FIG. 12 is a view that shows the index of torsion, that is, the relative amplitude among the masses, as the result of calculating the equation of motion of the equivalent four degrees of freedom model shown in FIG. 11;
  • FIG. 13 is a graph that shows the vibration characteristic of the entire vibration system of the vehicle equipped with the vehicle drive shafts shown in FIG 1, and that shows a portion related to a second-order torsional resonance mode within the relationship between the engine rotational speed and the vibration transmission level;
  • FIG 14 is a partially cross-sectional view of a first shaft portion of a vehicle drive shaft according to another embodiment of the invention
  • FIG 15 is a partially cross-sectional view of an intermediate shaft of a vehicle drive shaft, which is not within the public domain, improved from the one according to the related art in order to suppress torsional resonance;
  • FIG 16 is a cross-sectional view that is taken along the line XVI-XVI over the drive shaft shown in FIG 15; and
  • FIG. 17 is a cross-sectional view that is taken along the line XVII-XVII over the drive shaft shown in FIG 15.
  • FIG 1 is a view that shows the schematic configuration of a vehicle drive device 12 equipped with vehicle drive shafts (vehicle power transmission members) 10 according to an embodiment of the invention and a relevant portion of a control system provided for the vehicle.
  • the drive device 12 is used for a front-engine front-drive (FF) vehicle, and includes an engine 14 as a power source for propelling the vehicle.
  • the engine 14 is, for example, formed of an internal combustion engine, such as a gasoline engine and a diesel engine.
  • Power output from the engine 14 is transmitted to a differential gear unit 22 via a well-known torque converter 16 and automatic transmission 18, and is distributed from the differential gear unit 22 to a pair of drive wheels 24 via a pair of vehicle drive shafts 10. That is, the vehicle drive shafts 10 according to the present embodiment constitute part of a power transmission path of the vehicle from the engine 14 to the drive wheels 24, and are provided to transmit power, transmitted from the engine 14 to the differential gear unit 22, to the drive wheels 24.
  • the torque converter 16 includes a pump impeller 25, a turbine impeller 26 and a stator impeller 27.
  • the pump impeller 25 is coupled to a crankshaft (not shown) that serves as an output shaft of the engine 14, and is driven for rotation by the engine 14 to generate fluid flow caused by flow of hydraulic fluid in the torque converter 16.
  • the turbine impeller 26 is coupled to an input shaft of the automatic transmission 18 and is driven for rotation by fluid flow from the pump impeller 25.
  • the stator impeller 27 is arranged in fluid flow from the turbine impeller 26 to the pump impeller 25.
  • the torque converter 16 amplifies torque while transmitting power via hydraulic fluid.
  • a lock-up clutch 29 is provided between the pump impeller 25 and the turbine impeller 26.
  • the lock-up clutch 29 is engaged or released by hydraulic pressure supplied from a hydraulic pressure control circuit 28.
  • the lock-up clutch 29 is completely engaged to mechanically directly couple the pump impeller 25 to the turbine impeller 26, and then the crankshaft of the engine 14 and the input shaft of the automatic transmission 18 are integrally rotated.
  • a rotary member of a mechanical oil pump 30 is coupled to the pump impeller 25. The oil pump 30 is used to supply the hydraulic pressure control circuit 28 with hydraulic pressure used for shift control of the automatic transmission 18, engagement and release control of the lock-up clutch 29, or the like.
  • An electronic control unit 31 includes a so-called microcomputer that includes a CPU, a RAM, a ROM, an input/output interface, and the like.
  • the electronic control unit 31 is, for example, supplied with a signal that indicates a throttle valve opening degree ⁇ JH from a throttle sensor 32, a signal that indicates a vehicle speed V from a vehicle speed sensor 33, and the like.
  • the electronic control unit 31 utilizes the temporary storage function of the RAM and carries out signal processing in accordance with a program prestored in the ROM to execute output control of the engine 14, shift control of the automatic transmission 18, engagement and release control of the lock-up clutch 29 of the torque converter 16, or the like.
  • the engagement and release control of the lock-up clutch 29, determines an operating region of the lock-up clutch 29 on the basis of an actual throttle valve opening degree ⁇ TH and an actual vehicle speed V by referring to the prestored relationship (map, lock-up region line map) formed of the operating region, that is, a release region and an engagement region, of the lock-up clutch 29 set in two-dimensional coordinates having a vehicle speed axis and a throttle valve opening degree axis as shown in FIG 2, and outputs a lock-up control instruction signal S L for shifting the operating state of the lock-up clutch 29 to the hydraulic pressure control circuit 28 on the basis of the determined operating region.
  • the hydraulic pressure control circuit 28 for example, actuates an internal electromagnetic valve, and the like, to control hydraulic pressure supplied to the lock-up clutch 29 so as to shift the operating state of the lock-up clutch 29 in accordance with the lock-up control instruction signal S L -
  • the pair of vehicle drive shafts 10 each include a first coupling shaft (inboard shaft member) 34, an intermediate shaft 38 and a second coupling shaft (outboard shaft member) 42.
  • One end of the first coupling shaft 34 is coupled to an output member of the differential gear unit 22.
  • One end of the intermediate shaft 38 is coupled to the other end of the first coupling shaft 34 via a universal joint 36.
  • One end of the second coupling shaft 42 is coupled to the intermediate shaft 38 via a universal joint 40.
  • the intermediate shaft 38 of the vehicle drive shaft 10 on the left side in FIG 1 and the intermediate shaft 38 of the vehicle drive shaft 10 on the right side in FIG. 1 only differ from each other in the axial length, and, other than that, have similar structures to each other.
  • the intermediate shaft 38 of the drive shaft 10 on the left side in FIG 1 will be described.
  • FIG 3 is an enlarged view that shows the intermediate shaft 38 on the left side in FIG 1, that is, a portion indicated by the arrow III in FIG 1.
  • FIG 4 is a cross-sectional view taken along the line IV-IV in FIG. 3.
  • the intermediate shaft 38 is an integrated member of a first shaft portion 44 and a second shaft portion 46.
  • the first shaft portion 44 and the second shaft portion 46 are provided coaxially with respect to each other along an axis C in a direction in which torque is transmitted.
  • One ends of the first shaft portion 44 and the second shaft portion 46 are coupled to each other.
  • FIG 5 is a cross-sectional view taken along the line V-V in FIG 4, showing the first shaft portion 44 only.
  • FIG 6 is a partially cross-sectional view taken along the line VI-VI in FIG 5 at the other end while the outer shape of one end of the first shaft portion 44 remains unchanged.
  • the first shaft portion 44 is a shaft member that includes a hollow cylindrical sleeve shaft portion 48 and a columnar core shaft portion 50.
  • the sleeve shaft portion 48 and the core shaft portion 50 respectively have proximal ends that are integrally fixed to each other near a middle portion in the direction of the axis C.
  • the sleeve shaft portion 48 and the core shaft portion 50 are formed longitudinally in the direction of the axis C on the distal end side with respect to the proximal ends and are provided coaxially with each other.
  • the sleeve shaft portion 48 has a plurality of first engagement protrusions 52 that protrude in the direction of the axis C at the distal end and that are formed at predetermined intervals around the axis C.
  • these plurality of first engagement protrusions 52 are provided, for example, at equiangular intervals of 60 degrees around the axis C, and are formed so that the circumferential length of each first engagement protrusion 52 is a length that occupies the range of a predetermined angle ⁇ A about the axis C as shown in FIG 5.
  • the core shaft portion 50 has a spline shaft portion 54 that is formed at the distal end and that protrudes from the distal end surface of the sleeve shaft portion 48 (first engagement protrusions 52) in the direction of the axis C by a predetermined length.
  • the spline shaft portion 54 has a square-spline shaft that, for example, has a plurality of square-spline teeth at equiangular intervals of 60 degrees around the axis C, and is formed so that the relative phases around the axis C between the plurality of spline grooves and the plurality of first engagement protrusions 52 coincide with each other.
  • the entire first shaft portion 44 including the core shaft portion 50 and the sleeve shaft portion 48 is integrally formed of a member of the same material.
  • the first shaft portion 44 is, for example, manufactured as follows. In a state where one end of an axial material is fixed (chucked) to a machine tool, an end surface of the other end is cut in the direction of the axis C by a machining center (numerically controlled machine tool that performs various types of machining while automatically replacing multiple types of tools in accordance with an input instruction (program)).
  • a closed-end annular groove 55 is formed, and the core shaft portion 50 is formed to protrude from the distal end surface 53 of the sleeve shaft portion 48 in the direction of the axis C by a predetermined length.
  • the distal end surface 53 of the sleeve shaft portion 48 is set as the reference in the direction of the C axis, and the distal end surface 53 is grooved at equiangular intervals of, for example, 60 degrees around the axis C to form the first engagement protrusions 52.
  • the distal end of the core shaft portion 50 that protrudes from the distal end surface 53 in the direction of the axis C is gear-cut to form the spline shaft portion 54.
  • FIG 7 is a cross-sectional view taken along the line VII-VII in FIG 4, showing the second shaft portion 46 only.
  • FIG. 8 is a partially cross-sectional view taken along the line VIII-VIII in FIG 7 at the other end while the outer shape of one end of the second shaft portion 46 remains unchanged.
  • the second shaft portion 46 is an axial member that has a spline hole portion 58 and a plurality of second engagement protrusions 60 at one end.
  • the spline hole portion 58 is bored at the center of an end surface 56 thereof.
  • the plurality of second engagement protrusions 60 protrude from the end surface 56 in the direction of the axis C and are formed at predetermined intervals around the axis C.
  • the spline hole portion 58 has a square-spline hole that has a plurality of square-spline grooves at equiangular intervals of, for example, 60 degrees around the axis C. Then, as shown in FIG 4, the spline hole portion 58 is fixedly fitted to the spline shaft portion 54 so that the spline hole portion 58 is not rotatable relative to the spline shaft portion 54 around the axis C.
  • the plurality of second engagement protrusions 60 are provided at equiangular intervals of, for example, 60 degrees around the axis C, and are formed so that the circumferential length of each groove between the adjacent second engagement protrusions 60 is a length that occupies the range of a predetermined angle ⁇ B about the axis C as shown in FIG 7.
  • the plurality of second engagement protrusions 60 are formed so that the relative phases around the axis C between the plurality of second engagement protrusions 60 and the plurality of square-spline grooves of the spline hole portion 58 coincide with each other.
  • the entire second shaft portion 46 including the plurality of second engagement protrusions 60 is integrally formed of a member having the same material.
  • the second shaft portion 46 is, for example, manufactured as follows. In a state where one end of an axial material is fixed (chucked) by a machine tool, the end surface of the other end is cut by a machining center, or the like, to form the other end into a closed-end cylindrical shape having the end surface 56 as a bottom surface. Subsequently, a pilot hole bored at the center of the end surface 56 is, for example, internally gear-cut or die indented to form the spline hole portion 58.
  • the cylindrical portion that protrudes from the outer peripheral side of the end surface 56 in the direction of the axis C is grooved at equiangular intervals of, for example, 60 degrees around the axis C to form the second engagement protrusions 60.
  • FIG 9 is the cross-sectional view taken along the line IX-IX over the intermediate shaft 38 in FIG 3, predetermined gaps ⁇ are formed in the circumferential direction between the plurality of second engagement protrusions 60 and the plurality of first engagement protrusions 52.
  • a predetermined value that is, the gap ⁇
  • the gap ⁇ is expressed by the mathematical expression (1) using the predetermined angles ⁇ A and ⁇ .
  • the gap ⁇ is a value that is experimentally obtained in advance as the relative torsion allowable angle between the adjacent first engagement protrusion 52 and second engagement protrusion 60 when the transmission torque T of the intermediate shaft 38 is, for example, a predetermined torque Tl set at 200 [N » m].
  • the gap ⁇ is, for example, set at approximately 4 degrees.
  • the vehicle drive shaft 10 having the thus configured intermediate shaft 38, when the transmission torque T is relatively low, that is, lower than or equal to the predetermined torque Tl (see FIG 10, which will be described later), the first engagement protrusions 52 do not contact the second engagement protrusions 60. Thus, the vehicle drive shaft 10 is placed in a low torsional rigidity state where torque is transmitted through the core shaft portion 50 only. On the other hand, when the transmission torque T is relatively high, that is, exceeds the predetermined torque Tl, the first engagement protrusions 52 contact the second engagement protrusions 60. Thus, the vehicle drive shaft 10 is placed in a high torsional rigidity state where torque is transmitted through not only the core shaft portion 50 but also the sleeve shaft portion 48.
  • first engagement protrusions 52 may be regarded as a first engagement portion according to the aspect of the invention
  • the spline shaft portion 54 may be regarded as a first coupling portion according to the aspect of the invention.
  • second engagement protrusions 60 may be regarded as a second engagement portion according to the aspect of the invention
  • the spline hole portion 58 may be regarded as a second coupling portion according to the aspect of the invention.
  • FIG 10 is a graph that shows the characteristic related to torsion of the vehicle drive shaft 10 and that shows the relationship between the transmission torque T of the vehicle drive shaft 10 and the torsional angle ⁇ T of the distal end of the core shaft portion 50 with respect to the proximal end of the core shaft portion 50.
  • the torsional angle ⁇ T corresponds to the relative torsion angle between the first engagement protrusions 52 and the second engagement protrusions 60.
  • the transmission torque T is, for example, lower than the predetermined torque Tl set at 200 [N # m] and then torque is transmitted through the core shaft portion 50 only, in comparison with the case where the transmission torque T exceeds the predetermined torque Tl and then torque is transmitted through the core shaft portion 50 and the sleeve shaft portion 48, torsional rigidity is reduced by 50 percent to increase the rate of increase in torsional angle OT with respect to the rate of increase in transmission torque T.
  • the predetermined torque Tl is experimentally obtained in advance.
  • the maximum torque at the time when the lock-up clutch 29 is engaged is set as the predetermined torque Tl in a low speed region L within an engagement region of the lock-up clutch 29 from a predetermined speed Vl to a predetermined speed V2 shown in FIG 2 at a predetermined gear.
  • a throttle valve opening degree ⁇ TH I becomes a throttle valve opening degree ⁇ TH at which the transmission torque T is maximum in a low speed region L, that is, just before the operating state of the lock-up clutch 29 shifts from an engaged state into a released state, is the throttle valve opening degree ⁇ TH corresponding to the predetermined torque Tl.
  • the torsional rigidity at the time when the lock-up clutch 29 is engaged in the low speed region L is decreased.
  • the torsional rigidity at the time when the lock-up clutch 29 is engaged in the low speed region L is equal to the torsional rigidity at the time when relatively large torque is transmitted because of high load applied, for example, during acceleration.
  • the torsional rigidity is generally designed in correspondence with when high load is applied in order to ensure durability of the drive shaft and stability of control over the vehicle.
  • the dotted line in FIG 10 in a drive shaft that is an example of which the rigidity is decreased in comparison with the related art, it is difficult to ensure durability of the drive shaft and stability of control over the vehicle when high load is applied.
  • FIG. 11 is a view that shows an equivalent four degrees of freedom model illustrating the torsional vibration system of the vehicle drive device 12 using masses and dampers.
  • a mass Ml includes the crankshaft of the engine 14 and a primary side of the torque converter 16 (the input shaft and pump impeller 25 of the torque converter 16), and has a moment of inertia II.
  • a mass M2 includes a secondary side of the torque converter 16 (the output shaft and turbine impeller 26 of the torque converter 16), the automatic transmission 18 and the differential gear unit 22, and has a moment of inertia 12.
  • a mass M3 includes the drive wheels 24, and has a moment of inertia 13.
  • a mass M4 includes a suspension and a vehicle body, and has a moment of inertia 14.
  • the mass Ml and the mass M2 are coupled to each other by a lock-up damper 72 of the torque converter 16, having a torsional rigidity K ⁇ l.
  • the mass M2 and the mass M3 are coupled to each other by the drive shafts 70 having a torsional rigidity K ⁇ 2.
  • the mass M3 and the mass M4 are coupled to each other by tires 74 of the drive wheels 24, having a torsional rigidity K ⁇ 3.
  • FIG 12 shows the second-order torsional resonance mode (vibration mode), and shows the indices of torsion of the masses Ml to M3 (relative amplitudes or angles among the masses) using the lengths of the arrows Al, A2 and A3.
  • the mass M4 almost does not move.
  • the mass M2 in the second-order torsional resonance mode, the mass M2 has the maximum torsion (relative amplitude), so it is conceivable that the torsional rigidity K ⁇ 2 of the vehicle drive shafts 70 is decreased in order to effectively reduce resonance in this drive mode.
  • FIG 13 is a graph that shows part of the vibration characteristic of the entire vibration system of the vehicle equipped with the vehicle drive shafts 10 according to the present embodiment, and is a graph that shows the relationship between the engine rotational speed N E of the engine 14 and the vibration transmission level LV.
  • the dotted line shows the relationship between the engine rotational speed N E and the vibration transmission level LV when the transmission torque T exceeds the predetermined torque Tl, and, in addition, shows the relationship between the engine rotational speed N E and the vibration transmission level LV in the vibration system of the vehicle equipped with the drive shafts 70 according to the related art.
  • the torsional rigidity at the time when the transmission torque T exceeds the predetermined torque Tl is equal to that of the drive shaft 70 according to the related art.
  • the solid line indicates the relationship between the engine rotational speed N E and the vibration transmission level LV when the transmission torque T is lower than or equal to the predetermined torque Tl. As shown in FIG 13, the solid line is shifted in a direction in which a resonance point decreases, that is, in a direction in which the engine rotational speed decreases, as compared with the dotted line.
  • the torsional rigidity is decreased to decrease the resonance frequency.
  • the vibration transmission level LV is decreased from a vibration transmission level LVl to a predetermined vibration transmission level LV2.
  • the vibration transmission level LV is suppressed to the same value, that is, the predetermined vibration transmission level LVl.
  • the vehicle drive shaft 10 constitutes part of the power transmission path of the vehicle and is provided to transmit power to the drive wheel 24.
  • the vehicle drive shaft 10 includes the first shaft portion 44 and the second shaft portion 46.
  • the first shaft portion 44 has the core shaft portion 50 and the sleeve shaft portion 48 at one end thereof.
  • the core shaft portion 50 and the sleeve shaft portion 48 are formed longitudinally in the direction of the axis C and coaxially fixed to each other.
  • the spline shaft portion 54 and the first engagement protrusions 52 are respectively provided for the core shaft portion 50 and the sleeve shaft portion 48.
  • the second shaft portion 46 is provided coaxially with the first shaft portion 44.
  • the second shaft portion 46 has the spline hole portion 58 and the second engagement protrusions 60 at one end thereof.
  • the spline hole portion 58 is fixed to the spline shaft portion 54 so that the spline hole portion 58 is not rotatable relative to the spline shaft portion 54 around the axis C.
  • the second engagement protrusions 60 contact the first engagement protrusions 52 in the circumferential direction when the relative torsion allowable angle between the first engagement protrusions 52 and the second engagement protrusions 60 is larger than or equal to the predetermined value, that is, the gap ⁇ .
  • the vehicle drive shaft 10 transmits torque via the core shaft portion 50 only.
  • the relative torsion allowable angle between the first engagement protrusions 52 and the second engagement protrusions 60 is larger than or equal to the gap ⁇ "
  • the vehicle drive shaft 10 transmits torque that is larger than the above torque via not only the core shaft portion 50 but also the sleeve shaft portion 48.
  • the spline shaft portion 54 and the first engagement protrusions 52 are provided adjacent to each other in the direction- of the axis C at one end of the first shaft portion 44, and the spline hole portion 58 and the second engagement protrusions 60 are provided adjacent to each other in the direction of the axis C at one end of the second shaft portion 46.
  • those spline shaft portion 54, first engagement protrusions 52, spline hole portion 58 and second engagement protrusions 60 may be accurately and easily machined.
  • the reference in the direction of the axis C may be set near a machining portion or so-called one chuck machining that a machining member is machined without changing a chuck holding portion is possible.
  • the gap ⁇ in the circumferential direction between the first engagement protrusions 52 and the second engagement protrusions 60 which determines the variation characteristic of the torsional rigidity of the vehicle drive shaft 10, may be accurately set at a predetermined value.
  • the vehicle drive shaft 10 is placed in a low torsional rigidity state where torque is transmitted via the core shaft portion 50 (the spline shaft portion 54 and the spline hole portion 58).
  • the transmission torque T is relatively high, for example, during acceleration, the vehicle drive shaft 10 is placed in a high torsional rigidity state where torque is transmitted via not only the core shaft portion 50 but also the sleeve shaft portion 48 (the first engagement protrusions 52 and the second engagement protrusions 60).
  • the torsional rigidity of part of the drive train is decreased to decrease the resonance frequency of the drive train.
  • components of the vehicle drive shaft 10 may be accurately and easily machined, and, in addition, it is possible to suppress occurrence of the drive train torsional resonance while ensuring durability and control stability.
  • the spline shaft portion 54 is a square-spline shaft formed at the distal end of the core shaft portion 50, protruding from the distal end surface 53 of the sleeve shaft portion 48 by a predetermined length
  • the first engagement protrusions 52 are a plurality of protrusions that protrude in the direction of the axis C and that are formed at predetermined intervals around the axis C at the distal end of the sleeve shaft portion 48
  • the spline hole portion 58 has a spline hole bored at the center of the end 56 of the second shaft portion 46
  • the second engagement protrusions 60 are a plurality of protrusions that protrude from the end surface 56 of the second shaft portion 46 in the direction of the axis C and that are formed at predetermined intervals around the axis C so as to form the predetermined gaps ⁇ in the circumferential direction between the plurality of first engagement protrusion
  • the first engagement protrusions 52 are formed in such a manner that, for example, the distal end surface 53 of the sleeve shaft portion 48 is set as the reference in the direction of the axis C and then the distal end surface 53 is grooved at predetermined intervals around the axis C.
  • the spline shaft portion 54 is formed in such a manner that, for example, the core shaft portion 50 that protrudes from the distal end surface 53 of the sleeve shaft portion, which serves as the reference in the direction of the axis C, in the direction of the axis C by the predetermined length is gear-cut.
  • the second engagement protrusions 60 are formed in such a manner that, for example, the end surface 56 is set as the reference in the direction of the axis C at one end of the second shaft portion 46 formed in a closed-end cylindrical shape having a bottom surface that corresponds to the end surface 56, and then the cylindrical portion that protrudes from the outer peripheral side of the end surface 56 in the direction of the axis C is grooved at intervals of 60 degrees around the axis C.
  • the spline hole portion 58 is formed in such a manner that, for example, the pilot hole bored at the center of the end surface 56 is internally gear-cut or die indented.
  • FIG 14 is a cross-sectional view that shows a first shaft portion 80 of the vehicle drive shaft 10 according to another embodiment of the invention, and is a view corresponding to FIG 6 in the above described embodiment.
  • the first shaft portion 80 according to the present embodiment includes a two-stepped axial portion 84 and a tubular sleeve shaft portion 48.
  • a small-diameter core shaft portion 50 and a proximal end 82 having a diameter larger than that of the core shaft portion 50 are formed at one end of the stepped axial portion 84.
  • One end of the sleeve shaft portion 48 is fitted onto the outer peripheral surface of the proximal end 82 and is fixed to the stepped axial portion 84 by, for example, welding, or the like.
  • the first shaft portion 80 has substantially the same shape but differs in manufacturing process. That is, the first shaft portion 80 according to the present embodiment is manufactured as follows. First, one end of a tubular sleeve shaft portion 48 is fitted onto a stepped shaft-like member 84 of which one end is formed in a two-stepped axial shape by, for example, lathe, or the like, and is fixed, for example, by welding, or the like. Thus, an axial member is formed to include the hollow cylindrical sleeve shaft portion 48 and a columnar core shaft portion 50.
  • the sleeve shaft portion 48 and the core shaft portion 50 have proximal ends that are fixed to each other around a middle portion in the direction of the axis C, and are formed longitudinally in the direction of the axis C on the distal end side with respect to the proximal ends and are provided coaxially with each other. Then, the axial member is machined as in the case of the above described embodiment to form the first engagement protrusions 52 and the spline shaft portion 54.
  • the vehicle drive shaft 10 includes the first shaft portion 80 that has a shape similar to that of the first shaft portion 44 according to the above described embodiment, and that includes the spline shaft portion 54 and the first engagement protrusions 52 that are located adjacent to each other at one end in the direction of the axis C. Therefore, similar advantageous effects to those of the above described embodiment may be obtained.
  • the vehicle drive shaft 10 is a front wheel drive shaft provided between a front wheel differential gear unit and a front wheel in an FF front wheel drive vehicle.
  • the vehicle drive shaft 10 may be a front wheel drive shaft used in an all-wheel drive vehicle, or a rear wheel drive shaft provided between a rear wheel differential gear unit and a rear wheel in, for example, an FR, MR or RR rear wheel drive vehicle or all-wheel drive vehicle.
  • first shaft portion 44 is provided at an inboard side, that is, at a side coupled to the differential gear unit 22, and the second shaft portion 46 is provided at an outboard side, that is, at a side coupled to the drive wheel 24.
  • first shaft portion 44 and the second shaft portion 46 may be interchanged in position.
  • first shaft portion 44 has the spline shaft portion 54
  • second shaft portion 46 has the spline hole portion 58
  • first shaft portion 44 may have the spline hole portion 58
  • second shaft portion 46 may have the spline shaft portion 54.
  • the spline shaft portion 54 and the spline hole portion 58 are formed of square spline.
  • the spline shaft portion 54 and the spline hole portion 58 may be formed of involute spline, or the like.
  • the coupling structure is not limited to spline.
  • the coupling structure may be, for example, formed of serration or a key and a key groove. In short, it is only necessary that the coupling structure couples the first shaft portion 44 to the second shaft portion 46 so that the first shaft portion 44 and the second shaft portion 46 are not rotatable around the axis C.
  • the plurality of spline grooves of the spline shaft portion 54 and the plurality of first engagement protrusions 52 are formed so that the relative phases around the axis C coincide with each other; however, the relative phases around the axis C may not coincide with each other. Then, the six spline grooves of the spline shaft portion 54 and the six first engagement protrusions 52 both are provided at predetermined intervals around the axis C; however, the number of the spline grooves may be different from the number of the first engagement protrusions 52. In short, it is only necessary that in a state where the first shaft portion 44 is coupled to the second shaft portion 46, the first engagement protrusions 52 and the second engagement protrusions 60 are provided at predetermined gaps ⁇ in the circumferential direction.
  • the closed-end annular groove 55 is provided between the sleeve shaft portion 48 and core shaft portion 50 of the first shaft portion 44, that is, between the inner peripheral surface of the sleeve shaft portion 48 and the outer peripheral surface of the core shaft portion 50; however, the closed-end annular groove 55 need not be provided. In short, it is only necessary that the distal end sides of the sleeve shaft portion 48 and core shaft portion 50 with respect to the proximal ends thereof are configured so as to be twistable relative to each other by a predetermined value.
  • the first engagement protrusions 52 and spline shaft portion 54 of the first shaft portion 44 and the second engagement protrusions 60 and spline hole portion 58 of the second shaft portion are formed by so-called one chuck machining using a machining center; however, even when they are not machined by the one chuck machining, the first engagement protrusions 52 and the spline shaft portion 54 are located adjacent to each other in the direction of the axis C, and the second engagement protrusions 60 and the spline hole portion 58 are located adjacent to each other in the direction of the axis C.
  • first engagement protrusions 52, spline shaft portion 54, second engagement protrusions 60 and spline hole portion 58 may be formed not only by the machining center but also, for example, by cutting using a milling machine, a slotting machine, a hobbing machine, a key seating cutter, a broaching machine, or the like.
  • first engagement protrusions 52, spline shaft portion 54, second engagement protrusions 60 and spline hole portion 58 may be formed not only by the above cutting but also by, for example, component rolling, or the like. Thus, various types of machining are possible.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

La présente invention porte sur un arbre d'entraînement de véhicule, lequel arbre comprend : une première partie arbre (44), dotée d'une partie d'arbre centrale (50) et d'une partie d'arbre manchon (48) disposées coaxialement à une extrémité, et une seconde partie arbre (46), dotée d'une partie de trou cannelée (58) et d'une seconde saillie de prise (60) à une extrémité. Une partie d'arbre cannelée (54) et une première saillie de prise (52) sont disposées à des extrémités distales de la partie d'arbre centrale (50) et de la partie d'arbre manchon (48). La partie de trou cannelée (58) est fixée de manière non rotative à la partie d'arbre cannelée (54). La seconde partie de prise (60) est en contact avec la première partie de prise (52) lorsqu'un angle admissible de torsion relative entre celles-ci est supérieur ou égal à un espace (ψ). Lorsque l'angle admissible de la torsion relative est inférieur à l'espace (ψ), le couple est transmis par l'intermédiaire de la partie d'arbre centrale (50). Lorsque l'angle admissible de la torsion relative est supérieur ou égal à l'espace (ψ), le couple est transmis par l'intermédiaire non seulement de la partie d'arbre centrale (50) mais également de la partie d'arbre manchon (48).
PCT/IB2009/007503 2008-11-20 2009-11-19 Arbre d'entraînement de véhicule et véhicule équipé d'un arbre d'entraînement de véhicule Ceased WO2010058268A2 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US13/123,831 US20110209961A1 (en) 2008-11-20 2009-11-19 Vehicle drive shaft and vehicle equipped with vehicle drive shaft
CN200980145688XA CN102216636A (zh) 2008-11-20 2009-11-19 车辆驱动轴和装备有车辆驱动轴的车辆
DE112009002610T DE112009002610T5 (de) 2008-11-20 2009-11-19 Fahrzeugantriebswelle und Fahrzeug, das mit einer Fahrzeugantriebswelle ausgestattet ist

Applications Claiming Priority (2)

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JP2008297151A JP5250825B2 (ja) 2008-11-20 2008-11-20 車両用ドライブシャフト
JP2008-297151 2008-11-20

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WO2010058268A2 true WO2010058268A2 (fr) 2010-05-27
WO2010058268A3 WO2010058268A3 (fr) 2010-07-22
WO2010058268A8 WO2010058268A8 (fr) 2010-12-23

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US (1) US20110209961A1 (fr)
JP (1) JP5250825B2 (fr)
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WO (1) WO2010058268A2 (fr)

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JP6230890B2 (ja) * 2012-12-13 2017-11-15 ニッタ株式会社 シャフト用構造体、雄型部材、及び、雌型部材
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WO2010058268A8 (fr) 2010-12-23
CN102216636A (zh) 2011-10-12
WO2010058268A3 (fr) 2010-07-22
DE112009002610T5 (de) 2012-08-02
US20110209961A1 (en) 2011-09-01
JP5250825B2 (ja) 2013-07-31
JP2010121738A (ja) 2010-06-03

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