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
  • F16C3/023—Shafts; Axles made of several parts, e.g. by welding
• • 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
  • F16C3/026—Shafts made of fibre reinforced resin
• • 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
  • F16C3/03—Shafts; Axles telescopic

Definitions

• the present invention relates to a drive shaft for a motor vehicle.
• drive shafts are used with one or more joints connecting the engine and the axle drive for transmitting torque along the shaft
• the waves are usually made very solid, such as a hollow shaft made of steel, but due to this massive and rigid design in the event of a crash, a significant risk of injury to the occupants of the vehicle and for the crash opponent dar.
• a fiber-reinforced propeller shaft which has two shaft sections, which are connected by a transition section, which is a predetermined breaking section which, when exceeding a
• Boundary pressure load breaks.
• the predetermined breaking section has a curved cross section.
• the one shaft section has a smaller diameter than the other shaft section, so that it can penetrate in case of failure of the predetermined breaking section in the other shaft part.
• the DE 101 04 547 A1 relates to an axially collapsible drive shaft, which consists of a single piece of material, but which has a plurality of sections; a first shaft portion and a second shaft portion, which by a Predetermined breaking section are connected.
• the predetermined breaking section has a circumferential
• Receiving section connects, whose diameter is larger than that of the first
• the release force can not be adjusted in the known telescopic drive shafts, without re-dimensioning the shaft body, since the release force significantly from the geometry and the material properties just this
• the drive shaft comprises, in a first embodiment, at least one outer shaft portion having a hollow end portion which is a cylindrical one Inner cross section has, and at least one inner shaft portion, which is immersed along a first insertion depth in the hollow end of the outer shaft portion.
• the shaft portions are integrally bonded to a contact surface between the outer wall of the inner shaft portion and the inner wall of the outer shaft portion along the first insertion depth.
• the cohesive connection has a longitudinal axial load capacity, which is less than a predetermined buckling force, which leads to buckling of the shaft sections with longitudinal axial load of the drive shaft.
• the inner shaft portion may be larger upon application of an axial force
• Resilience as used herein means total bond strength of the adhesive bond which results in failure thereof
• the inner cross section of the hollow cylindrical end portion of the outer shaft portion along the first insertion depth should correspond to the outer cross section of the inner shaft portion while the gap width on the used
• Additive of the cohesive connection is adaptable.
• the operating torque is ultimately transmitted via the additive in the annular gap between the inner shaft portion and the outer shaft portion.
• cohesive connection can be determined simply by changing the immersion depth, the strength of the additive and the gap width between the inner and the outer shaft portion.
• the torque to be transmitted is also included in the dimensioning of the integral connection.
• the force that causes failure should only be as high as the force that would cause buckling of the slimmer shaft section.
• an almost constant (or predefined, for example path-dependent) force level is set over the entire sliding path, which provides the optimum characteristic curve in the entire vehicle for the relevant crash load cases.
• the force for pushing the shaft together is preferably set in a range of 40 to 80 kN
• drive shaft according to the invention therefore does not buckle in a crash, but leaves Collapse under the axial thrust load occurring during the crash, whereby the risk of injury to vehicle occupants and crash opponents can be reduced.
• the drive shaft can be produced more cheaply than known
• the cross section of the shaft sections may advantageously be circular, since this results in a homogeneous stress distribution and a good torsional load
• one or both shaft sections can consist of a fiber-reinforced material at least along a longitudinal axis section, wherein a fiber-reinforced plastic, in particular CFK or GFK, are advantageous.
• the drive shaft is made of the fiber-reinforced material, known advantages in terms of increased torsional rigidity with reduced weight and in the vehicle overall system of increased driving dynamics can be achieved because a smaller mass must be accelerated.
• Longitudinal axis section made of fiber reinforced material, such as in the section in which they are connected to the other shaft portion.
• the integral connection may be a fiber-free connection, wherein an adhesive connection or a connection formed by a matrix material of the at least one shaft section of the fiber-reinforced material is advantageous.
• the fiber-free connection is advantageous because the mechanical properties of pure materials are more predictable than those of fiber-reinforced materials, since in these often aging effects change the mechanical properties over time.
• the release force of the drive shaft can be dimensioned sufficiently accurate and it can be assumed that the dimensioned "release force" does not change significantly even after a long period of use
• Failure mechanism of a fiber-free connection another; For example, after the failure, there are no sharp break edges and open fiber ends, which can also reduce the risk of injury, especially when recycling.
• fiber-reinforced material to show a fiber orientation, in which the fibers come to lie at an angle in the range of 25 ° to 70 ° with respect to the longitudinal axis;
• An angle in a range of 35 ° to 55 ° is also considered to be advantageous, and a range of 40 ° to 50 ° is considered to be particularly advantageous.
• the fiber alignment described is advantageous in a torsionally loaded drive shaft, since the longitudinal axes of the fibers are aligned in accordance with power flow.
• the fibers can also be arranged crossed.
• the production of such a fiber material tube is possible for example by pultrusion and easy to automate.
• prepregs or preforms can also be used.
• Adjustment parameters must be used in terms of setting load level and running behavior, the predetermined breaking surface and stepped between the individual fiber layers can be realized.
• fiber-free adhesive surfaces or fiber-free matrix regions arranged in each case between them.
• a controlled increase in the load level takes place at the end. It is important that the PTO shaft yields to a constant and well-defined force level.
• the level of this force is preferably at a value in the range of 40 to 80 kN, particularly preferably 50 or 80 kN.
• Shaft section is a first circumferential gap predetermined lhacksaxialer
• the term "end” is to be understood in relation to the longitudinal axial extent of the shaft portions such that the circumferential gap is between opposing end surfaces of the two shaft portions, thereby providing a drive shaft having a constant outer cross section over almost the entire length At the position of the circumferential gap, the drive shaft has a smaller cross section
• a second outer shaft portion may be guided, which is connected at least along a longitudinal axis portion with the outer shaft portion.
• the second outer shaft portion is materially bonded to the second inner along a second insertion depth
• the cohesive connection has a longitudinal axial
• the second inner shaft portion may be immersed deeper than the second insertion depth in the second outer shaft portion upon application of an axial force greater than the buckling force.
• Embodiment simply by "stacking” and then laminating individual shaft blanks are made.
• Shaft portion and the second outer shaft portion a predetermined number be guided further inner shaft sections and / or outer shaft sections.
• n-th inner shaft portion and a (n-1) -th outer shaft portion there is respectively an n-th circumferential gap having a predetermined longitudinal axial extent.
• the axial force which leads to the "triggering" of the integral connections can also be dimensioned by including the insertion depths of the n-th inner into the n-th outer shaft sections as well as the strength of the integral connections into the design be provided that the shaft portion of highest "order" is an inner shaft portion which is not performed in an outer shaft portion of the same order, that is, virtually forms a compensation sleeve.
• the outer cross section of this compensating sleeve can particularly advantageously correspond to the outer cross section of the longitudinal axial outer shaft section arranged opposite, since such a
• Fig. 2 is a longitudinal section of another collapsible drive shaft.
• FIG. 1 A simple design of a drive shaft 1 according to the invention is shown in FIG.
• the inner shaft portion 12 is along the insertion depth in the outer
• the outer diameter D 2 of inner shaft portion 12 is smaller than the inner diameter ⁇ of the outer shaft portion 11, which is why there is an annular gap 12 'between them.
• the two shaft sections 11, 12 are cylindrical at least at their ends guided into one another, it being possible for the shaft sections 11, 12 to have a different shape outside the end sections, they may of course also be cylindrical over the entire length.
• the cross section may be circular, since with a circular cross section the best material utilization results in torsional loading.
• the two shaft sections 11, 12 are materially connected, so that an operating torque can be transmitted via this connection.
• the size of the transmittable operating torque can be adjusted while maintaining the dimensions of the two shaft sections 1 1, 12 solely by changing the immersion depth L-, and by the strength of the cohesive connection in the annular gap 12 '.
• the cohesive connection can be realized using an additive, such as an adhesive. If the shaft sections 11, 12 are FRP pipes, then the additive may also be the matrix plastic of the FRP pipes, since it is known from this that it bonds well with the shaft sections 11, 12.
• the cohesive connection in the annular gap 12 will fail if a limit force is exceeded.
• the limit force can be dimensioned via the possibilities described above and should only be chosen so large that it is ensured that none of the shaft sections 11, 12 fails by buckling, as this represents an increased risk of injury.
• Shaft portion 12 penetrate into the outer shaft portion 11; When it comes to pipes, the penetration path is basically unlimited. However, it is also conceivable that only the end portion of the outer shaft portion 11, the inner
• Shaft portion 12 receives, is hollow and the rest of a full wave; then that is
• the shaft sections made of FRP can be produced by pultrusion, wherein the fibers can be arranged, for example, at a load flow rate approximately at a ⁇ 45 ° angle, which, however, can not be deduced from FIG.
• the drive shaft 1 according to the invention not only has the advantage that it can be pushed together in the event of a crash, but it is also possible over the Dimensioning the cohesive connection in the annular gap 12 'to limit the maximum transmittable torque, which is advantageous if the drive train while driving suddenly, as effectively a dangerous blocking of the driven axle can be prevented because the drive shaft 1 quasi as
• FIG. 2 another embodiment of the drive shaft 1 is shown in longitudinal section.
• the basic structure with inner shaft portion 12 and outer shaft portion 11 corresponds to the drive shaft 1, which is shown in Fig. 1.
• inner and outer shaft portions 11, 12 which form the first shaft sections, outwardly more inner and outer shaft sections 14,15,16 arranged.
• a second inner shaft portion 14 is guided, whose inner cross section corresponds to the outer cross section of the first inner shaft portion 12, while the two shaft portions 12,14 are interconnected.
• a circumferential gap 18 which extends in the longitudinal direction of the shaft 1. This gap 17 defined by the
• a second outer shaft portion 15 is connected to the first outer shaft portion 11, along the predetermined insertion depth L 2 on the inner
• Shaft section second order 14 is pushed, with which it is materially connected on the length L 2 .
• This cohesive connection in the annular gap 14 ' contributes in addition to the cohesive connection in the annular gap 12' to the force and
• the circumferential gap 18 extends with the length L 4 along the longitudinal axis and is located between opposite end faces of the second outer shaft portion 15 and a sleeve 16 as the second inner shaft portion 14 striped third inner shaft portion 16.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Ocean & Marine Engineering (AREA)
• Mechanical Engineering (AREA)
• Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=50842231

Family Applications (1)

Country Status (6)

Families Citing this family (9)

Family Cites Families (29)

• 2013
  • 2013-06-05 DE DE102013009497.6A patent/DE102013009497A1/de not_active Withdrawn
• 2014
  • 2014-05-23 JP JP2016517182A patent/JP2016520184A/ja active Pending
  • 2014-05-23 EP EP14727163.9A patent/EP3004668A1/de not_active Withdrawn
  • 2014-05-23 WO PCT/EP2014/001397 patent/WO2014194989A1/de not_active Ceased
  • 2014-05-23 CN CN201480032058.2A patent/CN105308335A/zh active Pending
  • 2014-05-23 US US14/896,349 patent/US20160123376A1/en not_active Abandoned

Non-Patent Citations (1)

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