DE102016220597A1 - Propshaft for a motor vehicle and method for producing such - Google Patents

Abstract

A longitudinal shaft (1) for a motor vehicle comprises a constant velocity sliding joint (6) with an inner joint part (11), an outer joint part (16) and arranged between these rolling and / or rolling elements (14), wherein the outer joint part (16) on its inner circumference treads (17) engaging with the rolling and / or rolling elements (14) and a tubular member (20). The outer joint part (16) of the constant velocity sliding joint (6) is arranged in the tubular element (20; 20 ') and connected to it in a rotationally fixed manner. The tube element (20) has a tube section (21) which protrudes axially beyond the outer joint part (16). The said pipe section (21) provides in the installed position a free space (23), in which at least the inner joint part (11) of the constant velocity sliding joint (6) is axially displaceable.

Description

The invention relates to a longitudinal shaft for a motor vehicle comprising a constant velocity sliding joint with an inner joint part, an outer joint part and between them arranged rolling and / or rolling elements, wherein the outer joint part forms on its inner periphery running surfaces, which with the rolling and / or roller elements into engagement stand, and a pipe element.

A longitudinal shaft of the type mentioned is out DE 10 2008 026 063 A1 known.

Another longitudinal wave of the type mentioned is from the post-published DE 10 2015 219 464 A1 known, which is opposite to the DE 10 2008 026 063 A1 known longitudinal shaft characterized by improved crash safety.

The object of the present invention is to further improve the production of such a longitudinal shaft.

For this purpose, a longitudinal shaft with the features of claim 1 is proposed. The longitudinal shaft according to the invention is characterized in particular by the fact that the outer joint part of the constant velocity sliding joint is arranged in the tubular element and rotatably connected thereto, and that the tubular element has a pipe section which projects axially beyond the outer joint part, said pipe section in the installed position provides a free space in the at least the inner joint part of the constant velocity sliding joint is axially displaceable.

Compared to DE 10 2008 026 063 A1 has the longitudinal shaft according to the invention like the DE 10 2015 219 464 A1 Known longitudinal shaft improved crash safety, since parts of the constant velocity sliding joint can shift in the event of a crash in the free space of the pipe section. As a result, the longitudinal shaft can be selectively pushed together axially in order to prevent the transmission of any axial forces. This results in an axial overload protection, with which the crash safety can be improved on a motor vehicle.

Compared to the longitudinal shaft according to DE 10 2015 219 464 A1 results in a significantly reduced manufacturing costs for the integration of the constant velocity joint.

Advantageous embodiments of the invention are the subject of further claims.

For the constant velocity sliding joint principle known from the prior art types of joints such as ball displacement joints can be used. Preferably, a tripod joint is used at this point as a constant velocity joint. This allows an improvement of the decoupling behavior of the longitudinal shaft, so that the transmission of vibrations of a drive unit to the body of the motor vehicle is reduced. A tripod joint remains easily displaceable under torque in the axial direction. This can be counteracted in particular when starting a roar in the vehicle interior. The use of tripod joints instead of ball-and-socket joints involves special problems such as difficult balancing, sealing problems and increased space requirements. With the above-described installation configuration, however, these remain well manageable in the present case. As a result, in particular the ride comfort can be increased in four-wheel drive and rear-wheel drive vehicles.

According to a further preferred embodiment, the outer joint part of the constant velocity sliding joint is inserted without play in the tubular element, so that in contrast to DE 10 2015 219 464 A1 the constant velocity sliding joint is encapsulated by the tube member to the outside. The play-free arrangement counteracts any noise. In addition, the joint thus formed in the circumferential direction allows a further reduction of the transmission of structure-borne noise on the longitudinal shaft.

The attachment of the outer joint part and the tubular element to each other can be done for example by an adhesive bond, a press connection, a cohesive connection or a frictional connection. As a result, the space required for the attachment remains minimal, so that there is a particularly compact design.

Alternatively or additionally, it is possible to fix the outer joint part in the tubular element in the circumferential direction and / or in the axial direction by means of a positive connection. In particular, for example, a form fit in the circumferential direction can be provided in order to increase the torque transmission capacity, whereas only a frictional connection is provided in the axial direction, so that when a predetermined limit load is exceeded, the outer joint part can be moved axially relative to the pipe element. In this way, if necessary, additional crash energy can be dissipated. The holding force of the frictional connection can be sized accordingly. Furthermore, in this context, the free space of the pipe section can be dimensioned so as to allow a displacement of the outer joint part in the same in the event of a crash, i. to provide a corresponding telescoping of the longitudinal shaft in the region of the constant velocity joint.

The outer joint part may further comprise a non-circular cylindrical outer contour, while the pipe element is integrally formed on the outer contour of the outer joint part of the constant velocity joint by forming. This is particularly favorable in terms of production, since in this way the fixing in the axial direction, as in the circumferential direction, can be achieved by a single production step. This is particularly suitable for tripod joints, in which the outer joint part can be designed with a trilobe, ie approximately cloverleaf-shaped outer cross-section.

Furthermore, a connection element for a joint sealing element on the outer joint part and / or an axial end portion of the tubular element may be specially attached. In this way, a pipe element with relatively small wall thickness can be used, while at the same time a good connection joint sealing element and thus sealing of the constant velocity sliding joint is achieved.

The connection element preferably has a welded connection to the outer joint part and / or tubular element, in particular a friction-welded connection, which can be produced reliably with little effort.

In particular, the connecting element can also be provided as a connecting means between the outer joint part and the tubular element. In a preferred embodiment, this can connect the end face both to the outer joint part and to the pipe part.

With regard to good acoustic decoupling, according to a further advantageous embodiment, the connection between the outer joint part and the tubular element can be limited to a region which lies between a drive-side end of the constant velocity joint and the center of gravity related to the installation position of the constant velocity joint. Optionally, the connection can even be limited to the connection element on the end faces of the outer joint part and the tubular element.

With regard to a particularly advantageous production of a longitudinal shaft for a motor vehicle, it is further proposed to arrange the outer joint part of a constant velocity joint in a tubular element and further to place a connection element for a joint sealing element on the outer joint part and / or an axial end portion of the tubular element, to subsequently the three mentioned Components, namely the outer joint part, the pipe element and the connection element manufacturing technology very efficiently in a single process step to connect together, in particular by riding welding to connect with each other.

In an alternative preferred method for producing a propshaft for a motor vehicle, an outer joint part of a constant velocity joint with a non-circular cylindrical outer contour is inserted into a tubular element, wherein the outer joint part is pressed with a preformed tubular element and / or after insertion of the tubular element by forming the not Circular cylindrical outer contour of the outer joint part is formed so that the outer joint part is received without play in the tubular element and is connected thereto in the circumferential direction by a positive connection and in the axial direction by a frictional engagement. This also allows a particularly efficient production. In addition, by means of compression, material resiliency effects can be well controlled in order to ensure freedom from play.

• 1 eine schematische Darstellung einer erfindungsgemäßen Längswelle für ein Kraftfahrzeug,
• 2 eine Längsschnittansicht eines Ausführungsbeispiels einer Längswelle in Einbaulage, wobei vorliegend lediglich der Bereich um deren Gleichlaufverschiebegelenk dargestellt ist,
• 3 eine Querschnittsansicht entlang der Linie III-III in 2,
• 4 eine Längsschnittansicht eines Ausführungsbeispiels einer Längswelle in Einbaulage, wobei vorliegend lediglich der Bereich um deren Gleichlaufverschiebegelenk dargestellt ist, und in
• 5 eine Querschnittsansicht entlang der Linie V-V in 4.

The invention will be explained in more detail with reference to embodiments shown in the drawing. The drawing shows in:

• 1 a schematic representation of a longitudinal shaft according to the invention for a motor vehicle,
• 2 a longitudinal sectional view of an embodiment of a longitudinal shaft in the installed position, wherein in the present case only the area is shown around the constant velocity joint,
• 3 a cross-sectional view taken along the line III-III in 2 .
• 4 a longitudinal sectional view of an embodiment of a longitudinal shaft in the installed position, wherein in the present case only the area around the constant velocity joint is shown, and in
• 5 a cross-sectional view along the line VV in 4 ,

In the 1 exemplified longitudinal shaft 1 for a motor vehicle has a first shaft part 2 with a first connection flange 3 and a second shaft part 4 with a second connection flange 5 on. Both shaft parts 2 and 4 are about a synchronism shift joint 6 articulated with each other. In addition, via the constant velocity joint 6 allows axial compensation. Furthermore, in 1 a prop 7 with a rolling bearing 8th to recognize, over that the first wave part 2 can be rotatably supported on a vehicle body about its longitudinal axis. Between both shaft parts 2 and 4 is a joint sealing element 9 provided by the on the second shaft part 4 arranged constant velocity sliding joint 6 is sealed.

The range of coupling of the two shaft parts 2 and 4 will be explained in more detail below with reference to two possible embodiments.

2 and 3 show a first embodiment of a longitudinal shaft 1 in which the constant velocity sliding joint 6 as tripod joint 10 is trained. The tripod joint 10 has an inner joint part 11 in the form of a tripod star with a shaft section 12 as well as from the shaft section 12 projecting pins 13 on. The cones 13 are equidistant in the circumferential direction. Their longitudinal axes Z run substantially radially to the axis of rotation A of the inner joint part 11 and lie in the illustrated embodiment in a common plane.

Furthermore, the tripod joint 10 three rolling elements 14 on, each with an inner circumferential surface on one of the pins 13 of the inner joint part 11 around the longitudinal axis Z are rotatably mounted and profiled on its outer periphery treads 15 form. The number of rolling elements 14 can also be smaller or larger than shown. Every rolling element 14 For example, as in DE 10 2015 219 464 A1 be executed described and stored. However, another embodiment of the rolling elements is also 14 and their storage on the pin 13 possible.

The tripod joint 10 also has an outer joint part 16 on, which around the inner joint part 11 is arranged around. The outer joint part 16 forms on its inner circumference treads 17 out with the roller elements 14 engage.

The outer joint part 17 is preferably sleeve-like and may have a constant cross-sectional profile over its axial length. In particular, this cross-sectional profile may have a trilobe or cloverleaf-shaped outer contour, as shown in FIG 3 can be seen.

The treads 17 form parallel to the axis of rotation B of the outer joint part 16 running tread pairs, wherein the treads 17 each pair of treads face each other in the circumferential direction. These treads 17 stand with the treads 15 the rolling elements 14 engaged, depending on the direction of rotation and operating conditions, one of the treads 17 load carrying and the opposite tread 17 is essentially relieved. By profiling both the treads 17 at the outer joint part 16 as well as the treads 15 on the rolling elements 14 can be effected that upon rotation of the present as a tripod joint 10 trained constant velocity joint 6 under diffraction of the component axes A and B to each other the rolling elements 14 parallel to the axis of rotation B of the outer joint part 16 be moved back and forth.

A corresponding pivoting degree of freedom, for example, between the pin 13 and the bearing inner rings of the rolling elements 14 to be provided.

The structure of the illustrated Tripodegelenks 10 however, is merely exemplary in nature. The functions of turning about the pins, the tilting and a radial displacement can also be realized in other ways. In the 2 and 3 embodiment shown represents only one possibility for this purpose, especially for the purpose of illustrating the function of such a tripod joint 10 is given, without which the present invention would be limited to this specific design of a tripod joint. Instead of a tripod joint 10 Other types of joints such as ball-and-socket joints can also be used.

The longitudinal shaft 1 points to the second shaft part 4 furthermore a tubular element 20 on. This pipe element 20 closes the synchronism shift joint 6 or tripod joint 10 radially and extends with a pipe section 21 axially over one end of the constant velocity sliding joint 6 or tripod joint 10 out. The outer joint part 16 is thus at its outer periphery by a further separate component, namely a corresponding receiving portion 22 of the tubular element 20 radially surrounded, which said pipe section 21 continues axially. In other words, the pipe section 21 and the receiving section 22 are sections of one and the same component, namely the tubular element 20 and formed integrally with each other accordingly.

The pipe section 21 In installation position, it provides a constant velocity sliding joint 6 inside the pipe element 20 upstream free space 23 ready in the at least the inner joint part 11 of the synchronizing sliding joint 6 is axially displaceable in the event of a crash to the longitudinal shaft 1 axially collapse.

At the in 2 Shown in the first embodiment, the collapse in the event of a crash practically collision-free, ie in particular without significant collision resistance by the outer joint part 16 , An outer joint part 16 axially opposite the pipe section 21 sealing lid 24 does not represent any significant resistance or is at most suitable for absorbing crash energy, but without ultimately a displacement of the inner joint part 11 in the open space 23 to impair.

The pipe section 21 has a clear width, which is greater than the maximum diameter of the inner joint part 11 enclosing circle is.

Be the rolling elements 14 in the pipe section 21 shifted, these are free and can no longer transmit torque. The cross-sectional profile of the pipe section 21 can be adapted to the respective installation situation, as long as its interior is suitable, the inner joint part 11 at an axial displacement of the in 2 shown mounting position without noticeable axial resistance, so that the axial forces in axial nesting are low or even zero.

The lid 24 is preferably arranged on the inner circumference of the pipe section, but can also in the outer joint part 16 to be placed. It can for example be pressed or glued. It is also possible to use the lid 24 to attach with a weld.

In a modification of the illustrated embodiment, the lid 24 also as a floor to the outer joint part 16 be formed. For example, the outer joint part 16 and the lid 24 be made as a one-piece forging, where the separate pipe element 21 is attached. In case of exceeding a predetermined minimum force in the axial direction a desired breaking out of the lid 24 To ensure the bottom of such an outer joint part 16 Have weakened sections, which are produced for example by a machining and / or a forging. After overcoming the lid 24 can also here the inner joint part 11 without appreciable axial resistance in the pipe section 21 be inserted.

Furthermore, it is possible the treads 21 of the outer joint part 16 in such a way that the lidelseitigem end to the axial displacement force of the tripod joint 10 increases to an energy consumption of the introduced axial force even before reaching the lid 24 to effect and thereby when faxing the longitudinal shaft 1 To reduce deceleration peaks. Through the lid 24 If desired, a further increase in the axial displacement force can be effected.

As 3 shows is the outer joint part 16 of the synchronizing sliding joint 6 free of play in the pipe element 20 arranged, the latter is preferably carried out with a circular cross-section. The synchronized sliding joint 6 is axially in the pipe element 20 inserted. The attachment can be made to save space by an adhesive bond or a press connection. A cohesive connection or a frictional connection are suitable for a compact design.

In the illustrated embodiment, furthermore, a separate connection element 25 for the joint sealing element 9 intended. At the connection element 25 can be a secure and tight attachment of the joint sealing element 9 suitable and accordingly contoured attachment portion 26 be educated. The connection element 25 is designed as a ring with a wall thickness sufficient for the aforementioned attachment. This is greater than the wall thickness of the tubular element 20 ,

The connection element 25 is at the outer joint part 16 and / or an axial end portion of the tubular element 20 attached. In the illustrated embodiment, the connection element 25 to the outer joint part 16 and / or the tubular element 20 preferably a welded connection, in particular a friction-welded connection. Will the connection element 25 with both components, namely with the outer joint part 16 and the pipe element 20 If necessary, this can also serve as the sole means of connection between these.

By an end-side arrangement of the connecting element 25 It is possible, this at the same time in a single manufacturing step with the outer joint part 16 and the pipe element 20 to weld.

A particularly suitable manufacturing process is as follows: first, the outer joint part 16 of the synchronizing sliding joint 6 or Tripodgelenks 10 in the receiving section 22 of the tubular element 20 arranged. Furthermore, the annular connection element is formed 25 for the joint sealing element 9 frontally on the outer joint part 16 and the pipe element 20 arranged. Subsequently, these three components 16 . 20 and 25 connected together in a single process step, in particular welded together by equestrian welding.

The connection of outer joint part 16 and pipe element 20 does not exclude the latter in addition by one of the above-mentioned joining techniques to fasten together. Conversely, it is also possible, the connection element 25 with only one outer joint part 16 and pipe element 20 to weld.

With regard to good acoustic decoupling, it may be appropriate to the connection between the outer joint part 16 and the pipe element 20 to be limited to a range which is between a drive-side end of the constant velocity joint 6 and on the installation position of the constant velocity joint 6 related joint center is located. Optionally, as above already in connection with the connecting element 25 explains the connection to the drive-side end faces of the outer joint part 16 and pipe element 20 be limited. The parting line between the two components is thereby particularly large, whereby the transmission of structure-borne noise between the two components is greatly reduced.

The drive side is the constant velocity sliding joint 6 or in the present case, the tripod joint 10 through the joint sealing element 9 sealed against the ingress of dirt and moisture. The joint sealing element 9 has an elastic bellows 30 on, at the attachment section 26 on the outer circumference of the tubular element 20 is attached and against a shaft 40 seals. This wave 40 serves to initiate or dissipate a drive torque in the inner joint part 11 of the synchronizing sliding joint 6 , It is accordingly attached to the same or optionally also formed integrally with the tripod esters. Also the wave 40 can in the event of a crash at least in sections down to the pipe section 21 be relocated, as in DE 10 2015 219 464 A1 described and illustrated.

The wave 40 can over the rolling bearing 8th mounted on the body side rotatably, as is made 1 can be seen. In particular, the rolling bearing 8th via an elastic receptacle 51 on a built-up support 7 be supported. Here, the outer diameter of the bearing 8th be dimensioned such that this in the event of a crash axially with minimal resistance in the outer joint part 16 or even into the otherworldly pipe section 21 of the tubular element 20 can be relocated. The clear width of the outer joint part 16 is larger than the outer diameter of the rolling bearing 8th ,

The rolling bearing 8th can on the shaft 40 an axial shoulder 41 be upstream, which an axial pressing out of the rolling bearing 8th from its inclusion 51 can support. This shoulder 41 can turn axially a hollow shaft section 42 be upstream, which also by the elastic recording 51 through in the outer joint part 16 is axially inserted.

Come rolling bearings 8th used, whose outer diameter is greater than the inside diameter of the outer joint part 16 is, the roller bearing can no longer retract into the outer joint part, but abuts in the event of a crash on the end face. To improve the telecopability in such a case, in a modification, the shoulder 41 omitted. At the same time the wave 40 in 2 extended to the left. Furthermore, for the rolling bearing 8th a defined interference fit on the shaft 40 provided so that the rolling bearing 8th at the stop on the outer joint part 16 on the wave 40 can be moved while the shaft 40 in the outer joint part 16 is relocated.

The support via the rolling bearing 8th is merely exemplary in nature. A body-side support of the shaft 40 can also be made in other ways than shown in the figures. The same applies analogously to the axial displacement of the rolling bearing 8th in the outer joint part 16 or the pipe section 21 ,

The above-explained longitudinal wave 1 is preferably installed in a motor vehicle between a vehicle transmission and a differential to transmit a drive torque of a drive unit. It thus extends in the vehicle longitudinal direction. The torque transmission takes place here by the shaft 40 to the pipe section 21 , In the illustrated embodiment, the shaft extends 40 from the inner joint part 11 of the synchronizing sliding joint 6 in forward direction V and is contrary to the forward direction to the pipe section 21 of the tubular element 20 axially without substantial resistance by components of the constant velocity joint 6 or Tripodgelenks 10 displaceable so that a large axial insertion path can be achieved. Even with a certain tilt between the axes of rotation A and B Axial telescoping without high axial force resistance is possible. The outer joint part 16 is in the forward direction V of the motor vehicle in front of the pipe section 21 with the associated free space 23 arranged.

It is also a reverse installation possible. In this case, however, then the longitudinal wave 1 over the pipe element 20 stored on the body side, but this leads to a larger bearing diameter when ensuring the telescoping function described above.

In the 4 and 5 another embodiment is shown, which is formed substantially in accordance with the above-described first embodiment and can also be modified as explained above. In the following, therefore, only the differences will be discussed in more detail. The same components are correspondingly provided with the same reference numerals.

The tripod joint 10 according to the 4 and 5 has a modified connection between the outer joint part 16 ' and the tubular element 20 '. Here is the outer joint part 16 ' set in the tubular element 20 'in the circumferential direction by means of a positive connection. For this purpose, the outer joint part 16 ' a non-circular cylindrical outer contour. The pipe element 20 is in the outer joint part 16 ' used and then to the outer contour of the outer joint part 16 ' by reshaping been formed. This allows a high torque transmission capacity of the connection in the circumferential direction. By forming a frictional connection between the two components can be achieved simultaneously in the axial direction. This frictional connection can be dimensioned so that in the event of a crash, a targeted resistance to Crashenergieabsorption is available. For this purpose, it must be ensured that the outer joint part is axially pushed together 16 ' is axially entrained to allow the desired relative displacement to the tubular element 20 '. Such entrainment can for example via the above-mentioned lid 24 be achieved, the present purely as an example ground 24 ' of the outer joint part 16 ' is executed.

If such an energy absorption is not desired, molding can be used to determine the position of the outer joint part 16 ' be effected in the tubular element 20 'by an additional axial positive locking. The floor 24 ' in the outer joint part 16 ' can then be carried out, for example, as an easily detachable sealing cap, which opposes the axial Zusammenschieben no significant resistance.

A for producing such a longitudinal shaft 1 suitable method provides an outer joint part 16 ' with a non-circular cylindrical outer contour in the tubular element 20 'to use. Subsequently, the tubular element 20 'by forming to the non-circular cylindrical outer contour of the outer joint part 16 ' molded and while forming a play-free recording of the outer joint part 16 ' in the tubular element 20 '. The tubular element 20 'thus nestles against the outer contour of the outer joint part 16 ' on, whereby in the circumferential direction a positive connection is created.

Alternatively, the tube element 20 'in an upstream process step in one of the outer contour of the outer joint part 16 ' appropriate form be brought. The outer joint part 16 ' is then pressed with the thus preformed tubular element 20 'in order to achieve freedom from play between the two components. This procedure has the advantage that material resiliency effects during forming can be better controlled.

The second exemplary embodiment also shows that optionally a separate connection element 25 for the joint sealing element 9 can be omitted. Present is the joint sealing element 9 fixed and sealed directly on the outer circumference of the tubular element 20 '. However, it is also possible attachment to the outer joint part 16 ' ,

The invention has been explained in more detail above with reference to exemplary embodiments and further modifications. In particular, individual technical features, which have been explained above in the context of further individual features, can be implemented independently of these and in combination with further individual features, even if this is not expressly described, as long as this is technically possible. The invention is therefore expressly not limited to the described embodiments and modifications, but includes all embodiments defined by the claims.

LIST OF REFERENCE NUMBERS

1

longitudinal wave

2

first shaft part

3

first flange

4

second wave part

5

second flange

6

Constant velocity joint

7

support

8th

roller bearing

9

Joint sealing element

10

tripod

11

Inner race

12

shaft section

13

spigot

14

rolling element

15

Tread on the outer circumference of the rolling element

16, 16 '

Outer race

17

Tread of the outer joint part

20

tube element

21

pipe section

22

receiving portion

23

free space

24

cover

24 '

ground

25

connecting element

26

attachment section

22

engaging portion

30

bellows

40

wave

41

shoulder

42

hollow shaft

51

admission

A

Rotary axis of the inner joint part

B

Rotary axis of the outer joint part

V

Forward direction

Z

Longitudinal axis of the pin

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102008026063 A1 [0002, 0003, 0006]
• DE 102015219464 A1 [0003, 0006, 0007, 0010, 0024, 0045]

Claims (12)

A longitudinal shaft (1) for a motor vehicle, comprising a constant velocity sliding joint (6) with an inner joint part (11), an outer joint part (16; 16 ') and between them rolling and / or rolling elements (14), wherein the outer joint part (16; ') forms on its inner circumference running surfaces (17) which are in engagement with the rolling and / or rolling elements (14), and a tubular element (20; 20'), characterized in that the outer joint part (16; 16 ') of the Synchronization displacement joint (6) in the tubular element (20; 20 ') is arranged and non-rotatably connected thereto, and the tubular element (20; 20') has a tubular section (21; 21 ') which extends axially beyond the outer joint part (16; ), wherein this pipe section (21, 21 ') in the installation position provides a free space (23) into which at least the inner joint part (11) of the constant velocity sliding joint (6) is axially displaceable. Forward shaft after Claim 1 , characterized in that the constant velocity sliding joint (6) is a tripod joint (10). Forward shaft after Claim 1 or 2 , characterized in that the outer joint part (16; 16 ') of the constant velocity sliding joint (6) without play in the tubular element (20; 20') is arranged. Longitudinal shaft after one of Claims 1 to 3 , characterized in that the outer joint part (16; 16 ') and the tubular element (20; 20') are connected to one another by an adhesive connection, a press connection, a cohesive connection or a frictional connection. Longitudinal shaft after one of Claims 1 to 4 , characterized in that the outer joint part (16; 16 ') in the tubular element (20; 20') is fixed in the circumferential direction and / or in the axial direction by means of a positive connection. Longitudinal shaft after one of Claims 1 to 5 , characterized in that the outer joint part (16 ') has a non-circular cylindrical outer contour and the tubular element (20') to the outer contour of the outer joint part (16 ') of the constant velocity joint (6) is formed by forming. Forward shaft after Claim 6 , characterized in that only a frictional connection is provided in the axial direction, the holding force is dimensioned so as to allow in the event of a crash, a displacement of the outer joint part (16 ') in the direction of the free space (23) of the pipe section (20') while reducing crash energy , Longitudinal shaft after one of Claims 1 to 7 , characterized in that further comprises a connection element (25) for a joint sealing element (9) on the outer joint part (16; 16 ') and / or an axial end portion of the tubular element (20; 20') is specially attached. Forward shaft after Claim 8 , characterized in that the connection element (25) to the outer joint part (16; 16 ') and / or tubular element (20; 20') has a welded connection, in particular a friction-welded connection. Longitudinal shaft after one of Claims 1 to 9 characterized in that the connection between the outer joint part (16; 16 ') and the pipe element (20; 20') is limited to a region between a drive-side end of the constant velocity joint (6) and the joint center related to the installation position of the constant velocity joint lies. Method for producing a longitudinal shaft (1) for a motor vehicle according to one of the Claims 8 to 10 in that the outer joint part (16) of a constant velocity joint (6) is arranged in a tubular element (20) and further comprises a connection element (25) for a joint sealing element (9) on the outer joint part (16) and / or an axial end section of the tubular element (20 ) is placed and the three components mentioned, namely the outer joint part (16), the tubular element (20) and the connecting element (25) connected to each other in a single process step, in particular by riding welded together. A method for producing a longitudinal shaft for a motor vehicle according to one of Claims 5 to 10 in which an outer joint part (16 ') of a constant velocity sliding joint with a non-circular cylindrical outer contour is inserted into a tubular element (20'), wherein the outer joint part (16 ') with a preformed tubular element (20') is pressed and / or after insertion the tubular element (20 ') is formed by forming on the non-circular cylindrical outer contour of the outer joint part (16'), such that the outer joint part (16 ') is received without play in the tubular element (20') and with this in the circumferential direction by a positive connection and is connected in the axial direction by a frictional connection.

Images