Abstract: A hollow shaft having improved profilings such as external splines, which are provided for torque transmission at its two ends, in which shaft sections between the profilings have smaller diameters than at least one of the profilings, and in which the hollow shaft is assemblable or assembled from two components, one of which components includes the shaft section and the profiling and at the end of the shaft opposite the profiling an external torque-transmitting profile of a slip joint, and the other component being a sleeve-like component with the second profiling at one end and an internal torque-transmitting profile of the slip joint at its other end, and method for producing the components and the assembled shaft.

Abstract: A propeller shaft PS1 comprises a front pipe member 10 and first and second yoke members 20 and 30, which are attached to both the ends of the front pipe member 10. The first yoke member 20 is attached by press-fitting a first yoke fitting portion 23 into the inner circumferential part at the left end of the front pipe member 10 until the front end of the front pipe member comes near a stopper portion 24. The second yoke member 30, which has no stopper portion, is attached by press-fitting a second yoke fitting portion 33 into the inner circumferential part at the right end of the front pipe member 10. When a compressive force greater than a predetermined force acts axially, while the first yoke fitting portion 23 is prevented from being further inserted by the stopper portion 24, the second yoke fitting portion 33 is press-fit further into the inner circumferential part of the front pipe member, which is thereby expanded and destroyed.

Abstract: A composite shaft for transmitting torsional forces between end pieces of the shaft. The shaft includes an inner tube member with an end piece mounted at each end of the tube. A composite material is provided covering the inner tube member and at least a portion of the end pieces. The composite material includes elongated fibers oriented at a predetermined angle which optimizes the strength of the shaft for a desired shaft performance, and the shaft is constructed to provide multiple load paths between the end pieces.

Abstract: A torque tube assembly includes a hollow composite member and an end fitting. The composite member has at least one end portion divided into a forward section and an aft section. The forward section is disposed adjacent a free end of the composite member. Each one of the forward and aft sections has at least one lobe extending radially outwardly along a lobe axis. The lobe axis of the forward section is preferably angularly offset from the lobe axis of the aft section. The end fitting is formed complementary to the composite member and is at least partially enclosed by the forward and aft sections.

Abstract: A transmission, particularly for a motor vehicle, having at least two torque transmitting shafts, shafts suitable for use in such a transmission, and a method for the production such shafts. At least one of the shafts is composed of a shaft base body (10) and at least one gearwheel (3a, 4a), which is at least substantially finished separately from the shaft and subsequently is fixed to the shaft in such a way as to transmit torque available at the shaft or input torque by the gearwheel having a hollow hub body (13, 14) and being axially pressed onto a seat (11, 12) on the shaft base body so as to form a frictional connection which transmits the torque from the shaft to the gearwheel.

Abstract: A multi-part propeller shaft for transmitting torque in the driveline of a motor vehicle. The shaft includes a first shaft portion (3) having a shaft tube (11) with an inner diameter (d), a second shaft portion (4) with an outer diameter (D) which is smaller than the inner diameter (d) of the shaft tube (11), and a universal joint (5) connecting the two shaft portions. The universal joint (5) has been provided in the form of a nominal separating region, and, after the universal joint (5) has been disassembled, due to an axial force resulting from a crash event, the first and the second shaft portion (3, 4) can be inserted into one another. To be able to accommodate kinetic energy, a deformable energy absorbing mechanism is provided in the shaft tube. The energy absorbing mechanism can be a filler member, a friction sliding element and/or a friction-inducing sliding assembly.

Abstract: A propshaft assembly includes a shaft structure having a hollow cavity and an insert member being positioned within the hollow cavity and engaging the shaft structure. The shaft structure vibrates in response to receipt of an input of a predetermined frequency such that a shell mode anti-node is generated. The insert member is located at a position that approximately corresponds to the anti-node and has a compressive strength that is tailored to an anticipated displacement of the anti-node to thereby attenuate vibration of the shaft structure.

Abstract: An intermediate shaft assembly for an automotive transmission wherein hydraulic fluid intake ports in the rotating shaft assembly are designed to increase hydraulic fluid flow and improve lubrication to mating components served by the shaft lubrication circuit is disclosed. The hydraulic fluid intake ports are laterally offset from the center plane of the shaft assembly to increase the angle of entry to fluid entering the intake ports and configured to produce a scooping effect within the fluid surrounding the intake ports upon shaft rotation, which substantially increases hydraulic flow into the shaft and counteracts the inhibitory effect of centrifugal force on fluid flow within the ATF intake ports. In addition, the present intermediate shaft assembly includes a flexible transitional diameter to impart axial flexion to the shaft during peak torque events and also provides semicircular spline relief grooves, which reduce areas of stress concentration and potential breakage of the shaft.

Abstract: A dual-sectioned automotive propeller shaft features a weakened area in a first section. Under an axial load, the first section buckles transversely to a longitudinal axis of the shaft to absorb substantially all of the energy exerted against the shaft. A second section of the shaft is thereby isolated from consequences of the axial load enabling its placement and proximity to other components mounted to the undercarriage of the vehicle.

Abstract: A propeller shaft assembly is provided that includes a shock absorbing section(s) that couples an outer shaft and an inner shaft that are mutually spline-engaged to be retractable with impact loads, wherein the shock absorbing section is constructed such that a supporting member is press-fit into an inner-diameter portion of the outer shaft, and an end face of the inner shaft is disposed in contact with the supporting member in the present invention relate to a direction of retraction with respect to the outer shaft.

Abstract: A propeller shaft assembly includes an inner member having an outer surface with a plurality of splines defining a splined portion, and an outer member having an inner surface with a plurality of splines defining a splined portion. The splined portion of the inner member is capable of being slidably engaged with the splined portion of the outer member to form a splined connection therebetween. One of the inner and outer members includes a tunable energy absorption feature that controls an amount of interference between the inner and outer members. For example, the tunable energy absorption feature can be in the form of a friction ramp on one member that frictionally engages an angled leading ramp on the other member, a raised portion on one or more splines, or splines having different length that can progressively absorb energy during axial deformation of the propeller shaft assembly.

Abstract: A frangible telescopic propeller shaft includes an elongated hollow cylindrical body, a reduced diameter intermediate portion along a length of the body, and at least one spin-formed transition area between the intermediate portion and the body. The transition area includes a frangible feature wherein at least a part of the cylindrical body lies over the intermediate portion such that, in response to a sufficient axial force, the frangible feature fractures to telescope the body over the intermediate portion.

Abstract: An integral hollow type power transmission shaft is proposed which is superior in the balance between the static strength and the fatigue strength. The integral hollow type shaft is induction-hardened from the outer periphery to form a hardened layer, leaving an unhardened layer at spline portions, so that at the spline portions, the hardness on the inner surface will be lower than at other portions. This increases the toughness and compressive residual stress of the shaft at the spline portions, which tend to be starting points of fatigue cracks, thus improving the balance between the static strength and the fatigue strength.

Abstract: A lift and operating angle varying mechanism is arranged to vary an intake valve operation angle and an intake valve lift of the engine continuously by rotating a control shaft with an actuator disposed at an end of the control shaft which is rotatably supported by a plurality of bearings. A lubricating oil is supplied to the bearings so as to reduce nonuniformity in temperature distribution of the control shaft in the longitudinal direction.

Abstract: A driveshaft assembly that is axially collapsible in a reliably controlled manner includes a male splined slip yoke that cooperates with a female splined transition member for concurrent rotational movement and for relative axial movement. The transition member is, in turn, secured to a hollow cylindrical driveshaft tube. The transition member has an inner surface that tapers or otherwise extends radially inwardly, and a wedge is supported within the transition member. When a large compressive force is applied to the ends of the driveshaft assembly, the slip yoke causes the wedge to move axially relative to the transition member, thereby causing the transition member and a portion of the hollow cylindrical driveshaft tube to be expanded radially outwardly and creating a weakened region. When the wedge is moved yet axially further relative to the transition member, the driveshaft tube is further deformed in a controlled and consistent, thereby absorbing energy from the collision.

Abstract: A crash optimized propeller shaft includes a swaged tube to connect ends having disparate diameters. The variable diameter tube creates a stress concentration zone which allows the shaft to collapse or buckle in a controlled and predictable manner in response to predetermined loads.

Abstract: A propeller shaft assembly includes a thin-walled tubular member, a connecting member fixed to each end of the tubular member, and a support member fixed within the tubular member. The support member includes a plurality of radial elements extending a first length (L1) within the tubular member and engaging an interior surface of the tubular member to increase the bending frequency of the propeller shaft assembly. In one example, the support member includes a central hub coaxially located within the tubular member and the radial elements extend from the central hub to the interior surface of the tubular member. The radial elements can include enlarged end portions for engaging the interior surface of the tubular member. The radial elements, at their ends, can also include either axial or circumferential grooves which act as an adhesive reservoir.

Abstract: The damage tolerant shaft and associated method of fabricating a damage tolerant shaft provide a drive shaft that is tolerant of accidental and projectile damage to a portion of the drive shaft. The damage tolerant drive shaft is designed with internal ribs or lobes, such that a closed portion of the drive shaft will likely remain after the drive shaft is partially damaged. Thus, the damage tolerant drive shaft is able to continue proper operation after being partially damaged because the closed portion of the shaft creates a closed path around which the internal shear stresses that correspond to the required torque loads flow. In addition, the damage tolerant shaft and associated method provide damage tolerance without increasing the radius, wall thickness and/or weight of the drive shaft.

Abstract: An axially collapsible propeller shaft assembly, wherein the axial collapse feature resides in an axially collapsible drive connection between a stud shaft and a hollow propeller shaft, wherein under everyday drivingly conditions the drive connection provides torque transfer between the stud shaft and the propeller shaft, but under crash conditions the axial force telescopically receives the stud shaft into the hollow space of the propeller shaft. In a first embodiment, an end of the stud shaft is splinably engaged with an end cap affixed to the propeller shaft. In a second embodiment, a stud shaft is affixed to an end cap, which is, in turn, affixed to a propeller shaft. An annular score of the end cap has a bottom which is broken in a crash, which allows a central portion of the end cap to move with the stud shaft into the propeller shaft.

Abstract: An adjustable length composite push rod constructed of a composite bar having two specially shaped ends to which metal end fittings bond via mating surfaces provided thereon for evenly distributing mechanical stress from the metal end fittings to the composite bar. The bar is constructed of a plurality of layers of sheets of thermosetting, epoxy impregnated, longitudinally oriented fiber material that form the inner portion of the push bar and a single outside sheet of thermosetting, epoxy impregnated, woven fiber material forms the outside portion of the bar.

Abstract: An undercritical drive shaft and a method of producing the undercritical drive shaft from fiber composite material is disclosed. The drive shaft, which is produced of fiber composite material and is to be used as an undercritically operating shaft, has a high damage tolerance with respect to resistance to torsion and the manufacturing process requires lower expenditures. For the drive shaft, the fiber composite material consists of several successively individually wound-up webs of prepreg. For the method of producing the drive shaft from fiber composite material, as the fiber material, the web-shaped prepreg is wound onto the winding spindle and this prepreg is deaerated and simultaneously compressed by the winding-on of a thermoplastic woven band which is prestressed in a defined manner. The thermoplastic woven band is unwound again and additional prepreg layers are then wound up which are then deaerated and compressed in the same manner by a thermoplastic woven band.

Abstract: A method for manufacturing a driveshaft assembly takes advantage of the asymmetrical nature of the driveshaft tube and end fittings to reduce the initial imbalance of the driveshaft assembly. The method includes the initial steps of providing a driveshaft tube having a heavy side and providing an end fitting having a heavy side. The heavy side of the end fitting is aligned so as to be opposite the heavy side of the driveshaft tube. Finally, the driveshaft tube and the end fitting are secured together. The dimensional characteristics of the driveshaft tube and end fitting improve the balancing capability of the driveshaft assembly by permitting levels of imbalance of the driveshaft assembly to be lowered and better-managed.

Abstract: A multi-piece propeller shaft for use in an automotive vehicle. The multi-piece propeller shaft including a first or front section and a second or rear section. The first section including a first crash feature in the form of a sliding spline. The second section including a second crash feature in the form of a collapsible constant velocity joint. The multi-piece propeller shaft capable of collapsing at predetermined loads and at predetermined times to have a tunable crash absorbing propeller shaft for use in automotive vehicles.

Abstract: A method is provided for assembling a shaft having a metal matrix composite mid shaft and monolithic high strength alloy forward and aft shafts. The forward and aft shafts are each inertia friction welded to separate annular transition pieces which include a barrier layer operative to prevent the formation of intermetallic compounds. Special tooling is used to avoid applying shear stresses to the transition piece during welding. The welded forward and aft subassemblies are subsequently heat treated before inertia friction welding them to the mid shaft.

Abstract: A plant cutter apparatus has a one-piece handling rod having an outer pipe portion, an inner pipe portion disposed concentrically within the outer pipe portion, and first, second and third radial stay portions extending between and interconnecting the outer pipe portion and the inner pipe portion. The first, second and third radial stay portions are arranged at non-equal angular intervals such that an angle &thgr;1 formed between the first and second stay portions, an angle &thgr;2 formed between the second and third stay portions, and an angle &thgr;3 formed between the third and first stay portions differ from each other. A drive shaft extends through the inner pipe portion and is rotatably supported within the inner pipe portion via a bushing disposed between the drive shaft and the inner pipe portion. A drive source unit is mounted at one end of the handling rod for rotating the drive shaft.

Abstract: A driveshaft for a snowmobile has an elongated hollow tube having a longitudinal extent. The tube has a series of circumferentially spaced longitudinally extending splines. Both ends of the tube each have an insert for journal mounting the tube. At least two sprockets are mounted on the tube in a spaced relation. Each of the sprockets has an inner hub which has an inner circumferential surface contoured to complementarily engage with the tube in a frictional fit.

Abstract: A shaft adapted for connection to another shaft in a manner that transfers rotational movement is provided. The shaft bears a spline comprising a plurality of teeth. Each tooth has a profile that enhances surface contact between the shaft and a second shaft, thereby leading to enhanced fit between the shafts. Each tooth includes a top surface and first and second sides. Each of the first and second sides has a straight portion disposed between top and bottom transition regions. In a preferred embodiment, the length of each straight portion is between approximately 0.6 and 0.9 times the overall length of the appropriate side. Also, the pitch diameter of the shaft is preferably between 0.8 and 0.97 times the outer diameter of the shaft. The width of each tooth is preferably between approximately 2 and 5 times the wall thickness of the shaft.

Abstract: An energy absorbing system is provided. The system comprises a fitting having a crack inducing surface extending radially outward in relation to an axis. An energy absorbing structural element formed by a hollow body extends along the axis and has a first end adapted to interact with the crack inducing surface of the fitting so as to radially spread the hollow body. Cracks are formed in the hollow body in response to forces applied in a direction substantially parallel to the axis which forces push the crack inducing surface against the first end. The hollow body may have layers of reinforcing flat material embedded in a matrix material and may comprise a single winding of the flat material about the axis. A number of layers of the flat material in the hollow body may be different in different areas.

Abstract: A shock absorbing tube comprising a cylindrical main body made of fiber-reinforced plastic and an end member formed internally at an end of the main body, the main body and the end member are capable of separating from each other at an interface therebetween upon the application of a predetermined maximum axial force (Fm) and is capable of moving axially by sequentially enlarging the main body at a predetermined successive axial force (Fs), wherein the main body comprises reinforcing fibers helically wound at an angle of ±5-30° with respect to the axial direction of the main body and the end member is made of a metal or comprises reinforcing fibers hoop wound at an angle of ±70˜90° with respect to the axial direction of the end member. The shock absorbing tube is useful for human safety, in particular, for use of propeller shaft and collapsible handle of automobiles.

Abstract: A crash optimized propeller shaft includes a swaged tube to connect ends having disparate diameters. The variable diameter tube creates a stress concentration zone which allows the shaft to collapse or buckle in a controlled and predictable manner in response to predetermined loads.

Abstract: An axially collapsible driveshaft includes a first driveshaft tube section, a connecting member having a first end portion that is secured to the first driveshaft tube section, and a second driveshaft tube that is secured to a second end portion of the connecting member. During normal operation of the drive train assembly, torque is transmitted through the driveshaft by means of the securement between the first driveshaft tube section, the connecting member, and the second driveshaft tube section. However, if a relatively large axial force is applied to the end portions of the driveshaft, either or both of the end portions of the connecting member are designed to fracture, allowing relative axial movement to occur between the first driveshaft tube section and the second driveshaft tube section. An annular recess may be formed in the connecting member adjacent to either or both of the end portions that are secured to the driveshaft tube sections.

Abstract: A method is provided for assembling a shaft having a metal matrix composite mid shaft and monolithic high strength alloy forward and aft shafts. The forward and aft shafts are each inertia friction welded to separate annular transition pieces which include a barrier layer operative to prevent the formation of intermetallic compounds. Special tooling is used to avoid applying shear stresses to the transition piece during welding. The welded forward and aft subassemblies are subsequently heat treated before inertia friction welding them to the mid shaft.

Abstract: There is provided a composite drive shaft with enhanced strength characteristics, comprising a plurality of features placed in a composite drive shaft formed from composite fibrous material. A method for making the composite drive shaft is also provided, where a first later of composite fibrous material is applied around a cylindrical mold with receiving grooves. Features are pushed through the composite material into the receiving grooves. A second layer of composite fibrous material is wrapped around the first layer, the drive shaft is consolidated, and the cylindrical mold is removed. Also provided is a method for making a composite drive shaft wherein the features are inserted into the cylindrical mold and then pushed through the first layer of composite fibrous material after said layer is wrapped around the mold and the features.

Abstract: The invention provides a tube assembly containing an extruded torque tube (12) and two yokes (14) welded to either end of the tube. The tube is made from a base material metal and boron carbide particles in a ratio of approximately between 2:1 to 10:1 by weight. In another embodiment, a driveshaft assembly includes the above tube assembly with a front universal joint (24) and slip yoke (26) attached to a front end, and a rear universal joint (22) attached to a rear end. An axle yoke (28) is coupled at the rear universal joint (22).

Abstract: A collapsible driveshaft and method of making the same. The collapsible driveshaft includes a tubular member having first and second portions that are integrally formed as a one-piece member. The first portion has splines formed on an exterior surface thereof. The second, opposite portion has both outer and inner diameters that are greater than the outer diameter of the first portion. The method includes placing a tubular metal blank into a hydroforming die having a die cavity and expanding the blank by pressurizing the interior of the blank with hydroforming fluid. During the hydroforming process, the first portion of the blank is expanded to form splines while the second portion is expanded to form inner and outer diameters that are greater than the outer diameter of the first portion.

Abstract: A shaft adapted for connection to another shaft in a manner that transfers rotational movement is provided. The shaft bears a spline comprising a plurality of teeth. Each tooth has a profile that enhances surface contact between the shaft and a second shaft, thereby leading to enhanced fit between the shafts. Each tooth includes a top surface and first and second sides. Each of the first and second sides has a straight portion disposed between top and bottom transition regions. In a preferred embodiment, the length of each straight portion is between approximately 0.6 and 0.9 times the overall length of the appropriate side. Also, the pitch diameter of the shaft is preferably between 0.8 and 0.97 times the outer diameter of the shaft. The width of each tooth is preferably between approximately 2 and 5 times the wall thickness of the shaft.

Abstract: A shaft assembly including an elongated member having at least a portion which is hollow having an inside surface defining a shaft core is provided. The shaft assembly includes a rotatable, torque transmitting elongated member defining a portion thereof which is hollow having an inside surface and defining a shaft core. The shaft has an outside surface including a torque transmitting portion and a functional feature portion. The elongated member defines an aperture gate extending from the inside surface to the outside surface. The elongated member also defines a hardened, moldable material. The material extends from the inside surface through the aperture gate. The material is secured to at least a portion of the outside surface.

Abstract: The invention provides a tube assembly containing an extruded torque tube (12) and two yokes (14) welded to either end of the tube. The tube is made from a base material metal and boron carbide particles in a ratio of approximately between 2:1 to 10:1 by weight. In another embodiment, a driveshaft assembly includes the above tube assembly with a front universal joint (24) and slip yoke (26) attached to a front end, and a rear universal joint (22) attached to a rear end. An axle yoke (28) is coupled at the rear universal joint (22).

Abstract: A method is designed to adjust automatically the dynamic balance of the main shaft of a processing machine. The method involves the use of a micro-electromechanical technique for a precision measurement of the imbalance quantity of the dynamic balance of the main shaft. The data are transmitted by the radio transmission technique to an automatic adjustment mechanism for adjusting the dynamic balance in conjunction with the phase difference of the rotary rings and a step-by-step motor.

Abstract: A power transmission shaft is constructed by winding a membrane, film, foil or thin sheet in layers and comprising a longitudinal middle portion composed of FRP layers alone, a transitional portion disposed between the middle portion and each endportion and composed of a composite layer of FRP layers and metal layers, the end portions being composed of metal layers alone. The joining, as by welding, pinning, press-fitting, or friction welding, of metal ports, such as joint elements, is effected at the ends or the ends and transitional portions.

Abstract: A structure of shaft member has been developed in which the shaft member is made to be hollow to reduce its weight, installation into a ball bearing or a paper feed roller can be easily carried out and then an appropriate coupling of force can be attained between it and the objective member, wherein the shaft member 1 of the present invention relates to the hollow shaft member of metallic material in which it is fitted to the objective member having holes of bearing 2 and the like therein, its circular sectional plane is divided into three or more outer arcs mi (1,2,3 . . . ) and three or more inverse directed inner arcs ni (1, 2, 3 . . . ) are formed among the outer arcs, the hollow member is inserted into the objective member with the outer arcs and the inner arcs being compressed inwardly and deformed, and the objective member and the shaft member are coupled to each other by a resilient restitution force generated under said compression and deformation in order to satisfy a certain condition.

Abstract: A flexible element, for example a flexible shaft, has a core (12) and a tubular sheathing (16) protecting the latter. Sleeve elements (20) surround the core and hold the tubular sheathing (16) between them. Different coefficients of thermal expansion of the material for the tubular sheathing in comparison to the material of the core have previously led to undesirable distortions. In order to avoid said distortions in a structurally simple manner, it is proposed that at least one sleeve element (20) holds the tubular sheathing (16) with limited axial play (26). The play compensation between the sleeve element (20) and tubular sheathing (16) is particularly advantageous when the sleeve elements (20) are used for fixing the flexible element (10).

Abstract: A power transmission shaft to be used mainly in vehicles comprises metal joint elements and a metal pipe connected to each other. A fiber reinforced plastic pipe having a large flexural modulus of elasticity is inserted into the metal pipe, thus forming a composite FRP shaft having flexural rigidity sufficient to serve as a power transmission shaft.

Abstract: An apparatus for transmitting a torque from a drive shaft for a component of a printing machine to a hollow body surrounding the drive shaft, includes a coupling configuration. The coupling configuration is formed through the use of driver elements, engages in a longitudinally displaceable manner on the drive shaft and couples the latter to the hollow body. In order to use such an apparatus for torques which are not constant, according to a first variant, the coupling configuration includes a coupling ring surrounding the drive shaft, a first subgroup of driver elements coupling the drive shaft to the coupling ring, and a second subgroup of driver elements coupling the coupling ring to the hollow body. According to a second variant, the driver elements couple the drive shaft directly to the hollow body and are resilient in an at least substantially radial direction and in the circumferential direction of the drive shaft, relative to an axis of rotation of the drive shaft.

Abstract: The invention relates to a drive assembly for transmitting torque, having a propeller shaft (1) and an intermediate bearing (2), such as they are used in motor vehicles for example, wherein the propeller shaft (1) includes a first shaft portion (3) with a first joint (8), a second shaft portion (4) with a second joint (21), and a third joint (5) in the form of a constant velocity fixed joint which connects the first shaft portion (3) and the second shaft portion (4), and wherein the intermediate bearing (2), which adjoins the constant velocity fixed joint (5) and is associated with the first shaft portion (3), including rolling contact bearing (15); in the drive assembly, the smallest inner diameters (dcA, dwz) of the outer joint part (25) of the joint (5) and of the second shaft tube (19) associated with the second shaft portion (4) are greater than the greatest outer diameters (Dw, DL) of the first shaft portion (3) and of the rolling contact bearing (15) of the intermediate bearing (2); this assembly permi

Abstract: A continuous congruent length of stranded flexible Drilling Energy Transfer Member (DETM) constructed to transfer and balance action/reaction forces between an energy source and a working tip such that torque, tensile, compression and self supporting forces are constrained while the DETM operates in multiple positions of tight curvature and straight run and while translating into and out of such extremes, the balance being maintained between the extensor/torque outer configuration and an inner tensile/compressor configuration.

Abstract: A driveshaft formed from a single piece of material having a constant diameter includes a controlled collapse zone in the interior thereof. The controlled collapse zone includes a collapse initiation portion, a collapse distance control portion, and a collapse termination portion. The collapse initiation portion extends from a first normally sized portion of the driveshaft and is preferably formed having a generally semi-circular bulge or bump shape that extends a relatively short axial distance. Preferably, the collapse initiation portion is formed having a diameter that is somewhat larger that the normal diameter of the driveshaft. The collapse distance control portion extends from the collapse initiation portion and is preferably formed having an elongated cylindrical shape that extends a relatively long axial length.

Abstract: A driveshaft assembly for use in a drive train system includes an inner driveshaft tube section including an end portion having an outer surface and an outer driveshaft tube section including an end portion having an inner surface. A plurality of axially extending wires is positioned on either the outer surface of the inner driveshaft tube section or on the inner surface of the outer driveshaft tube section. Then, the end portion of the outer driveshaft tube section is disposed about the end portion of the inner driveshaft tube section so as to define an overlapped region therebetween. At least one of the end portions of the inner and outer driveshaft tube sections is then deformed so as to compress the wires therebetween. As a result, recesses are formed in the outer surface of the inner driveshaft tube section and in the inner surface of the outer driveshaft tube section.

Abstract: A driveline assembly for rotatably interconnecting a first power transmission device to a second power transmission device includes a propeller shaft, an adapter plate, a stub shaft and a constant velocity joint. The propeller shaft has a first end coupled to the adapter plate and a second end adapted to be drivingly coupled to the first power transmission device. The stub shaft includes a substantially cylindrical rod having a first end and a second end. The stub shaft further includes a flange radially extending from the first end of the rod wherein the flange is coupled to the adapter plate. The constant velocity joint is slidingly engaged and rotatably coupled to the second end of the stub shaft and the constant velocity joint is adapted to be coupled to the second power transmission device.

Abstract: A fiber-reinforced plastic pipe has a joint section formed in one end. The joint section is coupled to another member. The pipe includes a helical layer formed with a fiber. The fiber is wound at a winding angle that is equal to or less than forty-five degrees. The fiber volume fraction of the joint section is lower than the fiber volume fraction of the remainder of the pipe.