JP2009174640A - Constant velocity universal joint - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a constant velocity universal joint capable of stably absorbing displacement in the axial direction on an impact, when impact force is applied to a shaft when a vehicle collides. <P>SOLUTION: This constant velocity universal joint includes an outside joint member, an inside joint member stored in this outside joint member and a torque transmission means interposed between the outside joint member and the inside joint member, and is provided by fitting a shaft 10 in the inside joint member, and includes an end part retaining ring 80 installed on the end part side of a shaft 58 and regulating extraction to the anti-end part side of the shaft 58 to the inside joint member, and an anti-end part retaining ring 81 installed on the anti-end part side more than the end part retaining ring 80 and regulating pushing-in to the end part side of the shaft 58 to the inside joint member. The anti-end part retaining ring 81 is constituted of a construction material lower than an impact value of hard steel. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a constant velocity universal joint used for automobiles and industrial machines, and more particularly to a constant velocity universal joint for an automobile propulsion shaft (propeller shaft) and a drive shaft (drive shaft).

  In order to improve safety at the time of vehicle collision, some propeller shafts are configured to absorb axial displacement at the time of collision in order to release the impact force (Patent Document 1 and Patent Document 2).

  As shown in FIG. 9, the one described in Patent Document 1 is a propeller shaft, which is a steel pipe shaft 1 that is a drive shaft, a driven shaft 3 that is connected to the steel pipe shaft 1 via a constant velocity universal joint 2, and the like. Is provided.

  The constant velocity universal joint 2 includes a cylindrical outer ring 6 having a track groove 5 on the inner diameter surface, an inner ring 8 having a track groove 7 on the outer diameter surface, a track groove 5 of the outer ring 6 and a track groove 7 of the inner ring 8. A plurality of balls 9 that transmit torque by being interposed therebetween, and a cage 10 that holds the balls 9 interposed between the inner diameter surface of the outer ring 6 and the outer diameter surface of the inner ring 8 are provided.

  The end of the steel pipe shaft 1 is fitted into the inner ring 8. In this case, a male serration portion 16 is formed at the end portion of the shaft 1, and a female serration portion 17 is formed on the inner diameter surface of the inner ring 8. The male serration portion 16 and the female serration portion 17 are fitted to each other. ing. Further, a retaining ring 14 is attached to a shaft projecting portion projecting from the inner ring 8 toward the pipe material 11 so as to prevent the shaft 1 from coming off.

  The outer ring 6 is connected to a pipe material 11 adjacent to the opening on the side opposite to the shaft, and a seal plate 12 is fitted to the opening. That is, an annular step portion 13 is provided on the opening side of the outer ring 6 on the opposite shaft side, and the seal plate 12 is press-fitted and fixed to the step portion 13. The shaft-side opening of the outer ring 6 is closed by a sealing device S having a rubber boot 15.

  When a collision load Z is applied along the axial direction from the transmission side at the time of impact of the vehicle, the opposite reaction force W acts on the driven shaft 3 due to the reaction. As a result, the inner part of the constant velocity universal joint (unit body including the inner ring 8, the ball 9, the cage 8, and the like) slides toward the pipe member 11 with respect to the pipe member 11, and as shown in FIG. 15 is broken, and the seal plate 12 is pressed toward the pipe material 11 by the internal parts, so that the seal plate 12 is detached from the stepped portion 13. Thereby, the impact is once absorbed. And as shown in FIG. 11, the movement to the further pipe material 11 side of the internal component of a constant velocity universal joint is accept | permitted, and an impact can be absorbed.

  Further, in the constant velocity universal joint described in Patent Document 2, as shown in FIG. 12, the shaft 31 is prevented from coming off by a pair of retaining rings 38 and 39 attached to the shaft 31. That is, this constant velocity universal joint is similar to the constant velocity universal joint shown in FIG. 9 above. The cylindrical outer ring 26 having the track groove 25 on the inner diameter surface, the inner ring 28 having the track groove 27 on the outer diameter surface, and the outer ring A plurality of balls 29 that transmit torque by being interposed between the track grooves 25 of the inner ring 28 and the track grooves 27 of the inner ring 28, and balls 29 that are interposed between the inner diameter surface of the outer ring 26 and the outer diameter surface of the inner ring 28. And a retainer 30 for retaining the.

  Also in this case, the end of the shaft 31 is fitted into the inner ring 28. In this case, a male serration portion 36 is formed at the end of the shaft 31, and a female serration portion 37 is formed on the inner diameter surface of the inner ring 28. The male serration portion 36 and the female serration portion 37 are fitted together. ing.

  In addition, an end retaining ring 38 and an opposite end retaining ring 39 are attached to the shaft 31. At this time, the end retaining ring 38 restricts the shaft 31 from coming out to the opposite end side, and the opposite end retaining ring 39 restricts the pushing of the shaft 31 toward the end part side.

  As shown in FIG. 13, the fitting groove 40 of the shaft 31 into which the opposite end retaining ring 39 is fitted has a side wall on the side opposite to the axial end as an inclined wall 40a, and a side wall on the axial end side in the axial direction. An orthogonal vertical wall 40b is used. Further, the inner diameter surface 39a of the counter end retaining ring 39 is a tapered surface corresponding to the inclined wall 40a.

  The outer ring 26 has an opening on the flange side closed with an end cap 42, and an opening on the opposite flange side is closed with a seal device 43. The seal device 43 includes a boot adapter 44 that is externally fitted and fixed to the non-flange side of the outer ring 26, and a boot 45 that has a small-diameter portion 45 b attached to the boot attachment portion 31 a of the shaft 31 via a boot band 46. . A large diameter portion 45 a of the boot 45 is caulked and fixed to the opening end portion of the boot adapter 44.

In the constant velocity universal joint shown in FIG. 12, when an axial force is applied to the shaft 31, the radial component force acts in a direction to expand the retaining ring 39 (see the two-dot chain line in FIG. 13). Therefore, in consideration of the inclination angle θ of the inclined wall 40a and the elastic force in the radial direction of the retaining ring 39, when the axial force exceeding a predetermined value is applied to the shaft 31, the retaining ring 39 is expanded in diameter. 31 is allowed to move in the axial direction with respect to the retaining ring 39.
JP 2003-146098 A JP 9-295517 A

  However, in the thing of the said patent document 1, it is necessary to make the internal diameter of the pipe material 11 larger than the outer diameter of the internal component of a constant velocity universal joint. Therefore, it is unsuitable for the small-diameter pipe material 11, and the usable range is limited.

  Moreover, in the thing of the said patent document 2, when the axial direction force exceeding a predetermined value acts on the shaft 31 in consideration of the inclination angle θ of the inclined wall 40a and the elastic force in the radial direction of the retaining ring 39. It is necessary to enlarge the diameter of the retaining ring 39 so that the shaft 31 moves in the axial direction with respect to the retaining ring 39, which is difficult to set. That is, even if an impact force is applied to the shaft 31, the shaft 31 may not be allowed to move in the axial direction without being successfully expanded in diameter.

  In view of the above problems, the present invention provides a constant velocity universal joint that can stably absorb axial displacement at the time of impact when an impact force is applied to the shaft during a vehicle collision or the like.

  The constant velocity universal joint of the present invention includes an outer joint member, an inner joint member accommodated in the outer joint member, and a torque transmission means interposed between the outer joint member and the inner joint member. A constant velocity universal joint in which a shaft is fitted into the inner joint member, and an end snap ring that is attached to the end portion side of the shaft and restricts the inner joint member from being pulled out to the opposite end side of the shaft, and an end portion It is equipped with an anti-end retaining ring that is mounted on the opposite end side of the retaining ring and restricts the inner joint member from being pushed toward the end of the shaft, and the anti-end retaining ring is lower than the impact value of the hard steel. It consists of material.

  According to the constant velocity universal joint of the present invention, in the normal state in which no axial impact force is applied to the shaft, the shaft can be prevented from coming off in the axial direction by the end retaining ring and the counter end retaining ring. When the impact force in the axial direction (impact force that the shaft is pressed toward the shaft end) is applied to the shaft, the non-end retaining ring is made of a material lower than the impact value of hard steel. The non-end retaining ring will be crushed with a lower impact load than the general purpose clip. In addition, the retaining ring is not caught when the shaft is moved because the retaining ring at the opposite end is crushed.

  The shaft and the inner joint member are connected to the serration portion, and the outer diameter of the serration portion of the shaft on the side opposite to the anti-end portion is smaller than the outer diameter of the shaft serration portion between the pair of retaining rings. Is preferred. A non-serrated portion that does not have a serrated portion may be formed on the shaft on the opposite end side of the counter end portion retaining ring, and the outer diameter of the non-serrated portion may be smaller than the outer diameter of the serrated portion.

  Thereby, at the time of a vehicle collision, the movement to the shaft end part side with respect to the inner ring of the shaft can be smoothly performed.

  A concave groove into which the opposite end retaining ring is fitted may be provided on the inner diameter surface of the inner joint member. Thereby, the position of the counter end portion retaining ring can be arbitrarily set by changing the position of the concave groove. The counter end retaining ring can be formed of a circlip having a circular cross section. That is, an existing circlip can be used.

  As a constant velocity universal joint, an outer joint member having a track groove formed on the inner peripheral surface, an inner joint member formed with a track groove on the outer peripheral surface, a track groove of the outer joint member, and a track groove of the inner joint member And a cage having a pocket for accommodating the ball and a cage interposed between the outer joint member and the inner joint member.

  The constant velocity universal joint may be a double offset type in which the center of curvature of the outer peripheral surface of the cage and the center of curvature of the inner peripheral surface are offset in the opposite axial direction with respect to the angle center of the joint.

  Further, the inner peripheral surface of the outer joint member is alternately provided with a track groove twisted in one circumferential direction with respect to the axis and a track groove twisted in the other circumferential direction, and the outer peripheral surface of the inner joint member has a circumferential direction. A cross groove type in which track grooves twisted in opposite directions may be provided alternately.

  Further, an outer joint member having three track grooves having roller guide surfaces facing in the circumferential direction, a tripod member as an outer joint member having three leg shafts projecting in the radial direction, and the leg shaft And a roller as a torque transmitting means that is rotatably fitted through the rollers.

  In the present invention, in a normal state in which no axial impact force is applied to the shaft, the end stopper ring and the counter end stopper ring can restrict the shaft from coming off in the axial direction, and stable torque transmission can be achieved over a long period of time. Is possible. In addition, when an axial impact force (impact force that presses the shaft toward the shaft end) is applied to the shaft, the opposite end retaining ring will be crushed with a lower impact load than a general retaining ring (general purpose clip). Thus, the axial movement of the shaft is allowed. Thereby, the axial displacement at the time of impact can be stably absorbed.

  In addition, since the retaining ring at the opposite end is crushed, the retaining ring is not engaged when the shaft is moved, and the shaft can move (slide) smoothly, and the impact can be reliably reduced in the event of a vehicle collision. it can.

  The outer diameter of the serration portion of the shaft on the opposite end side of the anti-end portion retaining ring is smaller than the outer diameter of the shaft between the pair of retaining rings, or the outer surface of the non-serration portion is smaller than the outer diameter of the serration portion. By reducing the diameter, the shaft can be smoothly moved toward the shaft end with respect to the inner ring of the shaft in the event of a vehicle collision. As a result, the impact can be mitigated more reliably.

  If the inner surface of the inner joint member is provided with a recessed groove into which the opposite end retaining ring is fitted, the position of the opposite end retaining ring can be arbitrarily set by changing the position of the recessed groove.

  As a constant velocity universal joint, it can be applied to various types of fixed type and sliding type.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIG. 2 shows a constant velocity universal joint according to the first embodiment. The constant velocity universal joint includes an inner ring 51 as an inner joint member, an outer ring 52 as an outer joint member, a ball 53 and a cage 54 as main components. That is, the constant velocity universal joint of this embodiment is a sliding type constant velocity universal joint (double offset type) using the ball 53 for torque transmission.

  The inner ring 51 has a plurality of track grooves 56 formed on its outer peripheral surface (convex spherical outer peripheral surface). A shaft 58 is inserted into the center hole of the inner ring 51 and is spline-fitted (coupled with serrations). That is, the female serration portion 55 is formed on the inner diameter surface of the inner ring 51, the male serration portion 60 is formed at the end portion of the shaft 58, and when the end portion of the shaft 58 is fitted into the center hole of the inner ring 51, the shaft The male serration portion 60 at the end of 58 and the female serration portion 55 of the inner ring 51 are fitted (serration portion coupling).

  The outer ring 52 has the same number of track grooves 57 as the track grooves 56 of the inner ring 51 formed on the inner peripheral surface (cylindrical inner peripheral surface) thereof. A plurality of balls 53 that transmit torque are incorporated between the track groove 57 of the outer ring 52 and the track groove 56 of the inner ring 51. A cage 54 is disposed between the inner ring 51 and the outer ring 52, and the ball 53 is held in a pocket 59 of the cage 54.

  The outer ring 52 includes a main body 52a in which the track groove 57 is formed, and a flange 52b that protrudes in the outer diameter direction from the outer diameter surface on the one opening 61a side of the main body 52a. The flange 52 b is provided with a through hole 62, and the outer ring 52 can be attached to another member through the through hole 62. Also, ring bodies (O-rings) 63 and 64 for preventing the removal of inner parts (consisting of the inner ring 51, the ball 53, the cage 54, and the like) are mounted on both the openings 61a and 61b of the outer ring 52. Yes.

  The opening 61 b on the side opposite to the flange (shaft protruding side) of the outer ring 52 is closed by a sealing device 67 including a boot 65 and a boot adapter 66. That is, the large diameter portion 66a of the boot adapter 66 is fixedly fitted to the opening 61b on the shaft protruding side of the outer ring 52, and the boot 65 has a small diameter portion 65b that attaches the boot band 70 to the boot mounting portion 58a of the shaft 58. Is mounted through. Further, the large diameter portion 65 a of the boot 65 is caulked and fixed to the opening end portion 66 b of the boot adapter 66.

  On the other hand, the outer ring opening 61 a on the flange side (on the side opposite to the shaft) is closed by a sealing device 69 including an end plate 68. The end plate 68 includes a disc-shaped main body portion 68a and a peripheral wall portion 68b extending in the axial direction from the outer peripheral edge of the main body portion 68a, and is fitted into a peripheral groove 71 formed on the inner diameter surface of the outer ring opening 61b. ing.

  These sealing devices 67 and 69 prevent leakage of grease filled in the joint and prevent entry of foreign matters.

  The center of curvature O1 of the outer peripheral surface 54a of the cage 54 and the center of curvature O2 of the inner peripheral surface 54b of the cage 54 are offset in the axial direction opposite to the angular center O of the joint.

  By the way, an end retaining ring 80 and an opposite end retaining ring 81 are attached to the shaft 58. That is, a circumferential groove 82 having a rectangular cross section is formed on the distal end side of the male serration portion 60 of the shaft 58 (the end portion side on the shaft end surface 58b side), and the proximal end portion side of the male serration portion 60 of the shaft 58 is formed. A circumferential groove 83 having a rectangular cross section is formed, and retaining rings 80 and 81 are fitted in the circumferential grooves 82 and 83, respectively.

  As shown in FIG. 2, the end retaining ring 80 is a circlip (a circlip made of existing hard steel) whose cross-sectional shape is rectangular, and the end surface 80 a on the side opposite to the shaft is the shaft of the inner ring 51. It is in contact with the end face 51a on the end face side. For this reason, the movement (missing) of the shaft 58 in the direction of the arrow α with respect to the inner ring 51 is restricted.

  The counter end retaining ring 81 is a circlip having a rectangular cross-sectional shape, and an end surface 81 a on the shaft end surface side thereof is in contact with an end surface 51 b on the counter shaft end surface side of the inner ring 51. For this reason, the movement (push-in) of the shaft 58 in the arrow β direction with respect to the inner ring 51 is restricted.

  The counter end retaining ring 81 is made of a material having a lower impact value (Charpy value) than hard steel. In addition, a C0.5-0.8% thing is called hard steel. The impact value can be obtained by a Charpy impact test, and is obtained by supporting the both ends of the test piece and folding the center portion. Specifically, the value obtained by dividing the absorbed energy used for breaking the test piece in the Charpy impact test by the area of the broken portion is the impact value. Specific materials of the counter end retaining ring 81 include polyester material and cast iron.

  In the constant velocity universal joint according to the present invention, in a normal state where no axial impact force is applied to the shaft 58, the end stopper ring 80 and the counter end stopper ring 81 can restrict the shaft 58 from coming off in the axial direction. it can. As a result, stable torque transmission is possible over a long period of time.

  Further, when an axial impact force is applied to the shaft 58 (the shaft is pressed toward the shaft end side but impact force), that is, as shown in FIG. 3A, a pressing force X is applied to the inner ring 51. Then, as shown in FIG. 3B, a reaction force Y is generated on the shaft 58. At this time, since the inner ring opposite end retaining ring 81 is made of a material lower than the impact value of hard steel, the opposite end retaining ring 81 is crushed with a lower impact load than a general purpose retaining ring (general purpose clip). become. For this reason, as shown in FIG. 3 (c), the opposite end retaining ring 81 is damaged (pulverized) by an impact at the time of a vehicle collision or the like, and the shaft is allowed to move in the axial direction (arrow β direction) relative to the inner ring 51. Thus, the axial displacement at the time of impact can be stably absorbed.

  In addition, when the shaft 58 moves, the retaining ring 81 does not bite because the counter end retaining ring 81 is crushed. For this reason, the shaft 58 can move (slide) smoothly, and the impact can be reliably reduced at the time of a vehicle collision.

  In the constant velocity universal joint configured in this manner, the shaft 58 is attached to the inner ring 51 with the male serration portion 60 of the shaft 58 in a state where the counter end retaining ring 81 is first fitted in the circumferential groove 83. Is inserted (inserted) into the center hole of the inner ring 51. At this time, it is inserted until the opposite end portion retaining ring 81 comes into contact with the end surface 51b. Thereafter, the end retaining ring 80 is fitted into the circumferential groove 82 in the circumferential groove 82. As a result, the inner ring 51 is sandwiched between a pair of retaining rings 80 and 81 fitted on the shaft 58, and the axial removal of the shaft 58 is restricted.

  FIG. 4 shows the main part of the second embodiment, and the outside of the serration portion 60b of the shaft 58 on the opposite end side of the counter end retaining ring 81 with respect to the outer diameter of the serration portion 60a of the shaft 58 between the pair of retaining rings. The diameter is small. That is, when the outer diameter of the serration portion 60a is D1, and the outer diameter of the serration portion 60b on the opposite end side is D2, D1> D2. Note that D2 is set slightly smaller than the inner diameter (minimum inner diameter) of the female serration portion 55 of the inner ring 51.

  With this configuration, as shown in FIG. 5, when an axial impact force is applied to the shaft 58 and the counter end retaining ring 81 is crushed, D1> D2, so the arrow β of the shaft 58 Directional movement (slide) can be performed smoothly.

  Further, as shown in the main part of the third embodiment shown in FIG. 6, a non-serrated portion 72 (an anti-end portion stopper) in which a serrated portion is not formed in the shaft 58 on the opposite end side of the counter-end portion retaining ring 81. A region near the ring 81) is formed, and the outer diameter of the non-serrated portion 72 is smaller than the outer diameter of the serrated portion 60. That is, when the outer diameter of the serration portion 60 is D3 and the outer diameter of the non-serration portion 72 is D4, D3> D4. D4 is set slightly smaller than the inner diameter (minimum inner diameter) of the female serration portion 55 of the inner ring 51.

  Also in this case, as in the embodiment shown in FIG. 4, when an axial impact force is applied to the shaft 58 and the counter end retaining ring 81 is crushed, D3> D4. The movement (slide) (see FIG. 5 and the like) can be performed smoothly.

  Next, in the fourth embodiment shown in FIG. 7, the counter end retaining ring 81 is constituted by a circlip having a circular cross section. A concave groove 85 is provided in the inner diameter surface of the inner ring 51 on the side opposite to the shaft end surface. In this case, the concave groove 85 is open to the end surface 51b on the side opposite to the shaft end surface. Further, the side surface 85a on the end surface 51a side of the groove 85 is a tapered surface so as to correspond to a circlip having a circular cross section. Also in this case, the counter end retaining ring 81 is made of a material lower than the impact value of hard steel.

  Moreover, in 5th Embodiment of FIG. 8, the ditch | groove 85 is not opening to the end surface 51b by the side of an anti-shaft end surface. For this reason, in the groove 85, the side surface 85a on the end surface 51a side is a tapered surface, but the side surface 85b on the end surface 51b side is a vertical surface orthogonal to the axial direction. Also in this case, the counter end retaining ring 81 is made of a material lower than the impact value of hard steel.

  Therefore, even in the constant velocity universal joint shown in FIGS. 7 and 8, the inner ring opposite end retaining ring 81 is made of a material lower than the impact value of hard steel, so that a general-purpose retaining ring (general-purpose clip) is used. The counter end retaining ring 81 is crushed with a lower impact load. For this reason, movement of the shaft in the axial direction (arrow β direction) (see FIG. 5 and the like) with respect to the inner ring 51 is allowed, and axial displacement at the time of impact can be stably absorbed. Further, in the case where the inner groove 51 is formed with the concave groove 85, the position of the counter end retaining ring 81 can be arbitrarily set by changing the position of the concave groove 85.

  By the way, although the double offset type (DOJ) is shown as the constant velocity universal joint in the above-described embodiment, the bar field type (BJ) can be used even if it is a sliding type such as a tripod type (TJ) or a cross groove type (LJ). ), A fixed type such as an undercut free type (UJ).

  Here, the tripod type (TJ) is an outer joint member in which three track grooves having roller guide surfaces facing in the circumferential direction are formed, and a tripod member having three leg shafts protruding in the radial direction. A sliding type constant velocity universal joint provided with a roller externally fitted to the leg shaft via a roller.

  The cross groove type (LJ) is an inner ring track and an outer ring track that are angled in opposite directions with respect to the axis, and a ball is formed at the intersection of the paired inner ring track and outer ring track. Is incorporated.

  The Barfield type (BJ) is a fixed type constant velocity universal joint in which the groove bottom of the track groove is composed only of an arc portion. The undercut free type (UJ) is a fixed type constant velocity universal joint in which the groove bottom of the track groove is constituted by an arc portion and a straight portion.

  As described above, the constant velocity universal joint can be applied to various types of fixed type and sliding type.

  As described above, the embodiment of the present invention has been described. However, the present invention is not limited to the above embodiment, and various modifications are possible. For example, in the embodiment shown in FIGS. It is also preferable that the outer diameter of the serration portion 60b on the side opposite to the end of the ring 81 is smaller than the outer diameter of the serration portion 60a between the retaining rings. Further, in the embodiment shown in FIGS. 7 and 8, the serration portion may not be formed on the opposite end side than the opposite end retaining ring 81, and in this case, the portion where the serration portion 60 is not formed ( It is also preferable that the outer diameter of the non-serrated portion 72) be smaller than the outer diameter of the serrated portion between the retaining rings.

  In addition, the cross-sectional shape of the counter end retaining ring 81 is not limited to a rectangle or a circle, but may be an ellipse, a square, a pentagon or more polygon. The end retaining ring 80 is not limited to a rectangular cross-sectional shape, and may be a circle, an ellipse, a square, a pentagon or more polygon.

  In the case of using a ball as the rolling element, the number of balls can be arbitrarily set, and can correspond to various types. In particular, a constant velocity universal joint including eight or more torque transmission balls can achieve further compactness and weight reduction while ensuring strength, load capacity, and durability.

  Further, the outer ring is not limited to the type having the flange 52b as shown in FIG. 2, but may be a type connected to the pipe material as shown in FIG.

It is sectional drawing of the constant velocity universal joint which shows 1st Embodiment of this invention. It is a principal part expanded sectional view of the constant velocity universal joint shown in the said FIG. It is sectional drawing at the time of the impact of the constant velocity universal joint shown in the said FIG. It is a principal part expanded sectional view of the constant velocity universal joint which shows 2nd Embodiment of this invention. It is sectional drawing at the time of the impact of the constant velocity universal joint shown in the said FIG. It is a principal part expanded sectional view of the constant velocity universal joint which shows 3rd Embodiment of this invention. It is a principal part expanded sectional view of the constant velocity universal joint which shows 4th Embodiment of this invention. It is a principal part expanded sectional view of the constant velocity universal joint which shows 5th Embodiment of this invention. It is sectional drawing of the conventional constant velocity universal joint. FIG. 10 is a cross-sectional view of the constant velocity universal joint shown in FIG. 9 at the time of impact. FIG. 10 is a cross-sectional view of the constant velocity universal joint shown in FIG. 9 at the time of impact. It is sectional drawing of the other conventional constant velocity universal joint. It is a principal part enlarged view of the constant velocity universal joint shown in the said FIG.

Explanation of symbols

58 Shaft 60a Serration portion 60b Serration portion 72 Non-serration portion 80 Retaining ring 81 Retaining ring 85 Concave groove

Claims (9)

An outer joint member, an inner joint member housed in the outer joint member, and a torque transmission means interposed between the outer joint member and the inner joint member, and a shaft is fitted into the inner joint member A constant velocity universal joint,
An end retaining ring that is mounted on the end side of the shaft and restricts the inner joint member from being pulled out to the opposite end side of the shaft, and a shaft that is mounted on the opposite end side of the end retaining ring and that is attached to the inner joint member A constant-velocity universal joint comprising: an anti-end portion retaining ring that restricts the pushing of the end portion toward the end portion, and the anti-end portion retaining ring is made of a material lower than an impact value of hard steel.   The shaft and the inner joint member are connected to the serration portion, and the outer diameter of the serration portion of the shaft on the side opposite to the opposite end portion is smaller than the outer diameter of the serration portion of the shaft between the pair of retaining rings. The constant velocity universal joint according to claim 1. The shaft on the opposite end side than the opposite end retaining ring forms a non-serrated portion that does not have a serrated portion, and the outer diameter of the non-serrated portion is smaller than the outer diameter of the serrated portion. The constant velocity universal joint according to claim 1.   The constant velocity universal joint according to claim 1, wherein a concave groove into which the opposite end retaining ring is fitted is provided on an inner diameter surface of the inner joint member.   The constant velocity universal joint according to claim 1 or 2, wherein the counter end retaining ring is formed of a circlip having a circular cross section.   An outer joint member having a track groove formed on the inner peripheral surface, an inner joint member having a track groove formed on the outer peripheral surface, and the track groove of the outer joint member and the track groove of the inner joint member 6. The vehicle according to claim 1, further comprising: a ball for transmitting torque; and a cage having a pocket for receiving the ball and interposed between the outer joint member and the inner joint member. The constant velocity universal joint described in Crab.   The center of curvature of the outer peripheral surface of the cage and the center of curvature of the inner peripheral surface are a double offset type in which the angular center of the joint is offset in the opposite direction in the axial direction. The constant velocity universal joint according to any one of 5.   A track groove twisted in one circumferential direction with respect to the axis and a track groove twisted in the other circumferential direction are alternately provided on the inner peripheral surface of the outer joint member. The constant velocity universal joint according to any one of claims 1 to 5, wherein the constant velocity universal joint is a cross-groove type in which track grooves twisted in an inclined direction are alternately provided.   An outer joint member having three track grooves having roller guide surfaces facing in the circumferential direction, a tripod member as an outer joint member having three leg shafts projecting in the radial direction, and rollers on the leg shaft A constant velocity universal joint according to any one of claims 1 to 5, further comprising a roller as torque transmitting means that is externally fitted via a roller.

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