JPH01502442A - Automotive propeller shaft - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] Automotive propeller shaft The present invention can be used as a longitudinal axis (usually referred to as a propeller axis) of an automobile. Regarding the transmission shaft used. A front-mounted engine unit in the vehicle is attached to such an axle. A differential gear unit is installed at the front and rear.

That is, it is used for power transmission between the gear box and the differential 1.

To provide a vehicle propeller shaft that can accommodate relatively small changes in shaft length. is normal. To accommodate such changes in length, it is possible to conveniently attach the shaft and provide suspension. In order to adapt to the geometrical variations with the sb as required and provided by a sliding spline joint forming part of this shaft. be able to. However, if the vehicle is involved in an accident involving a frontal and/or rear impact, For example, due to its design, the punched shaft length is short.

It will be exceeded because it is compressed longitudinally into the vehicle body structure. seed of becoming The body structure of a vehicle, especially a modern passenger car, has progressive The common practice is to design the impact energy by shortening it. This may be considered. Under such circumstances, the propeller shaft may be exposed to dangerous It will act as a rigid strut that is fully flexed with consequences. for example.

This type of full-scale collapse ruptured the vehicle's fuel tank, damaged the fuel line, and injured the vehicle's passengers. It will enter the room and let the engine unit enter the cabin of seven vehicles. be moved in an undesirable manner.

Therefore, if the propeller shaft is It would be desirable to be able to retract axially under severe accident conditions. of course , the shaft must function as a regular shaft during normal use. Furthermore, if the axis If can be progressively shortened and thereby absorb energy, the vehicle It can assist in the energy absorbing design of the structure and increase safety across the width of the vehicle. Probably. It is an object of the present invention to provide a propeller shaft that satisfies the above requirements. Toderoru.

The propeller shaft provided by the present invention has portions that fit into each other in the axial direction, and transmitting torque between each other and being subjected to the axial loads encountered in normal use. the elements have a cross-sectional shape that prevents relative axial movement between the elements, and the elements fit together; The form of the mating part prevents relative axial movement between the shaft elements under excessive axial load. at least one shaft element undergoes a gradual deformation while the shaft is shortened by and thereby absorb energy.

When the shaft shortens axially, at least one shaft element is advanced by the other shaft element. By arranging the propeller shaft to be deformed in a The requirements for energy absorbing deformations can be met. of course , the simplest safety requirements, after overcoming the initial resistance to shortening motion, if The axle shortens without further resistance, but the axle then becomes progressively smaller in the structure of the vehicle. It will be satisfactory if no further effort is taken to control the deformation.

In use, an automobile propeller shaft rotates at extremely high speeds, e.g. thousands of revolutions per minute. I have something to do. Importantly, the bending stiffness of such a shaft is sufficient guarantees must be given to ensure that the It is a must. Therefore, the axial fitting torque between the two tubular shaft elements Transfer coupling is.

It must be of such a nature that it provides sufficient bending stiffness to the shaft.

The shaft element adjacent to the mating portion has a circular cross section, and the shaft element adjacent to the mating portion has a circular cross section; The two parts are deformed into one spline engagement state, i.e. one side is circumferentially In a spline engagement state with a protrusion and a recess that deviate in the axial direction, the Preferably, it is shaped.

By differently deforming said portion of the shaft element.

A bank-crash-free connection is obtained that is rigid with respect to the curvature of the shaft.

The undeformed outer diameter of the shaft element with the innermost fitting part is changed to the output shaft element. By increasing the small diameter of the part to be shaped, the shaft can be gradually shortened while the shaft is being shortened. The power is distributed in such a way that it is progressively deformed. As explained below, differences between such dimensions , determine the required force exerted while the axis is shortened.

The present invention further relates to a method for manufacturing a propeller shaft as described above, including a method for manufacturing a propeller shaft as described above. Assemble parts of two tubular elements that are joined into relationship and transmit torque between these elements deforming said portions to provide a cross-sectional shape for Density is the relative axial displacement between said elements under the axial loads encountered in normal use. at least one of said deformed portions is free from excessive axial loads. While the shaft is being shortened due to the relative axial movement between said shaft elements at the bottom, the other shaft element It has dimensions arranged so as to cause elementary gradual deformation.

The invention will be explained in terms of implementation with reference to the accompanying drawings.

FIG. 1 is a partially cutaway elevational view of a portion of a propeller shaft according to the present invention; FIG. 2 shows portions of the shaft assembly in longitudinal section in two planes of FIG.

FIG. 3 is a cross-sectional view through a portion of the shaft assembly.

FIG. 1 shows a portion of a propeller shaft according to the present invention. A hook is attached to one end of the shaft. Hookes joints are provided, one of which is driven. It is connected to the flange 11 and another yoke is welded to the tubular shaft element 12.

It is welded to the tubular shaft element 12. Torque transmission, which will be described later, to the tubular shaft element 12 It is connected by means of a coupling device to another tubular shaft element 14, which further element is itself Welded to the outside of the sliding spline joint @ element 15 and indicated at 16 to its inside element. ing. The remaining portions of the shaft are not shown. Spline joints 15 and 16 are equipped with N In order to facilitate the adjustment and to accommodate relatively inexpensive changes in shaft length during use, the shaft length can be adjusted. Knots form.

Next, regarding FIGS. 2 and 3, the torque transmission coupling device 13 and its manufacturing The method will be described in detail. First, the tubular element 12 is also considerably larger than the tubular element 14. It has a diameter, and a portion 17 thereof is swaged to a smaller diameter. tube In the portion 18 of the shaped element 14, the portions 17, 18 are axially tightly movable into and out of each other. They are expanded to a diameter that allows them to fit together. Therefore, the fitting part like this A spline type tow with a protruding part and a recessed part extending in the axial direction at intervals in the circumferential direction. torque transmitting configuration, and are simultaneously transformed to each other. The mandrel 19 is required for this deformation. This mandrel is carried out by inserting it into the part 18 of the element 14, and the required a portion 17a having an outer surface in the form of and spaced circumferentially from portion 17.18; , 18 & inwardly transform. For this action, a A number of circumferentially spaced rollers, indicated at 20, are engaged with the outer surface of portion 17. This is carried out by moving axially in the direction of arrow 21.

The distal end 22 of portion 18 is left in an expanded dimension.

The dimensions of shaft element 14, roller 20 and mandrel 190 are indicated by mm in FIG. It was done. The small diameter of the deformed portion 17 of the outer tubular shaft element 12 makes it possible to reduce the diameter of the undeformed inner shaft element. The outer diameter of the inner shaft element 14 is selected to be smaller than the outer diameter of the element 14, and the dimensions of the inner shaft element 14 are as shown in FIG. It is indicated by B.

The length of the mated and deformed portion 17.18 has the torsional stiffness and It shall have sufficient value to guarantee bending stiffness.

When using the shaft, due to the frictional force between parts 17 and 18 as a result of their deformation, , diameter B) of portion 17 is also smaller and smaller than the diameter of distal end 22 of portion 18. The axial force that normally occurs with the axial fit given by the diameter This is sufficient to prevent relative movement between the shaft elements 12, 14 that would otherwise occur. sp of the propeller shaft beyond what can be absorbed by the line-coupled joints 15.16. In the event of a very severe accident resulting in a shortening, this coupling means may be It is thought that an axial force is applied that is sufficient to overcome the friction between the propeller shaft and the propeller shaft. It will be shortened in the direction. In such an axially shortened state, dimension A becomes Due to the fact that the modulus P is smaller, when the axis shortens, the axis element 14 becomes part of the axis element 12 This means that it will be transformed by 17 minutes. As a result, the axis progressively absorbs energy during axial shortening to increase safety as described above. Ru. The difference between dimensions A and P determines the amount of energy absorption.

Although the torque transmission form in which the shaft element 12.14 has a deformed configuration has been described, other torque transmission forms Transmission configurations may also be used. Furthermore, it absorbs energy during axial shortening of the shaft The axial element 14 is described as being progressively deformed in order to The other shaft or even both shaft elements may be provided as such energy absorbing means. Can also be done.

FIG, 1° Submission of translation of written amendment (Shintoku 11, Article 84-8) June 29, 1988 Mr. Fumitake Yoshida, Director-General of the Demand Agency 1. International application number PCT/GB 871001542, title of the invention Automotive propeller shaft 3. Patent applicant Name: BRD Company Limited 4, Agent 6. List of attached documents (1) One translation of the written amendment The scope of the claims 1. Fit together axially and under normal usage conditions, there is no torque transmission between them. ( a propeller shaft comprising two tubular shaft elements (12, 14) with Therefore, the configuration of the mating portions (17, 18) is such that the shape of the mating portions (17, 18) While the shaft is shortened by relative axial movement between the shaft elements, fewer of said shaft elements Both shaft elements (14) are configured so that they undergo gradual deformation and absorb energy. propeller shaft.

2. The shaft element (12, 14) adjacent to the fitting portion has a circular cross-sectional shape. The rice cake and its fitting portions (17, 18) are spaced apart in the circumferential direction and axially The propeller shaft according to claim 1, having a protrusion and a recess extending in the direction.

3. A portion (17a) formed at intervals in the circumferential direction of the portions (17, 18). , 18a) are deformed together with the cross-sectional shape. propeller shaft.

4. The small diameter (A) of each said deformed portion (17a) of the outer shaft element (12) is Claim 3 smaller than the outer diameter (B) of the non-deformed portion of the inner shaft element (14) Propeller shaft as described in section.

5. Parts (17, 18) of the two tubular shaft elements (12, 14) in a mating relationship - When assembled together and subjected to the axial loads encountered during normal use, a cross-sectional shape that transmits torque and sufficient tension to resist relative axial movement between said elements. deforming said parts (17, 18) together to provide a tight connection means; , at least one portion (17) of the deformed portion is subjected to severe axial negative The relative axial movement between said shaft elements when loaded causes the contraction of the other shaft during the shortening state of the shaft. a propeller with dimensions arranged to cause a gradual deformation of the shaft element (14); How to manufacture a rack shaft.

6. said deformation is performed in a plurality of circumferentially spaced axially spaced portions of said portions (17, 18); Claim 5 comprising moving the portions (17a, 18a) extending inwardly. The method described in section.

7. Claim in which said movement of each of said parts is carried out by rollers (20). The method described in section 6.

8. supporting said parts (17, 18) by an inner mandrel (19) during said deformation; 8. The method of claim 6 or 7, further comprising holding.

9. The front part is constructed so that the length of the shaft can change even under normal use conditions. A propeller shaft according to any one of claims 1 to 4.

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Claims (8)

[Claims] 1. They fit together axially and do not transmit torque between each other under normal usage conditions. ( a propeller shaft comprising two tubular shaft elements (12, 14) with Therefore, the configuration of the mating portions (17, 18) is such that the shape of the mating portions (17, 18) While the shaft is shortened by relative axial movement between the shaft elements, fewer of said shaft elements Both shaft elements (14) are configured so that they undergo gradual deformation and absorb energy. propeller shaft. 2. The shaft elements (12, 14) adjacent to the mating portions have a circular cross-sectional shape. The clasp and its fitting portions (17, 18) are spaced apart in the circumferential direction and axially The propeller shaft according to claim 1, having a protrusion and a recess extending in the direction. 3. A portion (17a) formed at intervals in the circumferential direction of the portions (17, 18). , 18a) are all deformed to the cross-sectional shape. propeller shaft. 4. The minor diameter (A) of each said deformed portion (17a) of the outer shaft element (12) is Claim 3 smaller than the outer diameter (B) of the non-deformed portion of the inner shaft element (14) Propeller shaft as described in section. 5. Align the portions (17, 18) of the two tubular shaft elements (12, 14) in a mating relationship. When assembled together and subjected to the axial loads encountered during normal use, a cross-sectional shape that transmits torque and sufficient tension to resist relative axial movement between said elements. deforming said parts (17, 18) together to provide a tight connection means; , at least one portion (17) of the deformed portion is subjected to severe axial negative The relative axial movement between said shaft elements when loaded causes the contraction of the other shaft during the shortening state of the shaft. a propeller with dimensions arranged to cause a gradual deformation of the shaft element (14); How to manufacture a rack shaft. 6. Said deformation causes a plurality of circumferentially spaced axially spaced portions (17, 18) of said portions (17, 18). Claim 5 comprising moving the portions (17a, 18a) extending inwardly. The method described in section. 7. Claim wherein said movement of each of said parts is carried out by rollers (20). The method described in section 6. 8. Supporting said parts (17, 18) by an inner mandrel (19) during said deformation. 8. The method of claim 6 or 7, further comprising holding.