JPS6315053Y2 - - Google Patents
Info
- Publication number
- JPS6315053Y2 JPS6315053Y2 JP1982011102U JP1110282U JPS6315053Y2 JP S6315053 Y2 JPS6315053 Y2 JP S6315053Y2 JP 1982011102 U JP1982011102 U JP 1982011102U JP 1110282 U JP1110282 U JP 1110282U JP S6315053 Y2 JPS6315053 Y2 JP S6315053Y2
- Authority
- JP
- Japan
- Prior art keywords
- propeller shaft
- companion flange
- torque
- shaft
- spline
- 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.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 description 12
- 230000002159 abnormal effect Effects 0.000 description 9
- 229910000831 Steel Inorganic materials 0.000 description 5
- 239000010959 steel Substances 0.000 description 5
- 239000000463 material Substances 0.000 description 4
- 239000004809 Teflon Substances 0.000 description 2
- 229920006362 Teflon® Polymers 0.000 description 2
- 239000011248 coating agent Substances 0.000 description 2
- 238000000576 coating method Methods 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000010079 rubber tapping Methods 0.000 description 1
Landscapes
- Motor Power Transmission Devices (AREA)
Description
【考案の詳細な説明】
この考案はプロペラシヤフトと、それにスプラ
イン結合されるコンパニオンフランジとの間で生
じる異音を低減させる装置に関する。DETAILED DESCRIPTION OF THE INVENTION This invention relates to a device for reducing noise generated between a propeller shaft and a companion flange spline-coupled thereto.
回転力伝達装置としてのプロペラシヤフトは駆
動源の回転力を従動側に伝達するのに使用され
る。たとえば、前部エンジンの回転力を後部の駆
動輪に伝えて走行する自動車では、トルク変動や
高速回転時に発生する偏肉による回転バランスの
変動等による不都合を防ぐと共に、ねじり強度や
曲げ剛性が十分大きくなるよう、中空鋼管を使用
したプロペラシヤフトを用いている。しかも、プ
ロペラシヤフトは、エンジン側と駆動車軸側の減
速歯車装置との相対位置の変化による長さと角度
の変動に対応するよう、複数の自在継手やすべり
継手を備える。このようなプロペラシヤフトは少
なくとも２つの自在継手を有したものが多いが、
特に、近年、自動車は高速化にともない騒音低減
と危険回転数に対する対策上、３つの自在継手を
持つたプロペラシヤフトが増加している。第１図
に示すように、３継手型プロペラシヤフト１は駆
動側と従動側とに２分割され、その駆動側プロペ
ラシヤフト２と従動側プロペラシヤフト３とを第
３の自在継手４で連結すると共に、駆動側プロペ
ラシヤフトの一端を中間軸受５を用いて車体Ｂに
支持させている。このため、駆動側プロペラシヤ
フト２の一端には第３の自在継手４のヨーク４０
１がコンパニオンフランジ７を介してスプライン
結合され、これにより駆動側プロペラシヤフト２
の回転力が図示しない後車輪と共に変動する従動
側プロペラシヤフト３にスムーズに伝達される。
しかし、このスプライン結合部は、第２図に示す
ように、駆動側プロペラシヤフト２のスプライン
部８とコンパニオンフランジ７のスプライン部９
との間にバツクラツシユδを有するため、この駆
動側プロペラシヤフト２が伝導トルクＴを受けて
回転する際、両スプライン部８，９間でたたき合
が起り、異音発生の１つの原因となつている。通
常、駆動側プロペラシヤフト２の伝導トルクＴを
コンパニオンフランジ７を介し従動側プロペラシ
ヤフト３にスムーズに伝達するため、両者は軸方
向にボルト６により締付けられ、相対的なガタを
除去されている。この軸方向への締付けにより生
じる両者間の摩擦力は締付け力と、両者間の摩擦
係数とにより定まる。通常、この摩擦力による軸
まわりのトルクよりも大きな伝導トルクＴを駆動
側プロペラシヤフト２は受けるが、この摩擦力に
よるトルクが大きいほど伝導トルクＴにより生じ
る両者間のすべりの発生時点が遅れることにな
る。これに対し、摩擦力が小さければ、摩擦力に
よるトルクの値も小さく、所定の伝導トルクＴを
受けた際、早い時点で両者間にすべりが生じ、バ
ツクラツシユδ分だけ、相対的な回転が生じ、そ
の時点より、両スプライン部８，９を介して、伝
導トルクＴがコンパニオンフランジ側の従動側プ
ロペラシヤフト３に伝わる。このような、駆動側
プロペラシヤフトとコンパニオンフランジとの両
スプライン部８，９がたたき合う時点での衝撃エ
ネルギ（異音発生レベルに対応する）は、摩擦力
が大きい場合ほど、結果として大きくなる。この
ため、駆動側プロペラシヤフト２とコンパニオン
フランジ７とのガタを除去するよう両者をボルト
により軸方向に締付ける場合において、両者間の
摩擦力を低く押えれば異音発生レベルを低減でき
ることが推測される。 A propeller shaft as a rotational force transmission device is used to transmit the rotational force of a drive source to a driven side. For example, in a car that runs by transmitting the rotational force of the front engine to the rear drive wheels, it is necessary to prevent problems such as fluctuations in rotational balance due to torque fluctuations and uneven thickness that occur during high-speed rotation, and to ensure sufficient torsional strength and bending rigidity. To increase its size, it uses a propeller shaft made of hollow steel tubes. Moreover, the propeller shaft is provided with a plurality of universal joints and slip joints to accommodate changes in length and angle due to changes in the relative positions of the reduction gear device on the engine side and the drive axle side. Many of these propeller shafts have at least two universal joints,
In particular, in recent years, as automobiles have become faster, propeller shafts with three universal joints have been increasing in order to reduce noise and prevent dangerous rotational speeds. As shown in FIG. 1, a three-joint type propeller shaft 1 is divided into two parts, a driving side and a driven side, and the driving side propeller shaft 2 and the driven side propeller shaft 3 are connected by a third universal joint 4. , one end of the drive side propeller shaft is supported by the vehicle body B using an intermediate bearing 5. Therefore, the yoke 40 of the third universal joint 4 is attached to one end of the drive side propeller shaft 2.
1 is spline-coupled via a companion flange 7, and thereby the drive side propeller shaft 2
The rotational force is smoothly transmitted to the driven propeller shaft 3, which moves together with the rear wheels (not shown).
However, as shown in FIG.
Since there is a backlash δ between the two spline parts 8 and 9, when the drive-side propeller shaft 2 rotates in response to the transmitted torque T, a collision occurs between the spline parts 8 and 9, which is one of the causes of abnormal noise. There is. Normally, in order to smoothly transmit the transmission torque T of the driving propeller shaft 2 to the driven propeller shaft 3 via the companion flange 7, both are tightened with bolts 6 in the axial direction to eliminate relative looseness. The frictional force between the two caused by this axial tightening is determined by the tightening force and the coefficient of friction between the two. Normally, the drive-side propeller shaft 2 receives a transmission torque T that is larger than the torque around the shaft due to this frictional force, but the larger the torque due to this frictional force, the later the time point at which the slippage between the two caused by the transmission torque T occurs is delayed. Become. On the other hand, if the frictional force is small, the value of the torque due to the frictional force is also small, and when a predetermined transmission torque T is received, slippage occurs between the two at an early point, and relative rotation occurs by the amount of the backlash δ. From that point on, the transmission torque T is transmitted to the driven propeller shaft 3 on the companion flange side via both spline parts 8 and 9. The impact energy (corresponding to the noise generation level) at the time when the spline portions 8 and 9 of the drive side propeller shaft and the companion flange strike each other becomes larger as the frictional force is larger. Therefore, when tightening the drive-side propeller shaft 2 and the companion flange 7 in the axial direction with bolts to eliminate looseness between them, it is assumed that the level of noise generation can be reduced by keeping the frictional force between them low. Ru.
この考案はプロペラシヤフトとコンパニオンフ
ランジとの間で生じる異音を低減できるプロペラ
シヤフトの異音低減装置を提供することを目的と
する。 The object of this invention is to provide a propeller shaft noise reduction device that can reduce the noise generated between the propeller shaft and the companion flange.
この考案によるプロペラシヤフトの異音低減装
置は、プロペラシヤフトとその一端に同心的にス
プライン結合するコンパニオンフランジとに、互
いが軸方向に押し合う押圧面をそれぞれ形成し、
この両者の押圧面に、少なくとも一方面間に摩擦
係数の低減処理の施されたワツシヤを装着し、両
押圧面間の摩擦力による軸まわりのトルクを低下
させる構成である。 The propeller shaft noise reduction device according to this invention includes pressing surfaces that press each other in the axial direction on the propeller shaft and a companion flange concentrically splined to one end of the propeller shaft,
A washer that has been treated to reduce the coefficient of friction is attached between at least one surface of both of the pressing surfaces, thereby reducing the torque around the shaft due to the frictional force between the two pressing surfaces.
このような装置を用いると、プロペラシヤフト
とコンパニオンフランジとの両押圧面間はボルト
等により軸方向に締付けられても、両押圧面間は
摩擦係数の小さいワツシヤの作用により、摩擦力
が小さく、すべりを生じ易い。このため、所定の
伝導トルクを受けたプロペラシヤフトはこのトル
クをコンパニオンフランジに伝達する際、早い時
点ですべりを生じ、両者のスプライン部を介して
のトルクの伝達を行なうことになり、両スプライ
ン部間でのたたき合いによる異音の発生レベルは
低く押えられる。 When such a device is used, even if the pressing surfaces of the propeller shaft and companion flange are tightened in the axial direction with bolts, etc., the frictional force between the pressing surfaces is small due to the action of the washers with a small coefficient of friction. Easy to cause slippage. For this reason, when the propeller shaft receives a predetermined transmission torque and transmits this torque to the companion flange, it slips at an early point, and the torque is transmitted through the spline parts of both, and both spline parts The level of abnormal noise caused by the collision between the two can be kept low.
以下、この考案を添付図面と共に説明する。 This invention will be explained below with reference to the accompanying drawings.
第３図にはこの考案の一実施例としてのプロペ
ラシヤフトの異音低減装置（以後単に異音低減装
置と記す）１０を示した。この異音低減装置１０
は自動車用の３継手型プロペラシヤフト１１に装
着されている。この３継手型プロペラシヤフト１
１は図示しないエンジン側と中間軸受１２とに枢
支された駆動側プロペラシヤフト（以後単にプロ
ペラシヤフトと記す）１３と、このプロペラシヤ
フトと図示しない後部駆動軸側の減速歯車装置と
に枢支された従動側プロペラシヤフト１４とに２
分割されている。両プロペラシヤフト１３，１４
間は第３の自在継手（第１および第２の自在継手
は図示せず）１５で連結され、これによりプロペ
ラシヤフト１３の伝導トルクＴを上下動する従動
側プロペラシヤフト１４側にスムーズに伝達する
よう構成される。なお、第３図中、符号２６は中
間軸受１２を車体Ｂ側に弾性体２７を介し連結支
持する防振支持体である。 FIG. 3 shows a propeller shaft noise reduction device (hereinafter simply referred to as the noise reduction device) 10 as an embodiment of this invention. This abnormal noise reduction device 10
is attached to a three-joint type propeller shaft 11 for an automobile. This 3 joint type propeller shaft 1
Reference numeral 1 denotes a drive side propeller shaft (hereinafter simply referred to as propeller shaft) 13 which is pivotally supported on the engine side (not shown) and an intermediate bearing 12, and a reduction gear device (not shown) on the rear drive shaft side. driven side propeller shaft 14 and 2
It is divided. Both propeller shafts 13, 14
They are connected by a third universal joint 15 (the first and second universal joints are not shown), thereby smoothly transmitting the transmission torque T of the propeller shaft 13 to the driven propeller shaft 14 that moves up and down. It is configured like this. In addition, in FIG. 3, reference numeral 26 is a vibration-proofing support that connects and supports the intermediate bearing 12 to the vehicle body B side via an elastic body 27.
自在継手１５はプロペラシヤフト１３側の駆動
側ヨーク（以後単にヨークと記す）１６と、従動
側プロペラシヤフト１４の従動側ヨーク１７と、
両ヨークを連結する十字軸１８とで形成される。
この内のヨーク１６は、これとボルト止めされる
コンパニオンフランジ１９を介してプロペラシヤ
フト１３に連結される。即ち、プロペラシヤフト
１３は中空鋼管部１３１と、この中空鋼管部の一
端に固着される連結軸部１３２とで形成される。
この連結軸部１３２はその中央に中間軸受１２を
嵌着する。そして、中央と端部との間の外周面に
は、プロペラシヤフト１３の中心線の方向、即
ち、軸方向Ａに長い断面インボリユート型のスプ
ラインが一様にスプライン部２０として形成され
る（第５図参照）。このスプライン部２０にはコ
ンパニオンフランジ１９のスプライン部２１が外
嵌され、しかも、連結軸部１３２の先端のねじ部
１３３にナツト２２が締付けられることにより、
プロペラシヤフト１３側とコンパニオンフランジ
１９とが連結される。この場合、コンパニオンフ
ランジ１９のボス部１９１の一端に形成された押
圧面２３は第１ワツシヤ２２を介し、中間軸受１
２のインナレース１２１の側面１２２に押圧され
る。同じく、ボス部１９１の他端に形成された押
圧面２４は第２ワツシヤ２５を介し、ナツト２２
の底面２２１に押圧される。即ち、ナツト２２の
締付けにより、ナツト２２の軸方向Ａへの押圧力
は第２ワツシヤ２５、ボス部１９１、第１ワツシ
ヤ２２、インナレース１２１、および、連結軸部
１３２の段面１３４にと順次伝わり、連結軸部１
３２とコンパニオンフランジ１９とは互いに軸方
向Ａに押圧され互いの軸方向Ａのガタを除かれ
る。 The universal joint 15 connects a driving side yoke (hereinafter simply referred to as yoke) 16 on the propeller shaft 13 side, a driven side yoke 17 on the driven side propeller shaft 14,
It is formed by a cross shaft 18 that connects both yokes.
Of these, the yoke 16 is connected to the propeller shaft 13 via a companion flange 19 bolted thereto. That is, the propeller shaft 13 is formed of a hollow steel pipe section 131 and a connecting shaft section 132 fixed to one end of the hollow steel pipe section.
The intermediate bearing 12 is fitted into the center of this connecting shaft portion 132 . On the outer circumferential surface between the center and the end portions, splines having an involute cross section that are long in the direction of the center line of the propeller shaft 13, that is, in the axial direction A, are uniformly formed as spline portions 20 (fifth spline portion 20). (see figure). The spline portion 21 of the companion flange 19 is fitted onto the spline portion 20, and the nut 22 is tightened to the threaded portion 133 at the tip of the connecting shaft portion 132.
The propeller shaft 13 side and the companion flange 19 are connected. In this case, the pressing surface 23 formed at one end of the boss portion 191 of the companion flange 19 is applied to the intermediate bearing 1 through the first washer 22.
It is pressed against the side surface 122 of the inner race 121 of No. 2. Similarly, the pressing surface 24 formed at the other end of the boss portion 191 is pressed against the nut 22 via the second washer 25.
is pressed against the bottom surface 221 of. That is, by tightening the nut 22, the pressing force of the nut 22 in the axial direction A is sequentially applied to the second washer 25, the boss portion 191, the first washer 22, the inner race 121, and the stepped surface 134 of the connecting shaft portion 132. Transmission, connection shaft part 1
32 and the companion flange 19 are pressed against each other in the axial direction A, and play in the axial direction A between them is removed.
ここで使用される第１、第２ワツシヤ２２，２
５は、共に、その両面をテフロンコーテング
（0.1乃至0.4mm前後）処理されており、一般スチ
ールの摩擦係数（μ≒0.30〜0.35）よりその摩擦
係数を低減させている。なお、ワツシヤは摩擦係
数の低い素材を用いて作つてもよく、スチール材
の表面にテフロンコーテイングに代え、他の高分
子系材をコーテイングしたもの、他の摩擦係数の
低い材料を焼付け、あるいは吹き付けたものも使
用される。 The first and second washers 22, 2 used here
Both sides of No. 5 are treated with Teflon coating (approximately 0.1 to 0.4 mm), and the friction coefficient is lower than that of general steel (μ≈0.30 to 0.35). Note that washers may be made using materials with a low coefficient of friction; instead of Teflon coating, the surface of the steel material may be coated with other polymeric materials, or other materials with a low coefficient of friction may be baked or sprayed. also used.
第３図に示した異音低減装置１０を３継手型プ
ロペラシヤフト１１の作動と共に説明する。ま
ず、プロペラシヤフト１３に図示しないエンジン
より発進時における過大な伝導トルクＴが伝達さ
れる。すると、プロペラシヤフト１３と一体的に
ナツト２２、および、中間軸受のインナレース１
２１が軸まわり（中心線まわり）に回転を始め
るが、一方の従動側プロペラシヤフト１４に自在
継手１５を介し連結しているコンパニオンフラン
ジ１９は、この従動側より負荷を受けているた
め、回転を阻止するよう働く。この時、コンパニ
オンフランジ１９の押圧面２３はプロペラシヤフ
ト側の押圧面であるインナレースの側面１２２に
第１ワツシヤ２２を介し押圧されている。また、
コンパニオンフランジ１９の他方の押圧面２４は
プロペラシヤフト側の押圧面であるナツトの底面
２２１に第２ワツシヤ２５を介し押圧され、これ
ら両押圧面間には摩擦力がそれぞれ働き、これに
よる軸まわりトルク（以後単に摩擦トルクと記
す）Tfの伝達が行なわれ得る状態にある（第４
図参照）。しかし、この摩擦トルクTfは第１、第
２ワツシヤ２２，２５の摩擦係数が小さいため、
この両ワツシヤの無い場合と比較し大幅に小さい
値となつており、比較的大きな伝導トルクＴを受
けると両押圧面間にはすべりが生じる。これによ
り、コンパニオンフランジ１９のスプライン部２
１に対し、プロペラシヤフト１のスプライン部２
０が相対的に軸まわりにバツクラツシユδ（第５
図参照）分回転し、以後、両スプライン部２０，
２１は両スプライン面を当接した状態で一体的に
回転し、プロペラシヤフトの伝導トルクＴを従動
側プロペラシヤフト１４に伝えることができる。 The noise reduction device 10 shown in FIG. 3 will be explained together with the operation of the three-joint propeller shaft 11. First, an excessive transmission torque T at the time of starting is transmitted to the propeller shaft 13 from an engine (not shown). Then, the nut 22 and the inner race 1 of the intermediate bearing are removed integrally with the propeller shaft 13.
21 begins to rotate around the axis (around the center line), but the companion flange 19, which is connected to one driven side propeller shaft 14 via the universal joint 15, receives a load from this driven side, so it does not rotate. work to prevent it. At this time, the pressing surface 23 of the companion flange 19 is pressed against the side surface 122 of the inner race, which is the pressing surface on the propeller shaft side, via the first washer 22. Also,
The other pressing surface 24 of the companion flange 19 is pressed against the bottom surface 221 of the nut, which is the pressing surface on the propeller shaft side, via the second washer 25, and frictional force acts between these two pressing surfaces, resulting in a torque around the axis. (hereinafter simply referred to as friction torque) is in a state where Tf can be transmitted (fourth
(see figure). However, this friction torque Tf has a small friction coefficient of the first and second washers 22 and 25, so
This value is significantly smaller than that in the case without both washers, and when a relatively large transmission torque T is applied, slipping occurs between the two pressing surfaces. As a result, the spline portion 2 of the companion flange 19
1, the spline part 2 of the propeller shaft 1
0 is relatively bumpy around the axis δ (5th
(see figure), and then both spline parts 20,
21 rotates integrally with both spline surfaces in contact with each other, and can transmit the transmission torque T of the propeller shaft to the driven propeller shaft 14.
このように、第３図に示した異音低減装置１０
を用いると、プロペラシヤフト１３とコンパニオ
ンフランジ１９との各押圧面間の摩擦トルクTf
が小さくなり、プロペラシヤフト１３は伝導トル
クＴを受けると、コンパニオンフランジ１９との
間のトルク差が生じないよう直ちにすべりを生じ
ることになる。これは、従来のように、摩擦トル
クが大きいために、一端プロペラシヤフトとコン
パニオンフランジとの間に相対的すべりが生じる
と、相対的なトルク差を除くよう、相対的なねじ
り運動が生じ、これにより両スプライン部間のた
たき音が大きくなるということを防止できる。こ
のように異音低減装置１０はプロペラシヤフト１
３とコンパニオンフランジ１９との両押圧面間を
早期に積極的にすべらせ、両者のスプライン部間
のたたき合いによる異音を低減させることができ
る。 In this way, the abnormal noise reduction device 10 shown in FIG.
When using, the friction torque Tf between each pressing surface of the propeller shaft 13 and companion flange 19
becomes smaller, and when the propeller shaft 13 receives the transmitted torque T, it immediately slips to prevent a torque difference between it and the companion flange 19. This is because when a relative slip occurs between the propeller shaft at one end and the companion flange as in the conventional case due to the large friction torque, a relative torsional movement occurs to eliminate the relative torque difference. This can prevent the tapping sound between both spline parts from becoming louder. In this way, the abnormal noise reduction device 10 is installed on the propeller shaft 1.
3 and companion flange 19 between the pressing surfaces at an early stage, it is possible to reduce abnormal noise caused by hitting each other between the spline portions of the two.
第３図に示した異音低減装置１０はコンパニオ
ンフランジのボス部１９１の両端に第１および第
２ワツシヤ２２，２５を装着した構成であつた
が、場合よつては片方に通常ワツシヤを用いても
よい。更に、第３図に示した異音低減装置１０は
３継手型プロペラシヤフト１１のプロペラシヤフ
ト１３とコンパニオンフランジ１９間の異音の低
減に利用されていたが、コンパニオンフランジを
備えたこの他のプロペラシヤフトにも適用可能で
ある。 The abnormal noise reduction device 10 shown in FIG. 3 has a structure in which first and second washers 22 and 25 are attached to both ends of the boss portion 191 of the companion flange, but in some cases, a normal washer may be used on one side. Good too. Further, the noise reduction device 10 shown in FIG. 3 has been used to reduce noise between the propeller shaft 13 and the companion flange 19 of the three-joint propeller shaft 11, but it can also be applied to other propellers equipped with a companion flange. It is also applicable to shafts.
第１図は従来のプロペラシヤフトの要部側面
図、第２図は第１図のＸ−Ｘ線拡大断面図、第３
図はの考案の一実施例としての異音低減装置を取
付けたプロペラシヤフトの要部断面図、第４図は
第３図に示した第２ワツシヤの断面および正面
図、第５図は第３図のＹ−Ｙ線断面図をそれぞれ
示している。
１０……異音低減装置、１３……プロペラシヤ
フト、１９……コンパニオンフランジ、２０，２
１……スプライン部、２２……第１ワツシヤ、２
３，２４……ボス部の両端の押圧面、２５……第
２ワツシヤ、１２２……側面、２２１……底面、
……中心線、Ａ……軸方向、Tf……摩擦トル
ク。
Figure 1 is a side view of main parts of a conventional propeller shaft, Figure 2 is an enlarged sectional view taken along the line X-X of Figure 1, and Figure 3
The figure is a cross-sectional view of a main part of a propeller shaft equipped with an abnormal noise reduction device as an embodiment of the invention, FIG. 4 is a cross-sectional and front view of the second washer shown in FIG. 3, and FIG. A sectional view taken along the Y-Y line in the figure is shown, respectively. 10... Abnormal noise reduction device, 13... Propeller shaft, 19... Companion flange, 20,2
1... Spline part, 22... First washer, 2
3, 24...Press surfaces at both ends of the boss portion, 25...Second washer, 122...Side surface, 221...Bottom surface,
...center line, A...axial direction, Tf...friction torque.
Claims (1)
イン結合するコンパニオンフランジとに、互いが
軸方向に押し合う押圧面をそれぞれ形成し、この
両者の押圧面間に、少なくとも一方面間に摩擦係
数の低減処理の施されたワツシヤを装着し、両押
圧面間の摩擦力による軸まわりのトルクを低下さ
せたプロペラシヤフトの異音低減装置。 The propeller shaft and the companion flange splined concentrically to one end thereof each form pressing surfaces that press against each other in the axial direction, and a friction coefficient reduction treatment is applied between at least one surface of the two pressing surfaces. A propeller shaft noise reduction device that is equipped with a washer that reduces the torque around the shaft due to the frictional force between both pressing surfaces.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1110282U JPS58113537U (en) | 1982-01-29 | 1982-01-29 | Propeller shaft noise reduction device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1110282U JPS58113537U (en) | 1982-01-29 | 1982-01-29 | Propeller shaft noise reduction device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58113537U JPS58113537U (en) | 1983-08-03 |
| JPS6315053Y2 true JPS6315053Y2 (en) | 1988-04-27 |
Family
ID=30023721
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1110282U Granted JPS58113537U (en) | 1982-01-29 | 1982-01-29 | Propeller shaft noise reduction device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58113537U (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5217930A (en) * | 1975-07-31 | 1977-02-10 | Nippon Gakki Seizo Kk | Ski bunning surface finishing method |
-
1982
- 1982-01-29 JP JP1110282U patent/JPS58113537U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5217930A (en) * | 1975-07-31 | 1977-02-10 | Nippon Gakki Seizo Kk | Ski bunning surface finishing method |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58113537U (en) | 1983-08-03 |
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