CN102439326A - Drive shaft and method for assembling drive shaft - Google Patents
Drive shaft and method for assembling drive shaft Download PDFInfo
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- CN102439326A CN102439326A CN2010800226120A CN201080022612A CN102439326A CN 102439326 A CN102439326 A CN 102439326A CN 2010800226120 A CN2010800226120 A CN 2010800226120A CN 201080022612 A CN201080022612 A CN 201080022612A CN 102439326 A CN102439326 A CN 102439326A
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- 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
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/06—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow axial displacement
- F16D3/065—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow axial displacement by means of rolling elements
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- 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
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Rolling Contact Bearings (AREA)
- Automatic Assembly (AREA)
Abstract
Provided is a drive shaft capable of preventing the outer diameter size of an outside joint member of a constant speed universal joint from increasing and, in addition, capable of achieving light weight, without requiring the increases of the number of parts and the number of assembly steps. The drive shaft comprises a constant speed universal joint (41) on the outboard side, a constant speed universal joint (42) on the inboard side, and a torque transmission shaft (43) for connecting both the constant speed universal joints (41, 42) together. The constant speed universal joints (41, 42) are a slide-type constant speed universal joint and include respective outside joint members (53, 103), respective inside joint members (56, 106), and a torque transmission member. The inside joint members (56, 106) have inner ring configuration portions (72, 122) housed in the outside joint members (53, 103). Shaft configuration portions (73, 123) are formed continuously to the inner ring configuration portions (72, 122) to have an integral structure. The shaft configuration portion (73) of the constant speed universal joint (41) on the outboard side and the shaft configuration portion (123) of the constant speed universal joint (42) on the inboard side are butt-joined.
Description
Technical Field
The present invention relates to a drive shaft and a method of assembling the drive shaft, which are provided with an outboard-side constant velocity universal joint, an inboard-side constant velocity universal joint, and a shaft having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint.
Background
As shown in fig. 10, the drive shaft includes: the outboard-side constant velocity universal joint 1, the inboard-side constant velocity universal joint 2, and the shaft 3 having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint 2 (patent document 1). The outboard constant velocity universal joint 1 is a fixed type that allows only angular displacement between both shafts, and the inboard constant velocity universal joint 2 is a sliding type that allows angular displacement and axial displacement.
That is, the outboard constant velocity universal joint 1 is configured with an outer race 5 as an outer joint member, an inner race 6 as an inner joint member disposed inside the outer race 5, a plurality of balls 7 interposed between the outer race 5 and the inner race 6 to transmit torque, and a cage 8 interposed between the outer race 5 and the inner race 6 to hold the balls 7 as main components. The inner race 6 is spline-fitted into the end 3a of the shaft 3 in the bore inner diameter 6a, and is coupled to the shaft 3 so as to be capable of transmitting torque.
The outer race 5 has an inner spherical surface 13 formed with a plurality of track grooves 14 extending in the axial direction at equal intervals in the circumferential direction. The inner race 6 has an outer spherical surface 15 formed with a plurality of track grooves 16 extending in the axial direction at equal intervals in the circumferential direction.
The track grooves 14 of the outer ring 5 and the track grooves 16 of the inner ring 6 form pairs, and the balls 7 as torque transmission elements are rollably incorporated one by one in ball tracks formed by the track grooves 14, 16 of each pair. The balls 7 are interposed between the track grooves 14 of the outer race 5 and the track grooves 16 of the inner race 6 to transmit torque. The cage 8 is slidably interposed between the outer race 5 and the inner race 6, and is connected between the outer spherical surface and the inner spherical surface of the outer race 5 and between the inner spherical surface and the outer spherical surface of the inner race 6. In this case, the constant velocity universal joint is a cage type.
Further, the opening of the outer ring 5 is closed by boots (boots). The boot 18 is composed of a large diameter portion 18a, a small diameter portion 18b, and a bellows portion 18c connecting the large diameter portion 18a and the small diameter portion 18 b. The large diameter portion 18a is fitted to the outside of the opening of the outer ring 5 and is fastened by a boot band (boots band)19a in this state, and the small diameter portion 18b is fitted to the outside of the boot attachment portion 3b of the shaft 3 and is fastened by the boot band 19b in this state.
The inboard side constant velocity universal joint 2 is a double offset type constant velocity universal joint (DOJ type constant velocity universal joint) and is constituted by: an outer ring 23 serving as an outer joint member and having a cylindrical inner diameter surface 21 with a plurality of linear track grooves 22 formed therein in the axial direction; an inner ring 26 serving as an inner joint member and having a spherical outer diameter surface 24 with a plurality of linear track grooves 25 formed in the axial direction; a plurality of torque transmission balls disposed in ball tracks cooperatively formed by the track grooves 22 of the outer ring 23 and the track grooves 25 of the inner ring 26; and a retainer 28 that retains the torque transmission balls 27. The inner race 26 is spline-fitted into the end 3c of the shaft 3 in the bore portion inner diameter 26a thereof, and is coupled to the shaft 3 so as to be capable of transmitting torque.
The opening of the outer ring 23 is closed by the boot 30. The boot 30 includes a large diameter portion 30a, a small diameter portion 30b, and a bellows portion 30c connecting the large diameter portion 30a and the small diameter portion 30 b. The large diameter portion 30a is fitted to the outside of the opening of the outer ring 23 and is fastened by the boot band 31a in this state, and the small diameter portion 30b is fitted to the outside of the boot attachment portion 3d of the shaft 3 and is fastened by the boot band 31b in this state.
In the inboard side constant velocity universal joint 2, the inner member S composed of the inner race 26, the balls 27, the cage 28, and the like reciprocates in the axial direction of the outer race 23. Therefore, a retaining mechanism 35 for restricting the internal member S from coming off is provided on the opening portion side of the outer ring 23. The retaining mechanism 35 is generally configured by providing a circumferential groove 36 on the opening portion side of the inner diameter surface of the outer ring 23, and fitting a retainer ring 37 into the circumferential groove 36.
In recent years, with the reduction of fuel consumption of automobiles, lightweight and compact constant velocity universal joints have been demanded. Therefore, there has been a conventional technique in which eight torque transmission balls are provided and the ratio between the pitch circle diameter of the torque transmission balls and the diameter of the torque transmission balls is set to a predetermined range (patent document 2). By setting in this way, "strength, load capacity, durability, and operating angle equal to or higher than those of the comparative products (six torque transmission balls) can be ensured while still further making the device compact".
Documents of the prior art
Patent document
Patent document 1: JP 2006-48101 publication
Patent document 2: JP 3859295A
However, in the technique described in patent document 2, the outer diameter of the outer ring is limited to the outer diameter described in table 2 of patent document 2. That is, in such a DOJ type constant velocity universal joint, it is difficult to reduce the weight and the size by suppressing the outer diameter dimension of the outer ring more than the dimensions shown in table 2 while securing the strength and the durability. This is because, if the pitch circle diameter of the torque transmission balls is reduced in order to suppress the outer diameter dimension of the outer ring, a portion where the inner ring wall is small and the strength is insufficient is generated. The portion where the thickness is small and the strength is insufficient is a portion between the groove bottom of the track groove of the inner ring and the female spline provided on the inner diameter surface of the inner ring. Further, if the ball diameter of the torque transmission ball is reduced in order to secure the thickness of the portion with insufficient strength, there is a problem that the surface pressure of the ball groove on the contact surface increases, and the durability decreases.
Disclosure of Invention
The present invention has been made in view of the above problems, and an object of the present invention is to provide a drive shaft that can suppress the outer diameter dimension of an outer joint member of a constant velocity universal joint, and can achieve weight reduction without increasing the number of parts and the number of man-hours for assembly.
The first drive shaft of the present invention includes: outboard constant velocity universal joints; inboard constant velocity universal joints; and a torque transmission shaft having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint,
each of the constant velocity universal joints is a sliding type constant velocity universal joint including an outer joint member, an inner joint member, and a torque transmission member interposed between the outer joint member and the inner joint member for transmitting torque,
wherein,
the inner joint member of each constant velocity universal joint has an inner race constituting portion housed in the outer joint member, a shaft constituting portion constituting the torque transmission shaft is provided continuously with the inner race constituting portion in an integral structure, and the shaft constituting portion of the outboard constant velocity universal joint and the shaft constituting portion of the inboard constant velocity universal joint are joined in a butt joint.
The second drive shaft of the present invention includes: outboard constant velocity universal joints; inboard constant velocity universal joints; and a torque transmission shaft having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint,
each of the constant velocity universal joints is a sliding type constant velocity universal joint including an outer joint member, an inner joint member, and a torque transmission member interposed between the outer joint member and the inner joint member for transmitting torque,
wherein,
the inner joint member of each constant velocity universal joint has an inner race constituting portion housed in the outer joint member, a shaft constituting portion constituting the torque transmission shaft is provided continuously with the inner race constituting portion in an integral structure, and the shaft constituting portion of the outboard constant velocity universal joint and the shaft constituting portion of the inboard constant velocity universal joint are joined linearly via an intermediate shaft.
However, when the shaft is fitted into the inner diameter surface of the inner joint member, the inner joint member needs to be thick to ensure the strength of the inner joint member, and the outer joint member that houses the inner joint member is limited to a reduction in the outer diameter dimension thereof. As in the present invention, if the inner ring constituting portion and the torque transmission shaft are integrally configured, it is not necessary to fit the shaft into the inner ring inner diameter surface. Therefore, the outer diameter dimension of the inner ring constituent portion can be reduced without making the track groove shallow, and accordingly, the outer diameter dimension of the outer joint member can be reduced without making the track groove shallow.
Further, an outboard end portion of the torque transmission shaft of the drive shaft is connected to the outboard constant velocity universal joint, and an inboard end portion of the torque transmission shaft is connected to the inboard constant velocity universal joint. Therefore, if the inner ring constituent part and the torque transmission shaft are configured integrally, the inner ring constituent part is provided at both ends of the torque transmission shaft. Therefore, if the technology in which the inner ring constituent part and the torque transmission shaft are integrally configured is adopted, it is necessary to make the inner diameter of the shaft attachment part (small diameter part) of the boot be such a size that the inner ring constituent part can pass when the boot is assembled to each constant velocity universal joint. However, if the inner diameter of the shaft attachment portion (small diameter portion) of the boot is made to have such a size, the inner diameter of the shaft attachment portion (small diameter portion) becomes larger than the outer diameter of the boot attachment portion of the shaft. When the shaft attachment portion of the boot is attached to the boot attachment portion of the shaft while maintaining this state, the adhesion is poor and the sealing performance cannot be exhibited. Therefore, the boot mounting portion of the shaft needs to have a large diameter corresponding to the inner diameter of the small diameter portion of the boot. In this way, if the boot attachment portion of the shaft is enlarged, the shaft becomes heavy, and a member for realizing the enlargement is required, which increases the number of parts and the number of assembly man-hours.
Therefore, in the first drive shaft according to the present invention, the shaft structural portion of the outboard constant velocity universal joint and the shaft structural portion of the inboard constant velocity universal joint are joined to each other to form the torque transmission shaft. In the second drive shaft according to the present invention, the shaft structural portion of the outboard constant velocity universal joint and the shaft structural portion of the inboard constant velocity universal joint are joined linearly via the intermediate shaft, thereby constituting one torque transmission shaft. Therefore, in these drive shafts, a large diameter portion such as an inner ring constituent portion is not formed on the opposite side of each shaft constituent portion from the inner ring constituent portion. Therefore, it is not necessary to make the inner diameter of the shaft mounting portion of the boot large enough to pass through the inner ring forming portion.
Preferably, the outboard-side constant velocity universal joint and the inboard-side constant velocity universal joint are common designs in which only the outer shape of the outer joint member is different.
The opening portion side of the inner diameter surface of the outer joint member may be provided with a retaining portion that protrudes radially inward and is locked to an inner member including the inner ring structure portion by plastic working. Further, a retaining portion that protrudes radially inward and is locked to an inner member including the inner ring structure portion may be provided by plastic working on the opening portion side of the track groove of the outer joint member.
When the retaining portion is provided, the inner member is locked to the retaining portion when the inner member moves toward the opening side in the outer joint member. Thus, the inner member can be restricted from falling off from the outer joint member. Further, since the retaining portion is formed to protrude radially inward by plastic working, a snap ring as in the conventional art is not required.
The outboard-side constant velocity universal joint and the inboard-side constant velocity universal joint are preferably a sliding-type constant velocity universal joint,
the disclosed device is provided with: an outer joint member having an inner diameter surface formed with a plurality of track grooves; an inner joint member having an outer diameter surface formed with a plurality of track grooves; a plurality of torque transmission balls as torque transmission members interposed between the track grooves of the outer joint member and the track grooves of the inner joint member to transmit torque; and a retainer for retaining the balls between the inner diameter surface of the outer joint member and the outer diameter surface of the inner joint member, wherein a spherical center of the inner diameter surface of the retainer and a spherical center of the outer diameter surface of the retainer are offset to opposite sides in an axial direction at equal distances from a joint center surface including the ball center. In this case, the spherical center of the outer diameter surface of the retainer is preferably arranged closer to the joint opening side than the spherical center of the inner diameter surface of the retainer. Thus, the depth of the outer joint member with respect to the sliding amount of the inner component (outer ring depth) can be made shallower than that in a structure in which the spherical center of the inner diameter surface of the retainer is disposed closer to the joint opening side than the spherical center of the outer diameter surface of the retainer.
Generally, a fixed type constant velocity universal joint is used as the outboard-side constant velocity universal joint, and a sliding type constant velocity universal joint is used as the inboard-side constant velocity universal joint. Therefore, the inboard side constant velocity universal joint uses a sliding type constant velocity universal joint to bear the entire axial sliding amount of the drive shaft. Therefore, in the sliding type constant velocity universal joint, the length (depth) of the outer ring portion of the outer joint member (the portion in which the inner joint member is accommodated) needs to be increased so as to correspond to the amount of sliding.
However, if the axial sliding amount is shared by the outboard and inboard constant velocity universal joints, the depth of the outer ring portion of the outer joint member of each constant velocity universal joint can be made shallow.
Preferably the drive shaft is for a rear drive shaft.
The present invention provides a method for assembling a first drive shaft, the drive shaft including: outboard constant velocity universal joints; inboard constant velocity universal joints; and a torque transmission shaft having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint, wherein in the method of assembling the drive shaft,
after an outboard-side constant velocity universal joint in which an inner race constituting portion provided continuously with a shaft constituting portion constituting the torque transmission shaft in an integral structure is housed in an outboard joint member and an inboard-side constant velocity universal joint in which an inner race constituting portion provided continuously with a shaft constituting portion constituting the torque transmission shaft in an integral structure is housed in an outboard joint member are assembled, an end surface of the shaft constituting portion of the outboard-side constant velocity universal joint and an end surface of the shaft constituting portion of the inboard-side constant velocity universal joint are butt-joined.
The present invention provides a method for assembling a second drive shaft, the drive shaft including: outboard constant velocity universal joints; inboard constant velocity universal joints; and a torque transmission shaft having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint, wherein in the method of assembling the drive shaft,
after an outboard-side constant velocity universal joint in which an inner race constituting portion provided continuously with a shaft constituting portion constituting the torque transmission shaft in an integral structure is housed in an outer joint member and an inboard-side constant velocity universal joint in which an inner race constituting portion provided continuously with a shaft constituting portion constituting the torque transmission shaft in an integral structure is housed in an outer joint member are assembled, the shaft constituting portion of the outboard-side constant velocity universal joint and the shaft constituting portion of the inboard-side constant velocity universal joint are joined linearly via an intermediate shaft.
Effects of the invention
In the drive shaft of the present invention, the inner ring constituting portion and the torque transmission shaft are integrally configured, so that the outer diameter dimension of the outer joint member can be reduced while maintaining the same durability, torque load capacity, and the like as those of the conventional drive shaft. This can achieve weight reduction and compactness.
In addition, in the first drive shaft or the second drive shaft, when the boot is attached to each constant velocity universal joint, it is not necessary to make the inner diameter of the shaft attachment portion of the boot large enough to pass through the inner race constituting portion. Therefore, it is not necessary to increase the diameter of the boot mounting portion of the shaft constituting portion, which does not lead to weight increase of the shaft, and it is not necessary to provide a member for realizing large-scale, and it is not necessary to increase the number of parts and the number of assembling man-hours.
Since the outboard constant velocity universal joint and the inboard constant velocity universal joint are common designs having different outer shapes of the outboard joint member, the majority of the components used can be shared. Therefore, the facilities for manufacturing these components can be shared, and cost reduction can be achieved. Further, the assembling property can be improved.
When the intermediate shaft and the shaft constituent parts constitute a torque transmission shaft, the length of each shaft constituent part can be set to be short. Therefore, the constant velocity universal joints can be handled easily and the assembling workability is good.
If the retaining portion is formed by plastic working so as to protrude radially inward, it is not necessary to provide a separate regulating member for the outer joint member or the like. Therefore, the spring ring (stopper ring) is not required, while productivity is improved, and the number of parts is reduced, and cost reduction and assembly performance are improved. Moreover, the falling off of the internal parts can be reliably prevented.
In the structure in which the spherical center of the outer diameter surface of the retainer is disposed closer to the joint opening side than the spherical center of the inner diameter surface of the retainer, the depth of the outer joint member (outer ring depth) with respect to the sliding amount of the inner component can be reduced, and the weight of the joint can be reduced.
If the axial sliding amount can be shared by the outboard side constant velocity universal joint and the inboard side constant velocity universal joint, the depth of the outer ring (cup) portion of the outer joint member of each constant velocity universal joint can be made shallow. This can reduce the weight and size of the outer joint member.
If the outboard-side constant velocity universal joint and the inboard-side constant velocity universal joint are double offset type constant velocity universal joints, they can be optimally applied to a rear drive shaft that does not require a large operating angle.
According to the first method of assembling a drive shaft of the present invention, after the outboard constant velocity universal joint and the inboard constant velocity universal joint are assembled, the end surface of the shaft constituent part of the outboard constant velocity universal joint and the end surface of the shaft constituent part of the inboard constant velocity universal joint are butted against each other, and the assemblability of the boot can be improved. Further, according to the second method of assembling a drive shaft of the present invention, after the outboard constant velocity universal joint and the inboard constant velocity universal joint are assembled, the shaft constituent part of the outboard constant velocity universal joint and the shaft constituent part of the inboard constant velocity universal joint are joined linearly via the intermediate shaft, and similarly to the first method of assembling a drive shaft, the assembling property of the boot can be improved.
Drawings
FIG. 1 is a cross-sectional view of a drive shaft of a first embodiment of the present invention;
fig. 2 is a cross-sectional view of the constant velocity universal joint on the outboard side of the drive shaft in fig. 1;
fig. 3 is a cross-sectional view of the constant velocity universal joint on the inboard side of the drive shaft in fig. 1;
fig. 4 is a sectional view of a retainer of a constant velocity universal joint of the drive shaft of fig. 1;
fig. 5 is a cross-sectional view of the inboard side showing a constant velocity universal joint of a first modification;
fig. 6 is an enlarged cross-sectional view of a main portion of the constant velocity universal joint of fig. 5;
fig. 7 is a cross-sectional view of the inboard side showing a constant velocity universal joint of a second modification;
fig. 8 is an enlarged cross-sectional view of a main portion of the constant velocity universal joint of fig. 7;
FIG. 9 is a cross-sectional view of a drive shaft of a second embodiment of the present invention;
fig. 10 is a sectional view of a conventional drive shaft.
Detailed Description
Hereinafter, an embodiment of the present invention will be described with reference to fig. 1 to 9.
Fig. 1 shows a drive shaft according to the present invention, which includes: the outboard side constant velocity universal joint 41, the inboard side constant velocity universal joint 42, and the torque transmission shaft 43 having one end connected to the outboard side constant velocity universal joint 41 and the other end connected to the inboard side constant velocity universal joint 42.
As shown in fig. 2 and 3, the constant velocity universal joints 41 and 42 each include: outer joint members 53, 103 having inner diameter surfaces 51, 101 formed with a plurality of track grooves 52, 102; inner joint members 56 and 106 having a plurality of track grooves 55 and 105 formed on outer diameter surfaces 54 and 104; a plurality of torque transmission balls 57 and 107 as torque transmission members for transmitting torque between the track grooves 52 and 102 of the outer joint members 53 and 103 and the track grooves 55 and 105 of the inner joint members 56 and 106; and retainers 58, 108 interposed between the inner diameter surfaces 51, 101 of the outer joint members 53, 103 and the outer diameter surfaces of the inner joint members 56, 106, for retaining the balls 57, 107.
The outer joint members (outer rings) 53 and 103 include: cylindrical nozzles 60, 110 having inner diameter surfaces 51, 101 formed with track grooves 52, 102; and a pillar portion 59, 109 projecting from the bottom wall of the mouth portion 60, 110. The track grooves 52, 102 extend in the axial direction of the mouth portions 60, 110, and are arranged at 60 ° intervals, for example, in the circumferential direction.
The inner joint members 56, 106 are constituted by inner ring constituting portions 72, 122 having a plurality of track grooves 55, 105 formed on the outer diameter surfaces 54, 104, and shaft constituting portions 73, 123 provided so as to be connected to the inner ring constituting portions 72, 122 in an integral structure. That is, the inner joint members 56 and 106 are formed of one shaft member constituting the inner race constituting portions 72 and 122 and the shaft constituting portions 73 and 123 as an integral structure. The shaft member is a hollow shaft 70, 120 having a central bore 64, 114. The track grooves 55, 105 of the inner joint members 56, 106 are also arranged at, for example, six circumferential pitches of 60 ° in accordance with the track grooves 52, 102 of the outer joint members 53, 103.
Six pockets 65, 115 are provided in the retainers 58, 108 at 60 ° intervals in the circumferential direction, for example, and the balls 57, 107 are held in the pockets 65, 115. As shown in fig. 4, the spherical centers Ob of the inner diameter surfaces 58b, 108b of the retainers 58, 108 and the spherical centers Oa of the outer diameter surfaces 58a, 108a of the retainers 58, 108 are offset to opposite sides by an equal distance T in the axial direction with respect to the joint center plane P including the ball center O. At this time, the spherical centers Oa of the outer diameter surfaces 58a and 108a of the retainers 58 and 108 are arranged closer to the joint opening side than the spherical centers Ob of the inner diameter surfaces 58b and 108b of the retainers 58 and 108. In this manner, the constant velocity universal joints 41 and 42 are sliding type double offset type constant velocity universal joints (DOJ type constant velocity universal joints).
The outer diameter surfaces 54, 104 of the inner ring components 72, 122 of the inner joints 56, 106 and the raceway groove surfaces are subjected to a heat hardening treatment. At this time, the entire outer diameter surface of the hollow shafts 70 and 120 constituting the inner ring constituting portions 72 and 122 and the shaft constituting portions 73 and 123 may be subjected to the heat curing treatment. The hot hardening treatment may be various heat treatments such as induction hardening and carburizing and quenching. Here, the induction hardening is a hardening method using the principle that a portion to be hardened is placed in a coil through which an induction current is passed, joule heat is generated by an electromagnetic induction action, and a conductive object is heated. Carburizing and quenching are methods in which carbon is impregnated into and diffused from the surface of a low-carbon material, followed by quenching. In the case of induction hardening, at least the outer diameter surfaces 54 and 104 of the inner ring components 72 and 122 and the surface of the raceway groove are hardened. The hollow shafts 70, 120 are made of, for example, a carbon steel material for machine structural use, a structural steel material, or the like, and the hardness of the heat-hardened portion is set to, for example, about 50 to 65 HRC.
At this time, boot fitting portions 82, 132 having boot fitting recesses 83, 133 are formed on the outer peripheral surfaces of the opening portions of the mouth portions 60, 110 of the outer joint members 53, 103. The large diameter portions 80a and 130a of the boots 80 and 130 are fitted to the boot fitting portions 82 and 132, and the boot bands 84 and 134 are fitted and fastened to band fitting grooves provided on the outer peripheral surfaces of the large diameter portions 80a and 130a of the boots 80 and 130. Thus, the large diameter portions 80a and 130a of the boots 80 and 130 are attached to the opening outer peripheral surfaces of the mouth portions 60 and 110 of the outer joint members 53 and 103.
Further, boot fitting portions 86, 136 having boot fitting grooves 85, 135 are formed in the shaft forming portions 73, 123. The small- diameter portions 80b, 130b of the boots 80, 130 are fitted to the boot fitting portions 86, 136, and the boot bands 88, 138 are fitted and fastened to band fitting grooves 87, 137 provided in the outer peripheral surfaces of the small- diameter portions 80b, 130b of the boots 80, 130. Thus, the small diameter portions 80b and 130b of the boots 80 and 130 are attached to the boot attachment portions 86 and 136 of the shaft constituting portions 73 and 123.
When comparing the outboard side constant velocity universal joint 41 and the inboard side constant velocity universal joint 42, only the outer shapes of the outer joint members 53 and 103 are different, and the shapes of the other portions are the same. Therefore, in the present invention, only the outer shapes of the outer joint members 53 and 103 are different from each other, and the other portions are designed to be common.
At this time, the outboard-side constant velocity universal joint 41 and the inboard-side constant velocity universal joint 42 are joined in a butt joint with the shaft structural portion 73 of the outboard-side constant velocity universal joint 41 and the shaft structural portion 123 of the inboard-side constant velocity universal joint 42. That is, the torque transmission shaft 43 is configured by joining the end surface 73a of the shaft configuration part 73 and the end surface 123a of the shaft configuration part 123.
The joining (metal joining) includes mechanical joining such as caulking, screwing, or press-fitting, and metallurgical welding such as fusion welding, crimping, or brazing, and these various joining methods can be used for joining the shaft constituent portion 73 and the shaft constituent portion 123. Here, fusion welding is a method of joining a base material and a base material by melting a welding material and the base materials to be joined together by heating them together using the welding material. Crimping is a method of joining with pressure with some or no heat applied. Brazing is a method of melting only a solder (a solder and a material) without melting a base material and joining them by flowing them into the boundary of joining metals.
In the case of performing fusion welding, for example, laser welding is preferable. Laser welding is a method of joining metals by irradiating the metals mainly under a focused state with laser light as a heat source to locally melt and solidify the metals. The laser welding has the advantages of high-speed deep fusion welding, very little welding heat influence, little welding deformation and the like.
For example, friction crimping is preferable as the crimping. The friction pressure bonding method is a method of bonding members (for example, metal, resin, or the like) by rubbing the members to be bonded at a high speed, softening the members by frictional heat generated at that time, and applying pressure. Compared with the conventional arc welding, gas welding, or the like, the welding method is a joining method which is advantageous to the natural environment because a heat source other than frictional heat is not required, a welding rod or a flux is not required, and gas, spatter, or the like is not generated at the time of joining.
In addition, bonding using an adhesive may be used, unlike the mechanical bonding method or the metallurgical bonding method. As the binder, various binders suitable for the metal can be used depending on the metal used.
Next, a method of assembling the drive shaft will be described. First, the outboard constant velocity universal joint 41 and the inboard constant velocity universal joint 42 are assembled, respectively. That is, the outboard-side constant velocity universal joint 41 is assembled to the outboard joint member 53, and the inboard-side constant velocity universal joint 41 houses the inner race constituent portion 72 provided to be connected to the shaft constituent portion 73 in an integral structure. Further, an inboard side constant velocity universal joint 42 is assembled to the outer joint member 103, and the inboard side constant velocity universal joint 42 houses an inner race constituent portion 122 provided to be connected to the shaft constituent portion 123 in an integral structure.
Next, boots 80 and 130 are attached to the constant velocity universal joints 41 and 42, respectively. At this time, the boots 80 and 130 are inserted from the end portions of the shaft constituting portions 73 and 123 on the opposite side to the inner ring constituting portions, the large diameter portions 80a and 130a of the boots 80 and 130 are externally fitted to the boot fitting portions 82 and 132 of the mouth portions 60 and 110 of the outer joint members 53 and 103, and the small diameter portions 80b and 130b of the boots 80 and 130 are externally fitted to the boot fitting portions 86 and 136 of the shaft constituting portions 73 and 123. Thereafter, the booties 84, 134, 88, 138 are tightened against the large diameter portions 80a, 130a and the small diameter portions 80b, 130b of the boots 80, 130. Thereby, the constant velocity universal joints 41, 42 to which the boots 80, 130 are attached can be constructed.
Then, the end surfaces 73a and 123a of the shaft constituting portions 73 and 123 of the constant velocity universal joints 41 and 42 are brought into abutment with each other, and the end surfaces 73a and 123a are joined by the above-described various joining methods. Thereby, the drive shaft is assembled.
However, the outboard-side constant velocity universal joint 41 and the inboard-side constant velocity universal joint 42 of the drive shaft thus assembled are double offset type constant velocity universal joints. Therefore, the axial sliding amount as the drive shaft can be shared by the outboard-side constant velocity universal joint 41 and the inboard-side constant velocity universal joint 42. That is, when the necessary slip amount is L as the drive shaft, the slip amount is shared by the outboard-side constant velocity universal joint 41 and the inboard-side constant velocity universal joint 42, and thus the slip amounts can be set to 2/L each.
In the present invention, the inner ring constituting portions 72 and 122 and the torque transmission shafts 73 and 123 are integrally configured, and therefore, it is not necessary to fit the shafts into the inner diameter surface of the inner ring. Therefore, the outer diameter of the inner ring constituent parts 72 and 122 can be reduced without making the track grooves shallow, and accordingly, the outer diameter of the outer joint members 53 and 103 can be reduced without making the track grooves shallow. That is, the outer diameter of the outer joint members 53 and 103 can be reduced while maintaining the same durability, torque load capacity, and the like as those of conventional drive shafts. This can achieve weight reduction and compactness.
In this drive shaft, when the boot is attached to each constant velocity universal joint, the small diameter portions 80b and 130b of the boots 80 and 130 do not necessarily pass through the inner race constituting portion. That is, the inner diameter of the small diameter portions 80b and 130b of the boots 80 and 130 does not need to be large enough to pass through the inner ring constituent portion, and therefore, the large diameter portion corresponding to the inner diameter of the small diameter portions 80b and 130b having a large diameter does not need to be provided in the shaft constituent portion. Therefore, it is not necessary to increase the diameter of the boot mounting portion of the shaft constituting portions 73 and 123, which does not lead to weight increase of the shaft, and it is not necessary to provide a member for realizing large size, and it is not necessary to increase the number of parts and the number of assembling man-hours.
Since the outboard constant velocity universal joint 41 and the inboard constant velocity universal joint 42 are common designs having different outer shapes of the outer joint members 53 and 103, the majority of the components used can be shared. Therefore, the facilities for manufacturing these components can be shared, and cost reduction can be achieved. Further, the assembling property can be improved.
The axial sliding amount as the drive shaft can be shared by the outboard constant velocity universal joint 41 and the inboard constant velocity universal joint 42. Therefore, the depth of the outer ring (cup) portion of the outer joint members 53, 103 of the constant velocity universal joints 41, 42 can be made shallow. This can reduce the weight of the outer joint member. In the above embodiment, the outer diameter surfaces and the raceway groove surfaces of the inner ring components 72 and 122 are subjected to heat curing treatment. By performing the heat curing treatment in this manner, wear due to sliding between the respective parts is reduced, and the constant velocity universal joint can function for a long period of time.
In the configuration in which the spherical centers Oa of the outer diameter surfaces 58a, 108a of the retainers 58, 108 are disposed closer to the joint opening side than the spherical centers Ob of the inner diameter surfaces 58b, 108b of the retainers 58, 108, the depth (outer ring depth) of the sliding amount of the outer joint member 53 with respect to the inner member S (the member including the inner ring constituent portions 72, 122 and the balls 57, 107 and the retainers 58, 108, etc.) can be reduced by, for example, about 3mm to 8 mm. Therefore, the joint can be reduced in weight.
If the double offset type constant velocity universal joint is used, the outboard side constant velocity universal joint 41 and the inboard side constant velocity universal joint 42 can be made most suitable for a rear drive shaft or a propeller shaft that does not require a large operating angle.
Fig. 5 shows a first modification of the inboard side constant velocity universal joint 42, in which a retaining portion 140 that projects radially inward is provided by plastic working on the opening portion side of the track groove 102 of the outer joint member 103. As shown in fig. 6, the retaining portion 140 is formed of a protrusion 143 having a right triangle cross section, and the protrusion 143 has an inclined surface 141 inclined from the outer ring back side toward the opening side toward the inner diameter side, and a radial end surface 142 continuously provided from the opening end of the inclined surface 141. The retaining portion 140 may be formed by, for example, pressing a caulking portion of a caulking tool, not shown, into an opening of the raceway groove 102 and projecting a part of the bottom of the raceway groove 102 radially inward.
Therefore, when the interior part S including the inner ring structure portion 122, the balls 107, and the retainer 108 moves toward the opening side of the outer joint member 103, the balls 107 rolling in the track grooves 102 come into contact with the retaining portion 140. This can restrict the inner part S from coming off the outer joint member 103. Since the retaining portion 140 is a protrusion 143 having a right-angled triangle cross section, when the balls 107 come into contact with each other, the balls 107 come into contact with an inclined surface 141 inclined from the outer ring back side toward the opening side toward the inner diameter side. Therefore, when the ball 107 abuts on the stopper portion 140, the impact on the ball 107 is alleviated. Even if the retaining portions 140 are provided on the entire track grooves 102, they may be provided in any one or any number of track grooves.
Fig. 7 shows a second modification of the inboard side constant velocity universal joint 42, in which a retaining portion 145 that projects radially inward is provided by plastic working on the opening portion side of the inner diameter surface 101 of the outer joint member 103. The stopper portion 145 in this case is also constituted by a protrusion 148 having a right-angled triangle cross section, similarly to the stopper portion 140, and the protrusion 148 has an inclined surface 146 inclined from the back side toward the opening side toward the inner diameter side, and a radial end surface 147 continuously provided from the opening end of the inclined surface 146. The coming-off preventing portion 145 may be formed by, for example, pressing a caulking portion of a caulking tool, not shown, into an opening portion of the outer joint member 103 and projecting a part of an inner diameter surface of the outer joint member 103 in an inner diameter direction.
Therefore, when the inner part S including the inner ring structure portion 122, the balls 107, and the retainer 108 moves toward the opening side of the outer joint member 103, the outer diameter surface 108a of the retainer 108 abuts against the retaining portion 145. This can restrict the inner part S from coming off the outer joint member 103. Since the retaining portion 145 is a protrusion 148 having a right triangle cross section, the retainer 108 abuts against the inclined surface 146 inclined from the outer ring rear side toward the opening side toward the inner diameter side when the retainer 108 abuts. Therefore, when the retainer 108 abuts against the stopper 145, the impact on the retainer 108 is alleviated. Further, even if the retaining portions 145 are provided at all the portions between the circumferentially adjacent track grooves, they may be provided between any one or any number of track grooves.
As long as the retaining portions 140 and 145 are formed by plastic working so as to protrude radially inward, it is not necessary to provide a separate regulating member for the outer joint member or the like. Therefore, the spring ring (stopper ring) is not required, while productivity is improved, and the number of parts is reduced, and cost reduction and assembly performance are improved. Moreover, the falling off of the internal parts can be reliably prevented.
Further, the depth of the mouth 110 of the outer joint member 103 with respect to the amount of axial sliding of the inner part S can be reduced by, for example, about 2 to 8mm, as compared with a structure in which the retaining is restricted by a snap ring. When the snap ring is assembled, it is necessary to form a circumferential groove into which the snap ring is fitted, and therefore, the snap ring cannot be arranged on the open end side, and in the conventional technology, the depth of the mouth of the outer ring is increased. As described above, if the depth of the mouth portion 110 of the outer joint member 103 can be reduced, the axial length of the short mouth portion 110 can be set, and accordingly, the weight reduction and the size reduction can be achieved.
Such retaining portions 140, 145 may be provided on the outboard constant velocity universal joint 41. By providing the anti-coming-off portions 140 and 145 in the outboard-side constant velocity universal joint 41, the above-described operational effects can be achieved in the outboard-side constant velocity universal joint 41.
Next, fig. 9 shows another embodiment in which the intermediate shaft 150 is interposed between the shaft structural portion 73 of the outboard-side constant velocity universal joint 41 and the shaft structural portion 123 of the inboard-side constant velocity universal joint 42.
That is, the end surface 73a of the shaft constituent portion 73 of the outboard-side constant velocity universal joint 41 and the outboard-side end surface 150a of the intermediate shaft 150 are joined in a butt joint state, and the end surface 123a of the shaft constituent portion 123 of the inboard-side constant velocity universal joint 42 and the inboard-side end surface 150b of the intermediate shaft 150 are joined in a butt joint state. At this time, the joining of the end surface 73a and the end surface 150a, and the joining of the end surface 123a and the end surface 150b are performed by the aforementioned joining methods.
Since the other structure of the drive shaft shown in fig. 9 is the same as that of the drive shaft shown in fig. 1, the same components as those in fig. 1 are denoted by the same reference numerals and their description is omitted. Therefore, even in the drive shaft shown in fig. 9, since the inner ring constituting portion and the torque transmission shaft are integrally configured, the same operational effects as those of the drive shaft shown in fig. 1 are obtained. Further, since the intermediate shaft 150 and the shaft constituting portions 73 and 123 constitute the torque transmission shaft 43, the length of each of the shaft constituting portions 73 and 123 can be set to be short. Therefore, handling of the constant velocity universal joints 41 and 42 before joining becomes easy, and assembling workability is excellent. Further, there is an advantage that the length of the intermediate shaft 150 can be changed to easily construct drive shafts having various lengths.
Even in this drive shaft, the anti-slip portions 140 and 145 such as the constant velocity universal joint 42 shown in fig. 5, 7 and the like may be provided in the outboard side constant velocity universal joint 41 or the inboard side constant velocity universal joint 42.
While the embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment, and various modifications are possible, and for example, the shaft constituting portions 73 and 123 of the drive shaft in fig. 1 and 9 and the intermediate shaft 150 in fig. 9 may be hollow shafts, but instead of such hollow shafts, solid shafts may be used. When the hollow shaft is used, there is an advantage that weight reduction can be achieved as compared with a solid shaft while diameter reduction can be achieved as compared with a hollow shaft if a solid shaft is used, while strength is maintained at the same level. In fig. 9, only the intermediate shaft 150 may be a solid shaft and hollow shafts may be used for the shaft-constituting portions 73 and 123, or only the intermediate shaft 150 may be a hollow shaft and the shaft-constituting portions 73 and 123 may be solid shafts. In the case of using a solid shaft in this manner, the surface heat-hardening treatment is preferably performed.
The cross-sectional shape of the coming-off preventing portions 140 and 145 is not limited to a right triangle, and may be any shape as long as the internal part S is locked and the coming-off of the internal part S is restricted, and various shapes such as a semicircular cross-section, a semiellipse, and an isosceles triangle may be adopted.
The boot 80, 130 is a boot band in the embodiment and is fitted to the constant velocity universal joint 41, 42 by tightening the boot band. However, instead of a long bootlace, an adhesive may be used for bonding. Further, boots may be attached to the constant velocity universal joints 41 and 42 by a laser welding method.
When the intermediate shaft 150 is used, it is an integrally molded product in the above embodiment, but a plurality of intermediate shafts may be joined together. Further, the inner joint members 56 and 106 formed of the inner race constituent portion and the shaft constituent portion are integrally formed in the above-described embodiment, but may be configured by joining a plurality of members. In this case, the joint surface is preferably not provided in the inner ring structure portion.
In the above embodiment, the number of the balls 57 and 107 as the torque transmission members of the constant velocity universal joints 41 and 42 is 6, but is not limited to 6, and may be arbitrarily changed within a range of 3 to 10. In this case, the number of balls may be different between the outboard-side constant velocity universal joint 41 and the inboard-side constant velocity universal joint 42. The constant velocity universal joints 41 and 42 are formed by double offset type constant velocity universal joints, but the constant velocity universal joints 41 and 42 may be any sliding type constant velocity universal joints. Therefore, the constant velocity universal joints 41, 42 may be of a tripod type or a cross groove type (cross groove type). The constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side may employ different types of sliding-type constant velocity universal joints. Here, the tripod-type constant velocity universal joint includes: an outer joint member having axially extending track grooves formed at circumferentially equally spaced positions on an inner periphery thereof; an inboard joint member having a trunnion journal (trunninojournal) radially projecting from a circumferentially equally divided position; and a roller rotatably supported by each trunnion journal and accommodated in the raceway groove. Further, the straddle-groove type constant velocity universal joint includes: an outer joint member having an inner circumferential surface formed with a plurality of linear track grooves inclined with respect to an axis; an inner joint member having an outer circumferential surface formed with a track groove that is inclined in a direction opposite to the track groove of the outer joint member with respect to the axial line; a plurality of balls assembled in an intersection portion of the raceway groove of the outer joint member and the raceway groove of the inner joint member; and a retainer that retains the ball between the outer joint member and the inner joint member.
Industrial applicability
The inboard side constant velocity universal joint and the outboard side constant velocity universal joint may employ a plunging type constant velocity universal joint. The plunging type constant velocity universal joint may be of a double offset type, a tripod type, or a straddle type. The shaft connecting the inboard side constant velocity universal joint and the outboard side constant velocity universal joint may be a hollow body or a solid body.
Description of the symbols
41 constant velocity universal joint
42 constant velocity universal joint
43 shaft
51. 101 inner diameter surface
52. 102 raceway groove
53. 103 outer joint member
54. 104 outer diameter surface
55. 105 track groove
56. 106 inner joint member
57. 107 torque transmitting ball
58. 108 holder
58a, 108a outer diameter surface
58b, 108b inner diameter surface
72. 122 inner ring structure part
73. 123 axis constituting part
140. 145 coming-off preventing part
150 intermediate shaft
Claims (11)
1. A drive shaft is provided with: outboard constant velocity universal joints; inboard constant velocity universal joints; and a torque transmission shaft having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint,
each of the constant velocity universal joints is a sliding type constant velocity universal joint including an outer joint member, an inner joint member, and a torque transmission member interposed between the outer joint member and the inner joint member for transmitting torque,
the drive shaft is characterized in that:
the inner joint member of each constant velocity universal joint has an inner race constituting portion housed in the outer joint member, a shaft constituting portion constituting the torque transmission shaft is provided continuously with the inner race constituting portion in an integral structure, and the shaft constituting portion of the outboard constant velocity universal joint and the shaft constituting portion of the inboard constant velocity universal joint are joined in a butt joint.
2. A drive shaft is provided with: outboard constant velocity universal joints; inboard constant velocity universal joints; and a torque transmission shaft having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint,
each of the constant velocity universal joints is a sliding type constant velocity universal joint including an outer joint member, an inner joint member, and a torque transmission member interposed between the outer joint member and the inner joint member for transmitting torque,
the drive shaft is characterized in that:
the inner joint member of the constant velocity universal joint has an inner race constituting portion housed in the outer joint member, a shaft constituting portion constituting the torque transmission shaft is provided continuously with the inner race constituting portion in an integral structure, and the shaft constituting portion of the outboard constant velocity universal joint and the shaft constituting portion of the inboard constant velocity universal joint are joined linearly via an intermediate shaft.
3. The drive shaft according to claim 1 or 2,
the outboard-side constant velocity universal joint and the inboard-side constant velocity universal joint are common designs in which only the outer shape of the outer joint member is different.
4. The drive shaft according to any one of claims 1 to 3,
a retaining portion protruding inward in the radial direction and locked to an inner member including an inner ring structure portion is provided by plastic working on the opening portion side of the inner diameter surface of the outer joint member.
5. The drive shaft according to any one of claims 1 to 3,
the retainer portion is provided by plastic working on the opening portion side of the raceway groove of the outer joint member so as to protrude radially inward and engage with an inner member including the inner ring structure portion.
6. The drive shaft according to any one of claims 1 to 5,
the outboard-side constant velocity universal joint and the inboard-side constant velocity universal joint are a sliding-type constant velocity universal joint,
the disclosed device is provided with: an outer joint member having an inner diameter surface formed with a plurality of track grooves; an inner joint member having an outer diameter surface formed with a plurality of track grooves; a plurality of torque transmission balls as torque transmission members interposed between the track grooves of the outer joint member and the track grooves of the inner joint member to transmit torque; and a retainer interposed between an inner diameter surface of the outer joint member and an outer diameter surface of the inner joint member to retain the balls,
the spherical center of the inner diameter surface of the cage and the spherical center of the outer diameter surface of the cage are offset to opposite sides by equal distances in the axial direction with respect to a joint center plane including the ball center.
7. The drive shaft of claim 6,
the spherical center of the outer diameter surface of the retainer is disposed closer to the joint opening side than the spherical center of the inner diameter surface of the retainer.
8. The drive shaft according to claim 6 or 7,
the axial sliding amount as the drive shaft is shared by the outboard and inboard constant velocity universal joints.
9. The drive shaft according to any one of claims 1 to 3,
the drive shaft is for a rear drive shaft.
10. A method for assembling a drive shaft, the drive shaft comprising: outboard constant velocity universal joints; inboard constant velocity universal joints; and a torque transmission shaft having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint,
the method of assembling the drive shaft is characterized in that,
after an outboard-side constant velocity universal joint in which an inner race constituting portion provided continuously with a shaft constituting portion constituting the torque transmission shaft in an integral structure is housed in an outboard joint member and an inboard-side constant velocity universal joint in which an inner race constituting portion provided continuously with a shaft constituting portion constituting the torque transmission shaft in an integral structure is housed in an outboard joint member are assembled, an end surface of the shaft constituting portion of the outboard-side constant velocity universal joint and an end surface of the shaft constituting portion of the inboard-side constant velocity universal joint are butt-joined.
11. A method for assembling a drive shaft, the drive shaft comprising: outboard constant velocity universal joints; inboard constant velocity universal joints; and a torque transmission shaft having one end connected to the outboard-side constant velocity universal joint and the other end connected to the inboard-side constant velocity universal joint,
the method of assembling the drive shaft is characterized in that,
after an outboard-side constant velocity universal joint in which an inner race constituting portion provided continuously with a shaft constituting portion constituting the torque transmission shaft in an integral structure is housed in an outer joint member and an inboard-side constant velocity universal joint in which an inner race constituting portion provided continuously with a shaft constituting portion constituting the torque transmission shaft in an integral structure is housed in an outer joint member are assembled, the shaft constituting portion of the outboard-side constant velocity universal joint and the shaft constituting portion of the inboard-side constant velocity universal joint are joined linearly via an intermediate shaft.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2009-133188 | 2009-06-02 | ||
| JP2009133188A JP5410163B2 (en) | 2009-06-02 | 2009-06-02 | Drive shaft and drive shaft assembly method |
| PCT/JP2010/058581 WO2010140487A1 (en) | 2009-06-02 | 2010-05-21 | Drive shaft and method for assembling drive shaft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102439326A true CN102439326A (en) | 2012-05-02 |
| CN102439326B CN102439326B (en) | 2015-04-01 |
Family
ID=43297623
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201080022612.0A Expired - Fee Related CN102439326B (en) | 2009-06-02 | 2010-05-21 | Drive shaft and method for assembling drive shaft |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP5410163B2 (en) |
| CN (1) | CN102439326B (en) |
| WO (1) | WO2010140487A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105229324A (en) * | 2013-04-30 | 2016-01-06 | Ntn株式会社 | Tripod type constant velocity universal joint |
| CN107524719A (en) * | 2016-06-21 | 2017-12-29 | Ifa技术有限责任公司 | Homocinetic joint and its manufacture method with complete universal joint internals |
| CN110758017A (en) * | 2019-11-27 | 2020-02-07 | 浙江盘毂动力科技有限公司 | Vehicle and driving shaft assembly thereof |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105909686A (en) * | 2016-05-27 | 2016-08-31 | 温州市冠盛汽车零部件集团股份有限公司 | Double-slip anti-release driving shaft assembly |
| WO2020066997A1 (en) * | 2018-09-25 | 2020-04-02 | Ntn株式会社 | Stationary constant velocity universal joint |
| KR20200045895A (en) * | 2018-10-23 | 2020-05-06 | 현대자동차주식회사 | Drive shaft assay for automobile and its manufacturing method |
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| CN105229324A (en) * | 2013-04-30 | 2016-01-06 | Ntn株式会社 | Tripod type constant velocity universal joint |
| US9915292B2 (en) | 2013-04-30 | 2018-03-13 | Ntn Corporation | Tripod type constant-velocity joint |
| CN105229324B (en) * | 2013-04-30 | 2019-04-09 | Ntn株式会社 | Tripod type constant velocity universal joint |
| CN107524719A (en) * | 2016-06-21 | 2017-12-29 | Ifa技术有限责任公司 | Homocinetic joint and its manufacture method with complete universal joint internals |
| CN110758017A (en) * | 2019-11-27 | 2020-02-07 | 浙江盘毂动力科技有限公司 | Vehicle and driving shaft assembly thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2010281341A (en) | 2010-12-16 |
| WO2010140487A1 (en) | 2010-12-09 |
| CN102439326B (en) | 2015-04-01 |
| JP5410163B2 (en) | 2014-02-05 |
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