WO2024057748A1 - Arbre de transmission de puissance et arbre d'hélice - Google Patents

Arbre de transmission de puissance et arbre d'hélice Download PDF

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Publication number
WO2024057748A1
WO2024057748A1 PCT/JP2023/028043 JP2023028043W WO2024057748A1 WO 2024057748 A1 WO2024057748 A1 WO 2024057748A1 JP 2023028043 W JP2023028043 W JP 2023028043W WO 2024057748 A1 WO2024057748 A1 WO 2024057748A1
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WO
WIPO (PCT)
Prior art keywords
tube
power transmission
transmission shaft
serration
collision load
Prior art date
Application number
PCT/JP2023/028043
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English (en)
Japanese (ja)
Inventor
莎 李
康史 穐田
賢人 春名
Original Assignee
日立Astemo株式会社
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Filing date
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Publication of WO2024057748A1 publication Critical patent/WO2024057748A1/fr

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    • 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
    • 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 power transmission shaft and a propeller shaft.
  • the propeller shaft as a power transmission shaft includes a first insertion part in which a first serration part is formed on the outer peripheral side of the first end of a cylindrical member made of FRP.
  • the first joint member is press-fitted through the first joint member, and a second insertion portion having a second serration portion formed on the outer circumferential side is press-fitted into the inner circumferential side of the second end of the FRP cylinder.
  • the first insertion part and the second serration part are formed with a first serration part and a second serration part having the same shape at the first end part and the second end part of the FRP cylinder body, respectively.
  • the insertion part was press-fitted. For this reason, when a vehicle collides, which of the first end and the second end of the FRP cylinder is destroyed first, that is, the first insertion part and the second insertion part with respect to the FRP cylinder. It was difficult to predict which one would sneak in first. This leaves room for improvement in that the collision performance of the propeller shaft as a power transmission shaft becomes unstable.
  • the present invention was devised in view of the technical problems of the conventional propeller shaft, and an object of the present invention is to provide a power transmission shaft and a propeller shaft that can improve the stability of collision performance. It is said that
  • a second collision load for releasing the fixed state between the tube and the second insertion section is set to be larger than a first collision load for releasing the fixed state between the tube and the first insertion section.
  • the stability of collision performance can be improved.
  • FIG. 2 is a layout diagram showing the arrangement of a power transmission shaft in a vehicle according to the present invention.
  • FIG. 1 is a half-longitudinal cross-sectional view showing the entire power transmission shaft according to the first embodiment of the present invention.
  • FIG. 3 is an enlarged cross-sectional view of the main part of the section taken along the line AA in FIG. 2;
  • FIG. 3 is a diagram showing a modified example of the power transmission shaft according to the present invention, and is an enlarged sectional view of a main part taken along line AA in FIG. 2.
  • FIG. 3 is a half-longitudinal cross-sectional view showing the state before and after the collapse of the power transmission shaft shown in FIG.
  • FIG. 7 is a half-longitudinal cross-sectional view showing the entire power transmission shaft according to the second embodiment of the present invention. It is a half-longitudinal sectional view showing the whole power transmission shaft concerning a 3rd embodiment of the present invention. It is a half-longitudinal sectional view showing the whole power transmission shaft concerning a 4th embodiment of the present invention.
  • FIG. 7 is a half-longitudinal cross-sectional view showing the entire power transmission shaft according to the second embodiment of the present invention. It is a half-longitudinal sectional view showing the whole power transmission shaft concerning a 3rd embodiment of the present invention. It is a half-longitudinal sectional view showing the whole power transmission shaft concerning a 4th embodiment of the present invention.
  • FIG. 7 is a half-longitudinal cross-sectional view showing a power transmission shaft according to a fifth embodiment of the present invention, in which (a) is an enlarged view of the vicinity of the first end of the tube, and (b) is an enlarged view of the vicinity of the second end of the tube. It is a figure which shows an enlarged view.
  • FIG. 7 is a layout diagram showing another example of the arrangement of the power transmission shaft in a vehicle according to the present invention.
  • FIG. 1 shows a layout diagram showing the arrangement of a power transmission shaft (propeller shaft) in a vehicle according to the present invention.
  • the vehicle V is a so-called FR (front engine rear drive) vehicle, and has an engine EG and an engine EG on the front axle FD that connects the front wheels FT.
  • a transmission TM as a power transmission device (transmission device) is arranged.
  • a differential DF serving as a second power transmission device (differential device) that transmits power to the rear wheel axle RD is arranged at the center of the rear wheel axle RD that connects the rear wheels RT.
  • the transmission TM and the differential DF are connected to enable power transmission via a propeller shaft PS serving as a power transmission shaft.
  • FIG. 2 shows a first embodiment of a power transmission shaft according to the present invention.
  • the first joint member J1 side in FIG. 2 will be referred to as “front” and the second joint member J2 side will be referred to as “rear”.
  • the direction along the rotation axis Z in FIG. 2 will be referred to as an "axial direction,” the direction perpendicular to the rotation axis Z as a “radial direction,” and the direction around the rotation axis Z as a “circumferential direction.”
  • FIG. 2 shows the overall form of the propeller shaft PS1 according to the first embodiment of the present invention, and shows a half-sectional view of the propeller shaft PS1 taken along the direction of the rotation axis Z.
  • the propeller shaft PS1 is arranged between a first power transmission device (not shown) located at the front of the vehicle and a second power transmission device (not shown) located at the rear of the vehicle.
  • the first power transmission device corresponds to a transmission TM (see FIG. 1) that is a speed change device
  • the second power transmission device corresponds to a differential DF (see FIG. 1) that is a differential device.
  • the propeller shaft PS1 is a so-called one-piece propeller shaft, in which the front end side is connected to the first power transmission device via the first joint member J1, and the rear end side is connected to the first power transmission device via the first joint member J1. It is connected to the second power transmission device via a joint member J2. That is, the propeller shaft PS1 includes a tube 1 formed in a generally cylindrical shape and a first joint member J1 that is inserted into the first end 11 that is the front end of the tube 1 and is connected to the first power transmission device. and a second joint member J2 that is inserted into the second end 12, which is the rear end of the tube 1, and serves for connection to the second power transmission device.
  • the power transmission shaft (propeller shaft) according to the present invention is applied to the one-piece structure propeller shaft having a single tube, but the present invention It is sufficient that the tube has a collapsible shaft joint, which will be described later, connected to both axial ends of the tube.
  • the power transmission shaft (propeller shaft) according to the present invention can be applied to a propeller shaft having a plurality of pieces, for example, which has a plurality of tubes and is formed by connecting these tubes with a shaft coupling.
  • the tube 1 is formed of a carbon fiber reinforced resin material (so-called CFRP) into a cylindrical shape having a constant inner diameter R1 in the axial direction. Further, the tube 1 is formed so that the respective wall thicknesses T1 and T2 of the first end portion 11 and the second end portion 12 are thicker than the wall thickness T3 of the general portion (axially intermediate portion). Specifically, the tube 1 is integrally formed by laminating the carbon fiber reinforced resin material (CFRP) in the radial direction, and has at least two inner and outer layers, an inner circumferential layer 13 and an outer circumferential layer 14. is formed.
  • CFRP carbon fiber reinforced resin material
  • the tube 1 is made of carbon fiber reinforced resin (CFRP), but the tube 1 can be made of a metal material, for example, in addition to fiber reinforced resin formed by hardening fibers with resin. It may be formed by Further, when the tube 1 is formed of fiber-reinforced resin, it may be formed of, for example, glass fiber-reinforced resin (FRP) in addition to the carbon fiber-reinforced resin (CFRP) according to this embodiment.
  • CFRP carbon fiber reinforced resin
  • FRP glass fiber-reinforced resin
  • the first joint member J1 includes a first shaft portion 2 that is inserted into the inner peripheral portion 111 of the first end portion 11 of the tube 1, and a first joint portion that connects the first shaft portion 2 and the first power transmission device. 4 and has.
  • the first shaft portion 2 and the first joint portion 4 are fixed so as to be able to rotate together, and are integrally configured as a first joint member J1.
  • the second joint member J2 includes a second shaft portion 3 inserted into the inner peripheral portion 121 of the second end portion 12 of the tube 1, and a second joint portion that connects the second shaft portion 3 and the second power transmission device. 5 and has.
  • the second shaft portion 3 and the second joint portion 5 are fixed so as to be able to rotate together, and are integrally configured as a second joint member J2.
  • the first shaft portion 2 includes a first connecting base 21 that is exposed from the first end 11 of the tube 1 and connected to the first joint portion 4, and extends in the axial direction from the rear end of the first connecting base 21. , and a first insertion portion 22 inserted into the inner peripheral portion 111 of the first end portion 11 of the tube 1.
  • the first connection base 21 and the first insertion portion 22 are integrally formed of a metal material.
  • the first connection base 21 includes a first base 23, a first insertion side connection part 24 whose diameter is expanded in a stepped shape from the rear end of the first base 23, and which is connected to the first insertion part 22, and a first base 23.
  • the first joint side connecting portion 25 is tapered in diameter from the front end of the first joint portion 23 in a step-like manner and is connected to the first joint portion 4 .
  • the first connection base 21 and the first joint portion 4 constitute a first main body portion according to the present invention.
  • the first insertion portion 22 is inserted into the inner peripheral portion 111 of the first end portion 11 of the tube 1 via a predetermined engagement means (serrations in this embodiment), and is fixed to be rotatable integrally with the tube 1.
  • the first insertion portion 22 has a first serration portion 26 formed on the outer circumferential side thereof over almost the entire axial direction, which can be connected to the tube 1 through serrations.
  • the first serration portion 26 is formed such that a groove 261 recessed inward in the radial direction extends in a direction parallel to the rotation axis Z, and the outer diameter D1 of the tooth tip 262 is set slightly larger than the inner diameter R1 of the tube 1. has been done. That is, the first serration portion 26 is formed by press-fitting the first insertion portion 22 into the first end portion 11 of the tube 1 and by biting the tooth tips 262 into the inner circumferential surface of the tube 1. It is rotatably engaged with the tube 1. As a result, the first insertion portion 22 is fixedly supported by the inner peripheral portion 111 of the first end portion 11 of the tube 1 via the first serration portion 26 .
  • the first serration part 26 is disposed between the first serration part 26 and the tube 1 so that the first insertion part 22 can move the inner peripheral part of the tube 1 from the first end 11 to the second end 12 by releasing the fixed state with the tube 1.
  • a first collision load F1 that starts moving toward the side is set.
  • the first collision load F1 is a first engagement which is the engagement length (tooth width) of the first serration portion 26 that engages with the inner circumference 111 of the first end 11 of the tube 1. It is set based on the length L1.
  • the first joint part 4 is constituted by a universal joint (for example, a constant velocity joint in this embodiment), and is provided on the opposite side of the tube 1 in the axial direction with respect to the first shaft part 2. That is, the first joint part 4 is arranged to face the generally cylindrical inner ring member 41 fixed to the outer peripheral surface of the first joint side connecting part 25 of the first shaft part 2 and the outer peripheral side of the inner ring member 41. It has a generally cylindrical outer ring member 42 and a plurality of balls 43 that are rolling elements arranged between the outer ring member 42 and the inner ring member 41 so as to be rotatable.
  • a universal joint for example, a constant velocity joint in this embodiment
  • the outer diameter D3 of the outer ring member 42 is set larger than the outer diameter D1 of the first insertion portion 22.
  • the head 60 of the bolt 6 to be fastened is configured to come into contact with the end surface (first end surface 112) of the tube 1 on the first end 11 side.
  • a generally circular shaft through hole 411 through which the first joint side connecting portion 25 passes is axially penetrated on the inner peripheral side of the inner ring member 41. That is, the first joint side connecting portion 25 is press-fitted over almost the entire axial direction of the shaft through hole 411, and the first joint side connecting portion 25 and the inner ring member 41 can rotate together. Fixed.
  • an inner ring side axial groove 412 in which the balls 43 can roll is formed along the axial direction. That is, the ball 43 rolls between the inner ring side axial groove 412 and the outer ring side axial groove 421 (described later), allowing relative movement in the axial direction between the inner ring member 41 and the outer ring member 42, while also allowing the inner ring side axial direction
  • By engaging the balls 43 with the grooves 412 and the outer ring side axial grooves 421 By engaging the balls 43 with the grooves 412 and the outer ring side axial grooves 421, relative movement of the inner ring member 41 and the outer ring member 42 in the circumferential direction is restricted.
  • the outer ring member 42 is rotatably fixed to the first power transmission device via a plurality of bolts 6 passing through the outer ring member 42 in the axial direction. Further, on the inner peripheral side of the outer ring member 42, an outer ring side axial groove 421 in which the ball 43 can roll is formed along the axial direction. That is, the balls 43 roll between the outer ring side axial groove 421 and the inner ring side axial groove 412, allowing relative movement in the axial direction between the outer ring member 42 and the inner ring member 41. 421 and the inner ring side axial groove 412, the balls 43 engage to restrict the relative movement of the outer ring member 42 and the inner ring member 41 in the circumferential direction.
  • the first power transmission device and the outer ring member 42 rotate together, so that the rotational torque output from the first power transmission device is transmitted from the outer ring member 42 to the inner ring member 41 via the balls 43. be done. Based on this transmitted rotational torque, the inner ring member 41 and the first shaft portion 2 (first connection base portion 21) rotate together.
  • the second shaft portion 3 includes a second connection base 31 exposed from the second end 12 of the tube 1 and connected to the second joint portion 5, and extends in the axial direction from the front end of the second connection base 31.
  • the second insertion portion 32 is inserted into the inner peripheral portion 121 of the second end portion 12 of the tube 1.
  • the second connection base 31 and the second insertion portion 32 are integrally formed of a metal material.
  • the second connection base 31 includes a second base 33 , a second insertion side connection part 34 that is expanded in diameter from the front end of the second base 33 in a stepped manner and is connected to the second insertion part 32 , and a second insertion side connection part 34 that is connected to the second insertion part 32 . It has a second joint-side connecting portion 35 that is expanded in diameter in a stepped manner from the rear end portion and is connected to the second joint portion 5 . Note that the second connection base 31 and the second joint portion 5 constitute a second main body portion according to the present invention.
  • the second insertion portion 32 is inserted into the inner peripheral portion 121 of the second end portion 12 of the tube 1 via a predetermined engagement means (serrations in this embodiment), and is fixed to be rotatable integrally with the tube 1.
  • the second insertion portion 32 has a second serration portion 36 formed on the outer circumferential side thereof over almost the entire area in the axial direction, which can be connected to the tube 1 through serrations.
  • the second serration portion 36 is formed such that a groove 361 recessed radially inward extends in a direction parallel to the rotation axis Z, and the outer diameter D2 of the tooth tip 362 is set slightly larger than the inner diameter R1 of the tube 1. has been done. That is, the second serration portion 36 is formed by press-fitting the second insertion portion 32 into the second end portion 12 of the tube 1 and by biting the tooth tip 362 into the inner circumferential surface of the tube 1. It is rotatably engaged with the tube 1. Thereby, the second insertion portion 32 is fixedly supported by the inner peripheral portion 121 of the second end portion 12 of the tube 1 via the second serration portion 36.
  • the outer diameter D2 of the tooth tip 362 of the second serration portion 36 is set to be the same as the outer diameter D1 of the tooth tip 262 of the first serration portion 26.
  • the second biting allowance X2 of the second serration portion 36 is set to be the same as the first biting allowance X1 of the first serration portion 26.
  • the second serration part 36 is disposed between the second serration part 36 and the tube 1 so that the second insertion part 32 can move the inner peripheral part of the tube 1 from the second end part 12 to the first end part 11 by releasing the fixed state with the tube 1.
  • a second collision load F2 is set that starts moving toward the side.
  • the second collision load F2 is a second engagement that is the engagement length (tooth width) of the second serration portion 36 that engages with the inner peripheral portion 121 of the second end portion 12 of the tube 1. It is set based on the length L2.
  • the second collision load F2 is set to be larger than the first collision load F1. That is, the second biting length L2 of the second serration portion 36 is formed to be longer than the first biting length L1 of the first serration portion 26. In other words, before the second insertion section 32 at the second end 12 of the tube 1 starts to move from the second end 12 to the first end 11 side, the second insertion section 32 at the first end 11 of the tube 1 The first insertion portion 22 is configured to start moving from the first end 11 to the second end 12 side. More specifically, the second biting length L2 is set to about twice the first biting length L1.
  • the second joint part 5 is constituted by a so-called rubber joint, and is provided on the opposite side of the tube 1 in the axial direction with respect to the second shaft part 3. That is, the second joint part 5 has a substantially annular shape, is arranged at equal intervals in the circumferential direction, and has three first bolt through holes 51 for connecting with the second joint side connecting part 35 of the second shaft part 3. , three second bolt through holes 52 arranged at equal intervals in the circumferential direction of the first bolt through holes 51 and used for connection with the second power transmission device.
  • the second joint side connecting portion 35 formed in a three-pronged shape and the second joint portion 5 are fastened together through the first bolt 61 passing through the first bolt through hole 51, so that they can rotate together. Fixed.
  • the second power transmission device formed in a three-pronged shape and the second joint portion 5 are fastened to each other via a second bolt (not shown) passing through the second bolt through hole 52, and are fixed so as to be rotatable together. be done.
  • the outer diameter D4 of the second joint portion 5 is set larger than the outer diameter D2 of the second insertion portion 32. Specifically, when the second shaft portion 3 sneaks into the tube 1 during a collision on the rear side of the vehicle, the inner end surface 351 of the second joint-side connecting portion 35 touches the second end portion 12 side of the tube 1. It is configured to be able to come into contact with the end surface (second end surface 122).
  • FIG. 3 shows an enlarged sectional view of the main part of the propeller shaft PS1, which shows the main part of the cross section cut along the line AA in FIG. 2.
  • FIG. 4 shows a modification of the first serration section 26 shown in FIG. 3.
  • the first serration part 26 and the second serration part 36 differ only in the tooth width corresponding to the biting length L1, and the height H of the tooth tip 262 is the same. Therefore, for convenience, the first serration section 26 will be explained below as an example, and detailed explanation of the second serration section 36 will be omitted.
  • the first serration portion 26 is formed so that the tooth tips 262 are sharply pointed.
  • the sharply pointed tooth tip 262 moves the inner circumference 111 of the first end 11 of the tube 1 in the axial direction.
  • the first insertion portion 22 is inserted into the inner peripheral portion 111 of the first end portion 11 of the tube 1 by scraping along the tube.
  • the first serration portion 26 is not limited to the shape of the sharp tooth tip 262 shown in FIG. 3, but may be formed in a rounded arc shape as shown in FIG. 4. At this time, it is desirable that the tooth tip 262 of the first serration portion 26 be formed by a radius Rx smaller than the radius Rv connecting the pair of tooth surfaces 263 of the first serration portion 26 . In this way, by setting the radius Rx of the tooth tip 262 to be relatively small, the surface pressure of the tooth tip 262 when press-fitting the first insertion portion 22 into the tube 1 is increased, and Good biting of the tooth tips 262 can be ensured.
  • (Collapse structure of propeller shaft) 5 is a half-longitudinal cross-sectional view showing the state before and after the collapse occurs in the propeller shaft PS1 shown in FIG. (c) shows a state where a collapse has occurred on the second end 12 side of the tube 1.
  • the tube first changes from the normal state shown in FIG. 5(a). Collapse occurs first on the first end 11 side of 1. That is, as shown in FIG. 5(b), between the first shaft portion 2 and the tube 1 which have received an axial load Fx larger than the first collision load F1, the first insertion portion 22 and the tube 1 are in a fixed state. is released (destroyed), and the first connection base 21 slips into the first end 11 of the tube 1.
  • the first insertion section 22 is inserted into the first end until the head 60 of each bolt 6 of the first joint section 4 comes into contact with the first end surface 112 of the tube 1. It moves from the section 11 to the second end section 12 side.
  • the axial load Fx is transmitted from the first shaft part 2 to the second shaft part 3 via the tube 1, and the propeller shaft PS1 is sandwiched between the second shaft part 3 and the second power transmission device (not shown).
  • the axial load Fx from the second power transmission device (not shown) acts on the second shaft portion 3 due to a reaction.
  • a collapse occurs on the second end 12 side of the tube 1 after the collapse on the first end 11 side. That is, as shown in FIG. 5(c), between the second shaft portion 3 and the tube 1 which have received an axial load Fx larger than the second collision load F2, the second insertion portion 32 and the tube 1 are in a fixed state.
  • the second connection base 31 slips into the second end 12 of the tube 1.
  • the second insertion section 32 is inserted into the second end 12 until the inner end surface 351 of the second joint-side connecting section 35 comes into contact with the second end surface 122 of the tube 1. It moves from there to the first end portion 11 side.
  • the first end 11 side of the tube 1 is destroyed first, and then the first end 11 side of the tube 1 is destroyed.
  • the state of collapse is controlled so that the second end 12 side of the tube 1 is destroyed.
  • the collapse occurring on the first end 11 side and the second end 12 side of the tube 1 buffers the axial load Fx and absorbs the collision energy of the vehicle.
  • the axial load Fx is normally buffered, and the propeller shaft PS1 is bent toward the vehicle body. problems are suppressed.
  • the conventional propeller shaft has a first insertion part and a second insertion part in which a first serration part and a second serration part of the same shape are formed at the first end part and the second end part of the FRP cylinder body, respectively. It had been press-fitted. Therefore, when a vehicle collides, depending on the processing error of the FRP cylinder, the first insertion part, and the second insertion part, which of the first end and the second end of the FRP cylinder breaks first. In other words, it was difficult to predict which of the first insertion portion and the second insertion portion would be inserted into the FRP cylinder first. This leaves room for improvement in that the collision performance of the propeller shaft PS1 becomes unstable.
  • the propeller shaft PS1 according to the present embodiment can solve the problems of the conventional propeller shaft by providing the following effects.
  • the propeller shaft PS1 is a power transmission shaft (propeller shaft) that transmits power between a first power transmission device (not shown) and a second power transmission device (not shown) of the vehicle, and is formed in a cylindrical shape.
  • the tube 1 is a first joint member, and includes a first main body portion (first connection base 21 and first joint portion 4), and a first insertion portion 22. , of the first end 11 and second end 12 that are a pair of ends in the direction of the rotational axis Z of the tube 1, the outer peripheral part of the first insertion part 22 is aligned with the inner peripheral part 111 of the first end 11.
  • first insertion section 22 When the first insertion section 22 is supported in a fixed state and the tube 1 is released from the fixed state with the tube 1, the first insertion section 22 starts to move from the first end 11 of the tube 1 toward the second end 12.
  • 1 collision load F1 is set, and the first main body part (first connection base part 21 and first joint part 4) is opposite to the first insertion part 22 from the first end part 11 in the direction of the rotation axis Z.
  • a first joint member J1 and a second joint member which are provided on the side and connected to the first power transmission device (not shown), and include a second main body portion (second connection base 31 and second joint portion 5).
  • a second collision load F2 is set in which the fixed state with the tube 1 is released and the second insertion portion 32 begins to move from the second end 12 of the tube 1 toward the first end 11.
  • the second collision load F2 is set to be larger than the first collision load F1
  • the second main body part (the second connection base part 31 and the second joint part 5) has a second collision load F2 in the direction of the rotation axis Z.
  • a second joint member J2 is provided on the opposite side of the second insertion portion 32 from the end portion 12 and connected to the second power transmission device (not shown).
  • the second collision load F2 which is larger than the first collision load F1 that causes the first insertion part 22 and the tube 1 to be released from the fixed state, acts on the second collision load F2, the second insertion part 32 It is configured so that the fixed state with the tube 1 is released. Therefore, at the time of a vehicle collision, that is, when an axial load Fx is applied to the propeller shaft PS1, the first insertion portion 22 is released from the fixed state before the second insertion portion 32, and the first insertion portion 22 is released from the fixed state before the second insertion portion 32 is It becomes possible to control the release of fixation of the first insertion section 22 and the second insertion section 32. Thereby, the stability of the collision performance of the propeller shaft PS1 can be improved.
  • the tube 1 is made of a material made by hardening fibers with resin.
  • the tube 1 is made of a material made by hardening fibers with resin. Therefore, compared to the case where the tube 1 is formed of a metal material, the tube 1 can be made lighter, which contributes to improving the fuel efficiency of the automobile.
  • the tube 1 is formed of carbon fiber reinforced resin (CFRP).
  • CFRP carbon fiber reinforced resin
  • the tube 1 is made of carbon fiber reinforced resin (CFRP)
  • the tube 1 is made of carbon fiber reinforced resin (CFRP). It has high strength and can further reduce the weight of the tube 1.
  • the tube 1 can be formed of glass fiber reinforced resin (FRP) as described above.
  • FRP glass fiber reinforced resin
  • the tube 1 can be formed at a lower cost than when the tube 1 is formed from other fiber-reinforced resins, such as carbon fiber-reinforced resin (CFRP).
  • CFRP carbon fiber-reinforced resin
  • the first insertion section 22 has a first serration section 26 on the outer circumferential part of the first insertion section 22 that engages with the inner circumferential surface of the first end 11 of the tube 1.
  • 1 collision load F1 is set by a first engagement length L1 of the first serration portion 26 biting into the inner circumferential surface of the first end portion 11 of the tube 1 in the direction of the rotation axis Z, and a second collision load F1.
  • the insertion part 32 has a second serration part 36 on the outer peripheral part of the second insertion part 32 that engages with the inner peripheral surface of the second end part 12 of the tube 1, and the second collision load F2 is applied to the rotation axis.
  • the second serration portion 36 is set by a second engagement length L2 that engages the inner peripheral surface of the second end portion 12 of the tube 1, and the second engagement length L2 is set by a second engagement length L2 that engages the inner peripheral surface of the second end portion 12 of the tube 1. It is set longer than the biting length L1.
  • the second collision load F2 is set to be larger than the first collision load F1.
  • the biting allowance of the second insertion part 32 with respect to the tube 1 second biting allowance
  • the strength of the tube 1 can be ensured compared to the case where the second collision load F2 is set larger than the first collision load F1 by setting the second collision load F2 to be larger than the first collision load F1 (first bite width X1 to be described later).
  • the collision load of the propeller shaft PS1 can also be easily controlled.
  • the biting allowance of the first insertion part 22 and the second insertion part 32 By increasing the width, the outer diameters of the first insertion portion 22 and the second insertion portion 32 become larger. As a result, the first insertion section 22 and the second insertion section 32 will push the first end 11 and second end 12 of the tube 1 widely apart, which may reduce the strength of the tube 1. .
  • the first insertion portion 22 and the second insertion portion 32 do not change their outer diameters. Thereby, there is no fear that the strength of the tube 1 will be reduced. Moreover, by not changing the outer diameters of the first insertion section 22 and the second insertion section 32, there is no need to review the strength design of the tube 1. As a result, compared to the case where the first collision load F1 and the second collision load F2 are controlled based on the biting allowance of the first insertion part 22 and the second insertion part 32, the first collision load F1 and the second collision load F2 are controlled. There is an advantage that the collision load F2 can be controlled relatively easily.
  • the first insertion section 22 has a first serration section 26 on the outer circumferential part of the first insertion section 22 that engages with the inner circumferential surface of the first end 11 of the tube 1.
  • the second insertion portion 32 has a second serration portion 36 on the outer circumference of the second insertion portion 32 that engages with the inner circumference of the second end portion 12 of the tube 1, and includes a first serration portion 26 and a second serration portion 36. At least one of the distal ends of the portion 36 is formed into a sharp shape when viewed in a cross section perpendicular to the rotation axis Z.
  • the tip end of at least one of the first serration section 26 and the second serration section 36 is formed into a sharp shape when viewed in a cross section perpendicular to the rotation axis Z of the tube 1. There is. As described above, since the tip of at least one of the first serration section 26 and the second serration section 36 is formed sharply, the first serration section 26 or the second serration section 36 can easily be caught in the tube 1. Therefore, the manufacturing workability of the propeller shaft PS1 is improved, and the productivity of the propeller shaft PS1 can be improved.
  • the second insertion section 32 has a second serration section 36 on the outer circumference of the second insertion section 32 that fits into the inner circumference of the second end 12 of the tube 1.
  • at least one of the tips of the first serration section 26 and the second serration section 36 may be formed in an arc shape when viewed in a cross section perpendicular to the rotation axis Z.
  • the tip portions of the first serration portion 26 to the second serration portion 36 are rounded, thereby preventing the generation of burrs when processing the first serration portion 26 to the second serration portion 36. It becomes possible to suppress this. Thereby, an unintended increase in collision load due to the burr is suppressed, and the controllability of the collision load on the propeller shaft PS1 can be improved.
  • the first power transmission device (not shown) is a transmission TM
  • the second power transmission device (not shown) is a differential DF.
  • the first collision load F1 on the first end 11 side of the tube 1 connected to the transmission TM mounted relatively in the front of the vehicle is set relatively low. Normally, vehicles often collide from the front, so safety can be improved by setting the collision load on the front side of the vehicle to be relatively low.
  • FIG. 6 shows a second embodiment of the power transmission shaft (propeller shaft) according to the present invention, in which the configuration related to the first collision load F1 and the second collision load F2 in the propeller shaft PS1 according to the first embodiment has been changed. It is something. Note that the basic configuration other than the changes is the same as that of the first embodiment, so the same reference numerals are given to the same configurations as in the first embodiment, and the explanation thereof will be omitted.
  • the first joint member J1 side in FIG. 6 will be referred to as "front” and the second joint member J2 side will be referred to as "rear”, and the direction along the rotation axis Z in FIG. will be described as an "axial direction,” a direction perpendicular to the rotational axis Z as a "radial direction,” and a direction around the rotational axis Z as a “circumferential direction.”
  • FIG. 6 shows the overall form of the propeller shaft PS2 according to the second embodiment of the present invention, and shows a half-sectional view of the propeller shaft PS2 taken along the direction of the rotation axis Z.
  • the propeller shaft PS2 is configured such that the first engagement length L1 of the first insertion portion 22 and the second engagement length L2 of the second insertion portion 32 are the same. is set to .
  • the first collision load F1 is based on the first biting allowance X1 of the first serration part 26 biting into the inner peripheral part 111 of the first end 11 of the tube 1. It is set.
  • the second collision load F2 is set based on the second biting allowance X2 at which the second serration portion 36 bites into the inner peripheral portion 121 of the second end portion 12 of the tube 1.
  • the second biting allowance X2 of the second serration portion 36 is formed to be larger than the first biting allowance X1 of the first serration portion 26. Specifically, the second biting allowance X2 is set to approximately twice the first biting allowance X1.
  • the first insertion section 22 has a first insertion section 22 that is inserted into the outer circumference of the first insertion section 22 and that is inserted into the inner circumference of the first end 11 of the tube 1.
  • the first collision load F1 is caused by a first biting allowance X1 in which the first serrations 26 bites into the inner circumferential surface of the first end 11 of the tube 1 in the direction of the rotation axis Z.
  • the second insertion portion 32 has a second serration portion 36 on the outer circumference thereof that engages with the inner circumference of the second end portion 12 of the tube 1, and
  • the load F2 is set by a second biting allowance X2 in which the second serration portion 36 bites into the inner circumferential surface of the second end portion 12 of the tube 1 in the direction of the rotation axis Z.
  • X2 is set larger than the first biting allowance X1.
  • the second biting allowance X2 is set larger than the first biting allowance X1, so that the second collision load F2 is set larger than the first collision load F1. ing.
  • the collision load is controlled by making the second biting allowance X2 of the second insertion part 32 relatively larger than the first biting allowance X1 of the first insertion part 22. This allows relatively large torque to be transmitted.
  • the biting length of the second insertion part 32 Since it is possible to shorten the second insertion portion 32 by setting L2 relatively short, it is possible to reduce the manufacturing cost of the propeller shaft PS2.
  • FIG. 7 shows a third embodiment of the power transmission shaft (propeller shaft) according to the present invention, in which the configuration related to the first collision load F1 and the second collision load F2 in the propeller shaft PS1 according to the first embodiment has been changed. It is something. Note that the basic configuration other than the changes is the same as that of the first embodiment, so the same reference numerals are given to the same configurations as in the first embodiment, and the explanation thereof will be omitted.
  • the first joint member J1 side in FIG. 7 will be referred to as "front” and the second joint member J2 side will be referred to as "rear”, and the direction along the rotation axis Z in FIG. will be described as an "axial direction,” a direction perpendicular to the rotational axis Z as a "radial direction,” and a direction around the rotational axis Z as a “circumferential direction.”
  • FIG. 7 shows the overall form of a propeller shaft PS3 according to a third embodiment of the present invention, and shows a half-sectional view of the propeller shaft PS3 taken along the direction of the rotation axis Z.
  • the first engagement length L1 of the first insertion portion 22 and the second engagement length L2 of the second insertion portion 32 are set to be the same. ing.
  • the first serration section 26 bites into the inner circumferential surface of the first end 11 of the tube 1, so that the first insertion section 22 is inserted into the first end 11 of the tube 1. It is supported in a fixed state by the section 11.
  • the second serration portion 36 bites into the inner peripheral surface of the second end portion 12 of the tube 1, and the second serration portion 36 and the second end portion 12 of the tube 1
  • the second insertion portion 32 is fixedly supported by the second end portion 12 of the tube 1 by being bonded to the inner circumferential surface of the tube 1 with the adhesive G.
  • the first collision load F1 is set based on the first biting length L1 of the first serration portion 26, while the second collision load F2 is set based on the first bite length L1 of the second serration portion 36. It is set based on the second biting length L2 and the adhesive force of the adhesive G.
  • the second collision load F2 is set larger than the first collision load F1.
  • the first insertion section 22 has a first insertion section 22 that is inserted into the outer circumference of the first insertion section 22 and that is inserted into the inner circumference of the first end 11 of the tube 1.
  • the second insertion portion 32 has a second serration portion 36 on the outer circumference of the second insertion portion 32 that engages with the inner circumference of the second end portion 12 of the tube 1.
  • the two serrations 36 and the tube 1 are bonded together with an adhesive G.
  • the second collision load F2 is set larger than the first collision load F1 by bonding the second serration portion 36 and the tube 1 with the adhesive G.
  • the second collision load F2 is controlled to be relatively large by applying the adhesive G to the second serration part 36, precise machining of the first serration part 26 and the second serration part 36 is possible. No longer needed.
  • the adhesive force of the adhesive G can ensure the second collision load F2. Thereby, it is possible to reduce the manufacturing cost of the propeller shaft PS3.
  • FIG. 8 shows a fourth embodiment of the power transmission shaft (propeller shaft) according to the present invention, in which the configuration related to the first collision load F1 and the second collision load F2 in the propeller shaft PS1 according to the first embodiment has been changed. It is something. Note that the basic configuration other than the changes is the same as that of the first embodiment, so the same reference numerals are given to the same configurations as in the first embodiment, and the explanation thereof will be omitted.
  • the first joint member J1 side in FIG. 8 will be referred to as "front” and the second joint member J2 side will be referred to as "rear”, and the direction along the rotation axis Z in FIG. will be described as an "axial direction,” a direction perpendicular to the rotational axis Z as a "radial direction,” and a direction around the rotational axis Z as a “circumferential direction.”
  • FIG. 8 shows the overall form of the propeller shaft PS4 according to the fourth embodiment of the present invention, and shows a half-sectional view of the propeller shaft PS4 taken along the direction of the rotation axis Z.
  • the tube 1 is formed of a metal material.
  • the first insertion section 22 is spline-coupled to the first end 11 of the tube 1
  • the second insertion section 32 is spline-coupled to the second end 12 of the tube 1.
  • first female spline portion 15 extending along the axial direction is formed on the inner peripheral portion 111 of the first end portion 11 of the tube 1.
  • second female spline portion 16 extending along the axial direction is formed on the inner peripheral portion 121 of the second end portion 12 of the tube 1 .
  • a first male spline portion 27 is formed on the outer circumferential portion of the first insertion portion 22 to engage with the first female spline portion 15 of the tube 1 and to be movable in the axial direction along the first female spline portion 15.
  • the first insertion portion 22 is press-fitted into the first female spline portion 15 of the tube 1 via the first male spline portion 27 .
  • a second male spline is provided that engages with the second female spline portion 16 of the tube 1 and is movable in the axial direction along the second female spline portion 16.
  • a portion 37 is formed.
  • the second insertion portion 32 is press-fitted into the second female spline portion 16 of the tube 1 via the second male spline portion 37 .
  • the first collision load F1 is set by the first engagement length L1 at which the first female spline portion 15 engages with the first male spline portion 27.
  • the second collision load F2 is set by the second engagement length L2 at which the second female spline portion 16 engages with the second male spline portion 37.
  • the second biting length L2 is set longer than the first biting length L1.
  • the first collision load F1 is set by the first biting length L1
  • the second collision load F2 is set by the second biting length L2.
  • the first collision load F1 may be set by the first biting allowance X1
  • the second collision load F2 may be set by the second biting allowance X2.
  • the second female spline portion 16 and the second male spline portion 37 may be bonded together using adhesive G as in the third embodiment.
  • the first female spline portion 15 is formed on the inner peripheral portion 111 of the first end portion 11 of the tube 1, and the first female spline portion 15 is formed on the outer peripheral portion of the first insertion portion 22. is formed with a first male spline portion 27 that engages with the first female spline portion 15 and is movable in the direction relative to the rotational axis Z, and the outer peripheral portion of the first insertion portion 22 is connected to the first end portion 11 of the tube 1.
  • a second female spline portion 16 is press-fitted into the inner peripheral portion 111 , and a second female spline portion 16 is formed on the inner peripheral portion 121 of the second end portion 12 of the tube 1 .
  • a second male spline portion 37 is formed that engages with the spline portion 16 and is movable in the direction relative to the rotation axis Z, and the outer circumferential portion of the second insertion portion 32 is connected to the inner circumferential portion 121 of the second end portion 12 of the tube 1. It is press-fitted.
  • the tube 1, the first insertion section 22, and the second insertion section 32 are respectively coupled via splines. Therefore, unlike the first, second, and third embodiments, the tube 1 can be made of iron-based material. Thereby, the propeller shaft PS4 can be manufactured relatively inexpensively compared to the case where the tube 1 is formed of fiber-reinforced resin.
  • FIG. 9 shows a fifth embodiment of the power transmission shaft (propeller shaft) according to the present invention, in which the configuration related to the first collision load F1 and the second collision load F2 in the propeller shaft PS4 according to the fourth embodiment has been changed. It is something. Note that the basic configuration other than the changes is the same as that of the fourth embodiment, so the same reference numerals are given to the same configurations as those of the fourth embodiment, and the explanation thereof will be omitted. In addition, in the description of this embodiment, for convenience, the left side of FIG. 9 will be referred to as "front” and the right side will be referred to as "rear”, and the direction along rotation axis Z in FIG. The orthogonal direction will be referred to as a "radial direction” and the direction around the rotational axis Z will be referred to as a "circumferential direction”.
  • FIG. 9 shows a half-sectional view of the propeller shaft PS5 according to the fifth embodiment of the present invention taken along the direction of the rotational axis Z, and (a) shows the area near the first end 11 of the tube 1. An enlarged view is shown, and (b) shows an enlarged view of the vicinity of the second end 12 of the tube 1.
  • a through hole 17 is formed along the radial direction.
  • a first pin insertion hole 28 into which the first pin P1 can be inserted is formed in the first insertion portion 22 at a position facing the first pin through hole 17 in the radial direction. Then, the first pin P1 is press-fitted from the first pin through hole 17 side so as to straddle the first pin through hole 17 and the first pin insertion hole 28, so that the first insertion portion 22 is inserted into the tube 1. It is fixedly supported by the first end 11.
  • the first collision load F1 is set based on the strength at which the first pin P1 breaks.
  • a first seal member S1 is arranged at a position outside the first pin P1.
  • the first seal member S1 is a first seal member S1 formed at the first end 11 of the tube 1 between the inner circumference 111 of the first end 11 and the outer circumference of the first insertion portion 22 of the first shaft portion 2.
  • the first gap is liquid-tightly sealed to prevent moisture and foreign matter from entering through the first gap.
  • a generally annular first cover member C1 having an L-shaped longitudinal section is fixed to the outer peripheral edge of the first end 11 of the tube 1 by caulking.
  • the first cover member C1 prevents the first pin P1 from falling off by having the first outer peripheral portion C11 covering the outer peripheral side of the tube 1 and facing the first pin P1 in the radial direction.
  • the first cover member C1 has a first axial end face C12 that covers the first end face 112 of the tube 1 and faces the first seal member S1 in the axial direction, so that the first seal member S1 can come off. to regulate.
  • a pin through hole 18 is formed along the radial direction.
  • a second pin insertion hole 38 into which the second pin P2 can be inserted is formed in the second insertion portion 32 at a position facing the second pin through hole 18 in the radial direction. Then, the second pin P2 is press-fitted from the second pin through hole 18 side so as to straddle the second pin through hole 18 and the second pin insertion hole 38, so that the second insertion portion 32 is inserted into the tube 1. It is fixedly supported by the second end 12.
  • the second collision load F2 is set based on the strength at which the second pin P2 breaks.
  • the outer diameter of the second pin P2 is set to be relatively larger than the outer diameter of the first pin P1, so that the breaking strength of the second pin P2 is set larger than the breaking strength of the first pin P1.
  • the second collision load F2 is set to be larger than the first collision load F1.
  • a second seal member S2 is arranged at a position outside the second pin P2.
  • the second seal member S2 is a second seal member S2 formed at the second end 12 of the tube 1 between the inner peripheral part 121 of the second end 12 and the outer peripheral part of the second insertion part 32 of the second shaft part 3.
  • the second gap is liquid-tightly sealed to prevent moisture and foreign matter from entering through the second gap.
  • a generally annular second cover member C2 having an L-shaped longitudinal section is fixed to the outer peripheral edge of the second end 12 of the tube 1 by caulking.
  • the second cover member C2 prevents the second pin P2 from falling off by having the second outer peripheral portion C21 covering the outer peripheral side of the tube 1 and facing the second pin P2 in the radial direction.
  • the second cover member C2 has a second axial end face C22 that covers the second end face 122 of the tube 1 and faces the second seal member S2 in the axial direction, so that the second seal member S2 can come off. to regulate.
  • the first end portion 11 and the first insertion portion 22 of the tube 1 have a diameter relative to the first end portion 11 and the first insertion portion 22 of the tube 1.
  • a first pin hole (first pin through hole 17 and first pin insertion hole 28) into which the first pin P1 can be inserted is formed so as to straddle the second end portion 12 of the tube 1 and the second insertion portion 32.
  • the second pin hole (second pin through hole 18 and second pin insertion hole) into which the second pin P2 can be inserted so as to straddle the second end portion 12 and the second insertion portion 32 of the tube 1 in the radial direction.
  • a hole 38) is formed, and the breaking strength of the second pin P2 is greater than the breaking strength of the first pin P1.
  • the tube 1, the first insertion section 22, and the second insertion section 32 are coupled via the first pin P1 and the second pin P2, respectively.
  • the first joint member J1 and the second joint member J2 are spline-coupled to both ends of the tube 1, except for the first pin P1 and the second pin P2 related to the setting of the first collision load F1 and the second collision load F2.
  • the manufacturing cost of the propeller shaft PS5 can be reduced.
  • the collision load is controlled only by the coupling means using the first pin P1 and the second pin P2, the collision load is relatively controlled compared to other coupling means, such as the serrations according to the first embodiment. It has the advantage of being easy.
  • the present invention is not limited to the configurations and aspects exemplified in the above-described embodiments, etc., and can be freely modified according to the specifications, cost, etc. of the object to be applied, as long as it can achieve the effects of the present invention described above. It can be changed to
  • the first power transmission device (not shown) is a transmission TM mounted on a vehicle
  • the second power transmission device (not shown) is a differential DF mounted on a vehicle.
  • the configuration may be reversed.
  • the engine EG and transmission TM are mounted at the rear of the vehicle, and the driving force of the engine EG output from the transmission TM is transmitted to the front of the vehicle by a propeller shaft PS.
  • the first power transmission device (not shown) may be a differential DF
  • the second power transmission device may be a transmission TM.
  • the first collision load F1 on the first end 11 side of the tube 1 connected to the differential DF that is mounted relatively at the rear of the vehicle is set relatively low.
  • the collision load on the rear side of the vehicle is set relatively low.
  • the first power transmission device (not shown) is used as a drive source such as an engine
  • the second power transmission device (not shown) is used as a drive source such as an engine. It may be a transmission TM or vice versa.
  • the present invention can also be applied to a vehicle that uses an electric motor as a stepless reducer instead of the transmission TM as the first power transmission device (not shown).
  • the present invention provides a first biting length L1, a second biting length L2, a first biting width X1, a second biting width X2, an adhesive G, and a pin.
  • Controlling the first collision load F1 and the second collision load F2 by P means that the end of the first insertion part 22 on the first connection base 21 side and the end of the second insertion part 32 on the second connection base 31 side This is particularly effective when each section does not have a flange section.
  • each flange portion may be controlled by the outer diameter of the part or the like.

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

Abstract

Un arbre d'hélice (PS1) selon la présente invention est un arbre de transmission de puissance, et est configuré de telle sorte que lorsqu'une seconde charge de collision (F2), qui est supérieure à une première charge de collision (F1) au niveau de laquelle une condition ancrée d'une première section d'insertion (22) et d'un tube (1) est libérée, a agi sur celle-ci, une condition ancrée d'une seconde section d'insertion (32) et du tube (1) est libérée. Ainsi, au moment d'une collision de véhicule, c'est-à-dire lorsqu'une charge de direction axiale (Fx) a agi sur l'arbre d'hélice (PS1), l'état ancré de la première section d'insertion (22) est libéré avant celui de la seconde section d'insertion (32), permettant ainsi à l'ordre de libération de l'ancrage de la première section d'insertion (22) et de la seconde section d'insertion (32) au tube (1) d'être commandé. Par conséquent, la stabilité dans les performances de collision de l'arbre d'hélice (PS1) peut être améliorée.
PCT/JP2023/028043 2022-09-12 2023-08-01 Arbre de transmission de puissance et arbre d'hélice WO2024057748A1 (fr)

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JP2022144267 2022-09-12

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0968214A (ja) * 1995-08-30 1997-03-11 Mitsubishi Motors Corp プロペラシャフト
JP2003237396A (ja) * 2002-02-20 2003-08-27 Toyota Industries Corp Ｆｒｐ製プロペラシャフト
JP2011252547A (ja) * 2010-06-02 2011-12-15 Ntn Corp 等速自在継手
JP2016061366A (ja) * 2014-09-18 2016-04-25 日立オートモティブシステムズ九州株式会社 動力伝達軸及び車両用プロペラシャフト
WO2019054167A1 (fr) * 2017-09-15 2019-03-21 日立オートモティブシステムズ株式会社 Arbre de transmission de puissance
JP2020076413A (ja) * 2018-11-05 2020-05-21 日立オートモティブシステムズ株式会社 動力伝達軸およびその製造方法
JP2020159534A (ja) * 2019-03-28 2020-10-01 藤倉コンポジット株式会社 Ｆｒｐ複合成形品
JP2021162137A (ja) * 2020-04-03 2021-10-11 株式会社サンノハシ ヒンジ用芯材および盗難防止具、並びに盗難防止具の製造方法

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0968214A (ja) * 1995-08-30 1997-03-11 Mitsubishi Motors Corp プロペラシャフト
JP2003237396A (ja) * 2002-02-20 2003-08-27 Toyota Industries Corp Ｆｒｐ製プロペラシャフト
JP2011252547A (ja) * 2010-06-02 2011-12-15 Ntn Corp 等速自在継手
JP2016061366A (ja) * 2014-09-18 2016-04-25 日立オートモティブシステムズ九州株式会社 動力伝達軸及び車両用プロペラシャフト
WO2019054167A1 (fr) * 2017-09-15 2019-03-21 日立オートモティブシステムズ株式会社 Arbre de transmission de puissance
JP2020076413A (ja) * 2018-11-05 2020-05-21 日立オートモティブシステムズ株式会社 動力伝達軸およびその製造方法
JP2020159534A (ja) * 2019-03-28 2020-10-01 藤倉コンポジット株式会社 Ｆｒｐ複合成形品
JP2021162137A (ja) * 2020-04-03 2021-10-11 株式会社サンノハシ ヒンジ用芯材および盗難防止具、並びに盗難防止具の製造方法

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