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WO2005053990A1 - Arbre d'entrainement tubulaire, notamment arbre a cardan pour un vehicule automobile - Google Patents

Arbre d'entrainement tubulaire, notamment arbre a cardan pour un vehicule automobile Download PDF

Info

Publication number
WO2005053990A1
WO2005053990A1 PCT/EP2004/013703 EP2004013703W WO2005053990A1 WO 2005053990 A1 WO2005053990 A1 WO 2005053990A1 EP 2004013703 W EP2004013703 W EP 2004013703W WO 2005053990 A1 WO2005053990 A1 WO 2005053990A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive shaft
section
guide tube
diameter
tube
Prior art date
Application number
PCT/EP2004/013703
Other languages
German (de)
English (en)
Inventor
Christine Kienhöfer
Eckhard Morlock
Original Assignee
Rotaform Gmbh
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
Priority claimed from DE102004005250A external-priority patent/DE102004005250A1/de
Application filed by Rotaform Gmbh filed Critical Rotaform Gmbh
Publication of WO2005053990A1 publication Critical patent/WO2005053990A1/fr

Links

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
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/02—Shafts; Axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft

Definitions

  • Tubular drive shaft in particular cardan shaft for a motor vehicle
  • the invention relates to a drive shaft with the features specified in the preamble of claim 1.
  • a cardan shaft which has a first section with a first diameter and a second section with a second diameter, the second diameter being smaller than the first diameter.
  • the purpose of this design is that when a motor vehicle collides with an obstacle, the cardan shaft can be pushed together with as little energy consumption as possible by deforming the transition section of the pushes the first section of the cardan shaft with the larger diameter over the second section of the cardan shaft with the smaller diameter. There is a risk that the cardan shaft will buckle. This is undesirable because the buckling results in an uncontrolled deformation behavior.
  • DE 41 13709 C2 therefore discloses providing a guide tube in the cardan shaft which, with a section of smaller diameter, is firmly inserted in the second, thinner section of the cardan shaft. From there, the guide tube extends into the first, thicker section of the cardan shaft and there has a section with a diameter which approximates the inside diameter of the first section of the cardan shaft. So that the guide tube with its larger diameter end does not get caught on the inside of the first, larger diameter section of the drive shaft in the event of a collision of the vehicle, seizes up and therefore can no longer fulfill its guiding task, it is known to attach the guide tube to rejuvenate its end.
  • the guide tube effects a guide which prevents the cardan shaft from buckling, so that the cardan shaft only absorbs deformation energy until its second section breaks away from its first section.
  • the bead is rolled or turned into this tube at the point where the transition section is later to be located, for which purpose the tube is acted on in a radial direction.
  • the second section of the cardan shaft with the smaller diameter and the transition section are then formed by kneading, pressing or pulling the tube.
  • the prefabricated guide tube is then inserted through the first section of the cardan shaft and pressed into the second section, that is the section with the smaller diameter.
  • the present invention has for its object to show a way how a generic drive shaft, in which there is a guide tube, can be manufactured with less effort.
  • the drive shaft With the drive shaft according to the invention, a departure from the state of the art is made in that, instead of a guide tube with a diameter that changes greatly over its length, it receives a guide tube with a diameter that changes less or even with a substantially constant diameter.
  • the clear width of the drive shaft is at least almost reduced to the outside diameter of the guide tube, it is meant that the distance between the guide tube and the inside of the drive shaft is so small, that in the event of a collision of the vehicle with an obstacle, the kink protection desired for the drive shaft is achieved and that the first tube section of the guide tube extending in the first section of the drive shaft can move therein, while the drive shaft with its thinner second section moves into its thicker one first section pushes.
  • the kink protection assumes that there is a guide between the outer tube of the drive shaft and the guide tube at at least one point.
  • the location of this point is to be selected so that it does not prevent the first and second sections of the drive shaft from being pushed together until they tear off and, furthermore, does not prevent the vehicle manufacturer from responding in the event of a crash.
  • the location at which the clear width of the drive shaft is reduced in its first section is therefore preferably at the end of the path specified for the crash, via which the thinner second section of the drive shaft should be able to slide into its thicker first section.
  • the position of the drive shaft with a reduced clear width covers an end section of the guide tube. In the event of an impact, the entire remaining length of the first tube section of the guide tube is available for pushing the drive shaft together.
  • locations are provided at which the clear width of the drive shaft is reduced, these locations are expediently close to one another. However, preferably only one such location is provided.
  • the diameter jump between the first and the second tube section of the guide tube can be reduced compared to the state of the art and, for compensation, the diameter of the first section of the tubular drive shaft can be reduced at a point from the value D to a value which is greater than d.
  • the invention is preferably implemented in such a way that the guide tube has a constant or approximately constant outer diameter over its entire length, so that no or practically no reshaping of the guide tube is required.
  • the adaptation of the guide tube to the surrounding tubular drive shaft which is intended to provide guidance in the event of a crash, can then either be carried out by constructive measures in the first section of the drive shaft with the larger diameter D or in a third section of the drive shaft with a smaller diameter adjoining the first section ; this third section adjoins the side of the first section facing away from the second section of the drive shaft.
  • a first possibility is to reduce the diameter of the drive shaft itself at at least one point, for example by rolling in a bead or by kneading the first section of the drive shaft over part of its length, which is short against the length of the first section of the Drive shaft should be. Such a local reduction in the diameter of the drive shaft does not unduly reduce its stability.
  • Another possibility is to provide a support ring between the guide tube and the first section of the drive shaft at the at least one point. This support ring is to be secured against sliding either on the guide tube or on the inside of the drive shaft.
  • Such a support ring is particularly advantageous if it has a vibration-damping structure, because it not only offers the desired guidance and the resulting anti-kink protection, but also dampens vibrations of the drive shaft and its guide tube, which reduces the noise and a possible Allow the drive shaft to run out of round.
  • absorbers which are, are suitable as support rings vibration-damping composite rings made of rubber and metal, in particular rubber and lead.
  • a vibration-damping support ring is preferably attached to the inside of the drive shaft; the support ring is preferably pressed into the drive shaft. If vibration damping is not important, it is preferred to attach the support ring to the guide tube.
  • Fastening the support ring on the guide tube is also particularly advantageous because it allows a shorter support tube than if the support ring is attached to the inside of the drive shaft, namely the guide tube can be shorter by the length by which the drive shaft is in the event of a crash can be pushed together.
  • the further consequence is a weight saving that is most welcome in the automotive industry.
  • a section with a smaller diameter d preferably adjoins on both sides of the first section of the drive shaft, which has the larger diameter D.
  • the guide tube which is firmly in one of these sections of the drive shaft with the smaller diameter d, can be extended into the other section with the diameter d.
  • no additional measures to reduce the diameter are required on the outer tube of the drive shaft and, apart from its extension, no special measures are required on the guide tube either, except that care must be taken to ensure that it is in one section of the drive shaft with the smaller diameter d is stuck, but is movable in the other section with the smaller diameter d.
  • the guide tube preferably has longitudinally extending or helically extending ribs on its outside, longitudinal ribs being particularly preferred.
  • longitudinal ribs which do not have to extend over the entire length of the guide tube, but can be limited to the second tube section, and for which only a small height is required, the guide tube can be in the second section of the Drive shaft are pressed in if the guide tube has a small oversize compared to the inner diameter of the second section of the drive shaft, taking into account the ribs.
  • finned tubes are commercially available, the use of such tubes in a drive shaft according to the invention is particularly cost-effective. Ribs that are only part of the length of the guide tube can be formed by pressing a ribbed mandrel into the guide tube.
  • the fastening of the guide tube in the second section of the drive shaft can, however, also take place as is known in the prior art, namely in that the second tube section of the guide tube is slightly corrugated or is provided in another way with bulges, the height of which is dimensioned in this way is that the desired press fit of the guide tube can be achieved in the second section of the drive shaft.
  • Another possibility for the positive and / or non-positive fixing of the guide tube in the second section of the drive shaft is to provide the second section of the drive shaft with indentations which act on the guide tube before or after the guide tube is inserted.
  • the invention in principle manages with a straight guide tube that has a constant diameter over its length, with any local bulges for the purpose of non-positive and / or positive fixing of the Guide tube is disregarded in the drive shaft.
  • the additional effort by reducing the clear width of the first section of the drive shaft or by extending the Guide tube is far overcompensated by the savings that the use of a guide tube with a constant or approximately constant diameter entails.
  • vibration damping can take place at the same time.
  • FIG. 1 shows a drive shaft according to the invention with an inserted guide tube in a longitudinal section
  • FIG. 2 shows detail Y from FIG. 1 enlarged five times
  • FIG. 3 shows a second exemplary embodiment of a drive shaft according to the invention in a representation as in FIG. 1,
  • FIG. 4 shows the cross section A-A according to FIG. 3,
  • FIG. 5 shows detail Y from FIG. 4, enlarged twice
  • FIG. 6 shows a third exemplary embodiment of a drive shaft according to the invention in a representation corresponding to FIG. 1,
  • Figure 7 shows a fourth embodiment of a drive shaft according to the invention in a representation corresponding to Figure 1, and
  • FIG. 8 shows a fifth exemplary embodiment of a drive shaft according to the invention in a representation corresponding to FIG. 1.
  • the drive shaft 11 shown in Figure 1 is formed from a cylindrical tube with the outer diameter D. This tube is first formed over part of its length, in particular by drawing or kneading. As a result, a first section 1 of the tube remains at its original diameter D and a second section 2 with a second, smaller outside diameter d is created. So that in the event of an impact, section 1 can slide over section 2 or section 2 can slide into the section
  • the outer diameter d is at least the wall thickness of the first section 1 smaller than the inner diameter of the section 1.
  • the greatest slope relative to the longitudinal axis 4 of the drive shaft is preferably 45 ° C to 80 ° C.
  • an annular bead which is intended to ensure that the drive shaft pushes together at a predetermined point in the event of an impact and finally breaks off.
  • a guide tube 6 is inserted in the drive shaft 11.
  • the guide tube 6 is a rectilinear tube which has a substantially constant diameter over its entire length, both the inside diameter and the outside diameter.
  • the restriction "essentially” is made because the second pipe section 7, which is in the second section 2 of the drive shaft
  • the first section 1 of the drive shaft 11 with the diameter D connects its second section 2 to a third section 10.
  • the second section 2 and the third section 10 generally correspond in diameter d, which is less than D.
  • the majority of the first section 1 of the drive shaft 11 has been broken away for reasons of clarity.
  • the front end of the guide tube 6 lies at the end of the section 13 of the drive shaft 11, as shown in FIG. 1, or protrudes slightly beyond it.
  • a taper can be dispensed with at this end of the guide tube 6, because if the second section 2 of the drive shaft 11 slides into the first section 1 of the vehicle in the event of an impact, then the front end of the guide tube 6 moves into the adjoining free space of the first section 1 of the drive shaft 11 with the larger diameter D, the wall of which it does not touch as long as the drive shaft 11 does not buckle. But this is prevented by the guide tube 6.
  • the exemplary embodiment shown in FIGS. 3 to 5 differs from the exemplary embodiment shown in FIGS. 1 and 2 in that a tube is used as the guide tube 6, which is not corrugated, but has three longitudinal ribs 16, which have a circumferential angle of 120 ° are separated from each other.
  • the position of the ribs 16 is shown in Figure 4, the shape of the ribs 16 in Figure 5. They increase the outside diameter of the Guide tube 6 locally by a fraction of a millimeter, sufficient to be able to press the second tube section 7 of the guide tube 6 firmly into the second section 2 of the drive shaft 11. More than three ribs could also be provided on the circumference of the guide tube 6.
  • the exemplary embodiment shown in FIGS. 3 to 5 also differs from the exemplary embodiment shown in FIGS. 1 and 2 in that the two transitions 17 and 18 are flatter than the transition section 3, so that the drive shaft 11 does not also attach itself in the event of an impact turns and pushes the transitions 17 and 18, but only on the steeper transition section 3.
  • the embodiment shown in FIG. 6 differs from the embodiment shown in FIGS. 1 and 2 in that the first section 1 of the drive shaft 11 does not have a section 13 with a reduced diameter. Instead, a support ring 14 is pressed into the drive shaft 11 at a corresponding point 12, specifically before the second section 2 or the third section 10 of the drive shaft 11 with the smaller diameter d has been formed. In this support ring 14, the front end of the guide tube 6 is guided longitudinally with little play.
  • the support ring 14 could also glue it in or fix it in a form-fitting manner, for example by indentations in the wall of the drive shaft 11.
  • the support ring 14 could also be pressed onto the guide tube 6 so that it fits together with it in the section 1 of the drive shaft 11 moves.
  • the exemplary embodiment shown in FIG. 7 differs from the example shown in FIGS. 3 to 5 in that the diameter jump from the diameter D in the first section 1 of the drive shaft 11 to the reduced diameter in the section 13 was reduced.
  • a guide tube 6 is used, the first tube section 8 of which has been correspondingly enlarged compared to the second tube section 7, so that the desired guidance occurs at the constriction 12.
  • the guide tube 6 is inserted before the third section 10 of the drive shaft 11, which is smaller in diameter, is formed.
  • the transitions 17 and 18 are flatter than the transition section 3, which ensures that, in the event of an impact, the drive shaft 11 pushes together starting from the transition section 3 and finally breaks off.
  • the exemplary embodiment shown in FIG. 8 differs from the exemplary embodiment shown in FIGS. 3 to 5 in that there is no constriction at all in the first section 1 of the drive shaft 11. Rather, the guide tube 6, which is fixed with its second tube section 7 in the second section 2 of the drive shaft 11, is extended with its first tube section 7 into the third section 10 of the drive shaft 11 and fulfills its guiding task in cooperation with this third section 10.
  • This Embodiment is characterized by particularly low manufacturing costs.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Motor Power Transmission Devices (AREA)

Abstract

L'invention concerne un arbre d'entraînement tubulaire, notamment un arbre à cardan pour un véhicule automobile. Cet arbre comprend une première partie (1) présentant un premier diamètre D et une deuxième partie (2) présentant un deuxième diamètre d inférieur à D. Cet arbre reçoit un tube de guidage rectiligne (6) qui présente une première partie tubulaire (8), s'étendant dans la première partie (1) de l'arbre d'entraînement (11), et une deuxième partie tubulaire (7) insérée dans la deuxième partie (2) de l'arbre d'entraînement (11). Selon l'invention, au niveau de la première partie tubulaire (8), le diamètre intérieur de l'arbre d'entraînement (11) est réduit, en au moins un point (12), de façon à être au moins pratiquement égal au diamètre extérieur du tube de guidage (6).
PCT/EP2004/013703 2003-12-03 2004-12-02 Arbre d'entrainement tubulaire, notamment arbre a cardan pour un vehicule automobile WO2005053990A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE20319050.5 2003-12-03
DE20319050 2003-12-03
DE102004005098 2004-01-27
DE102004005098.8 2004-01-27
DE102004005250A DE102004005250A1 (de) 2003-12-03 2004-01-28 Rohrförmige Antriebswelle, insbesondere Kardanwelle für ein Kraftfahrzeug
DE102004005250.6 2004-01-28

Publications (1)

Publication Number Publication Date
WO2005053990A1 true WO2005053990A1 (fr) 2005-06-16

Family

ID=34657497

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2004/013703 WO2005053990A1 (fr) 2003-12-03 2004-12-02 Arbre d'entrainement tubulaire, notamment arbre a cardan pour un vehicule automobile

Country Status (1)

Country Link
WO (1) WO2005053990A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1331015A (fr) * 1962-08-03 1963-06-28 élément tubulaire de transmission à cannelures axiales et son procédé d'exécution
US3508633A (en) * 1967-05-17 1970-04-28 Nissan Motor Plastically deformable impact absorbing means for vehicles
US4512209A (en) * 1983-03-18 1985-04-23 The Torrington Company Steering column
US6015350A (en) * 1997-12-03 2000-01-18 Dana Corporation Collapsible vehicle driveshaft
US6371859B1 (en) * 2000-02-03 2002-04-16 Dana Corporation Axially collapsible driveshaft assembly
US20030213117A1 (en) * 2002-04-04 2003-11-20 Silva Jose Da Method of manufacturing an axially collapsible driveshaft assembly

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1331015A (fr) * 1962-08-03 1963-06-28 élément tubulaire de transmission à cannelures axiales et son procédé d'exécution
US3508633A (en) * 1967-05-17 1970-04-28 Nissan Motor Plastically deformable impact absorbing means for vehicles
US4512209A (en) * 1983-03-18 1985-04-23 The Torrington Company Steering column
US6015350A (en) * 1997-12-03 2000-01-18 Dana Corporation Collapsible vehicle driveshaft
US6371859B1 (en) * 2000-02-03 2002-04-16 Dana Corporation Axially collapsible driveshaft assembly
US20030213117A1 (en) * 2002-04-04 2003-11-20 Silva Jose Da Method of manufacturing an axially collapsible driveshaft assembly

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