CN107965529B

CN107965529B - Longitudinal shaft for a motor vehicle and method for producing such a longitudinal shaft

Info

Publication number: CN107965529B
Application number: CN201710985200.0A
Authority: CN
Inventors: G.沙夫
Original assignee: Volkswagen AG
Current assignee: Volkswagen AG
Priority date: 2016-10-20
Filing date: 2017-10-20
Publication date: 2021-08-10
Anticipated expiration: 2037-10-20
Also published as: DE102016220597A1; CN107965529A

Abstract

A longitudinal shaft (1) for a motor vehicle comprises a synchronously moving hinge (6) with an inner hinge part (11), an outer hinge part (16) and rolling and/or rolling elements (14) arranged between them, wherein the outer hinge part (16) is configured at its inner periphery with a rolling surface (17) which is in engagement with the rolling and/or rolling elements (14) and comprises a tube element (20). The outer hinge part (16) of the synchronously moving hinge (6) is arranged in the pipe element (20; 20') and is connected to the pipe element in a rotationally fixed manner. The tube element (20) has a tube section (21) which projects axially beyond the hinge outer part (16). The tube sections (21) provide a recess (23) in the installed position, into which the hinge inner part (11) of the synchronously moving hinge (6) can be at least axially displaced.

Description

Longitudinal shaft for a motor vehicle and method for producing such a longitudinal shaft

Technical Field

The invention relates to a longitudinal shaft for a motor vehicle, comprising a synchronously moving hinge with an inner hinge part, an outer hinge part and rolling and/or rolling elements arranged between the inner hinge part and the outer hinge part, wherein the outer hinge part is formed at its inner periphery with a rolling surface which is in engagement with the rolling and/or rolling elements and comprises tube elements.

Background

Longitudinal shafts of the type mentioned at the outset are known from the document DE 102008026063 a 1.

A further longitudinal shaft of the type mentioned at the outset is known from the later published document DE 102015219464 a1, which is distinguished by improved crash safety compared to the longitudinal shaft known from the document DE 102008026063 a 1.

Disclosure of Invention

The invention is based on the object of improving the production of such a longitudinal shaft.

For this purpose, a longitudinal axis is proposed. The longitudinal axis according to the invention is characterized in particular in that the hinge outer part of the synchronous movement hinge is arranged in the pipe element and connected rotationally fixed thereto, and the pipe element has a pipe section which extends axially beyond the hinge outer part, wherein the pipe section in the installed position provides a recess into which the hinge inner part of the synchronous movement hinge can be displaced at least axially.

In contrast to DE 102008026063 a1, the longitudinal shaft according to the invention, like the longitudinal shaft known from DE 102015219464 a1, has improved crash safety, since parts of the synchronously moving hinge can be displaced into the recesses of the pipe sections in the event of a crash. Thereby, the longitudinal axes can be suitably pushed together axially in order to prevent transmission of possible axial forces. This results in an axial overload protection, with which the crash safety can be improved in the motor vehicle.

The production costs for connecting the synchronously moving hinges are significantly reduced compared to the longitudinal axis according to DE 102015219464 a 1.

For the synchronous movement hinge, in principle a hinge type known from the prior art, for example a ball-type movement hinge, can be used. Preferably, a three-pin hinge (tripoedegelenk) is used at this position as the synchronous movement hinge. The triple-pin joint makes it possible to improve the decoupling behavior of the longitudinal shaft, so that the transmission of vibrations of the drive assembly to the body of the motor vehicle is reduced. The triple-pin hinge remains slightly movable in the axial direction in the event of a torque. In this way, a booming sound (Dr hnen) in the interior of the vehicle can be counteracted, in particular in the case of a start. The use of triple-pin joints instead of ball-type mobile joints is associated with special problems, such as difficult balancing, sealing problems and increased installation space requirements. With the previously described mounting arrangement, these problems nevertheless remain well curbed at this time. This makes it possible to improve the driving comfort in particular in the case of full-drive and rear-drive vehicles.

According to another preferred embodiment, the hinge outer part of the synchronous movement hinge is inserted without play into the tube element, so that the synchronous movement hinge is enclosed outwardly by the tube element, in contrast to document DE 102015219464 a 1. The gapless arrangement counteracts possible noise generation. Furthermore, the thus configured welding position enables a further reduction in the transmission of solid-borne sound via the longitudinal axis in the circumferential direction.

The fixing of the hinge outer part and the pipe element to one another can be effected, for example, by means of a glue connection, a press connection, a material-fit connection or a friction-fit connection. The installation space requirement for fastening is thereby kept to a minimum, resulting in a particularly compact design.

Alternatively or additionally, it is possible for the hinge outer part to be fixed in the pipe element in the circumferential direction and/or in the axial direction by means of a form fit. In particular, for example, a form fit in the circumferential direction can be provided in order to increase the torque transmission capacity, whereas only a friction-fit connection is provided in the axial direction, so that the hinge outer part can be moved axially relative to the pipe element in the event of a predetermined limit load being exceeded. This can additionally reduce the impact energy if necessary. The holding force of the friction-fit connection can be determined accordingly. In addition, the spacing of the tube sections in this respect can be determined in such a way that, in the event of a crash, a transfer of the hinge outer part into it is possible, that is to say a corresponding retractability of the longitudinal axis is provided in the region of the synchronously moving hinge.

Furthermore, the hinge outer part can have a non-cylindrical outer contour, while the tube element is molded by shaping to the outer contour of the hinge outer part of the synchronous movement hinge. This is particularly advantageous in terms of production technology, since in this way a fixation in the axial direction as well as in the peripheral direction can be achieved by means of a single production step. This applies in particular to triple-pin joints, in which the joint outer part can be embodied with a trefoil-shaped outer cross section, i.e. for example in the form of a clover.

Furthermore, a coupling element for the hinge sealing element can be deliberately fixed at the hinge outer part and/or at the axial end section of the pipe element. Thereby, pipe elements with a relatively small wall thickness can be used, while at the same time a good connection of the hinge sealing elements and thus a sealing of the synchronously moving hinge is obtained.

The coupling element preferably has a welded connection, in particular a friction-welded connection, with respect to the hinge outer part and/or the pipe element, which can be reliably produced by the process at low cost.

In particular, the coupling element can also be arranged as a connecting means between the hinge outer part and the pipe element. In a preferred embodiment variant, the coupling element can be coupled at the end face both to the hinge outer part and also to the tube part.

In view of good acoustic decoupling, the connection between the hinge outer part and the pipe element can according to a further advantageous embodiment be limited to the region between the drive-side end of the synchronous movement hinge and the hinge center with respect to the installation position of the synchronous movement hinge. If necessary, the connection can even be limited to the coupling elements at the end sides of the hinge outer part and the pipe element.

In view of the particularly advantageous production of the longitudinal shaft for the motor vehicle, it is furthermore proposed that the hinge outer part of the synchronously moving hinge is arranged in the pipe element and that a coupling element for the hinge sealing element is arranged at an axial end section of the hinge outer part and/or the pipe element, in order to subsequently connect the three aforementioned components, i.e. the hinge outer part, the pipe element and the coupling element, to one another in a single process step, in particular by friction welding, very efficiently in terms of production.

In an alternative preferred method for producing a longitudinal shaft for a motor vehicle, the hinge outer part of the synchronous displacement hinge is inserted into the pipe element with a non-cylindrical outer contour, wherein the hinge outer part is extruded with the prefabricated pipe element and/or the pipe element is molded after insertion by forming onto the non-cylindrical outer contour of the hinge outer part, so that the hinge outer part is received in the pipe element without play and is connected to the pipe element in the circumferential direction by a form fit and in the axial direction by a friction fit. This likewise makes particularly efficient production possible. The spring-back effect of the material can also be well suppressed by the pressing, so that no play is ensured.

Drawings

The invention will be further described below with the aid of embodiments shown in the drawings. Wherein:

figure 1 shows a schematic representation of a longitudinal axis according to the invention for a motor vehicle,

fig. 2 shows a longitudinal sectional view of an embodiment of the longitudinal shaft in the mounted position, wherein, currently, only the region around which the hinge is moved synchronously is shown,

figure 3 shows a cross-sectional view along the line III-III in figure 2,

FIG. 4 shows a longitudinal sectional view of an embodiment of the longitudinal shaft in the installed position, wherein only the region around which the joint is moved synchronously is currently shown and is

Fig. 5 shows a cross-sectional view along the line V-V in fig. 4.

List of reference numerals

1 longitudinal axis

2 first shaft member

3 first flange

4 second shaft member

5 second flange

6 synchronous moving hinge

7 support part

8 rolling bearing

9 hinge sealing element

10 three-pin hinge

11 hinge internal parts

12-axis segment

13 embolism

14 roller element

15 rolling surface at the outer periphery of the roller element

16, 16' hinge outer part

17 rolling surface of hinge outer part

20 pipe element

21 pipe section

22 receiving section

23 gap

24 cover plate

24' bottom

25 coupling element

26 fixed section

27 engagement section

30 bag

40 shaft

41 shaft shoulder

42 hollow shaft

51 accommodating part

Axis of rotation of inner member of hinge A

Axis of rotation of the outer part of the B hinge

V forward moving direction

The longitudinal axis of the Z-pin.

Detailed Description

The longitudinal shaft 1 for a motor vehicle shown by way of example in fig. 1 has a first shaft part 2 with a first coupling flange 3 and a second shaft part 4 with a second coupling flange 5. The two

shaft elements

2 and 4 are hingedly coupled to one another via a synchronous movement hinge 6. Furthermore, axial balancing is made possible via the synchronously moving hinge 6. Fig. 1 also shows a support 7 with a rolling bearing 8, via which the first shaft part 2 can be rotatably supported about its longitudinal axis on the vehicle body. Between the two

shaft parts

2 and 4, a hinge sealing element 9 is provided, by means of which the synchronously moving hinge 6 arranged at the second shaft part 4 is sealed.

The area of the coupling of the two

shaft elements

2 and 4 is explained further below with reference to two possible exemplary embodiments.

Fig. 2 and 3 show a first exemplary embodiment for the longitudinal shaft 1, in which the synchronous movement hinge 6 is designed as a three-pin hinge 10. The triple-pin hinge 10 has a hinge inner part 11 in the form of a triple-pin holder (tripodestron) with a shaft section 12 and a pin 13 projecting from the shaft section 12. The pins 13 are equally spaced in the circumferential direction. The longitudinal axis Z thereof extends substantially radially to the axis of rotation a of the hinge inner part 11 and in the case of the illustrated embodiment lies in a common plane.

The triple-pin hinge 10 furthermore has three roller elements 14, which are each supported at one of the pins 13 of the hinge inner part 11 with an inner circumferential surface so as to be rotatable about the longitudinal axis Z and are formed at their outer circumference as profiled rolling surfaces 15. The number of roller elements 14 may also be less or greater than that shown. Each roller element 14 can be embodied and supported, for example, as described in DE 102015219464 a 1. However, other designs of the roller element 14 and its bearing at the bolt 13 are also possible.

Furthermore, the triple-pin joint 10 has a joint outer part 16, which is arranged around the joint inner part 11. The hinge 16 is at its inner periphery configured as a rolling surface 17 in engagement with the roller element 14.

The hinge outer part 17 is preferably of sleeve-like design and can have a constant cross-sectional profile over its axial length. In particular, the cross-sectional profile can have a three-pin or cloverleaf-shaped outer contour, as can be recognized in fig. 3.

The rolling surfaces 17 form rolling surface pairs (laufflatetrenpaar) extending parallel to the axis of rotation B of the hinge outer 16, wherein the rolling surfaces 17 of each rolling surface pair lie opposite one another in the circumferential direction. These rolling surfaces 17 are in engagement with the rolling surfaces 15 of the roller elements 14, wherein one of the rolling surfaces 17 is load-bearing and the opposite rolling surface 17 is substantially load-relieved, depending on the direction of rotation and operating conditions. By profiling both the running surface 17 on the hinge outer part 16 and the running surface 15 on the roller element 14, it can be brought about that the roller element 14 axis moves back and forth parallel to the axis of rotation B of the hinge outer part 16 in the case of a rotation of the synchronous movement hinge 6, which is currently embodied as a three-pin hinge 10, with the component axes a and B being curved relative to one another.

A corresponding freedom of oscillation can be provided, for example, between the pin 13 and the bearing inner ring of the roller element 14.

The illustrated construction of the three-pin hinge 10 is, however, merely exemplary in nature. The rotation about the bolt, the tilting function and the radial movability can also be realized in other forms. The embodiment shown in fig. 2 and 3 is merely one possible solution for this, which is described in particular to illustrate the function of such a three-pin joint 10, and which does not limit the invention to this particular design of three-pin joint. Instead of the three-pin hinge 10, other hinge forms, such as ball-type moving hinges, may also be used.

The longitudinal shaft 1 furthermore has a tube element 20 at the second shaft element 4. The tube element 20 radially surrounds the synchronous movement hinge 6 or the triple pin hinge 10 and extends with a tube section 21 axially beyond the end of the synchronous movement hinge 6 or the triple pin hinge 10. The hinge outer part 16 is therefore radially surrounded at its outer periphery by a further separate component, namely a corresponding receiving section 22 of the tube element 20, which tube section 21 projects axially. In other words, the tube section 21 and the receiving section 22 are components and the same component, i.e. a section of the tube element 20, is respectively constructed integrally with one another.

The tube sections 21 provide, in the installed position, a recess 23 of the synchronously moving hinge 6 which is arranged upstream of the tube element 20 and into which the hinge inner part 11 of the synchronously moving hinge 6 can be at least axially displaced in the event of a crash in order to push the longitudinal axes 1 axially together.

In the case of the first exemplary embodiment shown in fig. 2, the hinge parts 16 are pushed together in the event of a crash practically without a crash, i.e. in particular without significant crash resistance. Here, the cover plate 24, which seals the hinge outer part 16 axially against the tube section 21, is not worth mentioning a resistance or is suitable in any case for absorbing the impact energy, without ultimately affecting the transfer of the hinge 11 into the recess 23.

The tube section 21 has a clear width greater than the maximum diameter of the circle surrounding the hinge inner part 11. If the roller elements 14 are transferred into the pipe section 21, they are released and can no longer transmit torque. The cross-sectional profile of the tube section 21 can be adapted to the respective installation situation, as long as its inner space is suitable for accommodating the hinge inner part 11 in the case of an axial displacement out of the installation position shown in fig. 2 without significant axial resistance, so that the axial forces are small or even zero in the case of axial pushing-in into one another.

The cover plate 24 is preferably arranged at the inner periphery of the tube section, but can also be placed in the hinge outer 16. Which can be pressed in or glued in, for example. It is also possible to fasten the cover plate 24 with a weld seam.

In a variant of the embodiment shown, the cover plate 24 can also be molded as a bottom to the hinge outer part 16. For example, the hinge outer 16 and the cover plate 24 may be made as a one-piece forging to which the separate tubular element 21 is secured. In order to ensure the desired opening of the cover plate 24 in the axial direction beyond a predefined minimum force (ausbreche), the base of such a hinge outer part 16 can have a weakened section, which is produced, for example, by machining and/or forging. After the cover plate 24 has been removed, the hinge inner part 11 can here also be pushed into the pipe section 21 without significant axial resistance.

Furthermore, it is possible to design the rolling surface 21 of the hinge outer part 16 in such a way that the axial displacement force of the triple-pin hinge 10 increases gradually towards its cover-plate-side end in order to reduce the deceleration peak already before reaching the cover plate 24, which would lead to energy consumption of the introduced axial force and thus to a reduction in the case of a contraction of the longitudinal axis 1. By means of the cover plate 24, a further rise of the axial displacement force can be brought about if desired.

As fig. 3 shows, the hinge outer part 16 of the synchronous movement hinge 6 is arranged without play in the pipe element 20, the latter preferably being embodied with a circular cross section. The synchronously moving hinge 6 is pushed axially into the pipe element 20. The fastening can be carried out in a space-saving manner by means of an adhesive or compression connection. A material-fit connection or a friction-fit connection is also suitable for a compact design.

In the case of the illustrated embodiment, a separate coupling element 25 for the hinge sealing element 9 is furthermore provided. A fastening section 26, which is suitable for a secure and sealed fastening of the hinge sealing element 9 and is correspondingly profiled, can be formed on the coupling element 25. The coupling element 25 is configured as a ring with a wall thickness sufficient for the above-mentioned fixing. The wall thickness is greater than the wall thickness of the pipe element 20.

The coupling element 25 is fixed at an axial end section of the hinge outer 16 and/or the pipe element 20. In the case of the exemplary embodiment shown, the coupling element 25 preferably has a welded connection, in particular a friction-welded connection, to the hinge outer part 16 and/or the pipe element 20. If the coupling element 25 is welded to both components, i.e. to the hinge outer part 16 and the pipe element 20, it can also serve as the only connecting means between them, if appropriate.

By means of the end-side arrangement of the coupling element 25, it is possible to weld the coupling element to the hinge outer part 16 and the tube element 20 simultaneously in a single production step.

A particularly suitable production method for this is the following design: first, the hinge outer part 16 of the triple-pin joint 10 or the synchronous movement hinge 6 is arranged in the receiving section 22 of the pipe element 20. Furthermore, a coupling element 25 for the hinge sealing element 9, which is of annular design, is arranged at the end face at the hinge outer part 16 and the tube element 20. Subsequently, the three

components

16,20 and 25 are connected to one another in a single production step, in particular welded to one another by friction welding.

The connection of the hinged outer piece 16 and the pipe element 20 does not exclude that the latter is additionally fixed to each other by one of the above-mentioned connection techniques. Instead, it is also possible to weld the coupling element 25 to only one of the hinge outer part 16 and the pipe element 20.

In view of good acoustic decoupling, it may be expedient to limit the connection between the hinge outer 16 and the pipe element 20 to the region between the end on the drive side of the synchronous moving hinge 6 and the hinge center with respect to the installation position of the synchronous moving hinge 6. If necessary, this connection can be limited to the drive-side end sides of the hinge outer part 16 and the pipe element 20, as already described above in connection with the coupling element 25. The separating joint between the two components is thus particularly large, whereby the sound transmission between the two components is significantly reduced.

On the drive side, the synchronously moving hinge 6 or the present three-pin hinge 10 is sealed against the ingress of dirt and moisture by means of a hinge sealing element 9. The hinge sealing element 9 has an elastic bag 30 which is fixed at the fixing section 26 at the outer periphery of the tube element 20 and seals against the shaft 40. The shaft 40 serves for the introduction and extraction of a drive torque into the hinge inner part 11 of the synchronously moving hinge 6. It is accordingly fixed to the hinge inner part or, if necessary, is likewise integrated into the triple-pin joint. Likewise, the shaft 40 can also be displaced at least in sections into the tube section 21 in the event of a crash, as is described and shown in DE 102015219464 a 1.

The shaft 40 can be rotatably supported on the structural side via a rolling bearing 8, as can be seen from fig. 1. In particular, the rolling bearing 8 can be supported via the elastic receptacle 51 at the structurally fixed support 7. The outer diameter of the rolling bearing 8 can be determined in such a way that it can be transferred axially with minimal resistance to the hinge outer part 16 or even to the tube section 21 on the side of the tube element 20 in the event of a crash. The clear width of the hinge outer 16 is greater than the outer diameter of the rolling bearing 8.

An axial shoulder 41 can be disposed upstream of the shaft 40 for the rolling bearing 8, which can assist in the axial pressing-out of the rolling bearing 8 from its receptacle 51. The shoulder 41 can in turn have a hollow shaft section 42 axially upstream, which can likewise be pushed axially into the hinge outer part 16 through the elastic receptacle 51.

If a rolling bearing 8 is used whose outer diameter is greater than the clear width of the hinge outer part 16, it cannot enter the hinge outer part any more, but rather strikes the end face thereof in the event of a crash. In order to improve the scalability in such a case, the shoulder 41 may be eliminated in one variant. Meanwhile, the shaft 40 is elongated leftward in fig. 2. Furthermore, a defined press fit is provided for the rolling bearing 8 at the shaft 40, so that the rolling bearing 8 can be moved on the shaft 40 in the event of an impact at the hinge outer 16, while the shaft 40 is transferred into the hinge outer 16.

The support via the rolling bearing 8 is only of an exemplary nature. The support of the axle 40 on the body side can also be carried out in a different manner than that shown in the figures. The same applies correspondingly to the axial transfer of the rolling bearing 8 into the hinge outer part 16 or the tube section 21.

The previously described longitudinal axis 1 is preferably installed in a motor vehicle between the vehicle transmission and the differential in order to transmit the drive torque of the drive train. Which thus extends in the longitudinal direction of the vehicle. The torque transmission is effected from the shaft 40 to the pipe section 21. In the case of the exemplary embodiment shown, the shaft 40 extends from the hinge inner part 11 of the synchronous movement hinge 6 in the forward movement direction V and can be moved against the forward movement direction axially without substantial resistance by the synchronous movement hinge 6 or parts of the triple pin hinge 10 into the pipe section 21 of the pipe element 20, so that a greater axial insertion distance can be achieved. Even in the case of a certain inclination between the axes of rotation a and B, the axial contraction can be achieved without a large axial force resistance. The hinge outer part 16 is arranged in front of the tube section 21 with the associated recess 23 in the forward direction of travel V of the motor vehicle.

The opposite installation is equally possible. In this case, the longitudinal shaft 1 must then be supported on the vehicle body side via the tube element 20, which, however, results in a larger bearing diameter while ensuring the telescoping function described above.

Fig. 4 and 5 show a further exemplary embodiment, which is constructed substantially correspondingly to the first exemplary embodiment described above and can be modified as described above. In the following, only the differences will be further discussed. Identical components are correspondingly provided with the same reference numerals.

The triple pin hinge 10 according to fig. 4 and 5 has a modified connection between the hinge outer part 16 'and the pipe element 20'. The hinge outer part 16 'is fixed in the tube element 20' in the circumferential direction by means of a form fit. For this purpose, the hinge outer part 16' has a non-cylindrical outer contour. The tube element 20 is inserted into the hinge outer part 16 'and then molded by molding to the outer contour of the hinge outer part 16'. This makes a higher torque transmission capacity of the connection in the circumferential direction possible. By this moulding a friction-fit connection between the two components can be obtained simultaneously in the axial direction. The friction fit connection may be dimensioned such that it provides a suitable resistance for the absorption of crash energy in the event of a crash. For this purpose, it is ensured that the hinge outer part 16 'is axially entrained in the case of axial pushing together, in order to make possible the desired relative movement with respect to the pipe element 20'. Such a driving can be achieved, for example, via the cover plate 24 explained above, which is embodied purely by way of example in the form of the bottom 24 'of the hinge outer part 16'.

If such energy absorption is not desired, it can be brought about by molding that the hinge outer part 16 'is likewise determined by the additional axially form-fitting position in the tube element 20'. The base 24 'in the hinge outer part 16' can then be embodied, for example, as a sealing cap which can be easily released and which counteracts the axial pushing together with a not insignificant resistance.

A method suitable for producing such a longitudinal shaft 1 provides that the hinge outer part 16 'is inserted into the tube element 20' with a non-cylindrical outer contour. Subsequently, the pipe element 20 'is molded by forming onto the non-cylindrical outer contour of the hinge outer part 16', specifically in the case of a play-free accommodation of the hinge outer part 16 'in the pipe element 20'. The pipe element 20 'is thus swaged to the outer contour of the hinge outer part 16', whereby a form-fitting connection is achieved in the peripheral direction.

Alternatively, the tube element 20 'can be brought into a shape corresponding to the outer contour of the hinge outer part 16' in a preceding process step. The hinge outer part 16 'is then pressed with the pipe element 20' prefabricated in this way, in order to achieve a play-free connection between the two components. This procedure has the advantage that the material spring back effect can be better suppressed in the case of shaping.

The second exemplary embodiment furthermore indicates that the special coupling element 25 for the hinge sealing element 9 can be dispensed with if necessary. Currently, the hinge sealing element 9 is fixed directly at the outer circumference of the pipe element 20' and is sealed. Fastening at the hinge outer part 16' is however also possible.

The invention is further illustrated by the examples and further variants. In particular, the individual features mentioned above in the context of the individual further features can be implemented independently of this and in combination with the individual further features, even when this is not explicitly described, as long as this is technically possible. The invention is therefore expressly not limited to the described embodiments and variants.

Claims

1. A longitudinal shaft (1) for a motor vehicle,

comprising a synchronously moving hinge (6) with an inner hinge part (11), an outer hinge part (16;16 ') and rolling and/or rolling elements (14) arranged between them, wherein the outer hinge part (16; 16') is configured at its inner periphery with a rolling surface (17) which is in engagement with the rolling and/or rolling elements (14), and

comprising a tube element (20; 20'),

it is characterized in that the preparation method is characterized in that,

the outer hinge part (16;16 ') of the synchronous movement hinge (6) is arranged in the pipe element (20; 20') and is connected to the pipe element in a rotationally fixed manner, and

the pipe element (20;20 ') has a pipe section (21; 21') which projects axially beyond the hinge outer part (16;16 '), wherein the pipe section (21; 21') in the installed position provides a recess (23) into which at least the hinge inner part (11) of the synchronously moving hinge (6) can be transferred axially,

-a coupling element (25) for a hinge sealing element (9) is placed at the axial end sections of the hinge outer and the pipe element, and wherein this coupling element (25) is coupled not only at the hinge outer but also at the pipe element;

and/or the like and/or,

-the hinge outer part has a non-cylindrical outer contour, wherein:

-the pipe elements are prefabricated and the hinge outer part is extruded with the prefabricated pipe elements,

or

-the pipe element is moulded by moulding to the non-cylindrical outer contour of the hinge outer part.

2. Longitudinal axis according to claim 1, characterized in that said joint (6) is a three-pin joint (10).

3. Longitudinal axis according to claim 1 or 2, characterized in that the hinge outer piece (16;16 ') of the synchronous moving hinge (6) is arranged without play in the pipe element (20; 20').

4. Longitudinal shaft according to one of claims 1 to 2, characterized in that the hinge outer part (16;16 ') and the pipe element (20; 20') are connected to one another by means of a glue connection, a press connection, a material-fit connection or a friction-fit connection.

5. The longitudinal shaft according to any one of claims 1 to 2, characterized in that the hinge outer piece (16;16 ') is fixed in the pipe element (20; 20') in the circumferential direction and/or in the axial direction by means of a form fit.

6. The longitudinal shaft according to claim 1 or 2, characterized in that only a friction-fit connection is provided in the axial direction, the holding force of which is determined in such a way that, in the event of a crash, a displacement of the hinge outer part (16 ') in the direction of the recess (23) of the pipe section (20') is possible in the event of a crash energy dissipation.

7. Longitudinal axis according to claim 1 or 2, wherein the coupling element (25) has a welded connection with respect to the hinge outer piece (16;16 ') and/or the pipe element (20; 20').

8. The longitudinal shaft of claim 7, wherein the welded connection is a friction welded connection.

9. Longitudinal axis according to any of claims 1 to 2, characterized in that the connection between the hinge outer (16;16 ') and the pipe element (20; 20') is confined to the area between the end of the drive side of the synchronous moving hinge (6) and the hinge centre in relation to the mounting position of the synchronous moving hinge.

10. Method for manufacturing a longitudinal shaft (1) for a motor vehicle according to one of claims 1 to 9, wherein a hinge outer (16) of a synchronously moving hinge (6) is arranged in a pipe element (20) and furthermore a coupling element (25) for a hinge sealing element (9) is placed at an axial end section of the hinge outer (16) and the pipe element (20), wherein the coupling element (25) is coupled with the hinge outer (16) and the pipe element (20) simultaneously.

11. Method according to claim 10, wherein the hinge outer (16), the pipe element (20) and the coupling element (25) are connected to each other by welding.

12. Method according to claim 11, wherein the hinge outer (16), the pipe element (20) and the coupling element (25) are connected to each other by friction welding.

13. Method for producing a longitudinal shaft for a motor vehicle according to one of claims 1 to 9, wherein a hinge outer part (16 ') of a synchronously moving hinge (6) is inserted into a tube element (20 ') with a non-cylindrical outer contour, wherein the tube element (20 ') is prefabricated and the hinge outer part (16 ') is pressed with the prefabricated tube element (20 '), and/or the tube element (20 ') is molded after the insertion by shaping to the non-cylindrical outer contour of the hinge outer part (16 ') in such a way that the hinge outer part (16 ') is received without play in the tube element (20 ') and is connected to it by a form fit in the circumferential direction and by a friction fit in the axial direction.