JPH01153331A - Propeller shaft and manufacture thereof - Google Patents
Propeller shaft and manufacture thereofInfo
- Publication number
- JPH01153331A JPH01153331A JP30955287A JP30955287A JPH01153331A JP H01153331 A JPH01153331 A JP H01153331A JP 30955287 A JP30955287 A JP 30955287A JP 30955287 A JP30955287 A JP 30955287A JP H01153331 A JPH01153331 A JP H01153331A
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- joint
- propeller shaft
- viscous
- unbalance
- 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.)
- Granted
Links
- 238000004519 manufacturing process Methods 0.000 title claims description 8
- 238000012937 correction Methods 0.000 claims description 16
- 238000000034 method Methods 0.000 claims description 10
- 238000003466 welding Methods 0.000 abstract description 2
- 230000001133 acceleration Effects 0.000 description 10
- 229910000831 Steel Inorganic materials 0.000 description 3
- 239000000835 fiber Substances 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 239000007787 solid Substances 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 241000282485 Vulpes vulpes Species 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000013305 flexible fiber Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Classifications
-
- 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
-
- 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
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
- B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
- B60K17/3505—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed
- B60K17/351—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed comprising a viscous clutch
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Motor Power Transmission Devices (AREA)
- Testing Of Balance (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
Description
【発明の詳細な説明】
（発明の技術分野）
本発明はプロペラシャフトとその製作方法に関し、特に
、四輪駆動車において後輪を駆動するのに適するプロペ
ラシャフトと、このプロペラシャフトに残存するアンバ
ランスを修正してプロペラシャフトを製作する方法とに
関する。DETAILED DESCRIPTION OF THE INVENTION (Technical Field of the Invention) The present invention relates to a propeller shaft and a method for manufacturing the same, and in particular to a propeller shaft suitable for driving the rear wheels of a four-wheel drive vehicle and a propeller shaft remaining on the propeller shaft. The present invention relates to a method of manufacturing a propeller shaft by correcting the balance.
（従来技術）
ｊ＄１両、たとえば、自動車の後輪を駆動するプロペラ
シャフトの固有振動数は、その長さが長くなるほど低下
するのに対し、横置エンジンのＦＦ車をベースに四輪駆
動とする場合、プロペラシャフトの全長が長くなってい
る現状に鑑み、プロペラシャフトが共振する可能性を避
ける目的から、ブロベラシャフトを複数の短いシャフト
と複数の自在継手との集合体、いわゆるアッセンブリと
して構成することがある。(Prior technology) For example, the natural frequency of the propeller shaft that drives the rear wheels of a car decreases as its length increases. In this case, in view of the current situation where the overall length of propeller shafts is increasing, the blower shaft should be assembled into an assembly of multiple short shafts and multiple universal joints, in order to avoid the possibility of propeller shaft resonance. May be configured.
前述のアッセンブリとしてのプロペラシャフトの静荷重
とモーメントとのアンバランスを修正する、いわゆるバ
ランス取りは、たとえば、３分割シャフト４自在継手の
アッセンブリを例にとると、次のように行われる。So-called balancing, which corrects the unbalance between the static load and moment of the propeller shaft as an assembly described above, is performed as follows, for example, taking an assembly of a three-split shaft and four universal joints as an example.
第３図に示すように、３木のシャフト１１．１２．１３
を４つの自在継手１４．１５．１６．１７で結合してア
ッセンブリとされたプロペラシャフト１０は、４個の軸
受１８．１９．２０．２１で支持される。そして、たと
えば自在継手１４を電動機に連結してプロペラシャフト
１０を回転し、軸受１８．１９．２０．２１で振動が測
定される。この測定結果に基づき、、プロペラシャフト
１０は４つの修正面Ａ、Ｂ、Ｃ％Ｄで修正される。As shown in Figure 3, three wooden shafts 11.12.13
The propeller shaft 10, which is assembled by connecting the four universal joints 14, 15, 16, and 17, is supported by four bearings 18, 19, 20, and 21. Then, for example, the universal joint 14 is connected to an electric motor to rotate the propeller shaft 10, and vibrations are measured at the bearings 18, 19, 20, 21. Based on this measurement result, the propeller shaft 10 is modified in four modification planes A, B, C%D.
２本のシャフトを３つの自在継手で結合してアッセンブ
リとされたプロペラシャフトを回転させるためには、自
在継手の数と同数の、３個の軸受で支えなければならな
い。また、モーメントのつり合いを修正するには、３つ
の修正面が必要となる。４本のシャフトを５つの自在継
手で結合してアッセンブリとされたプロペラシャフトで
は、同様に、５つの修正面が必要となる。以上から明ら
かであるように、アッセンブリとしてのプロペラシャフ
トのバランス取りを最小の工数で行うには、プロペラシ
ャフトは自在継手ないしは軸受と同じ数の修正面で修正
される必要がある。In order to rotate a propeller shaft formed by connecting two shafts with three universal joints, it must be supported by three bearings, the same number as the number of universal joints. Additionally, three correction planes are required to correct the moment balance. A propeller shaft made up of an assembly of four shafts connected by five universal joints similarly requires five correction surfaces. As is clear from the above, in order to balance the propeller shaft as an assembly with a minimum of man-hours, the propeller shaft needs to be modified with the same number of modification surfaces as the universal joints or bearings.
ところで、パートタイム四輪駆動車では、通常、プロペ
ラシャフトに差動装置を組み込み、四輪走行の旋回時に
前輪と後輪との間に生ずる回転数差を前記差動−置で吸
収し、四輪走行する必要がないとき、面記差動装置を駆
動源から切り離すようにしているが、このものでは、差
動装置の接続、切離しの都度、ドライバが手動操作しな
ければならない。この煩雑さを解消するために、差動装
置に代えて粘性継手を組み込む方式が採用されることが
ある（モータファン１９８６年１１月号ｔｔ３頁）。By the way, in part-time four-wheel drive vehicles, a differential device is usually built into the propeller shaft, and the difference in rotational speed that occurs between the front and rear wheels during four-wheel drive is absorbed by the differential, and the four-wheel drive When there is no need for wheel running, the surface differential is disconnected from the drive source, but with this, the driver must manually operate the differential each time the differential is connected or disconnected. In order to eliminate this complexity, a method of incorporating a viscous joint in place of the differential device is sometimes adopted (Motor Fan, November 1986 issue, p. 3).
（発明が解決しようとする問題点）
粘性継手を組み込んだプロペラシャフトでは、通常のプ
ロペラシャフトとは異なり、粘性継手を境として前後に
位置する部分が構造上独立していることから、粘性継手
の前後に単独にアンバランスが存在する。その結果、こ
のプロペラシャフトを前述のバランス取りに従って、ア
ッセンブリ状態でバランス取りしようとすると、粘性継
手が差動して面接のプロペラシャフトの部分のアンバラ
ンスの位相が異なってしまう。これでは、アンバランス
の位相関係を一定に保った状態でするバランス取りはで
きない。(Problem to be Solved by the Invention) A propeller shaft incorporating a viscous joint differs from a normal propeller shaft in that the parts located before and after the viscous joint are structurally independent. There is an imbalance in the front and back. As a result, when an attempt is made to balance this propeller shaft in an assembled state according to the above-mentioned balancing method, the viscous joint moves differentially, and the unbalanced phase of the propeller shaft portion facing the plane differs. In this case, it is not possible to achieve balance while keeping the unbalanced phase relationship constant.
プロへラシャフトに粘性継手を組み込んだ、前記雑誌に
記載された車両では、粘性継手を組み込むべきシャフト
として、アンバランスが本来的に小さい小径の中実シャ
フトを採用することにより、アッセンブリとしてバラン
ス取りできない不利を補っている。In the vehicle described in the magazine that incorporates a viscous joint into a professional spatula shaft, it is impossible to balance the assembly as a result of using a small-diameter solid shaft that is inherently less unbalanced as the shaft in which the viscous joint should be installed. It makes up for the disadvantage.
しかし、小径の中実シャフトを用いた結果、プロペラシ
ャフトをたとえば、粘性継手を含む前方部分と、粘性継
手のない後方部分とに分け、それぞれを個別にバランス
取りすることをも困難にしている。なぜなら、バランス
取りは通常、バランス、ウェイトをシャフトに溶接して
行うか−、シャフト径が小さいと、大きなバランスウェ
イトが必要となるところ、これを小さな径のシャフトの
外周にバランスをとって溶接することが難しいからであ
る。However, the use of a small diameter solid shaft also makes it difficult to divide the propeller shaft into, for example, a forward section containing a viscous joint and a rear section without a viscous joint, and to balance each separately. This is because balancing is usually done by welding balance weights to the shaft.If the shaft diameter is small, a large balance weight is required, but this is balanced and welded to the outer circumference of the shaft with a small diameter. This is because it is difficult.
また、小径の中実シャフトを使用しても、アンバランス
がなくなるものではなく、粘性ｍ ′ｒ−の面接の部分
のアンバランスの位相が粘性継手の差動で変わると、位
相の変化につれて残留アンバランスが大きく変動し、振
動や騒音の原因となる。Furthermore, even if a small-diameter solid shaft is used, the unbalance will not disappear; if the phase of the unbalance at the surface of the viscous m'r- changes due to the differential of the viscous joint, the unbalance will remain as the phase changes. The unbalance fluctuates greatly, causing vibration and noise.
本発明の目的は、粘性継手を組み込んだバランス取りを
可能とするプロペラシャフトを提供することにある。An object of the present invention is to provide a propeller shaft that incorporates a viscous joint and allows for balancing.
本発明の別の目的は、粘性継手を組み込んだプロペラシ
ャフトのバランス取りをしてプロペラシャフトを製作す
る方法を提供することにある。Another object of the present invention is to provide a method of manufacturing a propeller shaft by balancing a propeller shaft incorporating a viscous joint.
（問題点を解決するための手段）
本発明に係るプロペラシャフトは、駆動側に自在継手を
介して連結される中空の第１のシャフト部分と、従動側
に自在継手を介して連結される中空の第２のシャフト部
分と、面記第１および第２のシャフト部分にそれぞれ連
結される粘性継手とを含む。(Means for Solving the Problems) A propeller shaft according to the present invention includes a hollow first shaft portion connected to a driving side via a universal joint, and a hollow first shaft portion connected to a driven side via a universal joint. a second shaft portion, and a viscous joint coupled to the first and second shaft portions, respectively.
プロペラシャフトが、３本の中空シャフトと、４つの自
在継手とのアッセンブリとして構成される典型的な態様
では、粘性継手はいずれかのシャフトに組み込まれる。In typical embodiments where the propeller shaft is constructed as an assembly of three hollow shafts and four universal joints, the viscous joints are incorporated into one of the shafts.
この場合、粘性継手が中央のシャフトに組み込まれるこ
とが最も好ましい。In this case, it is most preferred that the viscous joint is integrated into the central shaft.
粘性継手を組み込んだシャフトは、その他のシャフトと
同じ外径を有するものであることが好ましい。これによ
り、小さなバランスウェイトの使用が可能になる。Preferably, the shaft incorporating the viscous joint has the same outer diameter as the other shafts. This allows the use of small balance weights.
本発明に係るプロペラシャフトの製作方法は、粘性維手
に連結され、該粘性継手をはさんで配置された第１のシ
ャフト部分および第２のシャフト部分のそれぞれを軸受
で支えると共に、異なる回転数で回転し、前記２つの軸
受の振動データから前記第１のシャフト部分および第２
のシャフト部分それぞれの修正面のアンバランス量を求
め、その後アンバランスを修正することを含む。A method for manufacturing a propeller shaft according to the present invention includes a first shaft portion and a second shaft portion that are connected to a viscous fiber and are placed across the viscous joint, each supported by a bearing, and that have different rotational speeds. from the vibration data of the two bearings.
The method includes determining the amount of unbalance of the correction surface of each shaft portion of the shaft, and then correcting the unbalance.
（作用および効果）
粘性継手をはさんで位置する第１のシャフト部分と第２
のシャフト部分とに、アンバランスの修正面を設定し、
ここにバランスウェイトを溶接する。(Operation and Effect) The first shaft portion and the second shaft portion located across the viscous joint.
Set the unbalance correction surface on the shaft part of
Weld the balance weight here.
粘性継手をはさんで一方側に位置する第１のシャフト部
分を、たとえば４０００ｒｐｍで回転し、他方側に位置
する第２のシャフト部分を、たとえば３９５０ｒｐｍで
回転する。そうすると、第１のシャフト部分を支持する
軸受に、４０００ｒｐｎ＋で振動加速度がピーク値とな
る振動モードと、３９５０ｒｐｍで振動加速度がピーク
値となるが、その値は４０００ｒｐｍのピーク値より小
さい振動モードとが現れる。A first shaft portion located on one side of the viscous joint is rotated at, for example, 4000 rpm, and a second shaft portion located on the other side is rotated at, for example, 3950 rpm. Then, the bearing that supports the first shaft part has a vibration mode in which the vibration acceleration reaches its peak value at 4000 rpm+, and a vibration mode in which the vibration acceleration reaches its peak value at 3950 rpm, but the value is smaller than the peak value at 4000 rpm. appear.
他方、第２のシャフト部分を支持する軸受に、３９５０
ｒｐｍで振動加速度がピーク値となる振動モードと、４
０００ｒｐｍで振動加速度がピーク値となるが、その値
は３９５０ｒｐｍのピーク値より小さい振動モードとが
現れる。そこで、４０００ｒｐｍの振動データから第１
のシャフト部分の修正面のアンバランスを、：Ｉ９５Ｏ
ｒｐｍの振動データから第２のシャフト部分の修正面の
アンバランスを求めることができる。On the other hand, the bearing supporting the second shaft portion has a 3950
vibration mode in which the vibration acceleration reaches its peak value at rpm, and 4.
The vibration acceleration reaches a peak value at 000 rpm, but a vibration mode appears whose value is smaller than the peak value at 3950 rpm. Therefore, from the vibration data of 4000 rpm, the first
Correct the unbalance of the shaft part of :I95O
The unbalance of the correction surface of the second shaft portion can be determined from the rpm vibration data.
粘性継手を組み込んだプロペラシャフトをアッセンブリ
の状態でバランス取りすることが可能であることから、
プロペラシャフトの残留アンバランスを低減でき、プロ
ペラシャフトをバランス取りして製作する際の生産性を
向上できる。Since it is possible to balance the propeller shaft that incorporates the viscous joint in the assembled state,
The residual unbalance of the propeller shaft can be reduced, and productivity can be improved when manufacturing a balanced propeller shaft.
残留アンバランスが低減される結果、プロペラシャフト
の回転数の増加、粘性継手の前後を支持する軸受用サポ
ートの設計自由度の増大、プロペラシャフトの振動によ
る市室内のこもり音の低減が可能となり、また、前記サ
ポートを重体側で固定する部分の剛性を増加する必要が
なくなる。As a result of reducing the residual unbalance, it is possible to increase the rotation speed of the propeller shaft, increase the degree of freedom in designing the bearing support that supports the front and rear of the viscous joint, and reduce muffled noise inside the city due to propeller shaft vibration. Furthermore, there is no need to increase the rigidity of the portion where the support is fixed on the heavy body side.
（実施例）
本発明に係るプロペラシャフトは、基本的には、駆動側
に自在継手を介して連結される中空の第１のシャフト部
分と、従動側に自在継手を介して連結される中空の第２
のシャフト部分と、前記第１および第２のシャフト部分
にそれぞれ連結される粘性継手とから構成される。(Example) The propeller shaft according to the present invention basically includes a hollow first shaft portion connected to the driving side via a universal joint, and a hollow first shaft portion connected to the driven side via a universal joint. Second
a shaft portion, and viscous joints connected to the first and second shaft portions, respectively.
第１図に示すプロペラシャフト３０は、３本のシャフト
３２．３４．３６と、４つの自在維手３８．４９．４２
．４４と、粘性継手４６とを含む。自在継手３８．４２
．４４はフックスジヨイントであり、自在継手４ｏはス
ライド式しブロジョイントである。The propeller shaft 30 shown in FIG.
．． 44 and a viscous joint 46. Universal joint 38.42
．． 44 is a Fuchs joint, and the universal joint 4o is a sliding type bro joint.
シャフト３２は中空の鋼管からなり、自在継手３８を介
して図示しない駆動側のトランスミッションに連結され
る。シャフト３２の後方の端部に自在維手４０が連結さ
れる。The shaft 32 is made of a hollow steel tube and is connected to a drive-side transmission (not shown) via a universal joint 38. A flexible fiber arm 40 is connected to the rear end of the shaft 32.
シャフト３４は、第１のシャフト部分３５ａと第２シャ
フト部分３５ｂとからなり、シャフト部分３５ｂの粘性
継手４６への接続部を除き、両シャフト部分は、シャフ
ト３２と実質的に同じ外径の中空の鋼管で形成されてい
る。両シャフト部分３５ａ、３５ｂはそれ自体公知の粘
性継手４６に連結され、粘性継手４６をはさんで配置さ
れる。粘性継手４６に連結された状態で、両シャフト部
分３５ａ、３５ｂが実質的に同じ長さで前後に突出する
長さであることが好ましい。シャフト部分３５ａが自在
継手４０に連結され、シャフト部分３５ｂが自在継手４
２に連結される。The shaft 34 consists of a first shaft portion 35a and a second shaft portion 35b, both of which are hollow with substantially the same outer diameter as the shaft 32, except for the connection of the shaft portion 35b to the viscous joint 46. It is made of steel pipe. Both shaft parts 35a, 35b are connected to a viscous joint 46, which is known per se, and are arranged with the viscous joint 46 in between. Preferably, when connected to the viscous joint 46, both shaft portions 35a, 35b project forward and backward by substantially the same length. Shaft portion 35a is connected to universal joint 40, and shaft portion 35b is connected to universal joint 4.
2.
シャフト３６は、シャフト３２と実質的に同じ外径を有
する中空の鋼管で形成される。図示の実施例では、シャ
フト３６は、スプライン軸とスプライン孔とからなるそ
れ自体公知の長さ調節機構４８を一体に有し、長さ調節
機構４８を介して自在維手４２に連結される。シャフト
３６の後方の端部は自在継手４４に連結され、自在維手
４４を介して図示しない差動装置に連結される。Shaft 36 is formed from a hollow steel tube having substantially the same outer diameter as shaft 32. In the illustrated embodiment, the shaft 36 has an integral length adjustment mechanism 48, known per se, consisting of a spline shaft and a spline hole, and is connected to the adjustable fiber arm 42 via the length adjustment mechanism 48. The rear end of the shaft 36 is connected to a universal joint 44, and connected to a differential device (not shown) via the universal joint 44.
本発明に係るプロペラシャフトの製作方法は、基本的に
は、粘性継手４６をはさんで配置された第１のシャフト
部分３５ａを軸受５０で、第２のシャフト部分３５ｂを
軸受５２で支えると共に、両シャフト部分３５ａ、３５
ｂを異なる回転数で回転し、２つの軸受５０．５２の振
動データから第１のシャフト部分３５ａの修正面Ｅと第
２のシャフト部分３５ｂの修正面Ｆとのアンバランス量
を求め、その後アンバランスを修正することを含む。The method for manufacturing a propeller shaft according to the present invention basically includes supporting the first shaft portion 35a disposed across the viscous joint 46 with a bearing 50, and supporting the second shaft portion 35b with a bearing 52. Both shaft parts 35a, 35
b is rotated at different rotational speeds, the amount of unbalance between the correction surface E of the first shaft portion 35a and the correction surface F of the second shaft portion 35b is determined from the vibration data of the two bearings 50 and 52, and then the unbalance amount is determined. Including correcting the balance.
この方法は、図示のプロペラシャフト３０の場合、次の
ように実施される。This method is implemented as follows for the illustrated propeller shaft 30.
自在継手３８の前方部分を第１の電動機５８に連結する
と共に、軸受５４で支持し、自在維手４４の後方部分を
、第１の電動機とは異なる回転数で回転可能な第２の電
動機６０に連結すると共に、軸受５６で支持する。その
結果、第１のシャフト３２に２つの修正面Ｇ、Ｈが、第
２のシャフト３４に２つの修正面Ｅ、Ｆが、第３のシャ
フト３６に２つの修正面１．Ｊがそれぞれ設定される。A second electric motor 60 connects the front portion of the universal joint 38 to the first electric motor 58 and is supported by the bearing 54, and is capable of rotating the rear portion of the universal joint 44 at a rotation speed different from that of the first electric motor. and is supported by a bearing 56. As a result, the first shaft 32 has two correction surfaces G, H, the second shaft 34 has two correction surfaces E, F, and the third shaft 36 has two correction surfaces 1. J is set respectively.
修正面が６つあるのに対し、軸受は４個であり、前述し
たバランス取りの原則からすれば、この修正は不可であ
るが、本発明方法では、粘性継手４６の前後で回転数を
変えることにより、この修正を可能にしている。While there are six correction surfaces, there are four bearings, and from the above-mentioned balancing principle, this correction is not possible, but in the method of the present invention, the rotation speed is changed before and after the viscous joint 46. This makes this modification possible.
第１の電動機５８を、たとえば、４０００ｒｐｍで回転
し、第２の電動機６０を、たとえば、３９５０ｒｐｍで
回転すると、軸受５４には第２図ａに示すように、４０
００ｒｐｎ＋で振動加速度がピーク値となる振動モード
Ｍ、が現れ、軸受５０には同図すのように、３９５０ｒ
ｐＩ１１で振動加速度がピーク値となる振動モードＭ２
と、４０００ｒｐｍで振動加速度がピーク値となり、そ
の値が振動モードＭ２のピーク値より大きい振動モード
Ｍ３とが現れる。さらに、軸受５２には、同図Ｃのよう
に、３９５０ｒｐｍで振動加速度がピーク値となる振動
モードＭ４と、４０００ｒｐｍで振動加速度がピーク値
となり、その値が振動モードＭ４のピーク値より小さい
振動モードＭ、とが現れ、軸受５６には、同図ｄのよう
に、３９５０ｒｐｍで振動加速度がピーク値となる振動
モードＭ６が現れる。When the first electric motor 58 is rotated at, for example, 4000 rpm and the second electric motor 60 is rotated at, for example, 3950 rpm, the bearing 54 has a
A vibration mode M in which the vibration acceleration reaches its peak value appears at 00 rpm+, and the bearing 50 has a vibration mode M at 3950 r as shown in the figure.
Vibration mode M2 where the vibration acceleration reaches its peak value at pI11
Then, a vibration mode M3 appears in which the vibration acceleration reaches a peak value at 4000 rpm and the value is larger than the peak value of vibration mode M2. Furthermore, as shown in Figure C, the bearing 52 has a vibration mode M4 in which the vibration acceleration reaches its peak value at 3950 rpm, and a vibration mode in which the vibration acceleration reaches its peak value at 4000 rpm and whose value is smaller than the peak value of vibration mode M4. M, appears in the bearing 56, and a vibration mode M6 appears in the bearing 56, in which the vibration acceleration reaches its peak value at 3950 rpm, as shown in d of the figure.
すなわち、粘性継手４６の前後にある軸受５０と軸受５
２とは、 ４０００ｒｐｍと３９５Ｏｒｐｍとの振動を
分離して検出できる。そこで、軸受５４．５０．５２の
４０００ｒｐｍの振動データから修正面Ｇ、Ｈ・Ｅのア
ンバランス量を、軸受５０．５２．５６の３９５Ｏｒｐ
ｍの振動データから修正面Ｆ、■、Ｊのアンバランス量
を求めることができる。がくて、粘性維手４６を組み込
んだプロペラシャフト３０のアッセンブリ状態での６面
修正が可能となる。That is, the bearings 50 and 5 located before and after the viscous joint 46
2 means that vibrations at 4000 rpm and 395 Orpm can be detected separately. Therefore, from the vibration data of 4000 rpm of bearing 54.50.52, the unbalance amount of correction surfaces G, H and E was determined from the 395 Orp of bearing 50.52.56.
The amount of unbalance of the correction surfaces F, ■, and J can be determined from the vibration data of m. This makes it possible to make six-sided corrections in the assembled state of the propeller shaft 30 incorporating the viscous fibers 46.
第１図は本発明に係るプロペラシャフトの平面図、第２
図ａｚｄは各軸受に現れる振動モードのグラフ、第３図
は従来のプロペラシャフトの模式％式％
３５ａ、３５ｂ：シャフト部分、
３８．４０，４２．４４：自在継手、
４６：粘性継手、
５０．５２．５４．５６：軸受。
代理人 弁理士 松 永 宣 行
第２図
（ａ） （ｂ）
第３図Fig. 1 is a plan view of a propeller shaft according to the present invention, Fig. 2 is a plan view of a propeller shaft according to the present invention;
Figure azd is a graph of vibration modes appearing in each bearing, and Figure 3 is a schematic percentage formula of a conventional propeller shaft. 35a, 35b: Shaft portion, 38.40, 42.44: Universal joint, 46: Viscous joint, 50. 52.54.56: Bearing. Agent Patent Attorney Nobuyuki Matsunaga Figure 2 (a) (b) Figure 3
Claims (3)
のシャフト部分と、従動側に自在継手を介して連結され
る中空の第２のシャフト部分と、前記第１および第２の
シャフト部分にそれぞれ連結される粘性継手とを含む、
プロペラシャフト。(1) Hollow first joint connected to the disturbance side via a universal joint
a hollow second shaft portion connected to the driven side via a universal joint, and a viscous joint connected to the first and second shaft portions, respectively.
Propeller shaft.
のシャフトと、該第１のシャフトに自在継手を介して連
結される中空の第２のシャフトと、該第２のシャフトに
自在継手を介して連結され、かつ従動側に自在継手を介
して連結される中空の第３のシャフトと、前記第１ない
し第３のシャフトのうちの１つに組み込まれた粘性継手
とを含む、プロペラシャフト。(2) Hollow first joint connected to the drive side via a universal joint
a hollow second shaft connected to the first shaft via a universal joint; and a hollow second shaft connected to the second shaft via a universal joint and connected to the driven side via a universal joint. and a viscous joint incorporated into one of the first to third shafts.
された第１のシャフト部分および第２のシャフト部分の
それぞれを軸受で支えると共に、異なる回転数で回転し
、前記２つの軸受の振動データから前記第１のシャフト
部分および第２のシャフト部分それぞれの修正面のアン
バランス量を求め、その後アンバランスを修正すること
を含む、プロペラシャフトの製作方法。(3) A first shaft portion and a second shaft portion connected to a viscous joint and placed across the viscous joint are supported by bearings, and rotate at different rotational speeds, A method for manufacturing a propeller shaft, the method comprising: determining an amount of unbalance in a correction surface of each of the first shaft portion and the second shaft portion from vibration data, and then correcting the unbalance.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62309552A JP2629218B2 (en) | 1987-12-09 | 1987-12-09 | How to make a propeller shaft |
| DE19883841052 DE3841052A1 (en) | 1987-12-09 | 1988-12-06 | Propshaft and method for its manufacture |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62309552A JP2629218B2 (en) | 1987-12-09 | 1987-12-09 | How to make a propeller shaft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01153331A true JPH01153331A (en) | 1989-06-15 |
| JP2629218B2 JP2629218B2 (en) | 1997-07-09 |
Family
ID=17994387
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62309552A Expired - Lifetime JP2629218B2 (en) | 1987-12-09 | 1987-12-09 | How to make a propeller shaft |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2629218B2 (en) |
| DE (1) | DE3841052A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5419192A (en) * | 1992-09-10 | 1995-05-30 | Dana Corporation | Apparatus for balancing a combined assembly of a drive shaft and axle input shaft |
| DE102011088799B4 (en) * | 2011-12-16 | 2021-07-22 | Bayerische Motoren Werke Aktiengesellschaft | Balancing device |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5881128U (en) * | 1981-11-30 | 1983-06-01 | 日野自動車株式会社 | Propeller shaft vibration damping device |
| JPS6285729A (en) * | 1985-10-09 | 1987-04-20 | Honda Motor Co Ltd | Four wheel drive vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2544254A1 (en) * | 1975-10-03 | 1977-04-14 | Schenck Ag Carl | PROCESS AND BALANCING MACHINE FOR BALANCING ASSEMBLED WORKPIECES, IN PARTICULAR PTO SHAFTS |
| AT383782B (en) * | 1985-06-25 | 1987-08-25 | Steyr Daimler Puch Ag | DRIVE ARRANGEMENT FOR TWO DRIVEN AXLES OF A MOTOR VEHICLE |
-
1987
- 1987-12-09 JP JP62309552A patent/JP2629218B2/en not_active Expired - Lifetime
-
1988
- 1988-12-06 DE DE19883841052 patent/DE3841052A1/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5881128U (en) * | 1981-11-30 | 1983-06-01 | 日野自動車株式会社 | Propeller shaft vibration damping device |
| JPS6285729A (en) * | 1985-10-09 | 1987-04-20 | Honda Motor Co Ltd | Four wheel drive vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3841052C2 (en) | 1993-05-06 |
| DE3841052A1 (en) | 1989-08-31 |
| JP2629218B2 (en) | 1997-07-09 |
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