WO2016034228A1

WO2016034228A1 - Method for mounting a drive shaft assembly in a motor vehicle, and corresponding motor vehicle

Info

Publication number: WO2016034228A1
Application number: PCT/EP2014/068777
Authority: WO
Inventors: Tristan HOHMANN
Original assignee: Gkn Driveline Deutschland Gmbh
Priority date: 2014-09-04
Filing date: 2014-09-04
Publication date: 2016-03-10
Also published as: DE112014006930A5

Abstract

The invention relates to a method for mounting a drive shaft assembly (1), comprising at least a first shaft (37) and a displacement unit (35), which are connected to each other, to a motor vehicle (4) between a first connection point (2) and a second connection point (3), wherein the drive shaft assembly (1) can be connected to the first connection point (2) by means of a first end (5) on the first shaft (37) and can be connected to the second connection point (3) by means of a second end (6) on the displacement unit (35); wherein at least of the first end (5) and the first connection point (2), one is designed as a pin (7), which at least partially has a first set of splines (9) on an outer circumferential surface (8), and the other is a joint inner part (10) of a constant velocity rotary joint (11), wherein the joint inner part (10) has a receptacle (12) for the pin (7), which receptacle has a second set of splines (13) on an inner circumferential surface (14); and the method comprises at least the following steps: i. arranging the pin (7) in front of the receptacle (12); ii. sliding the pin (7) into the receptacle (12) beyond the operating position (15) and displacing the drive shaft assembly (1) in a first direction (16); iii. arranging the second end (6) at the second connection point (3); iv. sliding the pin (7) back and displacing the drive shaft assembly (1) in a second direction (17) such that the pin (7) and the receptacle (12) are arranged in the operating position (15) in relation to each other; and v. connecting the second end (6) to the second connection point (3).

Description

Method for mounting a longitudinal shaft assembly

in a motor vehicle, as well as corresponding motor vehicle

The present invention relates to a method for mounting a longitudinal shaft arrangement in or on a motor vehicle. In general, such a longitudinal shaft assembly includes a first shaft and a second shaft and extends generally from a first end to a second end. The two shafts are connected to each other via a displacement unit (eg a constant velocity sliding joint, ball spline, a slip spline, a double offset joint, a sliding Löbro joint, a tripod joint, etc.) Drive side of the motor vehicle to be connected to an output side of the motor vehicle. In the following, reference will be made primarily to the embodiment of the displacement unit as a synchronized sliding joint, without this being generally limiting for longitudinal shaft arrangements addressed here. The longitudinal shaft arrangement is regularly used for transmitting a torque from the drive (eg engine and / or transmission) to the output (eg differential, axle drive, gearbox) of the motor vehicle, the longitudinal shaft arrangement essentially being located in (drive). ) Direction of the vehicle. When the drive is installed in the front region of the vehicle, the longitudinal shaft arrangement transmits the torque to the rear wheels or, if the drive is arranged in the rear area, to the front wheels.

The constant velocity sliding joint used between the first shaft and the second shaft has a limited displacement in the axial direction. By the displacement of the constant velocity sliding joint occurring in normal operation movements of individual components of the longitudinal shaft assembly or the motor vehicle in the longitudinal direction of the vehicle (axial direction) are compensated. In addition, due to the constant velocity sliding joint occurring in operation entangling the waves are balanced by diffraction of the constant velocity joint. Displacement and Pivoting the longitudinal shaft assembly are designed and limited accordingly.

Embodiments of longitudinal shaft arrangements are also possible in which more than two or even only one shaft form the longitudinal shaft arrangement. If the longitudinal shaft arrangement is formed by more than two shafts, a displacement unit is arranged at least between two shafts. The respective outer shafts have a first end and a second end, between which the longitudinal shaft arrangement extends. If the longitudinal shaft arrangement is formed by only one shaft, the displacement unit is arranged at the second end of the one shaft opposite the first end. The not connected to the shaft and thus displaceable relative to the shaft part of the displacement unit then forms the second end of the longitudinal shaft assembly. In the following embodiments, reference is essentially made to a longitudinal shaft arrangement with two shafts, without this being generally restrictive to shaft assemblies addressed here.

For fixing the longitudinal shaft arrangement (with first shaft and second shaft) to the motor vehicle, a central bearing is regularly provided on the longitudinal shaft arrangement, which is arranged on at least one of the two shafts. This storage used to guide the longitudinal shaft assembly also serves to dampen and reduce the vibrations occurring in the longitudinal shaft assembly.

Longitudinal shaft arrangements of the aforementioned type are to be interpreted in the respective application, in particular with regard to the driving force to be transmitted. Further design variables are, in particular, the overall length and the weight of the longitudinal shaft arrangement, the available space in the motor vehicle, the weight of the motor vehicle, and the requirements regarding the behavior in the event of a crash. When mounting a known longitudinal shaft assembly in the motor vehicle, the longitudinal shaft assembly is disposed between two connection points in the motor vehicle and connected via the first end to the first connection point and the second end to the second connection point. In this case, at least one end, in particular both ends, of the longitudinal shaft arrangement or the connection point (the connection points) in the motor vehicle is designed as a journal constant-velocity joint, which is formed during assembly of the longitudinal shaft arrangement. However, other configurations of connections are also possible. Usually, at the time of mounting the longitudinal shaft assembly in the motor vehicle, the connection points are already fixed in relation to their position. Therefore, the longitudinal shaft arrangement must be shortened to an assembly length in relation to the extension between the first end and the second end present in the operating position (installation state of the longitudinal shaft arrangement during operation of the motor vehicle). Only as a result of this shortening first end and second end and first connection point and second connection point (successively) can each be connected to each other.

This shortening is realized by a corresponding design of the displacement unit (of the constant velocity sliding joint) between the first shaft and the second end or between the first shaft and the second shaft of the longitudinal shaft arrangement. The displacement of the constant velocity sliding joint is designed so long or large that the required for the assembly / disassembly shortening of the longitudinal shaft assembly is provided. A correspondingly designed displacement unit (constant velocity sliding joint) therefore has a significantly greater displacement than is required for the movements occurring in normal operation of individual components of the longitudinal shaft assembly or of the motor vehicle in the longitudinal direction of the vehicle. However, the provision of a larger displacement requires a larger and heavier version of the displacement unit (the constant velocity sliding joint). The object of the invention is therefore to solve the problems described with reference to the prior art, at least partially and in particular to provide an input described longitudinal wave arrangement in an improved design that can be easily mounted and dismantled in the vehicle. The longitudinal shaft arrangement should have a reduced weight. With regard to the assembly process, moreover, a given sequence of assembly steps must be kept simple and secure, the risk of damage minimized, and a corresponding application sought for a number of different vehicle concepts.

These objects are achieved with a longitudinal shaft arrangement according to the features of claim 1. Further advantageous embodiments of the longitudinal shaft arrangement are specified in the dependent claims. It should be noted that the features listed individually in the dependent claims can be combined with one another in any technologically meaningful manner and define further embodiments of the invention. In addition, the features specified in the claims are specified and explained in more detail in the description, wherein further preferred embodiments of the invention are shown.

To solve a method for mounting a longitudinal shaft assembly, comprising at least a first shaft and a displacement unit, which are interconnected, proposed between a first connection point and a second connection point on a motor vehicle, wherein the longitudinal shaft assembly via a first end to the first shaft with the first connection point and a second end (here) is connectable to the displacement unit with the second connection point. In this case, at least one of the group first end and first connection point is formed as a pin, which at least partially has a first spline on an outer peripheral surface. The other of the group of first end and first attachment point is an inner joint part of a constant velocity joint, wherein the joint Part has a receptacle for the pin with a second spline on an inner peripheral surface. The pin and the receptacle are arranged in operation of the motor vehicle in an operating position to each other. The method comprises at least the following steps:

i. Placing the pin before shooting;

ii. Inserting the pin into the receptacle beyond the operating position and thereby displacing the longitudinal shaft assembly in a first direction;

iii. Placing the second end at the second attachment point; iv. Pushing back the pin and displacing the longitudinal shaft assembly in a second direction, so that the pin and the receptacle are arranged to each other in the operating position, and v. Connecting the second end to the second connection point.

In particular, a method for assembling a longitudinal shaft assembly comprising at least a first shaft and a second shaft, which are interconnected via a displacement unit (eg, a constant velocity sliding joint) between a first connection point and a second connection point on a motor vehicle is proposed Longitudinal shaft assembly is connectable via a first end to the first shaft to the first connection point and via a second end on the second shaft to the second connection point.

The longitudinal shaft arrangement can essentially be constructed as explained above and, in the operating position, has a (straight or elongated) extension from the first end to the second end. In particular, in the method proposed here, the longitudinal shaft arrangement is not shortened (by a collapse of the displacement unit) (or only to a small extent), but the entire longitudinal shaft arrangement is displaced (also) by a displacement path, so that an (extended) displacement path in the displacement unit (in Gleichlaufverschiebgelenk) between the first end to the first shaft and the second end of the longitudinal shaft assembly is not required (or in the case of a shaft assembly with two waves: between the first shaft and second shaft). This displacement of the entire longitudinal shaft arrangement is realized in the connection between the first end and the first connection point.

In particular, the constant velocity universal joint (at the first end or at the first attachment point) is a fixed joint, preferably a ball synchronous joint. However, other types of constant velocity universal joints can be provided here, for. B. also synchronism shift joints.

In particular, the inner joint part is made in one piece. The inner joint part can also be designed in several parts, ie z. B. on sleeves o. Ä. Be connected to the pin.

In step i. of the method, pin and receptacle are positioned (arranged) to each other so that they in a subsequent step ii. can be pushed together (ie in particular aligned). During step i. the second end extends beyond the second connection point, so that a mounting position is not given here.

In step ii. of the method, the longitudinal shaft assembly (in total or aligned) is displaced in a first direction towards the first connection point, so that the pin is inserted into the receptacle. As a result of this displacement of the longitudinal shaft arrangement in the first direction, the longitudinal shaft arrangement is also displaced relative to the second connection point. The second end can now be positioned (arranged) before the second attachment point (step iii.) That in a subsequent step iv. the second end and the second connection point, which are in particular also designed as a pin and receptacle, can be pushed into one another. After step iii. So pin and recording at the second end and second attachment point are arranged in particular in alignment with each other.

In step iv. the longitudinal shaft assembly (in total or aligned) in the second direction (opposite to the first direction) is moved, so that pin and receiving at the first end and first connection point are now arranged in an operating position to each other. In this operating position pin and receptacle are connected to each other and thus fixed in position to each other. As a result of this displacement of the longitudinal shaft assembly in the second direction in particular pin and receptacle at the second end and second attachment point are pushed together and can be connected to each other in a subsequent step (and thus fixed in position to each other). Furthermore, it is then also possible to connect the longitudinal shaft arrangement at the first end or the first connection point. Thus, the longitudinal shaft arrangement is mounted in a positionally aligned manner relative to the motor vehicle between the two attachment points and, if appropriate, can then also be fixed to the motor vehicle via a central bearing.

According to an advantageous embodiment of the method, the pin and the inner joint part in the operating position (position of pin and inner joint after step iv or at the end of the assembly process) are fixed by a retaining ring in the receptacle in a first annular groove and on the pin in a second annular groove is arranged, wherein the retaining ring before step i. is initially (only) arranged in the first annular groove and at least during step ii. is spread so that the circlip during step ii. can be moved beyond the second annular groove addition. The securing ring extends in particular annularly between two securing ring ends and is elastically deformable. In particular, a spacer is used for spreading the securing ring. For this purpose, in particular a spacer for an annular elastic locking ring with an opening between two locking ring ends is proposed (thus the retaining ring has no closed ring shape). The spacer can be arranged in the opening between two locking ring ends, in which the retaining ring is elastically bent (spread). The securing ring ends abut against the spacer, so that the securing ring remains spread. Thus, the locking ring can be spread in a, arranged on an inner peripheral surface of a receptacle first annular groove and arranged captive, so that a (force-free) displacement of a pin in the receptacle in a step ii. the method according to the invention is made possible, without the locking ring engages when moving along the pin in the arranged there second annular groove.

It is further proposed that the spread circlip together with the assembled spacer has a smallest first inner diameter, which corresponds at least to the second inner diameter of the splayed circlip.

In particular, the securing ring in the first annular groove is already before step i. arranged and spread by the spacer and is thus arranged captive in the first annular groove. In particular, the spreading is carried out by the spacer so that the smallest first inner diameter of the spread locking ring together with mounted spacer is at least as large (or larger) as the largest outer diameter (the first spline) on the pin. In particular, such an insertion of the pin in the receptacle is possible without further frictional forces are caused by the retaining ring. In particular, the securing ring is spread so that it rests in the first annular groove and is centered thereby. The centering ensures that the retaining ring has an equal distance to the outer circumferential surface of the pin on its entire inner peripheral surface. This can be prevented during the insertion of the pin in the recording the occurrence of frictional forces between the circlip and pin.

Preferably, the spacer is after step ii. and before step iv. away. After removal of the spacer, the retaining ring springs back and rests on an outer journal peripheral surface.

In particular, the outer journal peripheral surface has an outer diameter which corresponds at least to the outer diameter of the second annular groove. In particular, the outer diameter of the outer journal peripheral surface is smaller than the smallest inner diameter of the second spline on the inner peripheral surface of the receiver. In particular, the outer diameter of the outer journal peripheral surface and the outer diameter of the second annular groove are smaller than the largest outer diameter (the first spline) on the journal. Preferably, the first spline has at least one (circumferential) chamfer, through which the retaining ring during step iv. is spread further. The chamfer makes it possible, when the pin is pushed back in the second direction, for the circlip to be pushed onto the first spline on the pin, whereby the force required for pushing it back is only slightly (or not) increased. Upon further pushing back of the pin of the locking ring slides over the first spline and can be arranged in the second annular groove on the pin.

In particular, at least during steps ii., Iii., Iv. and V. the first spline and second spline constantly engaged with each other. A rotation of the pin relative to the receptacle in the circumferential direction is thus with prevented. The pushing back in step iv. is made easier or only possible.

But it is also possible that the first spline and the second spline toothing at least (only) during step iii. (and possibly also at least partially during step ii and iv) are no longer in engagement with each other. In this case, at least the first shaft could be rotated relative to the first connection point. Such a twist could z. B. be necessary in the search for a balancing point.

Preference is given in step ii. the pin is inserted into the receptacle and limits this insertion by a stop. In particular, the stop is formed on the pin and cooperates with a first end face of the inner joint part. Alternatively, the stop is arranged on a joint bottom of a joint outer part of the constant velocity joint and cooperates with a second end side of the pin.

According to a preferred development, in step ii, starting from the operating position, the journal is displaced further in the first direction relative to the receptacle by a first displacement of at least 25 mm [millimeters], preferably of at least 35 mm.

It is further proposed a motor vehicle with a longitudinal shaft assembly, wherein the longitudinal shaft assembly has at least a first shaft and a second shaft, which are connected to each other via a constant velocity joint. The longitudinal shaft assembly is mounted between a first connection point and a second connection point on a motor vehicle, wherein the longitudinal shaft assembly is connected via a first end to the first shaft to the first connection point and via a second end to the second shaft to the second connection point. At least one of the group of the first end and the first attachment point is designed as a journal, which is attached to an outer circumference. Fangsfläche at least partially having a first spline, wherein the other is an inner joint part of a constant velocity joint, wherein the inner joint part has a receptacle for the pin with a second spline on an inner circumferential surface. The pin and the receptacle are arranged in an operating position relative to one another. An outer joint part of the constant velocity joint has a recess in the region of a joint bottom, so that an assembly according to the inventive method can be done by the pin on the operating position out into the outer joint part is slidable.

In particular, it is proposed that the longitudinal shaft assembly is additionally connected via a bearing between the first end and the second end to the motor vehicle. The details of the method are transferable to the mounted longitudinal shaft assembly on the motor vehicle and vice versa.

The invention and the technical environment will be explained in more detail with reference to FIGS. It should be noted that the figures show particularly preferred embodiments of the invention to which they are, however, not limited. For same objects, the same reference numerals are used in the figures. They show schematically:

Fig. 1: a mounted longitudinal shaft assembly in the operating position (after

Step v.);

FIG. 2 shows a perspective view of a connection between a pin and an inner joint part at a first end of a longitudinal shaft arrangement; FIG. Method according to step L;

3: the connection of Figure 2 in cross section. Connection between a pin and an inner joint part at a first end of a longitudinal shaft assembly during step iL;

Connection between a pin and an inner joint part at a first end of a longitudinal shaft assembly during step iL;

Connection between a first end and a first connection point after step iL;

Connection between a pin and an inner joint part at a first end of a longitudinal shaft assembly after step ii. and before step iv .;

Connection between a pin and an inner joint part at a first end of a longitudinal shaft assembly during step iv .;

Connection between a first end and a first connection point after step iv .;

Spacer in a frontal view;

Spacer in a side view;

Spacer in perspective view;

Circlip with spacer in a frontal view; and Fig. 14: Circlip with spacer in a side view.

FIG. 1 shows a longitudinal shaft arrangement 1 of a motor vehicle 4 in an operating position 15. The arrangement of the longitudinal shaft arrangement 1 in the motor vehicle 4 takes place substantially parallel to the direction of travel of the motor vehicle 4, ie parallel to the first direction 16 and the second direction 17. The longitudinal shaft arrangement 1 sets at least from a first shaft 37 and a second shaft 38 together, which are connected to each other via the center (ball) shown in the middle (35) Verschverschegelgelenk. Arranged on the first shaft 37 at a first end 5 of the longitudinal shaft arrangement is a journal 7, which is received in an inner joint part 10 of a constant velocity rotary joint 11. The first end 5 is attached via the pin 7 at the first attachment point 2 of the motor vehicle 4. The first connection point 2 of the motor vehicle 4 is formed here by the constant velocity universal joint 11 with outer joint part 28, balls 34 and inner joint part 10. The longitudinal shaft assembly 1 is also connected at the second end 6 via a constant velocity universal joint 11 with a pin 7, wherein the pin 7 here forms the second connection point 3 of the motor vehicle 4. The longitudinal shaft assembly 1 is also connected via a bearing 30 (here on the second shaft 38) to the motor vehicle 4.

In the operating position 15, the longitudinal shaft assembly 1 has an extension 41 between the first end 5 and the second end 6. The connection points 2, 3 of the motor vehicle 4 have a distance 42 which is less than the extension 41. For the assembly of the longitudinal shaft assembly 1 must Thus, the longitudinal shaft arrangement 1 can be shortened. This shortening was previously made possible by a correspondingly long second displacement path 40 in the constant velocity joint 35. Here, it is now proposed that the shortening of the longitudinal shaft arrangement 1 (at least essentially, in particular exclusively) is realized by a special design of the connection, at least between the first end 5 and the first connection point 2. In particular, at least one of the attachment points 2, 3 on the motor vehicle (the inner joint part 10 at the first connection point 2, the pin 7 at the second attachment point 3) can be deflected, so that the longitudinal shaft arrangement 1 is first arranged at the deflectable attachment point (here first attachment point 2) (step L). Then, the entire longitudinal shaft assembly 1 is displaced in a first direction 16, so that the pin 7 is inserted beyond the operating position 15 in the inner joint part 10 (step iL). In this case, the pin 7 penetrates into a recess 29 of the outer joint part 28. This shift by a first displacement path 36 (see FIG. 7) is sufficient for the longitudinal shaft arrangement 1 to now be pivoted back and the second end 6 to be arranged at the second connection point 3 (step iii). The entire longitudinal shaft assembly 1 is again shifted, now in the second direction 17 opposite the first direction 16, so that at the first end 5 pins 7 and receptacle 12 are arranged relative to one another in the operating position 15 (step iv.) And the second end 6 can be connected to the second connection point 3 (step v.).

The shift in step ii. can be limited by a stop 24 on the joint bottom 27 of the outer joint part 28, which cooperates with the second end face 26 on the pin 7.

Fig. 2 shows a connection between a pin 7 and an inner joint part 10 at a first end 5 of a longitudinal shaft assembly 1 in a perspective view and the method according to step L. Fig. 3 shows the compound of Fig. 2 in cross section in a side view. The longitudinal shaft assembly 1 is connected via the first end 5 (here the pin 7) to the first connection point 2 (here the inner joint part 10) of the motor vehicle 4.

The first shaft 37 ends as a pin 7 and forms the first end 5 of the longitudinal shaft assembly 1. Starting from the second end face 26 (see FIG. 3) of the pin 7, a first spline is formed on the outer circumferential surface 8 of the pin 7 9 arranged. Between the first spline 9 and stop 24 extends the (especially smooth) outer spigot peripheral surface 22. In the region of the first spline 9, a circumferential second annular groove 20 is provided, which cooperates with a first annular groove 19 which is arranged in the inner joint part 10, so that a snap ring 18 can be received therein. The inner joint part 10 has a receptacle 12, on whose inner peripheral surface 14 a second spline toothing 13 is formed.

The locking ring 18 is spread by a spacer 21 and is therefore arranged in the first annular groove 19 so that the pin 7 can be inserted into the receptacle 12.

Chamfers 23 are provided on the first spline 9, so that the introduction of the pin 7 is facilitated in the receptacle 12 and, if necessary, the retaining ring 18 can be further spread.

Fig. 4 shows the connection between a pin 7 and an inner joint part

10 at a first end 5 of a longitudinal shaft assembly 1 during step iL. Starting from the representation in FIG. 3, the pin 7 has been inserted along the first direction 16 into the receptacle 12 of the inner joint part 10.

Fig. 5 shows a connection between a pin 7 and an inner joint part 10 at a first end 5 of a longitudinal shaft assembly 1 during step ii. Starting from Fig. 4, the pin 7 has been further inserted along the first direction 16 in the receptacle 12 of the inner joint part 10. The spacer 21 prevents the locking ring 18 engages in the second annular groove 20 on the pin 7. The pin 7 is therefore relative to the receptacle 12 further along the first direction 16 slidably. FIG. 6 shows a connection between a first end 5 and a first connection point 2 after step ii. The pin 7 is so far in the constant velocity Handle 11 has been inserted, that the pin 7 penetrates beyond the receptacle 12 out into the recess 29 between inner joint part 10 and outer joint part 28. The displacement of the pin 7 with respect to the receptacle 12 (and the entire longitudinal shaft assembly 1 with respect to the first connection point 2) along the first direction 16 is stopped by the stop 24 on the first shaft 37, which cooperates with the first end face 25 of the inner joint part 10. First wedge toothing 9 and second wedge toothing 13 are also in this position in engagement with each other, so that a mutual rotation of pin 7 and inner joint part 10 is prevented. The outer diameter 39 of the pin 7 in the region of the outer pin peripheral surface 22 is smaller than the smallest inner diameter 44 of the second spline 13 of the receptacle 12.

The stop 24 may (as indicated in FIG. 1) also be arranged on the joint bottom 27 of the outer joint part 28, so that the stop 24 then cooperates with the second end side 26 of the pin 7 (not shown in FIG. 6).

In this position, the longitudinal shaft assembly 1 is arranged at the first end 5 displaced by a first displacement path 36 with respect to the connection points 2, 3 and an operating position 15. This displacement is sufficient that the longitudinal shaft arrangement 1 can be arranged with its second end 6 at the second connection point 3.

Fig. 7 shows a connection between a pin 7 and an inner joint part 10 at a first end 5 of a longitudinal shaft assembly 1 after step ii. and before step iv. Starting from the illustration in FIG. 6, here the spacer 21 has been removed from the securing ring 18, so that the securing ring 18 is no longer spread and abuts against the outer pin peripheral surface 22 (outside the first spline 9). The outer diameter 39 of the outer journal peripheral surface 22 is at least as large as the outer diameter of the second annular groove 20 and in particular smaller than the largest outer diameter of the first spline 9. Starting from the position on the stop 24 can now Pins 7 are displaced relative to the inner joint part 10 in a second direction 17 by a first displacement path 36, up to the operating position 15, in which the locking ring 18 engages in the second annular groove 20 on the pin 7. Fig. 8 shows a connection between a pin 7 and an inner joint part 10 at a first end 5 of a longitudinal shaft assembly 1 during step iv. The pin 7 has been moved so far in relation to the inner joint part 10 that the locking ring 18 passes over the chamfer 23 on the outer peripheral surface 8 of the pin 7 with the first spline 9.

As a result of this displacement, the longitudinal shaft assembly 1 moves with its second end 6 toward the second connection point 3 and can be connected there. FIG. 9 shows a connection between a first end 5 and a first connection point 2 after step iv. The pin 7 has been moved so far in relation to the inner joint part 10, that the locking ring 18 engages in the second annular groove 20 on the pin 7. The securing ring 18 now lies both in the first annular groove 19 and in the second annular groove 20 and thus fixes the position of pin 7 and inner joint part 10 relative to one another (and thus between longitudinal shaft arrangement 1 and first connection point 2). With respect to the first end 5 and the first connection point 2, the operating position 15 is reached.

In the operating position 15, the second end 6 can also be connected to the second connection point 3. The longitudinal shaft assembly 1 has the operating position 15 occupied. Possibly. can finally be connected via the bearing 30 on the motor vehicle 4, the longitudinal shaft assembly 1.

The method is also suitable in particular for the disassembly of the longitudinal shaft arrangement 1. For this, only the locking ring 18 must be spread again, so that pin 7 and receptacle 12 are moved against each other can. Possibly. is the connection between the storage 30 and the motor vehicle 4 to solve. Furthermore, the connection between the second end 6 and the second connection point 3 must be released so that the entire longitudinal shaft arrangement 1 can be displaced in the first direction 16 towards the first connection point 2. As a result of this shift, the second end 6 can be completely detached from the second connection point 3 and the longitudinal shaft arrangement 1 in particular be swung out of the operating position 15. Subsequently, the longitudinal shaft assembly 1 is moved in the second direction 17 and so the connection between the first end 5 and the first connection point 2 are completely solved.

10 to 12 show a spacer 21 in different views.

Figs. 13 and 14 show a locking ring 18 with spacer 21 in several views. The spacer 21 is disposed in the opening 31 between two securing ring ends 43 of the annular elastic locking ring 18. The locking ring ends 43 abut against the spacer 21, so that the securing ring 18 is spread. The spread locking ring 18 together with the assembled spacer 21 has a smallest first inner diameter 32, which corresponds to at least the second inner diameter 33 of the spread locking ring 18. D. h., The second inner diameter 33 of the spread locking ring 18 is reduced by the mounted spacer 21 at any point. The present invention enables a simplification of the assembly and disassembly of a longitudinal shaft assembly in a motor vehicle. The longitudinal shaft assembly can be supplied as a pre-assembly with mounted spacer and splayed circlip to the installation site, where the longitudinal shaft assembly is installed in the motor vehicle. The central or arranged at one end of the longitudinal shaft assembly displacement unit (constant velocity joint) can now be made smaller and lighter, since the for the Assembly in the motor vehicle required first Verschiebweg now between the first connection point and the first end is realized.

LIST OF REFERENCE NUMBERS

1 longitudinal shaft arrangement

2 First connection point

3 Second connection point

4 motor vehicles

5 First end

6 Second end

7 cones

8 outer peripheral surface

9 First spline (securing in circumferential direction)

10 inner joint part

11 constant velocity universal joint

12 recording

13 second spline

14 inner peripheral surface

15 operating position

16 First direction

17 Second direction

18 circlip

19 First ring groove

20 second ring groove

21 spacer

22 Outer pin peripheral surface

23 chamfer

24 stop

25 first end face

26 Second end

27 joint floor

28 outer joint part 29 recess

30 storage

31 opening

32 First inner diameter

33 Second inner diameter

34 ball

35 Sliding unit / synchronized sliding joint

36 First Move

37 First wave

38 Second wave

39 outside diameter

40 Second displacement

41 extension

42 distance

43 circlip end

44 Smallest inner diameter

Claims

claims

Method for mounting a longitudinal shaft arrangement (1) comprising at least a first shaft (37) and a displacement unit (35), which are connected to one another, between a first connection point (2) and a second connection point (3) on a motor vehicle (4), wherein the longitudinal shaft assembly (1) via a first end (5) on the first shaft (37) with the first connection point (2) and via a second end (6) on the displacement unit (35) with the second connection point (3) is connectable ; wherein one of the group first end (5) and first attachment point (2) as a pin (7) is formed on an outer circumferential surface (8) at least partially a first spline (9) and the other an inner joint part (10 ) of a constant velocity rotary joint (11), wherein the inner joint part (10) has a receptacle (12) for the journal (7) with a second spline (13) on an inner peripheral surface (14); wherein the pin (7) and the receptacle (12) during operation of the motor vehicle (4) in an operating position (15) are arranged to each other; the method comprising at least the following steps:

i. Placing the pin (7) in front of the receptacle (12);

ii. Inserting the pin (7) into the receptacle (12) beyond the operating position (15) and thereby displacing the longitudinal shaft arrangement (1) in a first direction (16);

iii. Arranging the second end (6) at the second attachment point (3);

iv. Pushing back the pin (7) and moving the longitudinal shaft assembly (1) in a second direction (17), so that pin (7) and receptacle (12) to each other in the operating position (15) are arranged, and v. Connecting the second end (6) to the second connection point (3).

Method according to claim 1, wherein the pin (7) and the inner joint part (10) in the operating position (15) by a securing ring (18) are fixed in the receptacle (12) in a first annular groove (19) and on the pin (7) in a second annular groove (20) is arranged, wherein the securing ring (18) before step i. is first arranged in the first annular groove (19) and at least during step ii. is spread so that the retaining ring (18) during step ii. can be moved beyond the second annular groove (20) also.

Method according to claim 2, wherein the securing ring (18) is spread by a spacer (21).

Method according to claim 3, wherein the securing ring (18) in the first annular groove (19) already before step i. is spread by the spacer (21) and thus captive in the first annular groove (19) is arranged.

Method according to claim 3 or 4, wherein the spacer (21) after step ii. and before step iv. is removed and the locking ring (18) thereafter rests on an outer journal peripheral surface (22).

Method according to one of the preceding claims 2 to 5, wherein the first spline (9) has at least one chamfer (23) through which the locking ring (18) during step iv. is spread further.

Method according to one of the preceding claims, wherein at least during steps ii., Iii. and iv. the first and second splines (9, 13) are constantly engaged with each other. Method according to one of the preceding claims, wherein in step ii. the pin (7) is inserted into the receptacle (12) and this insertion is limited by a stop (24).

Method according to claim 8, wherein the stop (24) is formed on the pin (7) and cooperates with a first end face (25) of the inner joint part (10) or on a joint bottom (27) of an outer joint part (28) of the constant velocity joint (11). is arranged and with a second end face (26) of the pin (7) cooperates.

Method according to one of the preceding claims, wherein in step ii., Starting from the operating position (15), the pin (7) relative to the receptacle (12) by a first displacement path (36) of at least 25 mm in the first direction (16) is moved further.

Method according to one of the preceding claims, wherein the longitudinal shaft arrangement (1) additionally comprises at least one second shaft (38) which is connected via the displacement unit (35) with the first shaft (37), wherein the longitudinal shaft assembly (1) via the second End (6) on the second shaft (38) with a second connection point (3) is connectable to the motor vehicle.

Motor vehicle (4) having a longitudinal shaft arrangement (1), comprising at least a first shaft (37) and a displacement unit (35), which are interconnected, wherein the longitudinal shaft arrangement (1) via a first end (5) on the first shaft (37 ) is connected to a first connection point (2) and via a second end (6) on the displacement unit (35) to a second attachment point (3) of the motor vehicle (4), one of the group first end (5) and first attachment point (2) is formed as a pin (7) on an outer peripheral surface (8) at least Partially having a first spline (9) and the other an inner joint part (10) of a constant velocity joint (11), wherein the inner joint part (10) has a receptacle (12) for the pin (7) with a second spline (13) an inner circumferential surface (14); wherein pin (7) and receptacle (12) are arranged in an operating position (15) to each other; wherein an outer joint part (28) of the constant velocity joint (11) has a recess (29) in the region of a joint bottom (27), so that assembly by the method according to one of the preceding claims can be made by the pin (7) beyond the operating position into the outer joint part (28) is slidable.

Motor vehicle (4) according to claim 12, wherein the longitudinal shaft arrangement (1) additionally comprises at least one second shaft (38) which is connected to the first shaft (37) via the displacement unit (35), wherein the longitudinal shaft arrangement (1) via the second end (6) on the second shaft (38) with a second connection point (3) on the motor vehicle (4) is connectable

Motor vehicle (4) according to claim 13, wherein the longitudinal shaft assembly (1) is additionally connected via a bearing (30) between the first end (5) and the second end (6) on the motor vehicle (4).