NTN Technical Review No.70

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1 DECEMBER 2002

2

3 NTN TECHNICAL REVIEW No NTN NTN NTN -1-

4 NTN TECHNICAL REVIEW No Present and Future Technologies for Automobiles Resolving Problems Associated with Environment and Energy Yasuhiro Daisho Department of Mechanical Engineering The motor vehicle is the major cause of both regional air pollution and global warming. Two approaches are delineated to improve these two contradictory problems. The first approach is to enforce more stringent regulations on vehicle emissions. Automakers are directed and obliged to improve upon existing vehicle technologies in gasoline and diesel vehicles to comply with these regulations. Advanced engine technologies will be utilized in combination with aftertreatment systems and reformulated fuels. Developing new alternative powerplants and fuels is the second approach to further achieving oil conservation and improving regional air quality. The categories of the vehicles involved also include electric and hybrid electric, natural gas, and fuel cell vehicles. -2-

5 A comparison of exhaust emission regulations for heavy diesel vehicles Fuel economy standards for passenger cars Component technologies for improving fuel economy A Typical example of the diesel exhaust emission control system -3-

6 NTN TECHNICAL REVIEW No Relations of NOx and CO2 of various passenger cars! Three key technologies for improving emissions and fuel economy -4-

7 ! Waseda Future Vehicle -5-

8 NTN TECHNICAL REVIEW No Process efficiencies in a fuel cell system (ExxonMobil) NTN -6-

9 ! -7-

10 NTN TECHNICAL REVIEW No History of CVJ Design for Automobiles and Recent Technology Takeshi Ikeda NTN Constant Velocity Joints (CVJ) are an essential part of front driveshafts in FWD vehicles. NTN first began production of CVJ in Japan for the Suzuki Suzulight in In 1965, NTN produced the world s first DOJ plunging joint. As FWD and 4WD vehicle popularity grew, the production of CVJ greatly increased. As the leading CVJ producer, NTN has made improvements to the original CVJ, supplying new, innovated CVJ to major automotive companies all over the world. NTN -8-

11 Use part of CVJ Transition of drive system of a passenger car, and CVJ -9-

12 NTN TECHNICAL REVIEW No NTN NTN! Front wheel drive axle -10-

13 -11-

14 NTN TECHNICAL REVIEW No Technical needs of CVJ Typical NVH related to CVJ TN Working angle-induced cyclic axial load TJ (in working angle) -12-

15 R r Rr AC-TJ (track grooves of outer race cup and rollers) Construction of FTJ, SFJ -13-

16 NTN TECHNICAL REVIEW No Construction of UJ Construction of PTJ -14-

17 Transition of outer diameter and weight of fixed-type CVJ (an example of initial 87 size) -15-

18 -16- NTN TECHNICAL REVIEW No

19 -17-

20 NTN TECHNICAL REVIEW No Summary of E Series, High Efficiency Constant Velocity Joints Hiroshi Tone Kenji Terada Masamichi Nakamura In order to meet societies greater requirements for safety and environmental preservation, automotive manufacturers are trying to develop automobiles with better fuel efficiency, comfort and driveline stiffness. NTN has met the challenge by developing and mass-producing the E series high efficiency constant velocity joints for driveshafts. This paper summarizes the E series products. Examples of the combination of E series -18-

21 Characteristics of E series Application of E series Comparison of structure between BJ and EBJ NTN Outer-diameter Comparison in EBJ with BJ -19-

22 NTN TECHNICAL REVIEW No NTN Outer-diameter Comparison in EUJ with UJ Sectional view of EUJ -20-

23 Internal structure of EDJ NTN Outer-diameter Comparison in EDJ with DOJ -21-

24 NTN TECHNICAL REVIEW No FEM for trunnion Comparison of structure between TJ and ETJ NTN Outer-diameter Comparison in ETJ with TJ -22-

25 NTN -23-

26 NTN TECHNICAL REVIEW No Shudderless Constant Velocity Joints (PTJ) Kenji Terada Tatsuro Sugiyama Tsuyoshi Saito Tatsuhiro Goto NTN has developed a new shudderless plunging joint for driveshaft applications. At high torque levels and large operating angles, the induced cyclic axial load and static plunging resistance of this new PTJ are reduced compared to the existing shudderless joints. The PTJ has the following features: (1) The induced cyclic axial load and the static plunging resistance are almost constant and are not affected by operating angle, (2) The induced cyclic axial load and the static plunging resistance are about 50% less than that of a standard SFJ. (3) The weight is 1520% less than that of a standard SFJ. (4) The number of components is reduced and assembly is easier compared to the SFJ. The components are outer ring, inner ring, needle roller and snap ring. The PTJ is expected to perform well in passenger cars at high torque levels and large operating angles. NTN NTN -24-

27 Construction of SFJ and PTJ -25-

28 NTN TECHNICAL REVIEW No Induced cyclic axial load with high torque and large operating angle Induced cyclic axial load vs operating angle Construction of AC-TJ and FTJ -26-

29 Static plunging resistance with torque and vibration vs operating angle Calculation of induced cyclic axial load vs operating angle of PTJ and SFJ Endurance test results -27-

30 NTN TECHNICAL REVIEW No Tilting angle of PTJ roller cassette Contact surface of PTJ Tilting angle of SFJ free-ring Contact surface of SFJ -28-

31 -29-

32 NTN TECHNICAL REVIEW No CFRP Hybrid Shaft for Propeller Shafts Tatsuo Nakajima Arito Matsui NTN The CFRP hybrid shaft is produced by inserting a CFRP pipe into the inner surface of steel pipe. Lighter weight and higher bending stiffness is achieved, consequently making a one-piece propeller shaft possible. Conventional steel shafts require a two-piece or three-piece segmented construction. The CFRP hybrid shaft advantages include 10% or more reduction in weight and fewer parts as compared with steel shafts. The steel outer surface results in higher durability under harsh environments. Conventional propeller shaft assembly -30-

33 Structure of CFRP hybrid shaft Specification of prototype CFRP hybrid shaft Schematic of pultrusion process -31-

34 NTN TECHNICAL REVIEW No T Tco G CO!p CO TcoT G ST!p ST G CO!p CO!p G STCO!p Cross-section of CFRP shaft ( t=4mm ) T CO G CO T G CFRP shaft with slit -32-

35 fc EST!STECO!CO fc 2L 2 st ST CO CO E! L STCO STCO ESTECO Influence of CFRP shaft thickness on natural frequency Influence of slit width on natural frequency -33-

36 NTN TECHNICAL REVIEW No fc E Influence of slit width on imbalance Deformation mode of CFRP shaft with stub Comparison of FEM-calculated values and measured values Deterioration test of low and high temperature -34-

37 -35- Static distortion test results Distortion angle-toque chart

38 NTN TECHNICAL REVIEW No Dynamic Analysis of Forces Generated on Internal Parts for Ball Type Constant Velocity Joint Yoshihiko Hayama A constant velocity joint (CVJ) can transmit torque while keeping rotation constant from the input shaft to the output shaft while the two shaft axes are at any angle. CVJ s are roughly divided into two types. The first is a fixed type that can accept only bending movement between the input and the output shaft. The second is a plunging type, which also permits telescopic movement. Each CVJ consists of several parts that move in 3 dimensions as it works. Analysis of dynamic forces generated on these parts is important in the development of a CVJ. However, it is very difficult to measure all these forces in experiments. This paper describes multi-body dynamic models and analytical results of internal forces of two types of CVJ, DOJ (plunging type) and BJ (non-plunging type). ADAMS, a dynamic modeling software package, is utilized to build these models. Clearances between all components, 3D contact forces and friction forces are taken into consideration in these models. 3D contact forces are calculated by using Hertzian contact theory. In addition, the dynamic CVJ models have been verified by comparing the analytical results with experimental data. Two types of CVJ multi-body dynamic model have been completed, with analysis. As the result, it is possible to predict CVJ assembly internal forces. In these analyses we can get various characteristics of CVJ internal force. According to analytical results, there are some balls on which no contact forces are generated in BJ and DOJ assemblies. As the operation angle is increased or the friction coefficient is decreased, the peak contact force generated between the ball and the track is shifted to the smaller phase angle side. Analytical results are similar to experimental results in the DOJ assembly model. -36-

39 P3 P4 P5 P6 P2 P1 Fic DOJ model Fco Detail of ball contact force -37-

40 NTN TECHNICAL REVIEW No r VxVy FcontactkE' 2R 3/2 CVz 9 3 k E' Vz R C r BJ model Vy Vx Schematic representation of contact feature V V Vx,Vy Friction coefficient -38-

41 Y X T f Pn Definition of Pn T Pn 6PCRsin Pn T PCR 2 f 2 sin 0 Contact point of BJ inner ring track (Operation angle 40deg, Rotational speed 10rpm Torque 10Nm) Definition of phase angle and rotational direction -39-

42 NTN TECHNICAL REVIEW No Fco Analytical conditions of section 3.1 T N Analytical conditions of section 3.2 T N Contact force of ball P3/Pn, P4/Pn P3/Pn P4/Pn Phase angle deg Contact force of ball P3/Pn deg 5 deg 10 deg 15 deg Phase angle deg Contact force of ball P5/Pn, P6/Pn Contact force of cage to outer ring Fco/Pn ap3, P Phase angle deg bp5, P Phase angle deg cfco Internal force of DOJ P5/Pn P6/Pn Fco/Pn Influence of operation angle Comparison between ideal parameters and calculation (Operation angle 0 deg) T -40-

43 T N Experimental conditions Contact force of ball P3/Pn deg 10 deg 15 deg Phase angle deg Analytical conditions of section 3.3 Experimental results of influence of operation angle T N Contact force of ball P3/Pn =0.00 =0.03 =0.05 =0.10 = Phase angle deg 360 Influence of friction coefficient -41-

44 NTN TECHNICAL REVIEW No Analytical conditions of section 4.1 T N Contact force of ball P3/Pn, P4/Pn Contact force of ball P5/Pn, P6/Pn Contact force of cage to outer ring Fco/Pn Phase angle deg ap3, P4 Internal force of BJ P3/Pn P4/Pn Phase angle deg bp5, P Phase angle deg cfco P5/Pn P6/Pn Fco/Pn Analytical conditions of section 4.2 T N Contact force of ball P3/Pn deg 5 deg 10 deg 20 deg 30 deg 40 deg Phase angle deg Influence of operation angle -42-

45 Comparison between ideal parameters and calculation (Operation angle 0 deg) f T T N Contact force of ball P3/Pn Analytical conditions of 4.3 =0.00 =0.10 =0.03 = Phase angle deg Influence of friction coefficient =

46 NTN TECHNICAL REVIEW No Test Method to Evaluate Reciprocating-Motion Rolling-Sliding Strength Yukio Fujii Kikuo Maeda When a constant velocity joint (CVJ) transmits the rotation of a shaft at an angle, its balls roll and reciprocate on the inner and outer raceways. The reciprocating action produces sliding especially at both sides of the channel. It is difficult to quantify the precise life of a CVJ due to the fact that the occurrence of flaking failure causes little vibration in reciprocating motion. A new test apparatus was developed to evaluate reciprocating motion rolling-sliding strength. In this apparatus, three balls have reciprocating contact with a test specimen. Pure rolling occurs at the center portion of the reciprocating span on the test specimen, whereas rolling accompanied by a certain amount of sliding occurs on either end of the center portion due to interference between the balls and the retainer. Induction-heat-treated JIS- S53C was evaluated in this testing. Flaking failures were induced at an end of the reciprocating scar in sliding, which were shown to originate from the contact surface. These results paralleled the observed flaking failures occurring in CVJs. -44-

47 Cutaway model of CVJ Flaking failure which occurred on CVJ's outer ring Chemical compositions of JIS-S53C used! Schematic illustration of thrust-type specimen Schematic illustration of three-point bending specimen Induction heat treatment conditions for thrust-type specimen Induction heat treatment conditions for three-point bending specimen -45-

48 NTN TECHNICAL REVIEW No Hardness distribution of thrust-type specimen Hardness distribution of three-point bending specimen ba a b Photographs of reciprocating-motion rolling-sliding test apparatus Conditions of reciprocating-motion rolling-sliding testing a b Schematic illustration of reciprocating-motion rollingsliding test apparatus -46-

49 ba!! P ak! F! aw SW SW SW F! aw awf! aw SPtW K! F! aw a t! Schematic illustration of mode I fatigue crack growth testing F! a/w F! Relationship between a/w and dimensionless stress intensity factor F!! Conditions of mode! fatigue crack growth testing a P S L F! aw W Intermittent operation condition for reciprocating-motion rolling-sliding testing -47-

50 NTN TECHNICAL REVIEW No L R Overall view of reciprocating scar Magnified view of enclosed area R and cross-section Magnified view of enclosed area L and cross-section Reciprocating scar after reciprocating-motion rolling-sliding testing -48-

51 L L Weibull distribution of lives obtained by reciprocatingmotion rolling-sliding testing! K! dadn!k! da/dn K! K! dadn Relationship between K! and crack growth rate dadn Schematic illustration of surface cracks at ends of reciprocating scar -49-

52 NTN TECHNICAL REVIEW No Possible mechanism of surface crack formation at end of reciprocating scar in sliding ac f K! K!! K! K! b b bb b! y q(x, y) p(x,y) 0 z c y', y* e a a 0' 0* Calculation model for stress intensity factor at inclined semi-circular surface crack-tip with oil hydraulic pressure taken into account z* r x* x, x' Pmax e b 2b K! K! b/2 e/be/c Schematic illustration of inclined semi-circular surface crack at end of reciprocating scar K! Variation of stress intensity factor K! at inclined semicircular surface crack-tip -50-

53 ! K!! K! -51-

54 NTN TECHNICAL REVIEW No History of Hub Bearings and Recent Technology Eiji Funahashi NTN In recent years and in light of global environmental regulation surrounding the automotive industry, every component and part assembled in vehicles have been closely examined to reduce weight, friction loss, and carbon dioxide (CO2) emission. Hub bearings are, obviously, not exempt from this critical examination. Hub bearings have also contributed to the safety of vehicles as a component of ABS (anti-lock brake system) and ABS sensor integrated hub bearings have now been adapted to ensure the reliable and precise transmission of the wheel speed signals. This article features the transition of continuous improvements in hub bearing design and the technologies recently introduced to meet the aforementioned trend. NTN NTN -52-

55 NTN Features of Hub bearings in each generation -53-

56 NTN TECHNICAL REVIEW No NTN NTN NTN NTN Example of GEN 4 Hub Joint -54-

57 Orbital forming process Examples of self-retaining orbital forming technique Types of magnetized encoder -55-

58 NTN TECHNICAL REVIEW No Examples of ABS sensor integration NTN Urtra low flange run-out of GEN3 Hub bearings Contributing factors of flange run-out and countermeasures -56-

59 NTN Claw-pole type generator -57-

60 NTN TECHNICAL REVIEW No Hub Bearing with Wireless ABS Sensor Koichi Okada Masatoshi Mizutani Toru Takahashi Hiroaki Ohba NTN's Hub Bearing with Wireless ABS Sensor needs no external power supply or electrical wire connections because a small multi-pole generator and radio transmitter are built right into the hub bearing. The multi-pole generator provides both the electrical power and the rotational speed signal to the radio transmitter. This high performance axle module eliminates the labor involved in connecting the ABS speed sensor wiring harness and prevents the risk of wiring harness damage. In addition, the axle and ABS system components are designed to be simpler and more compact. -58-

61 GEN4 Hubjoint with wireless ABS sensor Cross-section of GEN3 Hub bearing with wireless ABS sensor Crow-pole type generator -59-

62 NTN TECHNICAL REVIEW No Relation between rotational speed and generated voltage ( 500 load ) Example of magnetic distribution by magnetic field analysis Wave patterns at generation of 20min -1 and 500min

63 Block diagram of the system Test vehicle Output wave patterns of sensor at test vehicle -61-

64 NTN TECHNICAL REVIEW No ABS activation test at test vehicle -62-

65 -63-

66 NTN TECHNICAL REVIEW No NTN GEN 2 Tapered Roller Hub Bearing for Large Commercial Vehicles Hisashi Ohtsuki NTN This article introduces design characteristics and evaluation results of NTN GEN 2 Tapered Roller Hub Bearing (HUR) for large commercial vehicles. Under severe operating conditions, reliability and serviceability of NTN HUR are significantly better than those for the conventional bearing arrangement, which uses two tapered roller bearings. Excellent durability is achieved through intensive development of high performance grease, high pack seals, and bearing raceway profile optimization. NTN also developed new test equipment to simulate actual vehicle operation specifically for the NTN HUR product line

67 1 2 3 NTN NTN Two taper usage front axle Cut model Front axle of HUR use Sectional view of HUR -65-

68 NTN TECHNICAL REVIEW No NTN NTN NTN Hypack seal 1 2 General performance of grease Connection ring

69 NTN NTN Outer race cup grinding method Example of contact stress calculation between roller and an race track Conceptual figure of matching Measuring method of a clearance FEM analysis result -67-

70 NTN TECHNICAL REVIEW No NTN Outline of tester Appearance of tester -68-

71 Test result of durability with curving moment L LLhi NTN Cyclic load durability-test result L LLhi -69-

72 NTN TECHNICAL REVIEW No Computer Analysis of Hub Bearings Akitoshi Imou NTN Development time, cost reduction, and quality improvement are important considerations in new product development for the automotive industry. Computer analysis is an indispensable tool used to achieve these goals. Finite element analysis is extremely useful for preliminary study of a new product design. This paper introduces the utilization of finite element analysis for hub bearings. -70-

73 Structure of the 3rd generation hub-bearing System outline Example of data input Tester -71-

74 NTN TECHNICAL REVIEW No Comparison of a calculation value and measured value A rigidity measuring method The example of application of a simple FEM system Calculation model Comparison of a calculation value and measured value -72-

75 Example of moment rigidity examination (the direction of an axis displacement distribution map) Examination example -73-

76 NTN TECHNICAL REVIEW No Evaluation Bench Tests for Hub Bearings Takayasu Takubo Automotive hub bearings are considered to be very important components for vehicle safety. The hub bearings are important elements that affect all aspects of vehicle performance including normal forward motion, turning, and stopping. Therefore, the evaluation test is very important. It is used to verify the function and reliability of hub bearings and to ensure the safety of the vehicle. This article outlines bench tests used to evaluate automotive hub bearings. NTN NTN -74-

77 NTN Endurance tests Flaking on the inner raceway -75-

78 NTN TECHNICAL REVIEW No Grease leakage Stress measurement of Hub Hub shaft fracture Salt-muddy water tests -76-

79 After combined cyclic corrosion tests After salt-muddy water tests Hub bearing rigidity measurement -77-

80 NTN TECHNICAL REVIEW No NTN Run-out measurement Flatness measurement of Hub flange Fretting on the raceway NTN NTN -78-

81 NTN NTN Outlook of the test laboratory -79-

82 NTN TECHNICAL REVIEW No Generation 4 Hub Joint Shigeaki Fukushima Hiroyuki Ogura NTN There has always been a demand for lighter and more compact wheel bearings. A new retaining method has been developed and applied to NTN Generation 4 Hub joints (GEN4 H/J), which are utilized on drive axle applications. NTN GEN4 H/J is not only lighter weight and more compact, but also improve serviceability. NTN GEN4 H/J can be employed in a vehicle of any size. NTN NTN NTN NTN Tube formed Gen 4 H/J -80-

83 Tube forming method Knurl appearance Easy assembly and improved serviceability -81-

84 NTN TECHNICAL REVIEW No Static torsional strength test result Pull force test result Dynamic torsional fatigue test result -82-

85 Actual vehicle test set-up GEN4 H/J design comparison NTN Complex condition durability test machine -83-

86 NTN TECHNICAL REVIEW No

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88 NTN TECHNICAL REVIEW No

89 dmn -87-

90 NTN TECHNICAL REVIEW No

91 -89-

92 NTN TECHNICAL REVIEW No

93 NTN TECHNICAL REVIEW No.70 NTN

**編集*

**編集* $ NTN constant velocity joint for automobiles supports the concept of "Fun to Drive" NTN constant velocity joints are used in automotive propeller shafts and half shafts to transmit power from the engine

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