JP2017136635A - Power transmission system shaft for automobile - Google Patents

Power transmission system shaft for automobile Download PDF

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JP2017136635A
JP2017136635A JP2016021154A JP2016021154A JP2017136635A JP 2017136635 A JP2017136635 A JP 2017136635A JP 2016021154 A JP2016021154 A JP 2016021154A JP 2016021154 A JP2016021154 A JP 2016021154A JP 2017136635 A JP2017136635 A JP 2017136635A
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power transmission
transmission system
system shaft
thickness
portions
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JP6549048B2 (en
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吉田　博司
Hiroshi Yoshida
博司 吉田
水村　正昭
Masaaki Mizumura
正昭 水村
康範 森
Yasunori Mori
康範 森
紘明 窪田
Hiroaki Kubota
紘明 窪田
秀輔 飯塚
Hidesuke Iizuka
秀輔 飯塚
啓介 小飯塚
Keisuke Koiizuka
啓介 小飯塚
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Yamada Manufacturing Co Ltd
Nippon Steel Corp
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Nippon Steel and Sumitomo Metal Corp
Yamada Seisakusho KK
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Abstract

PROBLEM TO BE SOLVED: To inexpensively provide a hollow power transmission system shaft.SOLUTION: A constant-thickness steel tube 6 being a raw material is arranged inside an outer die 7 being a metallic mold having an inner surface shape 7a of the same shape as an external shape of a power transmission system shaft 1 while the tube 6 is separated from an inner surface of the metallic mold 7. Then the steel tube 6 is subjected to die forging in which the steel tube 6 is axially compressed between a pair of metallic molds which have base parts 8-1 and 8-2 capable of pressing respective both axial end surfaces 6-1 and 6-2 of the steel tube 6 in the axial direction of the steel tube 6 and core metal parts 9-1 and 9-2 having an outer surface shape of the same shape as an inner surface shape of both axial end parts 1-1 and 1-2 of the power transmission system shaft 1. Thereby a hollow power transmission system shaft 1 for an automobile having, toward an axial center portion from both axial end portions, thickness increase parts 3-1 and 3-2 thickest in the thickness, bulging parts 4-1 and 4-2 and a central part 5 is manufactured.SELECTED DRAWING: Figure 1

Description

本発明は、自動車用の動力伝達系シャフトに関する。   The present invention relates to a power transmission shaft for an automobile.

現在、地球環境の保護の観点から、自動車の軽量化が求められている。例えば、車体を構成する鋼板の高張力化による板厚の低減や、各種の自動車搭載部品の軽量化が強力に推進されている。このため、自動車の製造コストは上昇する傾向にあり、各種自動車搭載部品のいっそうの低コスト化も求められている。   Currently, there is a demand for weight reduction of automobiles from the viewpoint of protecting the global environment. For example, the reduction of the plate thickness by increasing the tension of the steel plate constituting the vehicle body and the weight reduction of various automobile-mounted components are being strongly promoted. For this reason, the manufacturing cost of automobiles tends to increase, and further cost reduction of various automobile-mounted parts is required.

例えば、左右のドライブシャフトに接続されてトルクステアを防止する動力伝達系シャフトでは、既に、旧来の中実部品から中空化を図ることによって軽量化を図ることが実用化されている。   For example, in a power transmission system shaft that is connected to the left and right drive shafts to prevent torque steer, it has already been put into practical use to reduce the weight by hollowing out a conventional solid part.

このような中空のシャフトは、その軸方向で外径および内径が変化する形状を有することが多く、これまで、以下に列記の製造方法により製造されてきた。   Such a hollow shaft often has a shape in which an outer diameter and an inner diameter change in the axial direction, and has been manufactured by the manufacturing methods listed below.

（ａ）摩擦圧接を利用した製造方法
軸方向で外径および内径が変化する形状を有するシャフトにおける軸方向中央部と軸方向両端部を別々に製造し、摩擦圧接によりこれらを接合する方法である。軸方向中央部は鋼管を切断することにより製造し、軸方向両端部は鍛造品を削り出して製造する。 (A) Manufacturing method using friction welding This is a method in which the axial central portion and both axial end portions of a shaft having a shape whose outer diameter and inner diameter change in the axial direction are separately manufactured, and these are joined by friction welding. . The central part in the axial direction is manufactured by cutting a steel pipe, and both end parts in the axial direction are manufactured by cutting a forged product.

（ｂ）ロータリースウェージングを利用した製造方法
軸方向の肉厚が一定な鋼管の両端部を、ロータリースウェージングにより薄肉化や縮径、増肉することにより製造する方法である。特許文献１には、この方法により、中空のシャフトを製造する発明が開示されている。 (B) Manufacturing method using rotary swaging This is a method of manufacturing both ends of a steel pipe having a constant axial thickness by reducing the thickness, reducing the diameter, and increasing the thickness by rotary swaging. Patent Document 1 discloses an invention for producing a hollow shaft by this method.

特開２０１１−１２１０６８号公報JP 2011-121068 A

摩擦圧接を利用した製造方法によれば、製品の軸方向中央部を薄肉化できるためにシャフトの軽量化を図ることが確かに可能であるが、軸方向中央部と軸方向両端部を接合する必要があるため、製造コストの上昇は避けられない。また、接合部の品質管理を厳しく行う必要もあり、この面からも製造コストが嵩む。   According to the manufacturing method using friction welding, it is possible to reduce the weight of the shaft because the axial central portion of the product can be thinned, but the axial central portion and both axial end portions are joined. Since it is necessary, an increase in manufacturing cost is inevitable. In addition, it is necessary to strictly control the quality of the joint, and the manufacturing cost increases from this aspect.

また、ロータリースウェージングを利用した製造方法を実施するための設備は非常に高価であるとともに、この製造方法による加工時間は不可避的に長くなることから、製造コストが嵩む。   In addition, the equipment for carrying out the manufacturing method using rotary swaging is very expensive, and the processing time by this manufacturing method is inevitably long, so the manufacturing cost increases.

このように、従来の技術では、動力伝達系シャフトのような中空のシャフトを安価に製造することは難しかった。   As described above, in the conventional technique, it has been difficult to inexpensively manufacture a hollow shaft such as a power transmission shaft.

本発明の目的は、中空の動力伝達系シャフトを提供することである。   An object of the present invention is to provide a hollow power transmission system shaft.

本発明者らは、上記課題を解決するために鋭意検討を重ねた結果、素材である肉厚一定の鋼管を、製造しようとする製品の外形と同じ形状の内面形状を有する外型の内部に配置し、この鋼管の軸方向の両端面それぞれを鋼管の軸方向へ押圧可能なベース部と、このベース部に設けられて鋼管の軸方向の両端部の内面形状と同じ形状の外面形状を有する芯金部とを有する一対の金型の間で、鋼管を軸方向に圧縮することにより、中空の動力伝達系シャフトを安価に製造できることを知見し、さらに検討を重ねて本発明を完成した。   As a result of intensive studies in order to solve the above problems, the inventors have made a steel pipe with a constant thickness as a material inside an outer mold having the same inner shape as that of the product to be manufactured. And a base part capable of pressing both end faces in the axial direction of the steel pipe in the axial direction of the steel pipe, and an outer face shape provided on the base part and having the same shape as the inner face of the both end parts in the axial direction of the steel pipe It has been found that a hollow power transmission system shaft can be manufactured at low cost by compressing a steel pipe in the axial direction between a pair of molds having a core metal part, and further studies have been made to complete the present invention.

本発明は、軸方向の両端部から軸方向の中央部へ向けて、肉厚が最も厚い増肉部と、該増肉部よりも外径が大きいとともに肉厚が薄い膨出部と、該膨出部よりも外径が小さい中央部とを有する自動車用の中空の動力伝達系シャフトであって、
前記増肉部および前記膨出部の硬さは、前記中央部の硬さよりも大きい、自動車用の中空の動力伝達系シャフトである。 The present invention includes a thickened portion having the thickest wall thickness from both axial end portions to a central portion in the axial direction, a bulge portion having a larger outer diameter and a thinner wall thickness than the thickened portion, A hollow power transmission system shaft for an automobile having a central portion having a smaller outer diameter than the bulging portion,
The thickness of the thickened portion and the bulging portion is a hollow power transmission system shaft for an automobile that is larger than the hardness of the central portion.

本発明により、中空の動力伝達系シャフトを安価に提供することができるようになる。   According to the present invention, a hollow power transmission system shaft can be provided at low cost.

図１は、本発明の実施状況を模式的に示す説明図であり、図１（ａ）は鍛造加工前を示し、図１（ｂ）は鍛造加工後を示す。FIG. 1 is an explanatory diagram schematically showing the implementation status of the present invention, in which FIG. 1 (a) shows before forging and FIG. 1 (b) shows after forging. 図２（ａ）は、本発明で用いることができる加工素材の鋼管の寸法の範囲を示す説明図であり、図２（ｂ）は、本発明により製造可能な中空の動力伝達系シャフトの寸法の範囲を示す説明図である。FIG. 2 (a) is an explanatory view showing the range of dimensions of a steel pipe of a work material that can be used in the present invention, and FIG. 2 (b) is a dimension of a hollow power transmission system shaft that can be manufactured according to the present invention. It is explanatory drawing which shows the range. 図３は、図１（ａ）および図１（ｂ）に示す一対の金型の変形例を示す説明図である。FIG. 3 is an explanatory view showing a modification of the pair of molds shown in FIGS. 1 (a) and 1 (b). 図４（ａ）は、芯金部がテーパ形状を有する場合におけるテーパ角度αを示す説明図であり、図４（ｂ）は、芯金部のテーパ角度が一定の場合における成形完了時の状態を示す説明図であり、図４（ｃ）は、芯金部のテーパ角度が段階的に変化する場合における成形完了時の状態を示す説明図であり、さらに、図４（ｄ）は、芯金部のテーパ角度が連続的に変化する場合における成形完了時の状態を示す説明図である。FIG. 4A is an explanatory view showing the taper angle α when the cored bar portion has a tapered shape, and FIG. 4B shows the state when the molding is completed when the taper angle of the cored bar portion is constant. 4 (c) is an explanatory view showing a state at the time of completion of molding when the taper angle of the cored bar portion changes stepwise, and FIG. 4 (d) is a diagram showing the core. It is explanatory drawing which shows the state at the time of completion of shaping | molding in case the taper angle of a metal part changes continuously. 図５は、図１（ａ）および図１（ｂ）に示す一対の金型の他の変形例を示す説明図である。FIG. 5 is an explanatory view showing another modification of the pair of molds shown in FIGS. 1 (a) and 1 (b). 図６は、図１（ａ）および図１（ｂ）に示す一対の金型のさらに他の変形例を示す説明図である。FIG. 6 is an explanatory view showing still another modification of the pair of molds shown in FIGS. 1 (a) and 1 (b).

添付図面を参照しながら、本発明に係る自動車用の中空の動力伝達系シャフトとその製造方法を説明する。   A hollow power transmission system shaft for an automobile according to the present invention and a method for manufacturing the same will be described with reference to the accompanying drawings.

１．自動車用の中空の動力伝達系シャフト１
図１は、本発明の実施状況を模式に示す説明図であり、図１（ａ）は鍛造加工前を示し、図１（ｂ）は鍛造加工後を示す。 1. Hollow power transmission shaft 1 for automobiles
FIG. 1 is an explanatory diagram schematically showing the implementation status of the present invention, in which FIG. 1 (a) shows before forging and FIG. 1 (b) shows after forging.

図１（ｂ）に示すように、本発明により自動車用の中空の動力伝達系シャフト１を鍛造加工による一工程で製造する。   As shown in FIG.1 (b), the hollow power transmission system shaft 1 for motor vehicles is manufactured in one process by a forge process by this invention.

動力伝達系シャフト１は、軸方向の両端部２−１，２−２から軸方向の中央部２−３へ向けて、増肉部３−１，３−２と、膨出部４−１，４−２と、中央部５とを有する。   The power transmission shaft 1 includes thickening portions 3-1 and 3-2 and a bulging portion 4-1 from both axial end portions 2-1 and 2-2 toward the axial center portion 2-3. 4-2, and a central portion 5.

増肉部３−１，３−２は、増肉部３−１，３−２、膨出部４−１，４−２および中央部５のうちで、肉厚が最も厚い部分である。さらに、この増肉部３−１，３−２の外面にスプラインが刻設される。   The thickening portions 3-1 and 3-2 are the thickest portions among the thickening portions 3-1 and 3-2, the bulging portions 4-1 and 4-2, and the central portion 5. Furthermore, splines are engraved on the outer surfaces of the increased thickness portions 3-1 and 3-2.

膨出部４−１，４−２は、増肉部３−１，３−２よりも外径が大きいとともに肉厚が薄い部分である。増肉部３−１，３−２の外径は、増肉部３−１，３−２の外径を起点として徐々に増加し、膨出部４−１，４−２の軸方向の略中央位置で最大値となり、その後、中央部５へ向かうにつれて徐々に減少する。また、増肉部３−１，３−２の内径も、増肉部３−１，３−２の外径を起点として徐々に増加し、膨出部４−１，４−２の軸方向の略中央位置で最大値となり、その後、中央部５へ向かうにつれて徐々に減少する。   The bulging portions 4-1 and 4-2 are portions having a larger outer diameter and a smaller thickness than the thickening portions 3-1 and 3-2. The outer diameters of the thickened portions 3-1 and 3-2 gradually increase starting from the outer diameter of the thickened portions 3-1 and 3-2, and in the axial direction of the bulging portions 4-1 and 4-2. The maximum value is obtained at a substantially central position, and then gradually decreases toward the central portion 5. Further, the inner diameters of the thickening portions 3-1 and 3-2 gradually increase starting from the outer diameter of the thickening portions 3-1 and 3-2, and the axial direction of the bulging portions 4-1 and 4-2 It becomes the maximum value at the approximate center position, and then gradually decreases toward the center portion 5.

中央部５は、膨出部４−１，４−２よりも外径が小さい。中央部５の肉厚は、動力伝達系シャフト１の軸方向について略一定である。   The central part 5 has a smaller outer diameter than the bulging parts 4-1, 4-2. The thickness of the central portion 5 is substantially constant in the axial direction of the power transmission system shaft 1.

増肉部３−１，３−２は、鍛造加工により増肉されるため、大きくかつ均一に加工硬化されている。ここで、「大きく均一に」とは、硬度：２００〜２５０Ｈｖ程度であり、硬度のばらつき（最大硬度と最小硬度の差）は５０Ｈｖ程度であることを意味する。   Since the thickened portions 3-1 and 3-2 are thickened by forging, they are large and uniformly work-hardened. Here, “largely and uniformly” means that the hardness is about 200 to 250 Hv, and the variation in hardness (difference between the maximum hardness and the minimum hardness) is about 50 Hv.

また、膨出部４−１，４−２も、鍛造加工により拡径されるため、加工硬化されている。加工硬化の程度は膨出量にもよるが、およそ硬度：２００〜２５０Ｈｖ程度である。   Further, the bulging portions 4-1 and 4-2 are also work hardened because the diameter is expanded by forging. The degree of work hardening is approximately 200 to 250 Hv, although it depends on the amount of swelling.

さらに、中央部５も、鍛造加工により拡径されるため、均一に加工硬化されている。ただし、増肉部や膨出部と比べると加工硬化の程度は小さく、硬度：１９０〜２１０Ｈｖ程度であり、硬度のばらつき（最大硬度と最小硬度の差）は２０Ｈｖ程度である。   Furthermore, since the diameter of the central portion 5 is also expanded by forging, it is work hardened uniformly. However, the degree of work hardening is small as compared with the thickened portion and the bulging portion, and the hardness is about 190 to 210 Hv, and the variation in hardness (difference between the maximum hardness and the minimum hardness) is about 20 Hv.

増肉部３−１，３−２、膨出部４−１，４−２、中央部５がこのように加工硬化されていることにより、動力伝達系シャフト１は、自動車用の動力伝達系シャフトの基本的性能として要求される捩り強度や捩り疲労への特性向上が十分に図られている。   The power transmission system shaft 1 has a power transmission system for automobiles by the work hardening of the thickening portions 3-1 and 3-2, the bulging portions 4-1 and 4-2 and the central portion 5 in this way. The characteristics to torsional strength and torsional fatigue required as the basic performance of the shaft are sufficiently improved.

動力伝達系シャフト１は、例えば、Ｓ４５ＣＢ軟質化材（ＴＳ＝５５０ＭＰａ級）からなることが例示されるが、これに限定されるものではない。動力伝達系シャフト１は、鍛造加工による軸押しにより増肉と拡管を行われるために、加工による変形は、圧縮変形が主体となり、引張変形が少ない。このため、材料の高強度化による破断のリスクは非常に少ない。したがって、Ｓ４５ＣＢ軟質化材よりも低強度材を適用可能であることは言うまでもないが、Ｓ４５ＣＢ軟質化材よりも高強度材を用いても破断することなく成形可能である。   For example, the power transmission shaft 1 is made of an S45CB softening material (TS = 550 MPa class), but is not limited thereto. Since the power transmission shaft 1 is increased in thickness and expanded by axial pressing by forging, deformation due to processing is mainly compression deformation and has little tensile deformation. For this reason, the risk of breakage due to the high strength of the material is very low. Therefore, it goes without saying that a low-strength material can be used as compared with the S45CB softening material, but even if a high-strength material is used than the S45CB softening material, it can be molded without breaking.

Ｓ４５ＣＢ軟質化材よりも高強度材では、軸押し荷重が高強度化に比例して増加するが、Ｓ３５ＣＢ軟質化材でも３５０トン程度であることから、１０００ＭＰａ級の高強度材でも７００トン程度となり、量産プレス機でも十分に製造可能である。   In the case of high-strength material than S45CB softened material, the axial load increases in proportion to the increase in strength. However, in the case of S35CB softened material, it is about 350 tons. Even mass production presses can be fully manufactured.

２．動力伝達系シャフト１の製造方法
はじめに、図１（ａ）に示すように、素材である肉厚一定の鋼管６を、動力伝達系シャフト１の外形と同じ形状の内面形状７ａを有する外型７の内部に、外型７の内面から離間させて配置する。 2. Manufacturing Method of Power Transmission System Shaft 1 First, as shown in FIG. 1A, an outer mold 7 having a steel pipe 6 having a constant thickness as a material and an inner surface shape 7a having the same shape as the outer shape of the power transmission system shaft 1. In the inside, it arrange | positions away from the inner surface of the outer type | mold 7. FIG.

鋼管６の径方向に関する外型７の内面と鋼管６の外面との間の隙間Ｗ（ｍｍ）は、鋼管６の軸方向の任意の位置における肉厚をｔ（ｍｍ）とするとともに外径をｄ（ｍｍ）とした場合に、Ｗ≧０．２×（ｔ／ｄ）であることが、加工時における荷重を低減できるために、望ましい。   The gap W (mm) between the inner surface of the outer mold 7 and the outer surface of the steel pipe 6 in the radial direction of the steel pipe 6 is t (mm) at an arbitrary position in the axial direction of the steel pipe 6 and the outer diameter is When d (mm), W ≧ 0.2 × (t / d) is desirable because the load during processing can be reduced.

なお、図示していないが、外型７は、一般的な型鍛造に用いられる金型と同様に、左右２分割されて構成されており、成形後の製品を取り出すことができるように構成されている。   Although not shown, the outer die 7 is divided into left and right parts in the same manner as a die used for general die forging, and is configured so that a molded product can be taken out. ing.

次に、鋼管６の軸方向の両端面６−１，６−２それぞれを鋼管６の軸方向へ押圧可能なベース部８−１，８−２と、ベース部８−１，８−２に設けられて動力伝達系シャフト１の軸方向の両端部の内面形状１−１，１−２と同じ形状の外面形状９−１ａ，９−２ａを有する芯金部９−１，９−２とを有する上下一対の金型（芯金付きパンチ）１０−１，１０−２の間で、鋼管６を軸方向に圧縮する型鍛造を行う。   Next, both end surfaces 6-1 and 6-2 in the axial direction of the steel pipe 6 are respectively pressed into the base portions 8-1 and 8-2 and the base portions 8-1 and 8-2 that can be pressed in the axial direction of the steel pipe 6. Core bars 9-1 and 9-2 having outer surface shapes 9-1a and 9-2a that are provided and have the same shape as the inner surface shapes 1-1 and 1-2 of both ends in the axial direction of the power transmission system shaft 1; The die forging which compresses the steel pipe 6 in the axial direction is performed between a pair of upper and lower molds (punch with a cored bar) 10-1 and 10-2.

この型鍛造の際、図１（ｂ）中のＡ部では、金型１０−１，１０−２の底面から軸押しにより、増肉部３−１，３−２が形成される。図１（ｂ）中のＢ部では、鋼管６が拘束されていないため、軸押しにより増肉はほとんどされずに拡管して膨出部４−１，４−２が形成される。さらに、図１（ｃ）中のＣ部では、鋼管６が拘束されていないため、軸押しにより若干拡管され、場合によっては若干増肉されて中央部５が形成される。   At the time of this die forging, the thickened portions 3-1 and 3-2 are formed by axial pressing from the bottom surfaces of the molds 10-1 and 10-2 in the portion A in FIG. In part B in FIG. 1B, the steel pipe 6 is not constrained, so that the bulging parts 4-1 and 4-2 are formed by expanding the pipe with almost no increase in wall thickness by pushing the shaft. Furthermore, in C part in FIG.1 (c), since the steel pipe 6 is not restrained, the pipe part is expanded a little by axial pushing, and the center part 5 is formed by thickening in some cases.

図２（ａ）は、本発明で用いることができる加工素材の鋼管６の寸法の範囲を示す説明図であり、図２（ｂ）は、本発明により製造可能な中空の動力伝達系シャフト１の寸法の範囲を示す説明図である。なお、図２（ａ）および図２（ｂ）に示す各部寸法は、鋼管６の素材としてＳ４５ＣＢ軟質化材（ＴＳ＝５５０ＭＰａ級）を用いた場合である。   FIG. 2 (a) is an explanatory view showing the range of dimensions of a steel pipe 6 that is a work material that can be used in the present invention, and FIG. 2 (b) is a hollow power transmission system shaft 1 that can be manufactured according to the present invention. It is explanatory drawing which shows the range of the dimension. In addition, each part dimension shown to Fig.2 (a) and FIG.2 (b) is a case where S45CB softening material (TS = 550MPa class) is used as a raw material of the steel pipe 6. FIG.

図２（ｂ）に示す動力伝達系シャフト１は、各部の肉厚に関する下記条件１と、各部の外径に関する下記条件２とをともに満足する。
条件１：ｔ１＞ｔ２、ｔ３であって、かつ４ｍｍ＜ｔ１、ｔ２、ｔ３＜１５ｍｍ
条件２：Ｄ２＞Ｄ１およびＤ２＞Ｄ３、２０ｍｍ＜Ｄ１，Ｄ３＜４５ｍｍであって、かつ２２ｍｍ＜Ｄ２＜５５ｍｍ
さらに、鋼管６の軸方向長さＬ（ｍｍ）に関する下記条件３を満足することが望ましい。
条件３：１００≦Ｌ≦２０００
この後、型鍛造により成形された中空の動力伝達系シャフト１から金型１０−１，１０−２を抜き出し、外型７を左右に２分割して、動力伝達系シャフト１を取り出す。このようにして、中空の動力伝達系シャフト１が一工程の型鍛造により、製造される。 The power transmission shaft 1 shown in FIG. 2B satisfies the following condition 1 regarding the thickness of each part and the following condition 2 regarding the outer diameter of each part.
Condition 1: t 1 > t 2 , t 3 and 4 mm <t 1 , t 2 , t 3 <15 mm
Condition 2: D 2 > D 1 and D 2 > D 3 , 20 mm <D 1 , D 3 <45 mm and 22 mm <D 2 <55 mm
Furthermore, it is desirable to satisfy the following condition 3 regarding the axial length L (mm) of the steel pipe 6.
Condition 3: 100 ≦ L ≦ 2000
Thereafter, the molds 10-1 and 10-2 are extracted from the hollow power transmission system shaft 1 formed by die forging, the outer mold 7 is divided into left and right parts, and the power transmission system shaft 1 is extracted. Thus, the hollow power transmission system shaft 1 is manufactured by one-step die forging.

図３は、図１（ａ）および図１（ｂ）に示す一対の金型１０−１，１０−２の変形例を示す説明図である。   FIG. 3 is an explanatory view showing a modification of the pair of molds 10-1 and 10-2 shown in FIGS. 1 (a) and 1 (b).

型鍛造により成形された中空の動力伝達系シャフト１から金型１０−１，１０−２を抜き出す際の引き抜き荷重を低減するために、金型１０−１，１０−２の芯金部９−１，９−２は、図３に示すように、その先端に向かうにつれて外径が小さくなるテーパ形状を有することが望ましい。   In order to reduce the drawing load when the molds 10-1 and 10-2 are extracted from the hollow power transmission system shaft 1 formed by die forging, the metal core portion 9- of the molds 10-1 and 10-2 is reduced. As shown in FIG. 3, it is desirable that 1, 9-2 have a tapered shape in which the outer diameter decreases toward the tip.

特に、管端部である増肉部３−１，３−２を所望の肉厚分布とするためには、芯金部９−１，９−２の外径は、増肉部３−１，３−２の肉厚に応じて段階的または連続的に変化することが望ましい。   In particular, in order to obtain the desired thickness distribution in the thickened portions 3-1 and 3-2 which are the pipe end portions, the outer diameters of the cored bar portions 9-1 and 9-2 are set to the thickened portion 3-1. , 3-2 is desirably changed stepwise or continuously according to the thickness.

図４（ａ）は、芯金部９−１がテーパ形状を有する場合におけるテーパ角度αを示す説明図であり、図４（ｂ）は、芯金部９−１のテーパ角度が一定の場合における成形完了時の状態を示す説明図であり、図４（ｃ）は、芯金部９−１のテーパ角度が段階的に変化する場合における成形完了時の状態を示す説明図であり、さらに、図４（ｄ）は、芯金部９−１のテーパ角度が連続的に変化する場合における成形完了時の状態を示す説明図である。   4A is an explanatory diagram showing the taper angle α when the cored bar part 9-1 has a tapered shape, and FIG. 4B shows the case where the taper angle of the cored bar part 9-1 is constant. FIG. 4C is an explanatory view showing a state when molding is completed when the taper angle of the cored bar portion 9-1 changes stepwise. FIG.4 (d) is explanatory drawing which shows the state at the time of completion | finish of shaping | molding in case the taper angle of the metal core part 9-1 changes continuously.

図４（a）に示すテーパ角度αは、０．３°以上１０°以下であることが好ましい。   The taper angle α shown in FIG. 4A is preferably not less than 0.3 ° and not more than 10 °.

図４（ｂ）に示す芯金部９−１は図３（a）および図３（ｂ）に示す芯金部９−１と同様である。   The cored bar part 9-1 shown in FIG. 4B is the same as the cored bar part 9-1 shown in FIGS. 3A and 3B.

一方、図４（ｃ）に示す芯金部９−１を有する金型１０−１を用いることにより、製造される動力伝達系シャフト１の肉厚を段階的に変化させることができる。図４（ｃ）に示す芯金部９−１では、テーパ角度αを、Ａ部、Ｂ部、Ｃ部の３段階に分けている。Ａ〜Ｃ部それぞれのテーパ角度αは、それぞれ０．３°以上１０°以下の範囲で適宜組み合わせればよい。   On the other hand, by using the mold 10-1 having the core metal part 9-1 shown in FIG. 4C, the thickness of the manufactured power transmission shaft 1 can be changed stepwise. In the cored bar part 9-1 shown in FIG. 4C, the taper angle α is divided into three stages of A part, B part, and C part. What is necessary is just to combine suitably the taper angle (alpha) of each of A-C part in the range of 0.3 degree or more and 10 degrees or less, respectively.

さらに、図４（ｄ）に示す芯金部９−１を有する金型１０−１を用いることにより、製造される動力伝達系シャフト１の肉厚を連続的に変化させることができる。テーパ角度αは、それぞれ０．３°以上１０°以下の範囲で適宜変化させればよい。   Furthermore, the thickness of the power transmission shaft 1 to be manufactured can be continuously changed by using the mold 10-1 having the core metal part 9-1 shown in FIG. The taper angle α may be appropriately changed within a range of 0.3 ° to 10 °.

また、このテーパ形状を有することにより、鋼管１に金型１０−１，１０−２をセットする際の軸芯合わせを容易にすることも可能になる。   Moreover, by having this taper shape, it is also possible to facilitate the alignment of the axes when the molds 10-1 and 10-2 are set on the steel pipe 1.

図５は、図１（ａ）および図１（ｂ）に示す一対の金型１０−１，１０−２の他の変形例を示す説明図である。   FIG. 5 is an explanatory view showing another modification of the pair of molds 10-1 and 10-2 shown in FIGS. 1 (a) and 1 (b).

型鍛造により成形された中空の動力伝達系シャフト１から金型１０−１，１０−２を抜き出す際の引き抜き荷重を低減するために、金型１０−１，１０−２の芯金部９−１，９−２は、図５に示すように、ベース部８−１，８−２における鋼管６の軸方向の両端面６−１，６−２との当接部８−１ａ，８−２ａは、鋼管６の外側へ向けて傾斜して形成されることが望ましい。また、当接部８−１ａ，８−２ａがこのように傾斜して形成されることにより、鋼管１に金型１０−１，１０−２をセットする際の軸芯合わせを容易にすることも可能になる。   In order to reduce the drawing load when the molds 10-1 and 10-2 are extracted from the hollow power transmission system shaft 1 formed by die forging, the metal core portion 9- of the molds 10-1 and 10-2 is reduced. As shown in FIG. 5, reference numerals 1 and 9-2 denote contact portions 8-1a and 8− of the base portions 8-1 and 8-2 with both end surfaces 6-1 and 6-2 in the axial direction of the steel pipe 6. 2a is preferably formed to be inclined toward the outside of the steel pipe 6. Further, by forming the contact portions 8-1a and 8-2a so as to be inclined as described above, it is easy to align the axes when setting the molds 10-1 and 10-2 to the steel pipe 1. Is also possible.

さらに、当接部８−１ａ，８−２ａがこのように傾斜して形成されることにより、当接部８−１ａ，８−２ａがこのように傾斜して形成されない場合（図１（ａ）および図１（ｂ）参照）に比較して、鋼管６における膨出部４−１，４−２に形成される部分に対して、拡管方向への力がより負荷され、これにより、膨出部４−１，４−２をより早く形成することができるため、より小さい軸押し荷重で成形可能である。   Furthermore, when the contact portions 8-1a and 8-2a are formed in such an inclination, the contact portions 8-1a and 8-2a are not formed in such an inclination (FIG. ) And FIG. 1 (b)), a force in the tube expansion direction is more applied to the portions formed in the bulging portions 4-1 and 4-2 in the steel pipe 6, and as a result, Since the protruding portions 4-1 and 4-2 can be formed earlier, it is possible to mold with a smaller axial load.

図６は、図１（ａ）および図１（ｂ）に示す一対の金型１０−１，１０−２のさらに他の変形例を示す説明図である。   FIG. 6 is an explanatory view showing still another modification of the pair of molds 10-1 and 10-2 shown in FIGS. 1 (a) and 1 (b).

図６に示すように、芯金部９−１，９−２がこのテーパ形状を有することと、当接部８−１ａ，８−２ａが傾斜して形成されることを併せ持ってもよいことは言うまでもない。   As shown in FIG. 6, the cored bar portions 9-1 and 9-2 may have this tapered shape and the contact portions 8-1a and 8-2a may be formed to be inclined. Needless to say.

このようにして、本発明によれば、中空の動力伝達系シャフト１を、一工程の型鍛造により安価に製造することができる。   Thus, according to the present invention, the hollow power transmission shaft 1 can be manufactured at low cost by one-step die forging.

１ 動力伝達系シャフト
１−１，１−２ 両端部
３−１,３−２ 増肉部
４−１，４−２ 膨出部
５ 中央部
６ 鋼管
６−１，６−２ 両端面
７ 外型
７ａ 内面形状
８−１，８−２ ベース部
８−１ａ，８−２ａ 当接部
９−１，９−２ 芯金部 DESCRIPTION OF SYMBOLS 1 Power transmission system shaft 1-1, 1-2 Both ends 3-1 and 3-2 Thickening part 4-1 and 4-2 Expansion part 5 Center part 6 Steel pipe 6-1 and 6-2 Both end surfaces 7 Out Mold 7a Inner surface shape 8-1, 8-2 Base part 8-1a, 8-2a Contact part 9-1, 9-2 Core part

Claims (1)

軸方向の両端部から軸方向の中央部へ向けて、肉厚が最も厚い増肉部と、該増肉部よりも外径が大きいとともに肉厚が薄い膨出部と、該膨出部よりも外径が小さい中央部とを有する自動車用の中空の動力伝達系シャフトであって、
前記増肉部および前記膨出部の硬さは、前記中央部の硬さよりも大きい、自動車用の中空の動力伝達系シャフト。 From the both axial end portions to the axial central portion, the thickened portion having the largest thickness, the bulging portion having a larger outer diameter than the thickening portion and having a small thickness, and the bulging portion A hollow power transmission system shaft for an automobile having a central portion with a small outer diameter,
A hollow power transmission system shaft for an automobile in which the thickness of the thickened portion and the bulging portion is greater than the hardness of the central portion.
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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05263819A (en) * 1990-03-08 1993-10-12 Gkn Automot Ag Drive shaft for motor vehicle
JPH08243680A (en) * 1995-03-13 1996-09-24 Sumitomo Metal Ind Ltd Upsetting method for tube
JP2007075824A (en) * 2005-09-09 2007-03-29 Ntn Corp Hollow shaft
JP2011511214A (en) * 2007-11-30 2011-04-07 ベー アンド エミ ド ブラジル ソシエダッド アノニマ Axle from seamless pipe for railway vehicles and method for manufacturing axle from seamless steel pipe for railway vehicles
JP2011121068A (en) * 2009-12-08 2011-06-23 Ntn Corp Swaging method, swaging device, and swaging die

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05263819A (en) * 1990-03-08 1993-10-12 Gkn Automot Ag Drive shaft for motor vehicle
JPH08243680A (en) * 1995-03-13 1996-09-24 Sumitomo Metal Ind Ltd Upsetting method for tube
JP2007075824A (en) * 2005-09-09 2007-03-29 Ntn Corp Hollow shaft
JP2011511214A (en) * 2007-11-30 2011-04-07 ベー アンド エミ ド ブラジル ソシエダッド アノニマ Axle from seamless pipe for railway vehicles and method for manufacturing axle from seamless steel pipe for railway vehicles
JP2011121068A (en) * 2009-12-08 2011-06-23 Ntn Corp Swaging method, swaging device, and swaging die

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