Vehicle

Abstract

To provide a vehicle capable of suppressing generation of abnormal noise in a differential gear.SOLUTION: (b) an outer race 64o of the constant velocity universal joint 64 is coupled to a coupling shaft 56d, and the coupling shaft 56d is coupled to a right rear wheel side gear 50sR of the right rear wheel side gear 50 by spline fitting; (c) The gap G between the distal end 72R of the coupling shaft 64o and the diff pinion shaft 64i in the non-vibration state is set to be larger than the maximum moving distance D by which the outer race 64o moves toward the side 50sR of the right rear wheel side gear in the direction of the first axial C1 when the non-vibration state of the right rear wheel suspension 56d changes to the predetermined vibration state and the outer race 56dt and the inner race of the constant velocity universal joint 64 enter the non-sliding state. 50sft.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle including a differential gear, an axle provided between the differential gear and drive wheels and including a constant velocity universal joint, and an independent suspension provided between the drive wheels and a vehicle body. [Background technology]

[0002] There is known a vehicle equipped with a differential gear, an axle (=drive shaft) provided between the differential gear and drive wheels and including a first constant velocity universal joint and a second constant velocity universal joint, and a suspension. For example, the vehicle described in Patent Document 1 is such a vehicle. In Patent Document 1, the first constant velocity universal joint is a sliding type constant velocity joint provided closer to the differential gear than the second constant velocity universal joint, and the outer race of the first constant velocity universal joint is connected to a side gear of the differential gear by spline fitting via a connecting shaft, and the inner race of the first constant velocity universal joint is connected to the second constant velocity universal joint. The vehicle described in Patent Document 1 discloses a structure that can increase the operating angle of the sliding type constant velocity universal joint. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-150558 Summary of the Invention [Problem to be solved by the invention]

[0004] However, when the vibration of the suspension changes suddenly, for example, when the vehicle goes over a bump while traveling, the sliding resistance between the outer race and the inner race of the sliding-type first constant velocity universal joint is large, and the outer race and the inner race may become non-sliding. In such a case, the inner race of the first constant velocity universal joint moves toward the differential gear in response to the vibration of the suspension, and the outer race also moves toward the differential gear. This may cause the tip of the connecting shaft connected to the outer race of the first constant velocity universal joint to collide with the differential pinion shaft of the differential gear, resulting in the generation of abnormal noise. Patent Document 1 does not consider a case in which the outer race and the inner race of the first constant velocity universal joint become non-sliding, nor does it mention the issue of abnormal noise.

[0005] The present invention has been made in light of the above circumstances, and an object of the present invention is to provide a vehicle that can suppress the generation of abnormal noise in the differential gear. [Means for solving the problem]

[0006] The gist of the present invention is a vehicle including a differential gear that rotates around an axis, an axle that is provided between the differential gear and drive wheels and includes a first constant velocity universal joint and a second constant velocity universal joint, and an independent suspension that is provided between the drive wheels and a vehicle body, wherein (a) the first constant velocity universal joint is provided closer to the differential gear than the second constant velocity universal joint and is a sliding type constant velocity universal joint, and (b) one member of the first constant velocity universal joint is slidably connected to a side gear of the differential gear via a connecting shaft. (c) the other member of the first constant velocity universal joint is connected to the second constant velocity universal joint; and (d) when the suspension changes from a non-vibration state to a predetermined vibration state, the gap between the tip end of the connecting shaft on the side gear side and the differential pinion shaft of the differential gear in the non-vibration state is set to be larger than the maximum distance that the one member can move toward the side gear side in the axial direction when the one member and the other member of the first constant velocity universal joint become non-sliding. [Effects of the Invention]

[0007] According to the vehicle of the present invention, (a) the first constant velocity universal joint is a sliding type constant velocity universal joint that is located closer to the differential gear than the second constant velocity universal joint, (b) one member of the first constant velocity universal joint is connected to the side gear of the differential gear by spline fitting via a connecting shaft, (c) the other member of the first constant velocity universal joint is connected to the second constant velocity universal joint, and (d) when the suspension changes from a non-vibration state to a predetermined vibration state, the gap between the tip end of the connecting shaft on the side gear side and the differential pinion shaft of the differential gear in the non-vibration state is set larger than the maximum movement distance that the one member moves toward the side gear side in the axial direction when the one member and the other member of the first constant velocity universal joint become non-sliding. In this way, the gap between the tip of the connecting shaft and the differential pinion shaft of the differential gear in the non-vibration state is set larger than the maximum distance that one member of the first constant velocity universal joint can move toward the side gear when the suspension changes from a non-vibration state to a predetermined vibration state. Therefore, even if the one member and the other member of the first constant velocity universal joint enter a non-sliding state, the tip of the connecting shaft is prevented from colliding with the differential pinion shaft of the differential gear, and the generation of abnormal noise is suppressed. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. [Figure 2] 2 is a diagram illustrating the configuration of a rear wheel differential gear and a right rear wheel axle shown in FIG. 1. FIG. [Figure 3] FIG. 2 is a diagram illustrating the relationships that must be satisfied among the specifications of a rear wheel differential gear, a right rear wheel axle, and a right rear wheel suspension. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that in the embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of the various parts are not necessarily drawn accurately. [Example]

[0010] FIG. 1 is a schematic diagram of a vehicle 10 according to an embodiment of the present invention.

[0011] The vehicle 10 includes an engine 12, a pair of front wheels 14, a pair of rear wheels 16, a first power transmission path between the engine 12 and the pair of front wheels 14, a second power transmission path between the engine 12 and the pair of rear wheels 16, and the like.

[0012] The engine 12 is a power source for driving the vehicle and is a well-known internal combustion engine. The pair of front wheels 14 are main drive wheels and serve as drive wheels both during two-wheel drive (2WD) and four-wheel drive (4WD) driving. The pair of front wheels 14 include a left front wheel 14L and a right front wheel 14R. The pair of rear wheels 16 are auxiliary drive wheels and serve as driven wheels during 2WD driving and as drive wheels during 4WD driving. The pair of rear wheels 16 include a left rear wheel 16L and a right rear wheel 16R.

[0013] The first power transmission path includes, in order from the engine 12 side, an automatic transmission 18, a front wheel differential 20, and a pair of front wheel axles 26, all of which are well-known components. The pair of front wheel axles 26 includes a left front wheel axle 26L and a right front wheel axle 26R. The left front wheel axle 26L is provided between the front wheel differential 20 and the left front wheel 14L. The left front wheel axle 26L is an axle that includes a constant velocity universal joint 30 and a constant velocity universal joint 32. The right front wheel axle 26R is provided between the front wheel differential 20 and the right front wheel 14R. The right front wheel axle 26R is an axle that includes a constant velocity universal joint 34 and a constant velocity universal joint 36. Constant velocity universal joints 30 and 34 are constant velocity universal joints that are provided closer to front wheel differential gear 20 than constant velocity universal joints 32 and 36, respectively. Front wheel suspensions 70, for example of an independent suspension type, are provided between the pair of front wheels 14 and a vehicle body 90, which is a non-rotating member. The pair of front wheels 14 are each connected to the vehicle body 90 by front wheel suspensions 70. Front wheel suspensions 70 include a left front wheel suspension 70L and a right front wheel suspension 70R. The left front wheel suspension 70L is provided between the left front wheel 14L and the vehicle body 90, and the right front wheel suspension 70R is provided between the right front wheel 14R and the vehicle body 90. Each front wheel suspension 70 is equipped with a spring that absorbs shocks from the road surface.

[0014] The second power transmission path includes, in order from the engine 12 side, an automatic transmission 18, a transfer case 24 which is a front / rear wheel power distribution device that distributes a portion of the power of the engine 12 to the pair of rear wheels 16, a propeller shaft 40 which transmits the power from the engine 12 distributed by the transfer case 24 to the pair of rear wheels 16 during 4WD driving, an electronically controlled coupling device 42, a rear wheel differential gear 50, and a pair of rear wheel axles 56. The transfer case 24, the propeller shaft 40, and the electronically controlled coupling device 42 are well-known components.

[0015] The pair of rear axles 56 includes a left rear axle 56L and a right rear axle 56R. The left rear axle 56L is provided between the rear differential gear 50 and the left rear wheel 16L. The left rear axle 56L is an axle that includes a constant velocity universal joint 60 and a constant velocity universal joint 62. The right rear axle 56R is provided between the rear differential gear 50 and the right rear wheel 16R. The right rear axle 56R is an axle that includes a constant velocity universal joint 64 and a constant velocity universal joint 66. The constant velocity universal joints 60, 64 are the constant velocity universal joints that are provided closest to the rear differential gear 50 among the constant velocity universal joints included in each of the pair of rear axles 56. That is, the constant velocity universal joints 60, 64 are constant velocity universal joints provided closer to the rear wheel differential gear 50 than the constant velocity universal joints 62, 66, respectively, and are sliding type constant velocity universal joints. The "sliding type" refers to a type that can accommodate changes in distance in the direction of the first axis C1 (see Figures 2 and 3), which is the rotation axis of the rear wheel differential gear 50, and one member and the other member of the constant velocity universal joint slide in the direction of the first axis C1, allowing them to move closer to or farther away from each other. The constant velocity universal joints 62, 66 are constant velocity universal joints provided closer to the pair of rear wheels 16 than the constant velocity universal joints 60, 64, respectively, and are fixed type constant velocity universal joints. The "fixed type" refers to a type that cannot accommodate changes in distance in the direction of the first axis C1, which is the axis of the rear wheel differential gear 50. Between the pair of rear wheels 16 and the vehicle body 90, rear wheel suspensions 72, for example of an independent suspension type, are provided, respectively. The pair of rear wheels 16 are connected to the vehicle body 90 by the rear wheel suspensions 72. The rear wheel suspensions 72 include a left rear wheel suspension 72L and a right rear wheel suspension 72R. The left rear wheel suspension 72L is provided between the left rear wheel 16L and the vehicle body 90, and the right rear wheel suspension 72R is provided between the right rear wheel 16R and the vehicle body 90. Each rear wheel suspension 72 is equipped with a spring that absorbs shocks from the road surface.

[0016] 1 shows the transfer case 24 in 4WD mode. The power of the engine 12 distributed by the transfer case 24 is transmitted to the pair of rear wheels 16 via the propeller shaft 40, the electronically controlled coupling device 42, the rear wheel differential gear 50, and a pair of rear wheel axles 56. The transmission torque capacity of the electronically controlled coupling device 42 (the engagement force of the electronically controlled coupling device 42) is controllable.

[0017] In the vehicle 10, for example, when the transfer 24 is in a state in which it can distribute a portion of the power of the engine 12 to the pair of rear wheels 16 and the transmission torque capacity of the electronically controlled coupling device 42 is controlled to a value greater than zero, driving force is also transmitted to the pair of rear wheels 16 in accordance with the transmission torque capacity of the electronically controlled coupling device 42. This achieves 4WD driving. In 4WD driving, the transmission torque capacity of the electronically controlled coupling device 42 is controlled to adjust the torque distribution between the pair of front wheels 14 and the pair of rear wheels 16.

[0018] Figure 2 is a diagram illustrating the configuration of the rear wheel differential gear 50 and the right rear wheel axle 56R shown in Figure 1. The left rear wheel axle 56L and the right rear wheel axle 56R have the same configuration, so the right rear wheel axle 56R will be described as a representative. The rear wheel differential gear 50 corresponds to the "differential gear" in this invention, and the right rear wheel axle 56R corresponds to the "axle" in this invention.

[0019] The rear wheel differential gear 50 includes a differential case 50c, a differential pinion shaft 50sft, a pair of differential pinions 50p, and a pair of side gears 50s. The differential case 50c is supported by the vehicle body 90, which is a non-rotating member, via bearings (not shown) and is rotatable about a first axis C1. The first axis C1 is, for example, a rotation axis extending horizontally. The first axis C1 corresponds to the "axis" in this invention. Because both ends of the cylindrical differential pinion shaft 50sft are held by the differential case 50c, the differential pinion shaft 50sft rotates integrally with the differential case 50c about the first axis C1. Each of the pair of differential pinions 50p is, for example, a bevel gear, and is rotatably fitted to the outer periphery of the differential pinion shaft 50sft. The pair of side gears 50s mesh with the pair of differential pinions 50p, respectively, and are rotatable about the first axis C1, and are, for example, bevel gears. The differential ring gear 50r is fixed to the differential case 50c by, for example, bolts.

[0020] The pair of side gears 50s each have a cylindrical fitting hole formed on the inner periphery of the first axis C1, and a pair of rear wheel axles 56 are inserted into the fitting holes and connected by spline fitting. The pair of side gears 50s includes a left rear wheel side gear 50sL and a right rear wheel side gear 50sR. The left rear wheel side gear 50sL is connected to the left rear wheel axle 56L, and the right rear wheel side gear 50sR is connected to the right rear wheel axle 56R. The right rear wheel side gear 50sR corresponds to the "side gear" in this invention. The right rear wheel 16R corresponds to the "drive wheel" in this invention. Power input from the engine 12 and transfer 24 to the differential ring gear 50r is transmitted to the differential case 50c, and then transmitted via the differential pinion shaft 50sft, a pair of differential pinions 50p, and a pair of side gears 50s to a pair of rear wheel axles 56. The rear wheel differential gear 50 receives the power input to the differential ring gear 50r and transmits equal driving torque to the pair of rear wheel axles 56 while allowing for an appropriate difference in rotational speed.

[0021] The constant velocity universal joint 64 is of a sliding type, for example, a double offset type (also referred to as a "cross groove type"). The constant velocity universal joint 64 includes an outer race 64o and an inner race 64i. The outer race 64o includes a connecting shaft 56d protruding in its axial direction (the same direction as the first axis C1, as described below). The connecting shaft 56d is inserted into a fitting hole provided in the right rear wheel side gear 50sR and connected by spline fitting. In other words, the outer race 64o is connected to the right rear wheel side gear 50sR by spline fitting. The first axis C1 is the rotation axis of the rear wheel differential gear 50 and also the rotation axis of the connecting shaft 56w. Through spline fitting, the connecting shaft 56d is connected to the right rear wheel side gear 50sR so as to be non-rotatable relative to the right rear wheel, and the connecting shaft 56d is movable in the direction of the first axis C1. The constant velocity universal joint 64 corresponds to the "first constant velocity universal joint" in this invention. The outer race 64o and the inner race 64i correspond to the "one member" and the "other member" in this invention, respectively.

[0022] The inner race 64i protrudes in its axial direction (the same as the direction of the second axis C2, as will be described later) and is connected to the intermediate axle 56m. Among sliding type constant velocity universal joints, the double offset type constant velocity universal joint has greater sliding resistance between the outer race and the inner race than types that use rollers, such as tripod type constant velocity universal joints.

[0023] The constant velocity universal joint 66 is of a fixed type, and is, for example, a Birfield type (also called a "Rzeppa type") constant velocity universal joint. The constant velocity universal joint 66 includes an outer race 66o and an inner race 66i. The outer race 66o includes a connecting shaft 56w protruding in its axial direction. The connecting shaft 56w is connected to a hub 16h to which the right rear wheel 16R is fixed so as not to rotate relative to the hub 16h. The inner race 66i protrudes in its axial direction (the same as the direction of the second axis C2) and is connected to an intermediate axle 56m. In this way, the inner race 64i of the constant velocity universal joint 64 and the inner race 66i of the constant velocity universal joint 66 are connected by the intermediate axle 56m. The second axis C2 is the axis of the intermediate axle 56m. That is, the second axis C2 is a straight line connecting the rotation center position of the inner race 64i in the constant velocity universal joint 64 and the rotation center position of the inner race 66i in the constant velocity universal joint 66. The constant velocity universal joint 66 corresponds to the "second constant velocity universal joint" in this invention.

[0024] An independent suspension, a right rear wheel suspension 72R, is provided between the connecting shaft 56w and the right rear wheel 16R and the vehicle body 90. The right rear wheel suspension 72R has a well-known configuration. The right rear wheel suspension 72R corresponds to the "suspension" in this invention.

[0025] When the right rear wheel suspension 72R is not vibrating, the rear wheel differential gear 50 and the constant velocity universal joint 64 are disposed higher in the vertical direction than the constant velocity universal joint 66. This is to make it less likely that the rear wheel differential gear 50 and the constant velocity universal joint 64 will collide with obstacles on the road. Note that, because the constant velocity universal joint 66 is disposed near the right rear wheel 16R, it can easily overcome obstacles together with the right rear wheel 16R, and is therefore less likely to collide with obstacles on the road than the rear wheel differential gear 50 and the constant velocity universal joint 64.

[0026] FIG. 3 is a diagram illustrating the relationships that must be satisfied among the specifications of the rear differential gear 50, the right rear axle 56R, and the right rear suspension 72R. In FIG. 3, a thick solid line indicates a non-vibration state in which the right rear suspension 72R is not vibrating, and a thick dashed line indicates a predetermined vibration state in which the right rear suspension 72R is vibrating. The "predetermined vibration state" is a vibration state in which the absolute value of the angle φ, described below, is smallest. In other words, the "predetermined vibration state" is a vibration state in which the absolute value of the angle φ is smallest in which the right rear suspension 72R is vibrating. The angle φ is determined in advance experimentally or by design based on the specifications of the right rear axle 56R and the right rear suspension 72R. In Figure 3, the second axis C2 when the right rear wheel suspension 72R is in a non-vibration state is shown as the second axis C2s, and the second axis C2 when the right rear wheel suspension 72R is in a predetermined vibration state is shown as the second axis C2x.

[0027] The intersection angle between the first axis C1 and the second axis C2s when the right rear wheel suspension 72R is in a non-vibrating state is defined as θ [rad]. In this case, the difference in distance between the first axis C1 and the rotation center position of the inner race 66i of the constant velocity universal joint 66 in the vertical direction is defined as H1 [m].

[0028] The intersection angle between the first axis C1 and the second axis C2x when the right rear wheel suspension 72R is in a predetermined vibration state is defined as angle φ [rad]. In this case, the difference in distance between the first axis C1 and the rotation center position of the inner race 66i of the constant velocity universal joint 66 in the vertical direction is defined as vertical distance H2 [m].

[0029] As mentioned above, the constant velocity universal joint 66 is fixed. Therefore, when the right rear wheel suspension 72R is in a predetermined vibration state, the inner race 66i of the constant velocity universal joint 66 moves up and down in the direction of the plumb line, but does not move left and right, i.e., in the direction of the first axis C1. When the right rear wheel suspension 72R is in a predetermined vibration state, the position of the center of rotation of the inner race 66i of the constant velocity universal joint 66 moves upward by a distance difference ΔH (= H1 - H2) [m] compared to when the right rear wheel suspension 72R is not vibrating.

[0030] Here, the length from the rotation center position of the inner race 64i of the constant velocity universal joint 64 to the rotation center position of the inner race 66i of the constant velocity universal joint 66 is defined as length L [m]. When the right rear wheel suspension 72R is not vibrating, the distance from the rotation center position of the inner race 64i of the constant velocity universal joint 64 to the rotation center position of the inner race 66i of the constant velocity universal joint 66 in the direction of the first axis C1 is distance L1 (= L × cos θ) [m]. When the right rear wheel suspension 72R is in a predetermined vibration state, the distance from the rotation center position of the inner race 64i of the constant velocity universal joint 64 to the rotation center position of the inner race 66i of the constant velocity universal joint 66 in the direction of the first axis C1 is distance L2 (= L × cos φ) [m].

[0031] Therefore, when the right rear wheel suspension 72R is in a predetermined vibration state, the rotation center position of the inner race 64i moves a maximum movement distance D (= L2 - L1) [m] in the direction of the first axis C1 toward the rear wheel differential gear 50 compared to when the right rear wheel suspension 72R is not vibrating. When the outer race 64o and the inner race 64i are not in a sliding state, this maximum movement distance D is the maximum movement distance that the outer race 64o of the constant velocity universal joint 64 can move toward the right rear wheel side gear 50sR. In other words, the maximum movement distance D is also the maximum movement distance that the tip end 56dt of the connecting shaft 56d can move toward the differential pinion shaft 50sft of the rear wheel differential gear 50.

[0032] In this embodiment, the gap G [m] in the direction of the first axis C1 between the differential pinion shaft 50sft and the tip end 56dt when the right rear wheel suspension 72R is in a non-vibrating state is set to be larger than the maximum movement distance D.

[0033] For example, the size of the gap G between the tip end 56dt and the differential pinion shaft 50sft is set in advance, and the specifications of the right rear wheel axle 56R and the right rear wheel suspension 72R are set based on the size of the gap G so that the maximum movement distance D is smaller than the gap G. The specifications include, for example, the length L, the angle θ, and the distance difference ΔH. The distance difference ΔH can be adjusted, or set, based on the spring constant of the spring included in the right rear wheel suspension 72R.

[0034] For example, if the right rear wheel axle 56R and the right rear wheel suspension 72R are predetermined common components prepared in advance, the size of the gap G between the differential pinion shaft 50sft and the tip end 56dt of the connecting shaft 56d is set based on the specifications of the right rear wheel axle 56R and the right rear wheel suspension 72R so that the gap G is larger than the maximum movement distance D.

[0035] According to this embodiment, (a) the constant velocity universal joint 64 is a sliding double offset constant velocity universal joint provided closer to the rear wheel differential gear 50 than the constant velocity universal joint 66, (b) the outer race 64o of the constant velocity universal joint 64 is connected by spline fitting to the right rear wheel side gear 50sR of the rear wheel differential gear 50 via the connecting shaft 56d, (c) the inner race 64i of the constant velocity universal joint 64 is connected to the constant velocity universal joint 66, and (d) the right rear wheel side gear 50sR is connected to the constant velocity universal joint 66. When the right rear wheel suspension 72R changes from a non-vibration state to a predetermined vibration state, the gap G between the tip end 56dt of the connecting shaft 56d on the right rear wheel side gear 50sR side and the differential pinion shaft 50sft in the non-vibration state is set larger than the maximum movement distance D by which the outer race 64o and the inner race 64i of the constant velocity universal joint 64 become non-sliding and the outer race 64o moves toward the right rear wheel side gear 50sR in the direction of the first axis C1. In this way, when the right rear wheel suspension 72R changes from a non-vibration state to a predetermined vibration state, the gap G between the tip end 56dt of the connecting shaft 56d and the differential pinion shaft 50sft in the non-vibration state is set larger than the maximum movement distance D by which the outer race 64o of the constant velocity universal joint 64 can move toward the right rear wheel side gear 50sR. Therefore, even if the outer race 64o and the inner race 64i of the constant velocity universal joint 64 are in a non-sliding state, the tip end portion 56dt is prevented from colliding with the differential pinion shaft 50sft, and the generation of abnormal noise is suppressed.

[0036] According to this embodiment, for example, the size of the gap G between the tip end portion 56dt and the differential pinion shaft 50sft is set in advance, and the specifications of the right rear wheel axle 56R and the right rear wheel suspension 72R are set based on the size of the gap G. As a result, even if the size of the gap G between the tip end portion 56dt and the differential pinion shaft 50sft is set in advance during the development stage of the vehicle 10, the specifications of the right rear wheel axle 56R and the right rear wheel suspension 72R can be set so that the tip end portion 56dt does not collide with the differential pinion shaft 50sft.

[0037] According to this embodiment, for example, if the right rear wheel axle 56R and the right rear wheel suspension 72R are predetermined common components prepared in advance, the size of the gap G is set based on the specifications of the right rear wheel axle 56R and the right rear wheel suspension 72R. As a result, if there are multiple types of vehicles that are equipped with the right rear wheel axle 56R and the right rear wheel suspension 72R as common components, the size of the gap G can be set for each vehicle in the design of the rear wheel differential gear 50 so that the tip end portion 56dt does not collide with the differential pinion shaft 50sft.

[0038] The above-described embodiments of the present invention are merely illustrative, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art without departing from the spirit of the present invention.

[0039] In the above-described embodiment, the constant velocity universal joint 66 does not move above the first axis C1 in a predetermined vibration state of the right rear wheel suspension 72R as shown in Figure 3, but the present invention is not limited to this. For example, in a state in which the constant velocity universal joint 66 can move above the first axis C1 when the right rear wheel suspension 72R is vibrating, the angle φ in the predetermined vibration state is zero.

[0040] In the above-described embodiment, the constant velocity universal joint 64 is of a double offset type, but the present invention is not limited to this. The constant velocity universal joint 64 is not limited to any particular type as long as it is a sliding type constant velocity universal joint that can be in a non-sliding state.

[0041] In the above-described embodiment, the constant velocity universal joint 66 is a fixed type constant velocity universal joint, but the present invention is also applicable to an embodiment in which the constant velocity universal joint 66 is a sliding type constant velocity universal joint. Even when the outer race 66o and the inner race 66i of the constant velocity universal joint 66 are in a non-sliding state, as described in the embodiment, the tip end portion 56dt is prevented from colliding with the differential pinion shaft 50sft, and the generation of abnormal noise is suppressed.

[0042] In the above-described embodiment, the vehicle 10 is capable of 4WD driving, but the present invention is also applicable to vehicles that are only capable of 2WD driving. In the above-described embodiment, the driving power source is an internal combustion engine, but the present invention is also applicable to vehicles that are only capable of 2WD driving. For example, this applies when the vehicle is an electric vehicle or a hybrid vehicle that runs as a BEV (Battery Electric Vehicle) using only an electric motor as a driving power source. When the driving power source is an electric motor, background noise is lower than when it is an internal combustion engine. Therefore, by applying the present invention, the level of abnormal noise relative to background noise can be reduced.

[0043] In the above-described embodiment, the "differential gear" in the present invention is the rear wheel differential gear 50, and the "axles" in the present invention are the pair of rear wheel axles 56, representatively described as the right rear wheel axle 56R. However, the present invention is not limited to this embodiment. For example, the present invention may be applied to the front wheel differential gear 20 and the pair of front wheel axles 26. In this embodiment, the front wheel differential gear 20 corresponds to the "differential gear" in the present invention, and the pair of front wheel axles 26 correspond to the "axles" in the present invention. For example, the present invention may be applied to only one of the pair of rear wheel axles 56 or the pair of front wheel axles 26, and not to the other. [Explanation of symbols]

[0044] 10: vehicle, 16R: right rear wheel (drive wheel), 50: rear wheel differential gear (differential gear), 50sR: right rear wheel side gear (side gear), 56R: right rear wheel axle (axle), 50sft: differential pinion shaft, 56dt: tip portion, 64: constant velocity universal joint (first constant velocity universal joint), 64i: inner race (other member), 64o: outer race (one member), 66: constant velocity universal joint (second constant velocity universal joint), 72R: right rear wheel suspension (suspension), 90: vehicle body, C1: first axis (axis), D: maximum travel distance, G: clearance

Claims

1. A vehicle comprising: a differential gear that rotates about an axis; an axle that is provided between the differential gear and a drive wheel and includes a first constant velocity universal joint and a second constant velocity universal joint; and an independent suspension that is provided between the drive wheel and a vehicle body, the first constant velocity universal joint is a sliding type constant velocity universal joint that is provided closer to the differential gear than the second constant velocity universal joint, one member of the first constant velocity universal joint is spline-fitted and connected to a side gear of the differential gear via a connecting shaft, the other member of the first constant velocity universal joint is connected to the second constant velocity universal joint, When the suspension changes from a non-vibration state to a predetermined vibration state, the gap between the tip end of the connecting shaft on the side gear side and the differential pinion shaft of the differential gear in the non-vibration state is set larger than the maximum movement distance by which the one member and the other member of the first constant velocity universal joint are brought into a non-sliding state and the one member moves toward the side gear in the axial direction. A vehicle characterized by:

2. The power source for driving that transmits power to the differential gear is an electric motor.

2. The vehicle according to claim 1 .

3. The first constant velocity universal joint is a double offset type constant velocity universal joint.

3. A vehicle according to claim 1 or 2.

4. The size of the gap is set in advance, and the specifications of the axle and the suspension are set based on the size of the gap.

3. A vehicle according to claim 1 or 2.

5. The axle and the suspension are predetermined common members prepared in advance, The size of the gap is set based on the specifications of the axle and the suspension.

3. A vehicle according to claim 1 or 2.

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