WO2016062537A1 - Längswellenanordnung für ein kraftfahrzeug - Google Patents
Längswellenanordnung für ein kraftfahrzeug Download PDFInfo
- Publication number
- WO2016062537A1 WO2016062537A1 PCT/EP2015/073009 EP2015073009W WO2016062537A1 WO 2016062537 A1 WO2016062537 A1 WO 2016062537A1 EP 2015073009 W EP2015073009 W EP 2015073009W WO 2016062537 A1 WO2016062537 A1 WO 2016062537A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- shaft
- joint part
- cage
- longitudinal
- longitudinal shaft
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
- F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
- F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
- F16D3/226—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts the groove centre-lines in each coupling part lying on a cylinder co-axial with the respective coupling part
- F16D3/227—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts the groove centre-lines in each coupling part lying on a cylinder co-axial with the respective coupling part the joints being telescopic
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
- F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
- F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
- F16D2003/22303—Details of ball cages
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
- F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
- F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
- F16D2003/2232—Elements arranged in the hollow space between the end of the inner shaft and the outer joint member
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S464/00—Rotary shafts, gudgeons, housings, and flexible couplings for rotary shafts
- Y10S464/904—Homokinetic coupling
- Y10S464/906—Torque transmitted via radially spaced balls
Definitions
- the present invention relates to a longitudinal shaft assembly for a motor vehicle, wherein at least a first shaft and a second shaft are provided, which are connected to each other via a ball synchronous pivot to connect a drive side of the motor vehicle with a driven side of the motor vehicle.
- the longitudinal shaft arrangement is regularly used to transmit torque from the drive (eg engine and / or transmission) to the output (eg differential, axle drive, transmission) of the motor vehicle, the longitudinal shaft arrangement extending in the direction of the vehicle.
- the longitudinal shaft arrangement transmits the torque to the rear wheels or, if the drive is arranged in the rear area, the driving force to the front wheels.
- Longitudinal shaft arrangements represent a rigid construction in the motor vehicle, which is to be interpreted in particular with regard to its crash behavior.
- An essential focus in the design of longitudinal shaft assemblies is therefore that no component of the longitudinal shaft assembly dissolves from the Lssenswellena- arrangement that it would penetrate other vehicle areas.
- parts of the longitudinal shaft arrangement penetrate into the passenger compartment and / or the fuel tank, whereby an additional injury sgefahr for vehicle occupants or fire hazard could occur due to escaping fuel.
- the longitudinal shaft arrangement absorbs deformation energy (only) to the extent intended, in particular continuously, during deformation in the event of a crash.
- Such longitudinal shaft assemblies have at least a first shaft and a second shaft, via which the torques of the drive of the motor vehicle are transmitted.
- the waves are connected to each other via a ball synchronous joint, preferably over a limited displacement range in an axial direction. Due to the displacement range of the ball-and-cage joint, the movements of individual components of the longitudinal shaft arrangement or the motor vehicle occurring in normal operation in the longitudinal direction of the vehicle (the axial direction) are compensated. In addition, by the ball constant velocity joint occurring in operation entanglement of the waves are balanced by diffraction of the ball constant velocity joint.
- the displacement region and the pivoting region of the longitudinal shaft arrangement are designed and limited to be application-specific.
- a range of displacement of the longitudinal wave arrangement of (in total) 30 mm to 65 mm [millimeters] can be assumed.
- a center bearing is provided regularly on the longitudinal shaft arrangement, which is arranged on at least one of the shafts.
- This central bearing which is necessary for guiding the longitudinal shaft arrangement, additionally serves to damp and reduce the vibrations occurring in the longitudinal shaft arrangement.
- Longitudinal shaft arrangements of the aforementioned type are to be interpreted in the respective application, in particular with regard to the driving force to be transmitted.
- Other parameters include: length of the longitudinal shaft assembly, space in the vehicle, weight of the motor vehicle, crash requirements.
- the object of the invention is therefore to at least partially solve the problems described with reference to the prior art and in particular to provide a longitudinal shaft arrangement which in a crash, in particular simulated by vehicle crash tests or component crash tests of the longitudinal shaft arrangement, a continuous recording of Allows deformation energy and in particular also space-saving and lightweight. Furthermore, in the event of a crash, a deflection of individual components of the longitudinal shaft arrangement is to be prevented and / or a secure collection of possibly occurring fragments of the components of the longitudinal shaft arrangement is to be achieved.
- the longitudinal shaft assembly for a motor vehicle comprises at least a first shaft and a second shaft, the first shaft having a pin with a first end and a second end, and further a Kugelrete Sammlungonneverschiebegelenk joint for connecting the first shaft to the second shaft, wherein an inner joint part of the ball tracking sliding joint is mounted on the second end and an outer joint part is disposed on the second shaft.
- the longitudinal shaft assembly comprises in particular a first shaft which is at least partially designed as a hollow shaft in order to have the greatest possible flexural rigidity and at the same time be able to transmit high torques, and is via a center bearing, in particular in the form of a rolling bearing, with the body connected, so that the longitudinal shaft assembly via the first shaft and the center bearing is supported on the body of the motor vehicle.
- the rolling bearing has an inner ring and an outer ring with rollers arranged therebetween, wherein the inner ring is arranged on the circumference of the first shaft.
- the outer ring of the rolling bearing is connected to the body of the motor vehicle.
- the rolling bearing is supported at least with its inner ring against a stop on the first shaft.
- the first wave continues in particular in the form of a pin, the end of which receives the inner joint part of the Kugelrete GmbHmaschinebegelenks.
- the Kugelrete GmbHmaschinebgelenk is with its outer joint part arranged a second wave, which at least partially continues as a hollow shaft, starting from a joint bottom of the ball synchronizing sliding joint, in the axial direction on.
- the cage Upon further displacement of the shafts (due to a very high axial force), the cage is widened and / or (finally even) exploded at least in the radial direction, whereby the cage and balls are retained by the first stop.
- the cage is normally seated in a joint, fixed by a spherical cap, axially frictionally engaged on the associated ball hub.
- the first shaft, together with the pin and the inner joint part fixed thereon, can then be pushed further through the joint bottom into the second shaft.
- a circumferential free space is provided in the end zone of the displacement region of the ball synchronization sliding joint in the outer joint part radially outside the cage.
- the cage when it abuts the first stop and the inner joint part relative to the cage is further displaced, be widened (elastically), wherein the cage is pressed into the radial clearance.
- the inner joint part can be released from the cage and further displaced along the axial direction relative to the cage and outer joint part.
- the cage is fixed and guided in the displacement area in the radial direction by the outer joint part (through the webs between the ball tracks). Only in the end zone and up to the first stop the free space is provided, in which the cage can escape as a result of the expansion by the inner joint part. In this area, therefore, the leadership of the cage is abandoned in the radial direction.
- the widening and / or detonation of the cage can take place under a predetermined force, so that, in particular, damage to other components of the longitudinal shaft arrangement is prevented.
- the crash behavior of the longitudinal shaft arrangement is thus preferably primarily set by an axial force in which the solution or separation of the inner joint part and outer joint part of the Kugel GmbHnnenverschiebegelenks occurs, in particular the cage is deformed and / or damaged so far that the balls no longer in the respective Tracks of inner joint part and Gelenkau- . .
- a defined crash force can thus be generated, wherein preferably two categories of the crash behavior can be predetermined in such a longitudinal shaft arrangement: a) easily deformable at crash forces in the range of 10 kN to 40 kN [Kilo-Newton], and b) difficult to deform at crash forces in the range of 40 kN to 80 kN.
- the first shaft is guided in particular by a largest second outer diameter of the inner joint part in a tubular portion with a corresponding second inner diameter of the second second shaft, wherein the second portion connects in the axial direction of the outer joint part.
- This embodiment of the longitudinal shaft arrangement allows a larger displacement with the largest possible diameter of the immersed shaft compared to the known concepts, which can thus be designed even for a torsionally rigid and more rigid load (as well as higher speeds).
- These Longitudinal wave arrangement also allows a lower and / or better calculable release force in the event of a crash.
- This longitudinal shaft arrangement can be better performed in the event of a crash, so that the risk of undesired penetration of the waves into adjacent areas of the longitudinal shaft arrangement can be reduced.
- a largest first outer diameter of the cage is greater than a smallest first inner diameter of the first stop and a largest second outer diameter of the inner joint part is smaller than the smallest first inner diameter of the first stop.
- the second shaft is tubular at least in one section and has there a smallest second inner diameter, which substantially corresponds to a largest second outer diameter of the inner joint part.
- a cover is provided (in the joint bottom), which substantially closes the tubular section of the second shaft towards the ball-to-cage displacement joint, the cover having a largest third outer diameter substantially corresponding to the smallest second inner diameter of the section.
- the cover is contacted, deformed, pierced and / or displaced relative to the second shaft together with the first shaft by the second end of the journal and / or the inner joint part.
- the largest second outer diameter of the inner joint part and the smallest second inner diameter of the section and / or the largest third outer diameter of the lid and the smallest second inner diameter of the section form a press fit.
- the interference fit allows the components to be displaced relative to one another, wherein a guide of the first shaft relative to the second shaft is maintained by the sliding of the inner joint part and / or the cover along the wall of the section.
- existing crash energy is continuously and / or gradually degraded by adjustable with the press-fitting deformation forces of the longitudinal shaft assembly.
- the largest second outer diameter of the inner joint part corresponds to the smallest second inner diameter of the section, or the largest second outer diameter is smaller.
- an interference fit can only be formed between the cover and the section.
- At least one further cover is provided in the section.
- the lid and / or the at least one further lid forms an interference fit with the portion.
- different interference fits are formed between the cover and the section on the one hand and between at least one further cover and the portion on the other hand.
- a stepwise reduction of the existing crash energy is made possible by arranging a plurality of lids along the section, since further lids are displaced, deformed and / or pushed through as the displacement of the first shaft relative to the second shaft progresses.
- the wall thicknesses of the first shaft and the second shaft as well as the stops are adapted precisely to the respective components of the longitudinal shaft arrangement, so that the existing crash energy is reduced in a predetermined manner by adjustable deformation forces of the longitudinal shaft arrangement, in particular stepwise. On the one hand, this avoids high deformation forces during the crash, which can lead to a deflection of components of the longitudinal shaft arrangement into the vehicle interior while a sufficient guide length within the longitudinal shaft arrangement has not yet been achieved.
- At least one center bearing is provided from the support of the longitudinal shaft assembly relative to a body.
- the center bearing is mounted on the first shaft at the first end of the pin, with the further telescoping of the first shaft and the second shaft, and while the inner joint part located at the second end is in the section of the second shaft, the cage on the center bearing or the outer joint part comes to rest on a second stop of the first shaft.
- Fig. 1 an embodiment of a longitudinal shaft assembly
- FIG. 2 shows the longitudinal shaft arrangement, the ball synchronous sliding joint being shown in an operating position
- FIG. 3 shows the longitudinal shaft arrangement, wherein the ball tracking displacement joint is shown in an end position
- FIG. 4 shows the longitudinal shaft arrangement, wherein the ball synchronization sliding joint is shown in a position in which the cage is blown up
- FIG 5 shows the longitudinal shaft arrangement, wherein the inner joint part is shown inserted into the second shaft.
- the longitudinal shaft assembly 1 shows a preferred embodiment of a longitudinal shaft assembly 1 of a motor vehicle 2.
- the arrangement of the longitudinal shaft assembly 1 in the motor vehicle 2 is parallel to the direction of travel of the motor vehicle 2, ie parallel to the axial direction 28.
- the longitudinal shaft assembly 1 consists of at least a first shaft 3 and a second Shaft 4 together, which are interconnected via the Kugelrete Sammlunglaufverschiebegelenk 8 shown in the middle.
- the first shaft 3 is itself composed of several components, as illustrated in FIG. 1.
- a further ball-synchronizing sliding joint is arranged on a journal of the first shaft 3, shown here on the left in FIG.
- At the other end of the first shaft 3 is a pin.
- a center bearing 25 is arranged in the form of a rolling bearing.
- the center bearing 25 is connected with its inner ring with the first end 6 of the pin 5 and with its outer ring with the body 26 of the motor vehicle.
- the center bearing 25 connects the longitudinal shaft assembly 1 to the body 26 of the motor vehicle 2 and serves for the vibration damping of the longitudinal shaft assembly 1.
- the second shaft 4 is connected to the outer joint part 10 of the ball tracking joint 8.
- the second shaft 4 continues, starting from the ball synchronizing sliding joint 8, as a hollow shaft.
- a cover 21 is shown here, which seals the Kugelretemaschinebegelenk 8 relative to the second shaft 4.
- One, two, three or four further covers 23 may be arranged in the second shaft, so that further crash energy can be dissipated successively by displacing or piercing this further cover 23.
- Fig. 2 shows a detail of the longitudinal shaft assembly 1, wherein the ball tracking - displacement joint 8 is shown in an operating position.
- the inner joint part 9 can be moved relative to the outer joint part 10 along the axial direction 28 in a predetermined displacement area 12. Torques are transmitted via balls 15 of outer joint part 10 to inner joint part 9 (or vice versa), wherein a cage 14 is provided for guiding the balls 15 within the Kugel GmbHverschiebegelenks 8.
- balls 15 are located in ball tracks 27 in a middle zone of the sliding area 12 of the ball tracking sliding joint 8.
- the inner joint part 9 can additionally be displaced along the axial direction 28 with respect to the outer joint part 10.
- a first stop 13 which has a smallest first inner diameter 17. This is smaller than the largest first outer diameter 16 of the cage 14.
- the cage 14 sets after displacement of the inner joint part 9 relative to the outer joint part 10 at this first stop 13, so that the displacement portion 12 of the first shaft 3 with respect to the second shaft 4 is limited in the axial direction 28.
- a further displacement of the first shaft 3 is not possible without deformation / damage / destruction of components, since the inner joint part 9 has a largest second outer diameter 18, which is greater than the inner diameter of the cage 14, so that an undercut, so a positive connection in the axial direction 28, is formed.
- the second shaft 4 has a smallest second inner diameter 20 in a section 19 which extends from the outer joint part 10 along the axial direction 28. This smallest second inner diameter 20 is in particular smaller than the largest first outer diameter 16 of the cage 14.
- Fig. 3 shows the longitudinal shaft assembly 1, wherein the Kugelrete Sammlunglaufverschie- hinge 8 is shown in an end position, ie the sliding portion 12 of the outer joint part 10 is fully utilized and the cage 14 abuts against the first stop 13 of the outer joint part 10.
- the balls 15 are located in an end zone 11 of the displacement region 12 of the outer joint part.
- Radially outside the cage 14, a circumferential clearance 31 is provided in the outer joint part 10. It can be seen that the inner joint part 9 with respect to the outer joint part 10 is even further displaced in the axial direction 28.
- a cover 21 is arranged in the region of the joint bottom 30, which seals the ball tracking - Verschiebegelenk 8 relative to the second shaft 4.
- the lid 21 has a largest third outer diameter 22, which forms a press fit with the smallest second inner diameter 20 of the portion 19.
- the diameters 16, 17, 18, 20 and 22 can be selected in particular in the following order:
- FIG. 4 shows the longitudinal shaft arrangement 1, wherein the ball tracking displacement joint 8 is shown in a position in which the cage 14 is blown up / expanded due to the passage of the inner joint part 9.
- the first shaft 3 is now further displaced in the axial direction 28 relative to the second shaft 4.
- the cage 14 is located on the first stop 13 on the outer joint part 10.
- the cage 14 or the undercut formed between cage 14 and inner joint part 9 is blown up and, in particular, the cage 14 destroyed, or the cage 14 is widened, which is thereby made possible that he can lodge radially into the space 3. It is envisaged to provide a clearance fit between the cover 21 and the section 19, whereby a sliding force which is as free of force as possible is to be made possible.
- the balls 15 leave the Blades 29 on the inner joint part 9 and the inner joint part 9 further penetrates into the second shaft 4.
- Fig. 5 shows the longitudinal shaft assembly 1, wherein the inner joint part 9 is shown inserted into the second shaft 4.
- the cage 14 is still at the first stop 13.
- the first shaft 3 with pin has penetrated into the portion 19 of the second shaft 4.
- the second end 7 of the pin 5 and / or the inner joint part 9 has moved the cover 21 into the section 19.
- Lid 21 and section 19 form with the largest third outer diameter 22 and the smallest second inner diameter 20 a press fit, so that during the displacement of the lid 21 along and within the second shaft 4 Crash energie is degraded by deformation energy.
- Cover 21 and / or inner joint part 9 ensure that the first shaft 3 is guided in the second shaft 4, so that a deflection of individual components of the L josswellenano- rdnung 1 is avoided.
- a plurality of covers 21 are provided in the second shaft 4, so that in the piercing and / or moving the cover 21 Crash energie can be further reduced.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Motor Power Transmission Devices (AREA)
- Superstructure Of Vehicle (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US15/519,180 US10527105B2 (en) | 2014-10-20 | 2015-10-06 | Longitudinal shaft arrangement for a motor vehicle |
JP2017539506A JP6313910B2 (ja) | 2014-10-20 | 2015-10-06 | 自動車両用の長手軸構造 |
CN201580057123.1A CN107002770A (zh) | 2014-10-20 | 2015-10-06 | 用于机动车的纵轴组件 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102014115269.7A DE102014115269B4 (de) | 2014-10-20 | 2014-10-20 | Längswellenanordnung für ein Kraftfahrzeug |
DE102014115269.7 | 2014-10-20 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2016062537A1 true WO2016062537A1 (de) | 2016-04-28 |
Family
ID=54249510
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2015/073009 WO2016062537A1 (de) | 2014-10-20 | 2015-10-06 | Längswellenanordnung für ein kraftfahrzeug |
Country Status (5)
Country | Link |
---|---|
US (1) | US10527105B2 (de) |
JP (1) | JP6313910B2 (de) |
CN (1) | CN107002770A (de) |
DE (1) | DE102014115269B4 (de) |
WO (1) | WO2016062537A1 (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11493091B2 (en) | 2017-08-25 | 2022-11-08 | Dana Automotive Systems, Group, Llc | Propeller shaft crash collapse assembly |
US11047426B2 (en) * | 2017-12-08 | 2021-06-29 | Neapco Intellectual Property Holdings, Llc | Propeller shaft with crash feature |
EP3730946B1 (de) * | 2019-04-23 | 2023-04-26 | Ningbo Geely Automobile Research & Development Co. Ltd. | Wellenanordnung für ein fahrzeug |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4224201A1 (de) * | 1992-07-22 | 1994-01-27 | Gkn Automotive Ag | Längswelle im Antriebsstrang eines Fahrzeugs |
US20030008716A1 (en) * | 2001-07-05 | 2003-01-09 | Gkn Automotive, Inc. | Crash optimized plunging CV joint |
US20070105461A1 (en) * | 2005-11-10 | 2007-05-10 | James Lyon | Propeller shaft assembly with energy absorbing material |
DE102008048388A1 (de) | 2008-09-22 | 2010-03-25 | Gkn Driveline Deutschland Gmbh | Längswellenanordnung für ein Kraftfahrzeug |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3820449A1 (de) | 1988-06-16 | 1989-12-21 | Loehr & Bromkamp Gmbh | Gleichlaufverschiebegelenk mit anschlaegen |
DE4344177C1 (de) * | 1993-12-23 | 1995-02-16 | Loehr & Bromkamp Gmbh | Längsantriebswelle für Kraftfahrzeuge |
JPH11227479A (ja) * | 1998-02-16 | 1999-08-24 | Ntn Corp | 自動車用プロペラシャフト |
US6585601B2 (en) * | 2001-08-31 | 2003-07-01 | Gkn Automotive, Inc. | Long plunge VL joint |
JP3964186B2 (ja) * | 2001-11-16 | 2007-08-22 | 株式会社日立製作所 | 動力伝達装置 |
DE20221924U1 (de) * | 2002-08-14 | 2009-07-16 | Shaft-Form-Engineering Gmbh | Gelenkwelle |
US20040157670A1 (en) * | 2003-02-06 | 2004-08-12 | James Lyon | Propshaft having multiple crash features |
US7040991B2 (en) * | 2003-12-11 | 2006-05-09 | Gkn Driveline North America, Inc. | Plunging constant velocity joint for a propshaft tuned for energy absorption |
JP2005247125A (ja) * | 2004-03-04 | 2005-09-15 | Hitachi Ltd | プロペラシャフトの緩衝機構 |
DE102008058476B4 (de) * | 2008-11-21 | 2013-06-20 | Ifa-Technologies Gmbh | Mehrteilige Längsantriebswelle für Kraftfahrzeuge |
JP5334780B2 (ja) * | 2009-09-29 | 2013-11-06 | 株式会社ショーワ | 自動車用衝撃吸収プロペラシャフト装置 |
JP2011252547A (ja) * | 2010-06-02 | 2011-12-15 | Ntn Corp | 等速自在継手 |
CA2818335C (en) * | 2010-11-16 | 2016-06-14 | Ntn Usa Corporation | Propeller shaft assembly with grease retention and vent cap |
DE202013003111U1 (de) | 2013-03-30 | 2013-04-30 | Gkn Driveline Deutschland Gmbh | Kugelgleichlaufverschiebegelenk |
-
2014
- 2014-10-20 DE DE102014115269.7A patent/DE102014115269B4/de active Active
-
2015
- 2015-10-06 US US15/519,180 patent/US10527105B2/en active Active
- 2015-10-06 CN CN201580057123.1A patent/CN107002770A/zh active Pending
- 2015-10-06 JP JP2017539506A patent/JP6313910B2/ja active Active
- 2015-10-06 WO PCT/EP2015/073009 patent/WO2016062537A1/de active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4224201A1 (de) * | 1992-07-22 | 1994-01-27 | Gkn Automotive Ag | Längswelle im Antriebsstrang eines Fahrzeugs |
US20030008716A1 (en) * | 2001-07-05 | 2003-01-09 | Gkn Automotive, Inc. | Crash optimized plunging CV joint |
US20070105461A1 (en) * | 2005-11-10 | 2007-05-10 | James Lyon | Propeller shaft assembly with energy absorbing material |
DE102008048388A1 (de) | 2008-09-22 | 2010-03-25 | Gkn Driveline Deutschland Gmbh | Längswellenanordnung für ein Kraftfahrzeug |
Also Published As
Publication number | Publication date |
---|---|
DE102014115269A1 (de) | 2016-04-21 |
DE102014115269B4 (de) | 2022-09-08 |
CN107002770A (zh) | 2017-08-01 |
US10527105B2 (en) | 2020-01-07 |
US20170241483A1 (en) | 2017-08-24 |
JP6313910B2 (ja) | 2018-04-18 |
JP2017531772A (ja) | 2017-10-26 |
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