JP2002130317A - Constant velocity universal joint and propeller shaft using thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To absorb large axial displacement and to improve workability during subassembly. SOLUTION: In a constant velocity universal joint wherein tracks 26, 30 are arranged in a crossover-shaped layout between the outer surface of an inner ring 21 and the inner wall of an outer ring 22 and balls 23 are built in the crossover parts of both tracks 26, 30 and are retained by a cage 24 located between the outer surface of the inner ring 21 and the inner wall of the outer ring 22, an inside diameter of one edge of the cage 24 is set larger than the outside diameter of the inner ring 21 and an inside diameter of other edge thereof is set smaller than the outside diameter of the inner ring 21. When the constant velocity universal joint is applied to a propeller shaft, a companion flange side with respect to the center of the joint is configured to be non-float type with the minimum inside diameter of the cage 24 being set larger than the maximum outside diameter of the inner ring 21 and a boot side with respect to the center of the joint is configured to be float type with the minimum inside diameter of the cage 24 being set smaller than the maximum outside diameter of the inner ring 21.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a constant velocity universal joint and a propeller shaft using the same.
The present invention relates to a structure capable of absorbing an axial displacement at the time of a collision in a propeller shaft used in a car, an FR car, and the like, and a constant velocity universal joint incorporated in the propeller shaft.

[0002]

2. Description of the Related Art Propeller shafts used in automobiles such as 4WD vehicles and FR vehicles are referred to as revolver type (or cross groove type) in order to have a structure capable of coping with an angle change due to a relative position change between a transmission and a differential. Some have a constant velocity universal joint.
In general, the propeller shaft has a structure capable of absorbing an axial displacement between a transmission and a differential due to an axial impact at the time of a collision.

FIG. 1 shows an example of the Rebro-type constant velocity universal joint.
As shown in FIG. 1 (a) and FIG. 12 (a), the two types are roughly classified into a float type and a non-float type, and both types correspond to the characteristics (sliding amount, load capacity, etc.) of a vehicle equipped with a propeller shaft. It is used properly.

[0004] Both types of constant velocity universal joints have an inner ring 1,
The outer race 2, the ball 3, and the cage 4 are main components. The inner ring 1 has a spline hole 5 at the center, and a plurality of tracks 6 are formed on the outer peripheral surface. A stub shaft 7 of a propeller shaft is fitted into the spline hole 5 of the inner ring 1, and the stub shaft 7 is axially positioned and fixed to the inner ring 1 by a circlip 9 mounted in a ring groove 8 of the stub shaft 7. ing. Outer ring 2 is inner ring 1
And the same number of tracks 10 as the tracks 6 of the inner ring 1 are formed on the inner peripheral surface. The track 6 of the inner race 1 and the track 10 of the outer race 2 are angled in opposite directions with respect to the axis. The ball 3 is incorporated at the intersection of the pair of tracks 6 of the inner ring 1 and the tracks 10 of the outer ring 2.
A cage 4 is arranged between the inner ring 1 and the outer ring 2, and the balls 3 are held in pockets of the cage 4.

The outer race 2 of the constant velocity universal joint has a hollow portion 11.
Flange 12 and seal plate 1 having
3 are fastened by bolts (not shown) using the bolt insertion holes 17 of the outer race 12 with the 3 sandwiched therebetween. The companion flange 12 and the stub shaft 7 are flexibly connected by a constant velocity universal joint. Further, the seal plate 13 is for preventing leakage of the grease filled in the constant velocity universal joint and for preventing entry of foreign matter.

[0006] A sealing device is mounted on the opposite side of the companion flange of the constant velocity universal joint. The sealing device comprises a boot 14 and a boot adapter 15 made of metal. The boot 14 has a small end and a large end, and has a V-shape folded in the middle. The boot adapter 15 is cylindrical, and has a flange at one end to be fitted to the outer peripheral surface of the outer ring 2,
It is fixed to the outer race 12 by bolts together with the companion flange 12 and the seal plate 13 described above. The small end of the boot 14 is attached to the stub shaft 7 and fastened with a boot band 16. The large end of the boot 14 is held by caulking the end of the boot adapter 15.

When an impact is applied to an automobile, parts around the inner ring such as the inner ring 1, the ball 3 and the cage 4 tend to slide toward the companion flange as a unit. When the ball 3 interferes with the inner diameter of the hollow portion 11 of the companion flange 12 and the ball 3 falls off the track 10 of the outer race 2, only the inner race 1 and the stub shaft 7 slide and move toward the companion flange. It enters the hollow portion 11. At this time, the stub shaft 7
The seal plate 13 is pushed away at the end of the seal.

As a result, the axial displacement (shortening) between the transmission and the differential is absorbed, the impact force input to the rear of the vehicle body via the differential is reduced, and the impact generated on the vehicle body is greatly reduced, thereby ensuring safety. The performance is improved.

[0009]

In the float type constant velocity universal joint shown in FIG. 11 (a), the minimum inner diameter of the cage 4 is smaller than the maximum outer diameter of the inner ring 1, so that the The ball 3 does not come apart in the assembled state, and is easy to handle. Further, since the track 6 of the inner ring 1 is deep, there is an advantage that the load capacity is large.

However, when an impact in the axial direction at the time of a vehicle collision is applied, the sliding width in the axial direction is restricted by the interference between the inner peripheral surface of the cage 4 and the outer peripheral surface of the inner ring 1 and the width is reduced [FIG. (B)], the propeller shaft is stretched at the time of the vehicle collision, and the impact generated on the vehicle body increases. Therefore, when it is necessary to absorb a large axial displacement, it has been difficult to use this type of constant velocity universal joint.

On the other hand, in the non-float type constant velocity universal joint shown in FIG. 12 (a), since the minimum inner diameter of the cage 4 is larger than the maximum outer diameter of the inner ring 1, an axial impact at the time of a vehicle collision is reduced. If added, ball 3 and boot adapter 15
Since only the slide width in the axial direction is restricted by interference with the seal plate 13 (or the seal plate 13), it is possible to secure a large slide width as compared with the float type constant velocity universal joint. [See FIG. 12 (b)]. Therefore, when it is necessary to absorb a large axial displacement, this type of constant velocity universal joint is suitable.

However, since there is nothing to regulate the sliding width inside the constant velocity universal joint, the balls 3 are disassembled in the sub-assembly state when the constant velocity universal joint is assembled, and care must be taken when handling the ball. In addition, inner ring 1
Since the track 6 is shallow, the load capacity is small.

In view of the above, the present invention has been proposed in view of the above-mentioned problems. It is an object of the present invention to provide a constant-velocity motor capable of absorbing a large axial displacement and improving workability during sub-assembly. An object of the present invention is to provide a universal joint and a propeller shaft using the same.

[0014]

As a technical means for achieving the above object, the present invention provides a method in which tracks are provided on each of an outer peripheral surface of an inner ring and an inner peripheral surface of an outer ring in an intersecting arrangement, and the two In a constant velocity universal joint in which a ball is incorporated in a crossing portion and the ball is held by a cage disposed between the outer peripheral surface of the inner ring and the inner peripheral surface of the outer ring, the inside diameter of one end of the cage is outside the inner ring. The inner diameter of the other end is smaller than the outer diameter of the inner ring.

In the constant velocity universal joint according to the first aspect, the inner diameter of one end of the cage is larger than the outer diameter of the inner ring, and the inner diameter of the other end is smaller than the outer diameter of the inner ring. When a directional impact is applied, the slide width is regulated on the other end side, but a large slide width can be secured on one end side.

It is preferable that the outer peripheral surface of the inner race is a convex spherical surface, and the center of the spherical surface is offset from the axial center of the inner race toward the other end of the cage. Furthermore, it is desirable that the inner peripheral surface of the cage described in claim 2 be a concave spherical surface that comes into contact with the convex spherical surface of the inner ring (claim 3). With this configuration, when an impact in the axial direction is input, the inner ring can reliably interfere with the other end of the cage, and the slide width toward the other end of the cage can be reliably controlled.

In the constant velocity universal joint, the outer peripheral surface of the inner race may be a convex spherical surface, and a tapered surface may be formed at an end on the side where the inner diameter of the end surface of the cage is larger than the outer diameter of the inner race. Since the track depth of the portion where the tapered surface is formed is larger than that of the portion where the convex spherical surface is formed, the load capacity can be increased.

In the constant velocity universal joint, if the outer peripheral surface of the cage is a convex spherical surface and a tapered surface is formed at at least one end (claim 5), the thickness of the portion having the tapered surface is increased. Is larger than the portion where the convex spherical surface is formed, so that the cage strength can be improved.

Further, in the constant velocity universal joint, if the inner peripheral surface of the cage is a concave spherical surface and the inner diameter of the end surface of the cage is larger than the outer diameter of the inner ring, a tapered surface is formed at the end. Item 6), since the thickness of the portion where the tapered surface is formed is smaller than that of the portion where the concave spherical surface is formed, it is possible to increase the sliding amount when the operating angle is set.

In the above constant velocity universal joint, it is desirable that the track crossing angle of the inner and outer rings is within a range of 7 to 12 ° (claim 7), and the track contact angle of the inner and outer rings is 35 to 45 °. (Claim 8). As a result, the slide resistance and the bending resistance of the constant velocity universal joint are reduced, and even if it rotates at a high speed within the maximum operating angle range, abnormal wear and abnormal noise do not occur, and durability can be improved.

Here, the slide resistance means the resistance when the inside of the joint is slid in the axial direction of the shaft in the sliding type constant velocity universal joint, and the bending resistance means the resistance when the angle of the joint is taken. It means the generated resistance, mainly the ball and cage slip resistance and the boot bending resistance.

In the case where the constant velocity universal joint is applied to a propeller shaft in which an outer ring thereof and a companion flange having a hollow portion capable of accommodating the inner ring are fastened (claim 9).
If one end of the cage is on the companion flange side and the other end is on the opposite side of the companion flange (claim 10), when an axial impact at the time of a vehicle collision is applied, the cage located on the companion flange side is closed. Since the inside diameter of one end is larger than the outside diameter of the inner ring, a large axial displacement toward the companion flange can be absorbed.

[0023]

BEST MODE FOR CARRYING OUT THE INVENTION As an embodiment of the present invention, a constant velocity universal joint of a reblo type (or a cross groove type)
FIG. 1 shows a case where the present invention is applied to a propeller shaft of an automobile such as a D car or an FR car. In this embodiment, the constant velocity universal joint responds to an angle change due to a relative position change between the transmission and the differential, and has a structure in which an axial displacement between the transmission and the differential due to an axial impact at the time of a vehicle collision can be absorbed by a propeller shaft. Has become.

The constant velocity universal joint according to this embodiment (FIG. 2)
) Has an inner race 21, an outer race 22, a ball 23 and a cage 24 as main components. The inner ring 21 has a spline hole 25 at the center and a plurality of tracks 2 on the outer peripheral surface.
6 are formed. The stub shaft 27 of the propeller shaft is fitted into the spline hole 25 of the inner race 21, and the stub shaft 27 is attached to the inner race 21 by the circlip 29 attached to the ring groove 28 of the stub shaft 27.
Is positioned and fixed in the axial direction. Outer ring 22 is inner ring 2
1, the same number of tracks 30 as the tracks 26 of the inner ring 21 are formed on the inner peripheral surface. The track 26 of the inner race 21 and the track 30 of the outer race 22 are angled in opposite directions with respect to the axis. The angle formed by the tracks 26 and 30 with respect to the axis (hereinafter referred to as the track crossing angle) is indicated by a symbol α ₁ in FIG. 3A and a symbol α ₂ in FIG. 3B. The track 26 and the outer ring 2 of the inner ring 21 forming a pair
The ball 23 is incorporated at the intersection of the second track 30. A cage 24 is arranged between the inner ring 21 and the outer ring 22, and the balls 23 are held in pockets of the cage 24.

The outer ring 22 of the constant velocity universal joint has a companion flange 32 having a hollow portion 31 as shown in FIG.
With the seal plate 33 sandwiched between the outer ring 22 and the outer ring 22, the bolts (not shown) are used for fastening. Here, the circumscribed circle diameter of the ball 23 is larger than the inner diameter of the hollow portion 31 of the companion flange 32, and the inner diameter of the hollow portion 31 is the inner ring 2 of the constant velocity universal joint.
1 larger than the outer diameter. The companion flange 32 and the stub shaft 27 are flexibly connected by a constant velocity universal joint. Further, the seal plate 33 is for preventing the grease filled in the constant velocity universal joint from leaking and preventing foreign substances from entering.

A sealing device is mounted on the opposite side of the companion flange of the constant velocity universal joint. This sealing device comprises a boot 34 and a boot adapter 35 made of metal. The boot 34 has a small end and a large end, and has a V-shape folded in the middle. The boot adapter 35 has a cylindrical shape and has a flange at one end to be fitted to the outer peripheral surface of the outer ring 22, and is fixed to the outer ring 22 with bolts together with the companion flange 32 and the seal plate 33 described above. The small end of the boot 34 is attached to the stub shaft 27 and fastened with a boot band 36. Boots 3
4 is held by caulking the end of the boot adapter 35. The inside diameter of the boot adapter 35 is set smaller than the circumscribed circle diameter of the ball 23 and larger than the outside diameter of the cage 24.

The constant velocity universal joint has a non-float type on the companion flange side with respect to the center of the joint as shown in FIG.
The boot side is a hybrid type having a float type configuration.

That is, the constant velocity universal joint of the embodiment shown in FIG.
The minimum inner diameter of the cage 24 is larger than the maximum outer diameter of the inner race 21. Accordingly, when an axial impact is applied at the time of a vehicle collision, only the sliding width in the axial direction is restricted by the interference between the ball 23 and the seal plate 33. In comparison, a large slide width can be secured (see FIG. 4).

That is, when an impact is applied to the automobile, parts around the inner ring such as the inner ring 21, the ball 23 and the cage 24 tend to slide toward the companion flange as a unit. And companion flange 3
2 and the ball 23 interfere with each other and the ball 23 falls off the track 30 of the outer ring 22, so that only the inner ring 21 and the stub shaft 27 slide further toward the companion flange side, and the hollow portion 31 To enter. At this time, the seal plate 33 is pushed away by the tip of the stub shaft 27.

As a result, the axial displacement (reduction) between the transmission and the differential is absorbed, the impact force input to the rear of the vehicle body via the differential is reduced, and the impact generated on the vehicle body is greatly reduced, thereby ensuring safety. The performance is improved.

On the other hand, the minimum inner diameter of the cage 24 on the boot side with respect to the center of the joint is smaller than the maximum outer diameter of the inner race 21. As a result, when an axial impact is applied at the time of a vehicle collision, the sliding width in the axial direction is restricted by the interference between the inner diameter of the cage 24 and the outer diameter of the inner ring 21 and becomes narrower (see FIG. 5). On the boot side, since the minimum inner diameter of the cage 24 is smaller than the maximum outer diameter of the inner race 21, the balls 23 do not come off, so that the workability in the sub-assembly state when assembling the constant velocity universal joint is improved.

The outer peripheral surface of the inner ring 21 is a convex spherical surface 38, and the center of the spherical surface is positioned from the center of the inner ring 21 in the axial direction.
If the cage 24 is offset to the companion flange side and the inner peripheral surface of the cage 24 is a concave spherical surface 39 which comes into contact with the convex spherical surface 38 of the inner race 21, the inner race 2
1 can reliably interfere with the boot-side end of the cage 24, and the sliding width of the cage 24 toward the boot can be reliably controlled.

The shape of the outer peripheral surface of the inner ring 21 is shown in FIG.
As shown in FIG. 7, another embodiment in which the tapered surface 40 is formed at the end on the companion flange side that requires a large amount of sliding is possible. By forming the tapered surface 40 in this manner, the track depth of the inner race 21 is increased on the companion flange side, and the load capacity is advantageously increased when a large amount of sliding is required.

In the constant velocity universal joint, if the outer peripheral surface of the cage 24 is a convex spherical surface 41 and a tapered surface 42 is formed at the end of the companion flange side as shown in FIG.
Since the thickness of the portion where the tapered surface 42 is formed is larger than that of the portion where the convex spherical surface 41 is formed, the cage strength can be improved. Here, between the inner diameter D _{1 of the} end of the cage 24 on the companion flange side, the inner diameter D _{2 of the} end on the boot side, and the maximum outer diameter D ₀ of the inner ring 21, D ₁ > D ₀ > D _2. There is a relationship. As shown in FIG. 8, a tapered surface 43 may be formed at the boot-side end of the outer peripheral surface of the cage 24 '.

Further, in the constant velocity universal joint, FIG.
When the inner peripheral surface of the cage 24 '' is formed as a concave spherical surface 39 and a tapered surface 44 is formed at the end of the companion flange side, the thickness of the portion where the tapered surface 44 is formed forms the concave spherical surface 39 as shown in FIG. Since it is smaller than the portion, the sliding amount when the operating angle is set can be increased.

By the way, as shown in FIG.
The cross-sectional shape of each of the balls 6 and 30 is a gothic arch shape. Therefore, the manner of contact with the ball 23 is an angular contact having a predetermined contact angle (β: hereinafter, referred to as a track contact angle). When the torque T is applied, a vertical load P acts on the tracks 26 and 30 of the inner race 21 and the outer race 22 from the ball 23, and a pocket surface facing the cage 23 in the axial direction from the ball 23 as shown in FIG. The axial load Q also acts on. The axial load Q on the pocket surface increases as the track crossing angle α increases.

The axial load Q is the ball 23 when the ball 23 is going to move in the axial direction of the tracks 26 and 30.
Acts as a restraining force against the movement of
The slide resistance and bending resistance increase. Therefore, during normal running, the inner race 21 can slide in the axial direction with respect to the outer race 22, and at that time, the stub shaft 27, the inner race 21, the ball 23 and the cage 24 move relative to the outer race 22 as a unit.

On the other hand, the REVLO type constant velocity universal joint has a limit operating angle determined by a track crossing angle α and a track contact angle β due to its structure. When operated at a value exceeding this limit operating angle, abnormal wear or abnormal noise occurs. Is generally known to occur. Therefore, in a constant velocity universal joint for a drive shaft that requires a maximum operating angle of 20 °, the practical track contact angle β is usually in the range of 35 ° to 45 °, whereas the track 26 of the inner race 21 and The track crossing angle α of the track 30 of the outer wheel 22 is set to 14 ° to 18 °, respectively (α ₁ : FIG. 3A).

However, in practice, since the constant velocity universal joint for a propeller shaft is used at a higher rotation speed than a drive shaft, the maximum operating angle is limited due to the seizure problem, and a practical maximum operating angle is required. 10 ° to 13 ° is sufficient. As described above, the constant velocity universal joint for the drive shaft has a track crossing angle α corresponding to a maximum operating angle of 20 °.
Is set to 14 ° to 18 °, [α ₁ : FIG.
(A)], the slide resistance and the bending resistance are large, and this constant velocity universal joint is rotated at a high speed and has a maximum operating angle of 10
If used directly on a propeller shaft as small as 13 ° to 13 °, the slide resistance and bending resistance not only lower the NVH characteristics of the vehicle, but also increase the temperature due to high-speed rotation and lower the durability.

Therefore, the practical maximum operating angles of the inner ring 21 and the outer ring 22 are 10 ° to 13 °, and the track contact angle is 35 °.
４５45 °, the track 26 of the inner race 21 and the outer race 2
It is preferable to set the track crossing angle α of the second track 30 in the range of 7 ° to 12 ° [α ₂ : FIG. 3 (b)].

As described above, by setting the track crossing angle α of the tracks 26 and 30 to 7 ° to 12 °, which is smaller than that of the conventional constant velocity universal joint for drive shafts (α ₁ > α ₂ ), the bending is achieved. The axial load Q acting on the pocket surface of the cage 24 generated to balance the torque is reduced, the slide resistance and the bending resistance of the constant velocity universal joint are reduced, and even when rotating at a high speed within the maximum operating angle range, There is no abnormal wear and abnormal noise, and durability is improved.

That is, in the Rebro-type constant velocity universal joint, the force for controlling the ball from the track increases as the operating angle decreases, and decreases as the operating angle increases. Also, the smaller the track crossing angle, the smaller. Therefore, when the track contact angle is 35 ° to 45 ° and the track crossing angle α is 7 ° to 1
If it is set to 2 °, the holding force for controlling the ball from the track is not lost even if the maximum operating angle is 10 ° to 13 °, and abnormal wear,
Generation of abnormal noise can be prevented.

If the track crossing angle α of the tracks 26 and 30 is less than 7 °, not only does the uniform velocity decrease, but if the track rotates at a high speed within the maximum operating angle range, abnormal wear and abnormal noise occur, which is preferable. Absent.

[0044]

According to the present invention, tracks are provided on each of the outer peripheral surface of the inner race and the inner peripheral surface of the outer race in an intersecting arrangement, and a ball is incorporated at the intersection of both tracks, and the ball is mounted on the outer periphery of the inner race. In a constant velocity universal joint held by a cage disposed between a surface and an inner peripheral surface of an outer ring, an inner diameter of one end of the cage is larger than an outer diameter of the inner ring, and an inner diameter of the other end is smaller than that of the inner ring. By being smaller than the outer diameter, when an axial impact is applied, the slide width is regulated on the other end side, but a large slide width can be secured on one end side. In addition, since the ball does not come off to the other end side, handling at the time of assembling the constant velocity universal joint becomes easy, and workability at the time of sub-assembly can be improved.

When such a constant velocity universal joint is applied to a propeller shaft of an automobile, the axial displacement between the transmission and the differential is reliably absorbed,
The impact force input to the rear of the vehicle body through the differential is reduced, the impact on the vehicle body is greatly reduced, safety is improved, and handling at the time of assembly of the constant velocity universal joint is facilitated. Workability can be improved and its practical value is great.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an embodiment of a propeller shaft using a constant velocity universal joint according to the present invention.

FIG. 2 is an enlarged sectional view showing the constant velocity universal joint of FIG.

3A is a plan view of the constant velocity universal joint (crossing angle α ₁ ) of FIG. 1, and FIG. 3B is a plan view of the constant velocity universal joint (crossing angle α ₂ ) of FIG.

FIG. 4 is a cross-sectional view showing a state where the constant velocity universal joint of FIG. 1 is slid to a companion flange side.

FIG. 5 is a cross-sectional view showing a state where the constant velocity universal joint of FIG. 1 is slid toward a side opposite to a companion flange.

FIG. 6 is an enlarged sectional view of a main part showing an inner race of the constant velocity universal joint of FIG. 1;

FIG. 7 is an enlarged sectional view of an essential part showing an example in which a tapered surface is formed on an outer peripheral surface on a companion flange side in the cage of the constant velocity universal joint of FIG.

FIG. 8 is an enlarged sectional view of a main part showing an example in which tapered surfaces are formed on the outer peripheral surfaces on the companion flange side and the non-companion flange side in the cage of the constant velocity universal joint of FIG.

FIG. 9 is an enlarged sectional view of an essential part showing an example in which a tapered surface is formed on an inner peripheral surface on a companion flange side in the cage of the constant velocity universal joint of FIG.

FIG. 10 is an enlarged sectional view showing a track and a ball.

11A is a cross-sectional view showing a float type in a conventional example of a constant velocity universal joint, and FIG. 11B is a slide diagram thereof.

12A is a cross-sectional view showing a conventional non-float type constant velocity universal joint, and FIG. 12B is a slide diagram thereof.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 21 Inner ring 22 Outer ring 23 Ball 24 Cage 26, 30 Track 31 Hollow part 32 Companion flange 38, 41 Convex spherical surface 39 Concave spherical surface 40, 42, 43, 44 Tapered surface

Claims (10)

[Claims] 1. A track is provided on each of an outer peripheral surface of an inner race and an inner peripheral surface of an outer race in an intersecting arrangement, and a ball is assembled into a crossing portion of the two tracks. In the constant velocity universal joint held by a cage disposed between the inner ring and the outer ring, the inner diameter of one end of the cage is larger than the outer diameter of the inner ring, and the inner diameter of the other end is smaller than the outer diameter of the inner ring. A constant velocity universal joint characterized by: 2. The constant-velocity universal freewheel according to claim 1, wherein the outer peripheral surface of the inner race is a convex spherical surface, and the center of the spherical surface is offset from the axial center of the inner race toward the other end of the cage. Fittings. 3. The constant velocity universal joint according to claim 2, wherein an inner peripheral surface of the cage is a concave spherical surface that comes into contact with a convex spherical surface of the inner ring. 4. An outer peripheral surface of the inner race is formed as a convex spherical surface, and a tapered surface is formed at an end on the side where the inner diameter of the end surface of the cage is larger than the outer diameter of the inner race.
The constant velocity universal joint according to any one of the above. 5. The constant velocity universal joint according to claim 1, wherein an outer peripheral surface of the cage is a convex spherical surface, and a tapered surface is formed at at least one end. 6. The cage according to claim 1, wherein an inner peripheral surface of the cage is a concave spherical surface, and a tapered surface is formed at an end on the side where the inner diameter of the end surface of the cage is larger than the outer diameter of the inner ring. The constant velocity universal joint according to any one of the above. 7. The track crossing angle of the inner and outer wheels is 7-12.
The constant velocity universal joint according to any one of claims 1 to 6, wherein the angle is within the range of °. 8. The track contact angle of the inner and outer wheels is 35-4.
The constant velocity universal joint according to any one of claims 1 to 7, wherein the angle is within a range of 5 °. 9. A propeller shaft in which an outer ring of a constant velocity universal joint is fastened to a companion flange having a hollow portion capable of accommodating an inner ring of the constant velocity universal joint, wherein the constant velocity universal joint comprises A propeller shaft, which is the constant velocity universal joint according to any one of the above. 10. The companion flange side end inner diameter of the cage of the constant velocity universal joint is larger than the outer diameter of the inner ring, and the anti-companion flange side end inner diameter is smaller than the outer diameter of the inner ring. The propeller shaft according to claim 9.