JPH06341422A - High performance automobile drive shaft excellent in torsional fatigue characteristic - Google Patents
High performance automobile drive shaft excellent in torsional fatigue characteristicInfo
- Publication number
- JPH06341422A JPH06341422A JP12973793A JP12973793A JPH06341422A JP H06341422 A JPH06341422 A JP H06341422A JP 12973793 A JP12973793 A JP 12973793A JP 12973793 A JP12973793 A JP 12973793A JP H06341422 A JPH06341422 A JP H06341422A
- Authority
- JP
- Japan
- Prior art keywords
- drive shaft
- balance weight
- carbon equivalent
- torsional fatigue
- fatigue
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
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- Motor Power Transmission Devices (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、乗用車・トラック・ト
ラクターといったいわゆる、広義の自動車に属する車両
のエンジン推進力を各車輪に伝える駆動軸、例えばプロ
ペラシャフト、ドライブシャフトといった部品に関する
もので、従来品より疲労特性を向上させているため、サ
イズダウンによる軽量化が可能であり、現在深刻な環境
問題に対処したねじり疲労特性に優れた高性能自動車駆
動軸に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive shaft for transmitting an engine propulsion force of a vehicle belonging to a so-called broadly defined automobile such as a passenger car, a truck and a tractor to each wheel, for example, a propeller shaft and a drive shaft. The present invention relates to a high-performance automobile drive shaft that is excellent in torsional fatigue characteristics and is capable of reducing weight by downsizing because it has improved fatigue characteristics compared to other products, and is currently addressing serious environmental problems.
【０００２】[0002]
【従来の技術】自動車駆動軸は、自動車技術ハンドブッ
ク（第４分冊，生産・品質・整備偏，２３３頁，自動車
工業会，１９９１年）に記載される如く、高速回転時に
振動が少ないことが重要な特性のひとつであり、その対
策として図１の駆動軸部品の外観図に示す如く鋼管１に
バランスウェイト２を取付け、周方向の重量バランス調
整が行なわれる。図中３は接合部分、４はジョイント部
品である。バランスウェイト２の代表的な取付け方に
は、図２（ａ）に示すスポット溶接、あるいは（ｂ）に
示すプロジェクション溶接等がある。図中５は電極チッ
プ、８はバランスウェイトに設けた突起形状である。し
かし、いずれの方法にしても同様に駆動力を繰返し伝達
することに対応するねじり疲労試験を実施すると、図３
（ａ）に示す如くバランスウェイト近くからの疲労割れ
６が認められる場合がある。特に、ＴＳ＜５００MPa の
低強度材の疲労試験の場合は図３（ｂ）に示す如く接合
部分３からの疲労割れ７が特性を決めていたのに対し、
特開平１−１４２６７号公報に記載されるような材料強
度を高め駆動軸の断面積を減らし、軽量化を進めた場合
の疲労破壊は、図３（ａ）に示す如くバランスウェイト
２近くからの疲労割れ６が支配的となり、ねじり疲労特
性が劣化するための軽量化のための大きな障害であっ
た。2. Description of the Related Art As described in the Automotive Engineering Handbook (4th volume, Production / Quality / Maintenance bias, 233 pages, Japan Automobile Manufacturers Association, 1991), it is important for an automobile drive shaft to have little vibration during high-speed rotation. As a countermeasure against this, a balance weight 2 is attached to the steel pipe 1 as shown in the external view of the drive shaft component in FIG. 1 to adjust the weight balance in the circumferential direction. In the figure, 3 is a joint part, and 4 is a joint part. Typical methods of mounting the balance weight 2 include spot welding shown in FIG. 2A, projection welding shown in FIG. In the figure, 5 is an electrode tip, and 8 is a protrusion shape provided on the balance weight. However, no matter which method is used, a torsional fatigue test corresponding to the repeated transmission of the driving force is performed.
As shown in (a), fatigue cracks 6 may be observed near the balance weight. In particular, in the case of a fatigue test of a low strength material with TS <500 MPa, the fatigue crack 7 from the joint portion 3 determined the characteristics as shown in FIG.
As shown in FIG. 3A, the fatigue fracture when the material strength is increased and the cross-sectional area of the drive shaft is reduced to reduce the weight as described in JP-A-1-14267 is shown in FIG. Fatigue crack 6 becomes dominant, and torsional fatigue characteristics deteriorate, which is a major obstacle to weight reduction.
【０００３】また、実際に用いられているバランスウェ
イトは、駆動軸に密着させるため駆動軸外径に合わせた
湾曲を持たせる必要があること、特にプロジェクション
溶接の場合はバランスウェイトセンター部に突起形状８
を設ける必要があること等から、従来は請求項に規定し
た炭素当量にて０．１８未満の低強度、高加工性材料が
用いられている。In addition, it is necessary that the balance weight actually used has a curvature adapted to the outer diameter of the drive shaft in order to make it closely contact with the drive shaft. Particularly, in the case of projection welding, the balance weight has a protrusion on the center portion thereof. 8
Therefore, a low-strength, high-workability material having a carbon equivalent defined in the claims of less than 0.18 is conventionally used.
【０００４】[0004]
【発明が解決しようとする課題】本発明は上述の如く、
自動車駆動軸の軽量化を進めようとした場合特に問題と
なる、バランスウェイトの溶接部の耐ねじり疲労特性を
高めることにより、部品全体としてのねじり疲労特性を
向上させた高性能自動車推進軸を提供するものである。DISCLOSURE OF THE INVENTION The present invention is as described above.
Providing a high-performance automobile propulsion shaft with improved torsional fatigue characteristics of the entire component by increasing the torsional fatigue resistance of the welded part of the balance weight, which is especially problematic when trying to reduce the weight of vehicle drive shafts To do.
【０００５】[0005]
【課題を解決するための手段】本発明の要旨は、自動車
のエンジン推進力を車輪に伝える駆動軸において、回転
振れまわりを低減するためのバランスウェイトの炭素当
量（Ｃｅｑ＝Ｃ＋Ｓｉ／２４＋Ｍｎ／６＋Ｃｒ／５＋Ｍ
ｏ／４＋Ｎｉ／４０＋Ｖ／１４）を０．１８以上０．６
０以下とし、かつ、駆動軸用鋼管の炭素当量の０．５倍
以上とすることを特徴とするねじり疲労特性に優れた高
性能自動車推進軸である。The gist of the present invention is to provide a carbon equivalent of a balance weight (Ceq = C + Si / 24 + Mn / 6 + Cr /) for reducing rotational whirling in a drive shaft that transmits engine propulsive force of an automobile to wheels. 5 + M
o / 4 + Ni / 40 + V / 14) 0.18 or more 0.6
It is a high-performance automobile propulsion shaft having excellent torsional fatigue characteristics, which is set to 0 or less and 0.5 times or more the carbon equivalent of the steel pipe for a drive shaft.
【０００６】[0006]
【作用】バランスウェイトをスポット溶接あるいはプロ
ジェクション溶接によって取付けた部分は急熱・急冷を
受けることにより母材部とは違った金属微細組織を呈す
とともに、幾何学形状由縁の応力集中部を生じ、駆動軸
部品のねじり疲労試験を実施するとバランスウェイト取
付け部近傍からの疲労破壊が認められる場合があった。
特に、材料強度を高め駆動軸鋼管部分の板厚を下げてい
った駆動軸を試作し、現在実車で使用されているより軽
量化を進めた駆動軸の疲労特性を詳細に検討したとこ
ろ、疲労破壊の発生部位はバランスウェイト取付け部分
に集中することが認められた。[Operation] The part where the balance weight is attached by spot welding or projection welding exhibits a metal microstructure different from the base metal part when it is subjected to rapid heating / cooling, and a stress concentration part due to the geometrical shape is generated, which drives the balance weight. When a torsional fatigue test was performed on a shaft component, fatigue fracture from the vicinity of the balance weight attachment part was sometimes observed.
In particular, we made a prototype of a drive shaft with increased material strength and a reduced thickness of the drive shaft steel pipe part, and examined the fatigue characteristics of the drive shaft currently used in the actual vehicle, which is lighter in weight. It was confirmed that the fractured parts were concentrated on the balance weight attachment part.
【０００７】そこで、バランスウェイトの化学組成の効
果について詳細に検討を行なった。炭素当量（Ｃｅｑ）
をＣ＋Ｓｉ／２４＋Ｍｎ／６＋Ｃｒ／５＋Ｍｏ／４＋Ｎ
ｉ／４０＋Ｖ／１４と規定し、現在用いられている低炭
素当量（０．１８未満）のバランスウェイトと、炭素当
量が０．１８以上のバランスウェイトを薄肉の駆動軸に
取付けた場合のねじり疲労特性を比較すると、破断部位
は、バランスウェイトにいずれの材料を用いた場合も、
バランスウェイト近くからの疲労割れ６（図３）からで
あるが、炭素当量が０．１８以上のバランスウェイトを
使用した場合に疲労寿命の大幅な改善が認められた。こ
れは、バランスウェイト側に低炭素当量材料を使用した
場合に、高強度化した駆動軸用鋼管の母材強度に比べ低
い硬さの組織を割れ基点近くに生じるのに対して、炭素
当量を０．１８以上のバランスウェイトを取付けた破断
部基点近傍の組織が駆動軸母材部以上の高い硬さを保っ
ており、バランスウェイト接合部近傍の軟化組織の形成
を回避することによる早期疲労破壊発生が回避できたと
考えられる。Therefore, the effect of the chemical composition of the balance weight was examined in detail. Carbon equivalent (Ceq)
C + Si / 24 + Mn / 6 + Cr / 5 + Mo / 4 + N
i / 40 + V / 14, torsional fatigue when a low-carbon equivalent (less than 0.18) balance weight currently used and a balance weight with a carbon equivalent of 0.18 or more are attached to a thin drive shaft. Comparing the characteristics, the fractured part, whichever material is used for the balance weight,
From the fatigue crack 6 (FIG. 3) near the balance weight, it was found that the fatigue life was significantly improved when the balance weight having a carbon equivalent of 0.18 or more was used. This is because when a low carbon equivalent material is used on the balance weight side, a structure with a hardness lower than the strength of the base metal of the drive shaft steel pipe with increased strength is generated near the crack base point, whereas the carbon equivalent is reduced. Premature fatigue fracture by avoiding the formation of softening structure near the joint of the balance weight because the structure near the fracture base point where the balance weight of 0.18 or more is attached maintains the hardness higher than that of the drive shaft base material. It is thought that the occurrence could be avoided.
【０００８】そこで、ねじり疲労特性の改善を加味する
とバランスウェイトの炭素当量は０．１８以上が必要で
ある。そして、さらに駆動軸の強度を特に高め、駆動軸
鋼管部分の炭素当量も大幅に高めた場合は、ねじり疲労
特性改善のため、バランスウェイトの炭素当量を０．１
８より高くする必要がある。さらに詳細に検討した結
果、バランスウェイトの炭素当量は駆動軸の炭素当量の
０．５倍以上とした場合に、より疲労寿命の長時間化が
認められた。Therefore, in consideration of the improvement of the torsional fatigue characteristics, the carbon equivalent of the balance weight must be 0.18 or more. When the strength of the drive shaft is further increased and the carbon equivalent of the steel pipe portion of the drive shaft is also significantly increased, the carbon equivalent of the balance weight is set to 0.1 to improve the torsional fatigue characteristics.
Must be higher than 8. As a result of further detailed examination, it was confirmed that the fatigue life was extended when the carbon equivalent of the balance weight was 0.5 times or more the carbon equivalent of the drive shaft.
【０００９】このようなことから、バランスウェイトの
炭素当量は０．１８以上で、かつ駆動軸の炭素当量の
０．５倍以上とする。一方、炭素当量０．６０を超える
と、スポット溶接条件においては焼き割れ等が懸念され
るため、バランスウェイトの炭素当量の上限を０．６０
とした。少量の特殊な駆動軸に対しては、少量のバラン
スウェイトの成分選択は難かしさを生じるが、一つの方
法として、駆動軸と同一成分の素材を用いる方法も有効
である。また、炭素当量式に含まれていない元素、たと
えば、Ｎｂ，Ｂ，Ｔｉ等を添加したバランスウェイトに
ついての場合についても本発明の請求範囲をみたせば、
同様の効果が得られる。Therefore, the carbon equivalent of the balance weight is 0.18 or more and 0.5 times or more of the carbon equivalent of the drive shaft. On the other hand, if the carbon equivalent exceeds 0.60, there is a fear of quench cracking or the like under spot welding conditions, so the upper limit of the carbon equivalent of the balance weight is set to 0.60.
And Although it is difficult to select a small amount of balance weight components for a small amount of special drive shafts, one method is to use a material having the same components as the drive shafts. Further, in the case of a balance weight added with an element not included in the carbon equivalent formula, for example, Nb, B, Ti, etc.
The same effect can be obtained.
【００１０】[0010]
【実施例】表１に本発明のねじり疲労特性に優れた高性
能自動車駆動軸および、比較例を示す。いずれも外径６
０．５mm×肉厚１．６mmの鋼管部分に、板厚２．０mm×
２０mm×２０mmのバランスウェイトをスポット溶接によ
って取付けた自動車駆動軸に対して、ねじり疲労試験を
実施した場合の疲労寿命を示す。EXAMPLES Table 1 shows a high performance automobile drive shaft of the present invention having excellent torsional fatigue characteristics and a comparative example. Outer diameter is 6
0.5 mm x 1.6 mm thick steel pipe, 2.0 mm x plate thickness
The fatigue life when a torsional fatigue test is carried out on an automobile drive shaft to which a 20 mm × 20 mm balance weight is attached by spot welding is shown.
【００１１】[0011]
【表１】 [Table 1]
【００１２】実施例Ａ，Ｂ，Ｃおよび比較例Ｊは引張強
度５００MPa 級の駆動軸用鋼管を使用した例であり、９
０kgf-m のトルクをかけた場合の疲労寿命で、バランス
ウェイトに鋼管と同じ鋼（共金）を用いた場合（鋼種
Ａ）の疲労寿命を１とすると、本発明範囲の炭素当量の
バランスウェイトを用いることにより、約８割以上の疲
労寿命が得られている。これに対して比較例Ｊのバラン
スウェイトは従来通りの炭素当量であり、かつ駆動軸鋼
管部分の炭素当量の０．５倍以下であるため疲労寿命が
半分以下と低くなっている。Examples A, B and C and Comparative Example J are examples using a steel pipe for drive shaft having a tensile strength of 500 MPa.
Assuming that the fatigue life when a torque of 0 kgf-m is applied and the same steel as the steel pipe (common metal) is used for the balance weight (steel type A) is 1, the balance weight of the carbon equivalent of the present invention range The fatigue life of about 80% or more is obtained by using. On the other hand, the balance weight of Comparative Example J has a conventional carbon equivalent and is 0.5 times or less the carbon equivalent of the drive shaft steel pipe portion, so that the fatigue life is reduced to half or less.
【００１３】実施例Ｄ，Ｅおよび比較例Ｈ，Ｋは引張強
度７００MPa 級の駆動軸用鋼管を使用した例であり、１
１５kgf-m のトルクをかけた場合の疲労寿命で、バラン
スウェイトに鋼管と同じ鋼（共金）を用いた場合（鋼種
Ｄ）の疲労寿命を１とすると、本発明範囲の炭素当量の
バランスウェイトを用いることにより、約８割以上の疲
労寿命が得られている。それに対して、比較例Ｈ，Ｋで
は従来レベルの炭素当量あるいは、駆動軸鋼管部分の炭
素当量の０．５倍以下の炭素当量のバランスウェイトを
用いており、疲労寿命が半分以下と大きく落ち込んでい
る。Examples D and E and Comparative Examples H and K are examples in which a steel pipe for drive shaft having a tensile strength of 700 MPa is used.
Assuming that the fatigue life when a torque of 15 kgf-m is applied and the balance weight is the same steel (steel alloy) as the steel pipe (steel type D) is 1, the carbon equivalent balance weight in the range of the present invention The fatigue life of about 80% or more is obtained by using. On the other hand, in Comparative Examples H and K, the balance weight having the carbon equivalent of the conventional level or the carbon equivalent of 0.5 times or less of the carbon equivalent of the drive shaft steel pipe portion is used, and the fatigue life is greatly reduced to half or less. There is.
【００１４】実施例Ｆ，Ｇおよび比較例Ｉ，Ｌは引張強
度７８０MPa 級の駆動軸用鋼管を使用した例であり、１
３０kgf-m のトルクをかけた場合の疲労寿命で、バラン
スウェイトに鋼管と同じ鋼（共金）を用いた場合（鋼種
Ｆ）の疲労寿命を１とすると、本発明範囲の炭素当量の
バランスウェイトを用いることにより、約８割以上の疲
労寿命が得られている。それに対して、比較例Ｉ，Ｌで
は従来レベルの炭素当量あるいは、駆動軸鋼管部分の炭
素当量の０．５倍以下の炭素当量のバランスウェイトを
用いており、疲労寿命が半分以下と大きく落ち込んでい
る。図４には、本実施例と、比較例と本発明の請求範囲
との関係を示している。Examples F and G and Comparative Examples I and L are examples in which a steel pipe for drive shaft having a tensile strength of 780 MPa was used.
If the fatigue life when a torque of 30 kgf-m is applied and the same steel as the steel pipe (co-metal) is used for the balance weight (steel type F) is 1, the balance weight of the carbon equivalent of the present invention range The fatigue life of about 80% or more is obtained by using. On the other hand, in Comparative Examples I and L, the balance weight having the carbon equivalent of the conventional level or the carbon equivalent of 0.5 times or less of the carbon equivalent of the drive shaft steel pipe portion is used, and the fatigue life is greatly reduced to half or less. There is. FIG. 4 shows the relationship between the present example, the comparative example, and the claims of the present invention.
【００１５】[0015]
【発明の効果】自動車のエンジン推進力を車輪に伝える
駆動軸において、回転振れまわりを低減するためのバラ
ンスウェイトの炭素当量（Ｃｅｑ＝Ｃ＋Ｓｉ／２４＋Ｍ
ｎ／６＋Ｃｒ／５＋Ｍｏ／４＋Ｎｉ／４０＋Ｖ／１４）
を０．１８以上０．６０以下とすること、かつ、駆動軸
用鋼管の炭素当量の０．５倍以上とすることにより、ね
じり疲労特性を低下させていたバランスウェイト取付け
部からの疲労破壊発生を回避し、部品としてのねじり疲
労特性を向上させることができる。その結果、実使用応
力の上昇が可能であり、自動車推進軸の軽量化が可能で
ある。The carbon equivalent of the balance weight (Ceq = C + Si / 24 + M) for reducing the whirling of the drive shaft that transmits the engine propulsive force of the automobile to the wheels.
n / 6 + Cr / 5 + Mo / 4 + Ni / 40 + V / 14)
Of 0.18 or more and 0.60 or less, and 0.5 times or more of the carbon equivalent of the steel pipe for a drive shaft, the fatigue fatigue generation from the balance weight attachment part that deteriorated the torsional fatigue characteristics. It is possible to avoid the above and improve the torsional fatigue characteristics as a component. As a result, the stress in actual use can be increased, and the weight of the automobile propulsion shaft can be reduced.
【図１】代表的な自動車推進軸の構造を示す図。FIG. 1 is a diagram showing a structure of a typical automobile propulsion shaft.
【図２】推進軸にバランスウェイトを取付けるスポット
溶接（ａ）とプロジェクション溶接（ｂ）の概要を示す
図。FIG. 2 is a view showing an outline of spot welding (a) and projection welding (b) for attaching a balance weight to a propelling shaft.
【図３】（ａ），（ｂ）は駆動軸に対して主要な性能評
価であるねじり疲労試験を実施した場合の疲労破壊発生
位置を示す図。3 (a) and 3 (b) are diagrams showing a fatigue fracture occurrence position when a torsional fatigue test, which is a main performance evaluation, is performed on a drive shaft.
【図４】本発明の請求範囲と実施例、比較例の関係を示
す図。FIG. 4 is a diagram showing the relationship between the claims of the present invention and Examples and Comparative Examples.
１ 鋼管 ２ バランスウェイト ３ 接合部分 ４ ジョイント部品 ５ 電極チップ ６ バランスウェイト近くからの疲労割れ ７ 接合部分からの疲労割れ ８ 突起形状 1 Steel pipe 2 Balance weight 3 Joint part 4 Joint part 5 Electrode tip 6 Fatigue crack near the balance weight 7 Fatigue crack from joint part 8 Projection shape
Claims (1)
駆動軸において、回転振れまわりを低減するためのバラ
ンスウェイトの炭素当量（Ｃｅｑ＝Ｃ＋Ｓｉ／２４＋Ｍ
ｎ／６＋Ｃｒ／５＋Ｍｏ／４＋Ｎｉ／４０＋Ｖ／１４）
を０．１８以上０．６０以下とし、かつ、駆動軸用鋼管
の炭素当量の０．５倍以上とすることを特徴とするねじ
り疲労特性に優れた高性能自動車推進軸。1. A carbon equivalent of a balance weight (Ceq = C + Si / 24 + M) for reducing rotational whirling in a drive shaft for transmitting an engine propulsive force of an automobile to wheels.
n / 6 + Cr / 5 + Mo / 4 + Ni / 40 + V / 14)
Of 0.18 or more and 0.60 or less and 0.5 times or more of the carbon equivalent of the steel pipe for a drive shaft, which is a high-performance automobile propulsion shaft having excellent torsional fatigue characteristics.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12973793A JPH06341422A (en) | 1993-05-31 | 1993-05-31 | High performance automobile drive shaft excellent in torsional fatigue characteristic |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12973793A JPH06341422A (en) | 1993-05-31 | 1993-05-31 | High performance automobile drive shaft excellent in torsional fatigue characteristic |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH06341422A true JPH06341422A (en) | 1994-12-13 |
Family
ID=15016965
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12973793A Withdrawn JPH06341422A (en) | 1993-05-31 | 1993-05-31 | High performance automobile drive shaft excellent in torsional fatigue characteristic |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH06341422A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7316143B2 (en) | 2004-05-07 | 2008-01-08 | Sumitomo Metal Industries, Ltd. | Seamless steel tubes and method for producing the same |
| US8070890B2 (en) | 2005-03-25 | 2011-12-06 | Sumitomo Metal Industries, Ltd. | Induction hardened hollow driving shaft |
| JP2014181551A (en) * | 2013-03-21 | 2014-09-29 | Nippon Steel & Sumitomo Metal | Recessed steel pipe joint, joint steel pipe, and joint method of steel pipe |
-
1993
- 1993-05-31 JP JP12973793A patent/JPH06341422A/en not_active Withdrawn
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7316143B2 (en) | 2004-05-07 | 2008-01-08 | Sumitomo Metal Industries, Ltd. | Seamless steel tubes and method for producing the same |
| US8070890B2 (en) | 2005-03-25 | 2011-12-06 | Sumitomo Metal Industries, Ltd. | Induction hardened hollow driving shaft |
| JP2014181551A (en) * | 2013-03-21 | 2014-09-29 | Nippon Steel & Sumitomo Metal | Recessed steel pipe joint, joint steel pipe, and joint method of steel pipe |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Withdrawal of application because of no request for examination |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 20000801 |