JP2000240669A - Power transmission shaft - Google Patents
Power transmission shaftInfo
- Publication number
- JP2000240669A JP2000240669A JP11040339A JP4033999A JP2000240669A JP 2000240669 A JP2000240669 A JP 2000240669A JP 11040339 A JP11040339 A JP 11040339A JP 4033999 A JP4033999 A JP 4033999A JP 2000240669 A JP2000240669 A JP 2000240669A
- Authority
- JP
- Japan
- Prior art keywords
- power transmission
- smooth
- transmission shaft
- diameter
- serration
- 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.)
- Withdrawn
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 20
- 238000010791 quenching Methods 0.000 claims description 26
- 230000006698 induction Effects 0.000 claims description 6
- 238000005480 shot peening Methods 0.000 claims description 6
- 229910000734 martensite Inorganic materials 0.000 claims description 5
- 229910000859 α-Fe Inorganic materials 0.000 claims description 3
- 230000000171 quenching effect Effects 0.000 description 17
- 230000003068 static effect Effects 0.000 description 9
- 238000009499 grossing Methods 0.000 description 6
- 238000010438 heat treatment Methods 0.000 description 4
- 229910000831 Steel Inorganic materials 0.000 description 3
- 230000007423 decrease Effects 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 238000003466 welding Methods 0.000 description 3
- 229910000975 Carbon steel Inorganic materials 0.000 description 2
- 229910000954 Medium-carbon steel Inorganic materials 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 239000010962 carbon steel Substances 0.000 description 2
- 238000010273 cold forging Methods 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 102200003959 rs11556986 Human genes 0.000 description 2
- 239000013585 weight reducing agent Substances 0.000 description 2
- 229910000851 Alloy steel Inorganic materials 0.000 description 1
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 238000005255 carburizing Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000005242 forging Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000005121 nitriding Methods 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000007670 refining Methods 0.000 description 1
- 102200082816 rs34868397 Human genes 0.000 description 1
- 238000010008 shearing Methods 0.000 description 1
Landscapes
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、スプラインやセレ
ーションを介してトルク伝達を行う動力伝達軸に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission shaft for transmitting torque via splines and serrations.
【０００２】[0002]
【従来の技術】トルクを伝達する動力伝達軸は、自動車
や産業機械などの多くの機械部品に使用されている。動
力伝達軸の中でも特に高トルク伝達を行うスプライン軸
やセレーション軸は、一般に塑性加工性や機械加工性お
よびコストを考慮し、中炭素鋼や低合金鋼に浸炭焼入
れ、高周波焼入れ、窒化等の表面硬化処理や調質等の熱
処理を施し、軸強度を高めて使用される。2. Description of the Related Art Power transmission shafts for transmitting torque are used in many mechanical parts such as automobiles and industrial machines. Among the power transmission shafts, the spline shaft and serration shaft, which transmit high torque in particular, generally take into account plastic workability, machinability, and cost, and use a surface such as carburizing and quenching, medium frequency quenching, nitriding, etc. in medium carbon steel or low alloy steel. Heat treatment such as hardening and refining is performed to increase the axial strength before use.
【０００３】[0003]
【発明が解決しようとする課題】近年、地球環境問題が
クローズアップされるのに伴い、自動車でも排ガス規制
の強化や燃費の向上が強く求められており、その対策と
して軽量化が進められている。自動車のドライブシャフ
トやプロペラシャフト等においては、等速自在継手と結
合するためにスプライン軸やセレーション軸が多用され
ているが、これらスプライン軸やセレーション軸の軽量
化が自動車の軽量化に大きく寄与するため、これらの軸
の高強度化、すなわち静的強度と疲労強度の両面からの
強度アップが強く要求されている。In recent years, as global environmental problems have become more and more important, automobiles have been strongly required to tighten emission regulations and improve fuel efficiency. . In drive shafts and propeller shafts of automobiles, spline shafts and serration shafts are frequently used for coupling with constant velocity universal joints, but the weight reduction of these spline shafts and serration shafts greatly contributes to the weight reduction of automobiles. Therefore, it is strongly required to increase the strength of these shafts, that is, to increase the strength from both the static strength and the fatigue strength.
【０００４】そこで、本発明は、スプラインやセレーシ
ョンなどのトルク伝達用歯部を有する動力伝達軸の静的
強度および疲労強度の向上を図ることを目的とする。Accordingly, an object of the present invention is to improve the static strength and fatigue strength of a power transmission shaft having torque transmitting teeth such as splines and serrations.
【０００５】[0005]
【課題を解決するための手段】本発明者らの研究によ
り、セレーション軸の強度については以下の点が明らか
となっている。According to the study of the present inventors, the following points have been made clear regarding the strength of the serration axis.
【０００６】平滑部の静的強度（捩り強度）はセレー
ション部のそれよりも低い。一方、平滑部の疲労強度
は、セレーション部のそれよりも高い。[0006] The static strength (torsional strength) of the smooth portion is lower than that of the serration portion. On the other hand, the fatigue strength of the smooth portion is higher than that of the serration portion.
【０００７】セレーション軸の破壊モードは、平滑部
ではせん断による破壊が主であるが、セレーション部で
は曲げ応力による破壊が支配的である。[0007] In the fracture mode of the serration axis, the fracture is mainly caused by shearing in the smooth portion, but the fracture by bending stress is dominant in the serrated portion.
【０００８】通常、鋼材の許容せん断応力は許容曲げ応
力よりもかなり小さくなる。従って、およびから、
セレーション軸の高強度化のためには、平滑部の強度、
特に静的強度の向上が必要であると考えられる。[0008] Usually, the allowable shear stress of a steel material is considerably smaller than the allowable bending stress. Thus, and from
In order to increase the strength of the serration axis, the strength of the smooth part,
In particular, it is considered necessary to improve the static strength.
【０００９】以上の点から本発明では、平滑部とセレー
ション部との焼入れ深さに差をもたせた。すなわち、等
速自在継手に使用され、高周波焼入れした平滑部および
トルク伝達用歯部を有する動力伝達軸において、最小径
の平滑部の有効硬化層深さを、トルク伝達用歯部の小径
部の有効硬化層深さよりも大きくした。In view of the above, in the present invention, there is a difference in the quenching depth between the smooth portion and the serrated portion. That is, in a power transmission shaft that is used for a constant velocity universal joint and has an induction hardened smooth portion and a torque transmitting tooth portion, the effective hardened layer depth of the minimum diameter smooth portion is reduced by the small diameter portion of the torque transmitting tooth portion. It was larger than the effective hardened layer depth.
【００１０】ここでいう「有効硬化層深さ」は、ＪＩＳ
Ｇ０５５９に規定される「高周波焼入れ有効硬化層」を
意味し、所定硬度以上の硬度を有する硬化層の深さで定
義される。硬度の下限値は鋼材中の炭素濃度に応じて増
加し、例えば炭素鋼Ｓ４０Ｃでは５２ＨＲＣ以上とされ
る。[0010] The "effective hardened layer depth" used herein is defined by JIS.
G0559 means “induction hardened effective hardened layer”, which is defined by the depth of a hardened layer having a hardness equal to or higher than a predetermined hardness. The lower limit of the hardness increases in accordance with the carbon concentration in the steel material, and is set to, for example, 52 HRC or more in carbon steel S40C.
【００１１】また、本発明者らの研究によれば、以下の
点も明らかになっている。Further, according to the study of the present inventors, the following points have also become clear.
【００１２】平滑部の静的強度は、焼入れ硬化比（有
効硬化層深さ／軸半径）に比例して増大する。すなわ
ち、焼入れ深さを深くすればするほど平滑部の静的強度
が向上する。The static strength of the smooth portion increases in proportion to the quench hardening ratio (effective hardened layer depth / axial radius). That is, as the quenching depth is increased, the static strength of the smooth portion is improved.
【００１３】セレーション部の静的強度は、焼入れ硬
化比０．６５まではこれにほぼ比例して増大するが、
０．６５を越えると逆に低下する。The static strength of the serration increases almost in proportion to the quench hardening ratio up to 0.65.
On the other hand, when it exceeds 0.65, it decreases.
【００１４】セレーション部の疲労強度は、焼入れ硬
化比０．５５まではこれにほぼ比例して増大するが、
０．５５を越えると残留圧縮応力が低下し、疲労強度の
低下を招く。また、焼割れも発生しやすくなる。The fatigue strength of the serrated portion increases almost in proportion to the quench hardening ratio up to 0.55.
If it exceeds 0.55, the residual compressive stress decreases, and the fatigue strength decreases. In addition, burning cracks are likely to occur.
【００１５】なお、上記〜は、軸径比（平滑部の外
径／セレーション部の小径）を０．９５以上、１．０５
以下とし、かつ図３に示すように、小径部１０および大
径部１１で構成されるセレーション部１ａを、その一端
（軸１の中央側の端部）の小径部１０を滑らかに拡径さ
せて軸１の外周面につなげた「切上りタイプ」とした場
合のものである。In the above, the shaft diameter ratio (outer diameter of the smooth portion / small diameter of the serration portion) is 0.95 or more and 1.05 or more.
As shown in FIG. 3, and as shown in FIG. 3, the serrated portion 1a composed of the small-diameter portion 10 and the large-diameter portion 11 is smoothly expanded at the small-diameter portion 10 at one end (the end on the center side of the shaft 1). This is a case of a "cut-up type" connected to the outer peripheral surface of the shaft 1.
【００１６】上記〜から、平滑部での焼入れ深さを
深くすれば、それに応じて静的強度を向上させることが
できると考えられる。一方、セレーション部では、焼入
れ硬化比０．５５を越えるような深焼入れは疲労強度に
問題を生じ、好ましくない。From the above, it is considered that if the quenching depth in the smooth portion is increased, the static strength can be improved accordingly. On the other hand, in the serration portion, deep quenching exceeding a quench hardening ratio of 0.55 causes a problem in fatigue strength, which is not preferable.
【００１７】そこで、本発明では、軸径比（最小径の平
滑部の径／トルク伝達用歯部の小径）を、０．９５以上
で１．０５以下とし、トルク伝達用歯部の焼入れ硬化比
γｓを０．２０以上で０．５５以下、最小径の平滑部の
焼入れ硬化比を（γｓ＋０．２）以上とした。Therefore, in the present invention, the shaft diameter ratio (the diameter of the smooth part having the smallest diameter / the small diameter of the torque transmitting teeth) is set to 0.95 or more and 1.05 or less, and the quench hardening of the torque transmitting teeth is performed. The ratio γs was 0.20 or more and 0.55 or less, and the quench hardening ratio of the smooth portion having the minimum diameter was (γs + 0.2) or more.
【００１８】軸径比０．９５以上で１．０５以下とした
のは、０．９５未満では、ＪＡＳＯ（自動車規格：Japa
nese Automobile Standard Organization ）Ｃ３０４−
８９が保証する静的捩り破壊強さを保持できず、１．０
５を越えると、ＪＡＳＯＣ３０４−８９が保証する許容
作動角を確保できないからである。また、トルク伝達用
歯部の焼入れ硬化比γｓを０．２０以上で０．５５以下
としたのは、γｓが０．２０未満では、加熱温度が安定
しないため、安定した硬化比および表面硬さを得られ
ず、γｓが０．５５を越えると、焼割れが発生しやすく
なって好ましくないからである。最小径の平滑部の焼入
れ硬化比を（γｓ＋０．２）以上としたのは、（γｓ＋
０．２）未満であると、当該平滑部が疲労破断しやすく
なり、トルク伝達用歯部よりも低強度となるからであ
る。The reason why the ratio of the shaft diameter is 0.95 or more and 1.05 or less is that if the shaft diameter ratio is less than 0.95, JASO (automobile standard: Japa
nese Automobile Standard Organization) C304-
89 cannot maintain the static torsional fracture strength guaranteed by
If it exceeds 5, the allowable operating angle guaranteed by JASOC 304-89 cannot be secured. The reason for setting the quenching hardening ratio γs of the torque transmitting tooth portion to be 0.25 or more and 0.55 or less is that if γs is less than 0.20, the heating temperature is not stable, so that a stable hardening ratio and surface hardness are obtained. If γs exceeds 0.55, then quenching cracks are likely to occur, which is not preferable. The reason for setting the quenching hardening ratio of the smooth part having the smallest diameter to (γs + 0.2) or more is that (γs + 0.2)
If it is less than 0.2), the smooth portion is liable to fatigue fracture and has lower strength than the torque transmitting tooth portion.
【００１９】自動車等の車両の駆動系においては、ドラ
イブシャフトの一端が等速自在継手を介してディファレ
ンシャルと連結され、他端は等速自在継手を介して車軸
（アクスル）に連結される。このドライブシャフトにお
いては、通常、アウトボード側（アクスル側）の等速自
在継手のブーツ（アウトボードブーツ）内、インボード
側（ディファレンシャル側）の等速自在継手のブーツ
（インボードブーツ）内、およびこれらの中間部の合わ
せて３箇所に平滑部が設けられる。本発明では、このう
ち、アウトボードブーツの内部の平滑部を最小径にし、
最弱部を限定する。これにより、ドライブシャフトの強
度バラツキが減少し、移動焼入れの時間短縮を図ること
ができる。In a drive system of a vehicle such as an automobile, one end of a drive shaft is connected to a differential via a constant velocity universal joint, and the other end is connected to an axle via a constant velocity universal joint. In this drive shaft, usually, inside the boot (outboard boot) of the constant velocity universal joint on the outboard side (axle side), inside the boot (inboard boot) of the constant velocity universal joint on the inboard side (differential side), In addition, smooth portions are provided at three places in total including these intermediate portions. In the present invention, among these, the smooth portion inside the outboard boot is made the minimum diameter,
Limit the weakest part. As a result, the variation in the strength of the drive shaft is reduced, and the time for moving quenching can be reduced.
【００２０】従来の動力伝達軸の多くは、焼割れ防止等
の観点から芯部には熱影響を与えないものが多い。ま
た、芯部まで影響を与えたものも、芯部のほとんど全て
がマルテンサイト化しているため、表面の残留圧縮応力
が消失している。これに対し、本発明では、最小径の平
滑部の芯部組織をフェライトとマルテンサイトとを含む
ものとし、熱影響を芯部にまで及ぼす一方で芯部のフル
マルテンサイト化を回避している。従って、高強度化が
達成され、また、表面に残留圧縮応力が残るために高疲
労強度化も達成される。熱影響を芯部まで及ぼすために
は、複数回（例えば２回）の高周波焼入れを行うのがよ
い。Many of the conventional power transmission shafts do not have a thermal effect on the core from the viewpoint of preventing burning cracks and the like. In addition, even if the core portion was affected, almost all of the core portion is martensitic, and thus the residual compressive stress on the surface has disappeared. On the other hand, in the present invention, the core structure of the smooth portion having the minimum diameter includes ferrite and martensite, and the influence of heat is exerted on the core while avoiding full martensite in the core. Accordingly, high strength is achieved, and high fatigue strength is also achieved because residual compressive stress remains on the surface. In order to apply the heat influence to the core, it is preferable to perform the induction hardening a plurality of times (for example, twice).
【００２１】高周波焼入れ後のショットピーニングによ
り、トルク伝達用歯部の表面の圧縮残留応力を１００ｋ
ｇｆ／ｍｍ2 以上とすれば、さらなる疲労強度の向上が
図れる。これを実現するには、ショットピーニングを２
回行うのが望ましい。[0021] By shot peening after induction hardening, the compressive residual stress on the surface of the torque transmitting tooth is reduced to 100 k
If it is gf / mm 2 or more, the fatigue strength can be further improved. To achieve this, shot peening should be
It is desirable to perform it twice.
【００２２】[0022]
【発明の実施の形態】以下、本発明の実施形態を添付図
面に基いて説明する。Embodiments of the present invention will be described below with reference to the accompanying drawings.
【００２３】図１は自動車のドライブシャフトを示すも
ので、ドライブシャフト１の両端は、等速自在継手２，
３を介して駆動系に接続される。図示した実施形態の場
合、インボード側は摺動式トリポード型等速自在継手２
により、図示しないディファレンシャルと連結され、ア
ウトボード側はツエッパ型等速自在継手３により、図示
しないアクスルと連結される。ドライブシャフト１の両
端の等速自在継手は図示例のような組合わせに限られ
ず、種々の形式の等速自在継手が適宜組合わせて使用さ
れる。例えば、インボード側には、ダブルオフセット型
等速自在継手、クロスグローブ型等速自在継手などが、
アウトボード側には、固定式トリポード型等速自在継手
などが使用され得る。FIG. 1 shows a drive shaft of an automobile.
3 and connected to the drive system. In the illustrated embodiment, the inboard side is a sliding tripod type constant velocity universal joint 2
Thus, the outboard side is connected to an axle (not shown) by a tweeper type constant velocity universal joint 3. The constant velocity universal joints at both ends of the drive shaft 1 are not limited to the combination shown in the illustrated example, but various types of constant velocity universal joints may be appropriately combined and used. For example, on the inboard side, a double offset type constant velocity universal joint, a cross glove type constant velocity universal joint, etc.
On the outboard side, a fixed tripod type constant velocity universal joint or the like may be used.
【００２４】ドライブシャフト１の両端には、トルク伝
達用歯部となる第１セレーション部１a1および第２セレ
ーション部１a2が形成される。両セレーション部１a1、
１a2のうち、第１セレーション部１a1は、インボード側
継手２の内側部材（図示例ではトリポード部材２ａ）の
内径部に、第２セレーション部１a2は、アウトボード側
継手３の内側部材（図示例では内輪３ａ）の内径部にそ
れぞれセレーション嵌合される。At both ends of the drive shaft 1, a first serration 1a1 and a second serration 1a2 are formed as torque transmitting teeth. Both serrations 1a1,
1a2, the first serration portion 1a1 is inside the inner member (tripod member 2a in the illustrated example) of the inboard joint 2 and the second serration portion 1a2 is the inner member of the outboard joint 3 (the illustrated example). Then, the inner ring 3a) is serrated and fitted to the inner diameter of the inner ring 3a).
【００２５】両セレーション部１a1、１a2のシャフト中
央側、すなわち第１セレーション部１a1のアウトボード
側、および第２セレーション部１a2のインボード側に
は、両セレーション部１a1、１a2に隣接してそれぞれ断
面円形の第１平滑部１b1および第２平滑部１b2が形成さ
れる。また、両平滑部１b1、１b2の間には、同じく断面
円形の第３平滑部１b3が形成される。３つの平滑部１b1
〜１b3のうち、第１平滑部１b1および第２平滑部１b2
は、それぞれインボード側継手２のブーツ２ｂ、および
アウトボード側継手３のブーツ３ｂ内にある。本実施形
態において、アウトボードブーツ３ｂ内の第２平滑部１
b2は、ドライブシャフト１中で最も小径に形成され、そ
の軸径比（第２平滑部１b2の外径／第２セレーション部
１a2の小径）は、０．９５〜１．０５の範囲内に設定さ
れる。The center of the shafts of the two serrations 1a1 and 1a2, ie, the outboard side of the first serration 1a1 and the inboard side of the second serration 1a2, have cross sections adjacent to the two serrations 1a1 and 1a2, respectively. A circular first smooth portion 1b1 and second smooth portion 1b2 are formed. A third smooth portion 1b3 having a circular cross section is formed between the two smooth portions 1b1 and 1b2. Three smooth parts 1b1
To 1b3, the first smoothing portion 1b1 and the second smoothing portion 1b2
Are located in the boot 2b of the inboard joint 2 and the boot 3b of the outboard joint 3, respectively. In the present embodiment, the second smooth portion 1 in the outboard boot 3b
b2 is formed to have the smallest diameter in the drive shaft 1, and its shaft diameter ratio (outer diameter of the second smooth portion 1b2 / small diameter of the second serration portion 1a2) is set in the range of 0.95 to 1.05. Is done.
【００２６】このドライブシャフト１の製造工程では、
炭素鋼、例えばＳ４０Ｃ〜Ｓ４５Ｃ程度の中炭素鋼を鍛
造成形し、次いでセレーション部１a1、１a2を冷間等で
加工（例えば冷間鍛造、冷間圧造）した後、全体に高周
波焼入れが施される。この時、第２セレーション部１a2
の焼入れ硬化比γｓ（有効硬化層深さ／小径部１０の半
径）は、０．２０〜０．５５の範囲内に、第２平滑部１
b2の焼入れ硬化比（有効硬化層深さ／第２平滑部１b2の
半径）は、（γｓ＋０．２）以上とされる。焼入れに際
しては、熱影響を芯部（特に第２平滑部１b2の芯部）ま
で及ぼし、当該芯部にフェライトとマルテンサイトの２
相組織を生成する。芯部に熱影響を与えるため、焼入れ
は２回に分けて行うのが好ましいが、１回の焼入れで
も、例えば低い周波数で加熱する、高周波数の場合は加
熱時間を長くする、加熱終了時から冷却までの時間（遅
延時間）を長くする等の手段により、芯部に上記２相組
織を形成することができる。In the manufacturing process of the drive shaft 1,
After forging a carbon steel, for example, a medium carbon steel of about S40C to S45C, and then working the serrations 1a1 and 1a2 by cold or the like (for example, cold forging or cold forging), the whole is subjected to induction hardening. . At this time, the second serration unit 1a2
The quenching hardening ratio γs (effective hardened layer depth / radius of the small diameter portion 10) is within the range of 0.20 to 0.55, and the second smooth portion 1
The quenching hardening ratio of b2 (effective hardened layer depth / radius of second smooth portion 1b2) is set to (γs + 0.2) or more. At the time of quenching, the heat influence is exerted on the core (particularly the core of the second smooth portion 1b2), and the ferrite and martensite are added to the core.
Generates phase structure. It is preferable that the quenching be performed in two steps because the core has a thermal effect. However, even with one quenching, heating is performed at a low frequency, for example, in the case of a high frequency, the heating time is increased. The above two-phase structure can be formed in the core by means such as lengthening the time until cooling (delay time).
【００２７】焼入れ終了後は、ショットピーニングを施
して表面の圧縮残留応力を１００ｋｇｆ／ｍｍ2 以上ま
で高め、更なる疲労強度の向上を図るのが望ましい。こ
の圧縮残留応力値は、例えばショットピーニングを２回
行うことによって実現される。ショットピーニングは、
ドライブシャフト１の全体に施すほか、特に疲労強度が
要求される第１セレーション部１a1や第２セレーション
部１a2のみに施してもよい。After the quenching is completed, it is desirable that shot peening is performed to increase the compressive residual stress on the surface to 100 kgf / mm 2 or more to further improve the fatigue strength. This compressive residual stress value is realized, for example, by performing shot peening twice. Shot peening is
In addition to the entire drive shaft 1, it may be applied only to the first serration portion 1a1 or the second serration portion 1a2 which requires particularly high fatigue strength.
【００２８】以上の説明では、最小径の第２平滑部１b2
とこれに隣接する第２セレーション部１a2との間の関係
を例示しているが、第１平滑部１b1と第１セレーション
部１a2との間にも上記と同様の関係（軸径比、有効硬化
層深さ、焼入れ硬化比等）を適用することができる。ま
た、第３平滑部１b3と第１セレーション部１a2あるいは
第２セレーション部１a2との間にも同様の関係を適用し
てもよい。In the above description, the second smoothing portion 1b2 having the minimum diameter
The relationship between the first smoothing portion 1b1 and the first serration portion 1a2 is similar to the relationship between the first smoothing portion 1b1 and the first serration portion 1a2 (shaft diameter ratio, effective hardening). Layer depth, quench hardening ratio, etc.). Further, the same relationship may be applied between the third smoothing portion 1b3 and the first serration portion 1a2 or the second serration portion 1a2.
【００２９】また、以上の説明では、動力伝達軸として
ドライブシャフト１を例示しているが、本発明の適用範
囲は、ドライブシャフトに限られず、圧接スタブや溶接
スタブなど、等速自在継手の原動軸あるいは従動軸とし
て使用される動力伝達軸に広く適用することができる。
図２は、圧接用スタブ１’を例示するもので、一端に等
速自在継手の内側部材などに結合するためのトルク伝達
用歯部１ａ（セレーション部）が設けられ、他端に鋼管
を圧接固定するためのフランジ部４が設けられている。
この場合もセレーション部１ａとこれに隣接する最小径
の平滑部１ｂとの間に上記と同様の関係（軸径比、有効
硬化層深さ、焼入れ硬化比）を適用することができる。In the above description, the drive shaft 1 is exemplified as the power transmission shaft. However, the application range of the present invention is not limited to the drive shaft, and the driving force of a constant velocity universal joint such as a pressure welding stub or a welding stub is applicable. It can be widely applied to power transmission shafts used as shafts or driven shafts.
FIG. 2 exemplifies a pressure welding stub 1 ', in which a torque transmitting tooth portion 1a (serration portion) for coupling to an inner member of a constant velocity universal joint is provided at one end, and a steel pipe is pressed at the other end. A flange portion 4 for fixing is provided.
In this case, the same relationship (shaft diameter ratio, effective hardened layer depth, quenching hardening ratio) can be applied between the serrated portion 1a and the smooth portion 1b having the minimum diameter adjacent thereto.
【００３０】[0030]
【発明の効果】以上のように本発明によれば、従来品よ
り高強度の動力伝達軸を提供することができ、これによ
り軽量化や負荷容量の増大等を図ることができる。ま
た、高作動角をとることもできる。As described above, according to the present invention, it is possible to provide a power transmission shaft having a higher strength than conventional products, thereby making it possible to reduce the weight and increase the load capacity. Also, a high operating angle can be obtained.
【図１】ドライブシャフトの断面図である。FIG. 1 is a sectional view of a drive shaft.
【図２】圧接用スタブの側面図である。FIG. 2 is a side view of a pressure contact stub.
【図３】図（ａ）は、セレーション部の縦断面図、図
（ｂ）はセレーション部の横断面図である。FIG. 3A is a longitudinal sectional view of a serration, and FIG. 3B is a transverse sectional view of the serration.
１ 動力伝達軸（ドライブシャフト） １ａ トルク伝達歯部 １a1 第１セレーション部 １a2 第２セレーション部 １ｂ 平滑部 １b1 第１平滑部 １b2 第２平滑部 １b3 第３平滑部 ２ 等速自在継手（インボード側） ２ａ 内側部材 ２ｂ ブーツ（インボードブーツ） ３ 等速自在継手（アウトボード側） ３ａ 内側部材 ３ｂ ブーツ（アウトボードブーツ） DESCRIPTION OF SYMBOLS 1 Power transmission shaft (drive shaft) 1a Torque transmission tooth part 1a1 First serration part 1a2 Second serration part 1b Smooth part 1b1 First smooth part 1b2 Second smooth part 1b3 Third smooth part 2 Constant velocity universal joint (inboard side) 2a inner member 2b boot (inboard boot) 3 constant velocity universal joint (outboard side) 3a inner member 3b boot (outboard boot)
Claims (5)
した平滑部およびトルク伝達用歯部を有する動力伝達軸
において、最小径の平滑部の有効硬化層深さを、トルク
伝達用歯部の小径部の有効硬化層深さよりも大きくした
ことを特徴とする動力伝達軸。In a power transmission shaft used for a constant velocity universal joint and having an induction hardened smooth portion and a torque transmitting tooth portion, the effective hardened layer depth of the minimum diameter smooth portion is determined by the torque transmitting tooth portion. A power transmission shaft characterized in that the depth is larger than the effective hardened layer depth of the small diameter portion.
部の小径）を、０．９５以上で１．０５以下とし、トル
ク伝達用歯部の焼入れ硬化比γｓを０．２０以上で０．
５５以下、最小径の平滑部の焼入れ硬化比を（γｓ＋
０．２）以上とした請求項１記載の動力伝達軸。2. The ratio (diameter of the smooth portion having the smallest diameter / small diameter of the torque transmitting tooth portion) is set to 0.95 or more and 1.05 or less, and the quench hardening ratio γs of the torque transmitting tooth portion is 0.20 or more. With 0.
55 or less, the quench hardening ratio of the smooth part having the minimum diameter is set to (γs +
0.2) or more.
滑部を設けた請求項１または２記載の動力伝達軸。 3. The power transmission shaft according to claim 1, wherein a smooth portion having a minimum diameter is provided inside the outboard boot.
とマルテンサイトとを含むものである請求項１または２
記載の動力伝達軸。4. The core structure of a smooth part having a minimum diameter includes ferrite and martensite.
Power transmission shaft as described.
用歯部の表面の圧縮残留応力を１００ｋｇｆ／ｍｍ2 以
上にした請求項１または２記載の動力伝達軸。5. The power transmission shaft according to claim 1, wherein the compressive residual stress on the surface of the torque transmitting tooth portion is set to 100 kgf / mm 2 or more by shot peening.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11040339A JP2000240669A (en) | 1999-02-18 | 1999-02-18 | Power transmission shaft |
| US09/493,189 US6319337B1 (en) | 1999-02-10 | 2000-01-28 | Power transmission shaft |
| FR0001634A FR2789402B1 (en) | 1999-02-10 | 2000-02-10 | POWER TRANSMISSION SHAFT |
| US09/972,945 US6673167B2 (en) | 1999-02-10 | 2001-10-10 | Power transmission shaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11040339A JP2000240669A (en) | 1999-02-18 | 1999-02-18 | Power transmission shaft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2000240669A true JP2000240669A (en) | 2000-09-05 |
Family
ID=12577884
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11040339A Withdrawn JP2000240669A (en) | 1999-02-10 | 1999-02-18 | Power transmission shaft |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2000240669A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003184906A (en) * | 2001-12-05 | 2003-07-03 | Gkn Automotive Gmbh | Manufacturing method of inner joint member |
| EP1607642A1 (en) | 2004-06-14 | 2005-12-21 | Toyoda Koki Kabushiki Kaisha | Drive shaft |
| JP2006258122A (en) * | 2005-03-15 | 2006-09-28 | Ntn Corp | Slide type constant velocity universal joint |
| JP2006275168A (en) * | 2005-03-29 | 2006-10-12 | Ntn Corp | Drive shaft |
| JP2010007694A (en) * | 2008-06-24 | 2010-01-14 | Ntn Corp | Shaft for constant velocity joint, manufacturing method of shaft of constant velocity joint, and constant velocity joint |
| WO2010029841A1 (en) | 2008-09-12 | 2010-03-18 | Ntn株式会社 | Power transmission shaft, drive shaft, and propeller shaft |
| CN114734206A (en) * | 2022-04-13 | 2022-07-12 | 浙江骏马弹簧制造有限公司 | Machining process of hot-rolling spring mandrel |
-
1999
- 1999-02-18 JP JP11040339A patent/JP2000240669A/en not_active Withdrawn
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003184906A (en) * | 2001-12-05 | 2003-07-03 | Gkn Automotive Gmbh | Manufacturing method of inner joint member |
| EP1607642A1 (en) | 2004-06-14 | 2005-12-21 | Toyoda Koki Kabushiki Kaisha | Drive shaft |
| JP2006258122A (en) * | 2005-03-15 | 2006-09-28 | Ntn Corp | Slide type constant velocity universal joint |
| JP2006275168A (en) * | 2005-03-29 | 2006-10-12 | Ntn Corp | Drive shaft |
| JP2010007694A (en) * | 2008-06-24 | 2010-01-14 | Ntn Corp | Shaft for constant velocity joint, manufacturing method of shaft of constant velocity joint, and constant velocity joint |
| WO2010029841A1 (en) | 2008-09-12 | 2010-03-18 | Ntn株式会社 | Power transmission shaft, drive shaft, and propeller shaft |
| JP2010065815A (en) * | 2008-09-12 | 2010-03-25 | Ntn Corp | Power transmission shaft |
| US8435125B2 (en) | 2008-09-12 | 2013-05-07 | Ntn Corporation | Power transmission shaft, drive shaft, and propeller shaft |
| CN114734206A (en) * | 2022-04-13 | 2022-07-12 | 浙江骏马弹簧制造有限公司 | Machining process of hot-rolling spring mandrel |
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| A300 | Withdrawal of application because of no request for examination |
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