JP2009079690A - Constant velocity universal joint - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure sufficient axial relative movement between an inner ring and a shaft by surely removing spline fitting between the inner ring and the shaft when an impact force is applied. <P>SOLUTION: This universal joint is provided with an outer ring and the inner ring 20 transmitting torque, while allowing angle displacement to and from the outer ring. The joint has a structure in which a shaft 60 is spline-fitted into a shaft hole 26 of the inner ring 20. A first annular groove 62 is formed at the root side of the shaft 60, and a first snap ring 80 is fitted into the first annular groove 62 and the first snap ring 80 is locked to the inner ring 20 at the shaft root side. A second annular groove 64 is formed at the tip side of the shaft 60, a second snap ring 90 is fitted into the second annular groove 64, and the second snap ring 90 is locked to the inner ring 20 at the shaft distal end side. An outermost diameter D<SB>1</SB>of a first spline forming portion 68a located at the shaft root side more than the first annular groove 62 in a male spline 68 of the shaft 60 is made smaller than an outermost diameter D<SB>2</SB>of a second spline forming portion 68b located at the shaft tip side more than the first annular groove 62. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a fixed or sliding constant velocity universal joint that is used in a power transmission system of an automobile or various industrial machines, and is incorporated in, for example, a drive shaft or a propeller shaft of an automobile. The present invention relates to a fitting structure between a joint member and a shaft.

  For example, a propeller shaft for power transmission of an automobile uses a fixed constant velocity universal joint and a sliding constant velocity universal joint as a coupling joint between a transmission (transmission) and a differential (final reduction gear). It is arranged in the longitudinal direction of the car.

  This type of propeller shaft has a structure that can accommodate changes in length and angle due to changes in the relative positions of the transmission and the reduction gear device. In particular, the above-described sliding type constant velocity universal joint has a function of absorbing movement in the longitudinal direction of a power plant system such as an engine. The amount of movement varies depending on the type of automobile, the suspension device, and the like.

  However, for the purpose of ensuring safety in the event of a car collision outside the steady running state, the propeller shaft component is axially moved more than the amount of movement in the steady running state in order to absorb the impact force on the propeller shaft. There is a need for a function of displacing.

  Therefore, in this propeller shaft, various means for absorbing the impact force at the time of automobile collision are taken (for example, see Patent Documents 1 and 2).

  The invention disclosed in Patent Document 1 is a propeller shaft including a cylindrical holding portion that holds a constant velocity joint, and a pipe shaft portion that is coupled to the holding portion by friction welding from the axial direction. The outer diameter of each component member of the joint is set to be smaller than the inner diameter of the inner curl generated at the time of friction welding at the joint portion between the holding portion and the tube shaft portion.

  By adopting such a structure, each component of the constant velocity joint does not collide with the inner curl generated at the coupling portion between the holding portion and the tube shaft portion at the time of the collision of the automobile, and the inside of the inner curl is It can pass through and can be displaced to the tube shaft portion, and can be displaced in the axial direction with a sufficient stroke amount, so that the impact force on the propeller shaft can be reliably absorbed.

  The invention disclosed in Patent Document 2 includes a fixing device that attaches a clip to a clip groove provided on an intermediate shaft of a propeller shaft and fixes an inner ring of a constant velocity universal joint in an axial direction of the intermediate shaft, and a predetermined propeller shaft. A release device is provided that releases the clip from the clip groove of the intermediate shaft and releases the inner ring by the fixing device when an axial load exceeding the value is applied.

By adopting such a structure, when an excessive impact force is applied to the propeller shaft during a car collision, the clip comes out of the clip groove of the intermediate shaft, and the spline fit between the intermediate shaft and the inner ring The relative movement in the axial direction is allowed between the intermediate shaft and the inner ring. The impact force applied to the propeller shaft is absorbed by the relative movement in the axial direction between the intermediate shaft and the inner ring.
JP 2003-146098 A JP 9-295517 A

  By the way, in the propeller shaft disclosed in Patent Document 1, as described above, at the time of the collision of the automobile, each component of the constant velocity joint is placed inside the inner curl generated at the coupling portion between the holding portion and the tube shaft portion. The impact force to the propeller shaft is absorbed by passing it and displacing it to the tube shaft.

  However, at the time of automobile collision, each component of the constant velocity joint passes through the inside curl and is displaced to the tube shaft without hitting the inside curl generated at the joint between the holding part and the tube shaft. In order to achieve this, the inner diameter of the inner curl generated at the joint between the holding portion and the tube shaft portion must be set larger than the outer diameter of each component of the constant velocity joint. The diameter of the tube shaft portion through which the member passes increases. As a result, there is a problem that it is difficult to use a small-diameter tube shaft part and it is difficult to reduce the size of the propeller shaft.

  On the other hand, in the propeller shaft disclosed in Patent Document 2, when an excessive impact force is applied to the propeller shaft during a car collision, the clip comes out from the clip groove of the intermediate shaft, and the spline between the intermediate shaft and the inner ring It is effective in that a small-diameter pipe shaft can be used because the engagement is released and relative movement in the axial direction is allowed between the intermediate shaft and the inner ring, and only the intermediate shaft is displaced in the axial direction with respect to the inner ring. It is.

  However, even if the clip slips out of the clip groove of the intermediate shaft due to the impact force on the propeller shaft, the inner ring is caught at the end of the clip groove located in the middle of the spline formed on the outer peripheral surface of the intermediate shaft, and both splines are fitted There is a possibility that the intermediate shaft does not sufficiently displace in the axial direction with respect to the inner ring without completely deviating.

  Therefore, the present invention has been proposed in view of the problems in the above-mentioned Patent Document 2, and the object of the present invention is to ensure spline fitting between the inner ring and the intermediate shaft when an impact force is applied. An object of the present invention is to provide a constant velocity universal joint that can secure sufficient axial relative movement between the inner ring and the intermediate shaft.

  As a technical means for achieving the above-mentioned object, a constant velocity universal joint according to the present invention includes an outer joint member and an inner joint member that transmits torque while allowing angular displacement between the outer joint member and the outer joint member. A constant velocity universal joint having a structure in which the shaft is spline-fitted into the shaft hole of the inner joint member, and a first annular groove is formed on the base side of the shaft, and the first annular groove A first retaining ring is fitted to the inner joint member and locked on the shaft base side, and a second annular groove is formed on the tip end side of the shaft, and a second retaining groove is formed in the second annular groove. It has a structure in which a ring is fitted and locked to the inner joint member on the shaft front end side.

  According to the present invention, the outermost diameter of the first spline forming portion located on the shaft base side with respect to the first annular groove in the shaft is the second spline forming portion located on the shaft front end side with respect to the first annular groove. It is characterized by being smaller than the outermost diameter. Further, the present invention is characterized in that the outer diameter of the non-spline forming portion located on the shaft base side of the first annular groove in the shaft is made smaller than the innermost diameter of the spline forming portion of the inner joint member.

  When the constant velocity universal joint of the present invention is applied to the propeller shaft, if an excessive impact force is applied to the propeller shaft at the time of an automobile collision, the first retaining ring fitted in the first annular groove of the shaft is The spline fitting between the inner joint member and the shaft is released from the first annular groove, and relative movement in the axial direction is allowed between the inner joint member and the shaft.

  At this time, in the present invention, the outermost diameter of the first spline forming portion located on the shaft base side with respect to the first annular groove in the shaft is set to the second outer diameter located on the shaft front end side with respect to the first annular groove. The outer diameter of the non-spline forming portion that is smaller than the outermost diameter of the spline forming portion or located on the shaft base side of the first annular groove in the shaft is smaller than the innermost diameter of the spline forming portion of the inner joint member. The inner diameter of the inner joint member is not caught at the end of the first annular groove formed on the outer peripheral surface of the shaft, and the spline fitting between the two can be completely removed. Thus, sufficient axial relative movement can be ensured between the inner joint member and the shaft.

  As one means for locking the first retaining ring on the shaft base side of the inner joint member and locking the second retaining ring on the shaft front end side of the inner joint member, the first retaining ring is used as the inner joint member. A structure in which the second retaining ring is brought into contact with the end surface on the shaft front end side of the inner joint member while being brought into contact with the shaft root side end surface of the member is possible. In this case, a first retaining ring having a square cross-sectional shape can be used.

  In the present invention, the first annular groove has a tapered surface whose bottom surface increases in diameter toward the shaft root side, and the first retaining ring has an inner diameter surface expanded in diameter toward the shaft root side. A structure having a tapered surface matching the bottom surface of the first annular groove is desirable. In this way, when an impact force is applied to the propeller shaft, the first retaining ring can be easily removed from the first annular groove even if the impact force is small. In other words, when an axial impact force is applied to the shaft, the bottom surface of the first annular groove and the inner diameter surface of the first retaining ring in contact with the bottom surface are tapered surfaces. Therefore, the first retaining ring easily escapes from the first annular groove.

  Further, as another means for locking the first retaining ring on the shaft base side of the inner joint member, an annular recess is formed at the shaft root side opening end of the shaft hole of the inner joint member, and the shaft is formed in the annular recess. The first annular groove of the inner joint member is opposed to the first retaining ring and the first retaining ring fitted in the first annular groove is engaged with the annular recess of the inner joint member, or the shaft hole of the inner joint member An annular groove is formed on the inner diameter, the first annular groove of the shaft is disposed opposite to the annular groove, and the first retaining ring fitted to the first annular groove is connected to the annular groove of the inner joint member. It is possible to have a structure that is locked to the. In this case, a first retaining ring having a round cross-sectional shape can be used.

  In the present invention, the outermost diameter of the first spline forming portion located on the shaft base side with respect to the first annular groove in the shaft is the second spline forming portion located on the shaft front end side with respect to the first annular groove. The outer diameter of the non-spline forming portion located on the shaft base side of the first annular groove in the shaft is made smaller than the outermost inner diameter of the spline forming portion of the inner joint member. It has a structure.

  By adopting such a structure, when the constant velocity universal joint of the present invention is applied to the propeller shaft, an excessive impact force is applied to the propeller shaft during the collision of the automobile, and the first retaining ring is the first annular ring. The end of the first annular groove formed on the outer peripheral surface of the shaft when the spline fitting between the inner joint member and the shaft is released and the inner joint member and the shaft move relative to each other in the axial direction. Thus, the inner diameter of the inner joint member is not caught, and the spline fitting between the two can be completely removed, and sufficient axial relative movement can be ensured between the inner joint member and the shaft.

  As a result, it is possible to provide a constant velocity universal joint that can reliably absorb the impact force on the propeller shaft in the event of an automobile collision, is highly reliable, and is rich in safety.

  Embodiments of the present invention are described in detail below. In addition, although the following embodiment illustrates the case where it applies to the double offset type constant velocity universal joint (DOJ) which is one of the sliding type constant velocity universal joints used as a coupling joint in a propeller shaft, The present invention can also be applied to other sliding constant velocity universal joints such as a groove type constant velocity universal joint (LJ) and a tripod type constant velocity universal joint (TJ). Furthermore, the present invention is also applicable to fixed type constant velocity universal joints such as a Barfield type constant velocity universal joint (BJ) and an undercut free type constant velocity universal joint (UJ).

  The constant velocity universal joint of the embodiment shown in FIG. 2 includes an outer ring 10 as an outer joint member in which a plurality of linear track grooves 12 parallel to the axis are formed on the cylindrical inner peripheral surface 14 at equal intervals in the circumferential direction, A plurality of linear track grooves 22 parallel to the axis corresponding to the track grooves 12 of the outer ring 10 are formed on the spherical outer peripheral surface 24 at equal intervals in the circumferential direction. A plurality of balls 30 which are arranged on a ball track formed by cooperation of the track groove 12 and the track groove 22 of the inner ring 20 and transmit torque, a cylindrical inner peripheral surface 14 of the outer ring 10 and a spherical shape of the inner ring 20. A cage 40 interposed between the outer peripheral surface 24 and holding the ball 30. Each ball 30 is accommodated in each of a plurality of pockets 42 formed in the cage 40 and arranged at equal intervals in the circumferential direction. The number of balls 30 is six or eight, but other numbers may be used.

  When this constant velocity universal joint is used for a propeller shaft, the outer ring 10 is connected to a differential (not shown), and the shaft 60 spline-fitted into the shaft hole 26 of the inner ring 20 is connected to a transmission (not shown). Like to do. In this way, a structure that can cope with changes in length and angle due to changes in the relative positions of the differential and the transmission is provided. Note that a boot 70 is mounted between the outer ring 10 and the shaft 60 in order to prevent intrusion of foreign matter from the outside and leakage of grease from the inside.

  A structure in which the shaft end of the shaft 60 is press-fitted into the shaft hole 26 of the inner ring 20 is adopted as a connection structure between the inner ring 20 and the shaft 60 of the sliding type constant velocity universal joint. A female spline 28 is formed on the inner diameter of the shaft hole 26 of the inner ring 20 as irregularities along the axial direction, and a male spline 68 is also formed on the outer diameter of the shaft end of the shaft 60. The shaft end of the shaft 60 is press-fitted into the shaft hole 26 of the inner ring 20 and the male spline 68 and the female spline 28 are engaged with each other, whereby the shaft 60 is fitted to the inner ring 20 and torque can be transmitted between the two. In addition, the connection structure of the inner ring 20 and the shaft 60 is not limited to the above-described spline fitting, and may be other uneven fitting that can transmit torque.

  In the connection structure between the inner ring 20 and the shaft 60, for example, the embodiment shown in FIG. 1 is effective as a means for absorbing the impact force at the time of the automobile collision.

  As shown in FIG. 1, a first annular groove 62 and a second annular groove 64 are formed on the outer peripheral surface of the shaft 60 that is spline-fitted into the shaft hole 26 of the inner ring 20. The first annular groove 62 is formed on the base side of the shaft 60, and the second annular groove 64 is formed on the distal end side of the shaft 60. In the male spline 68 formed on the outer peripheral surface of the shaft 60, the first spline forming portion 68 a is located on the shaft base side with respect to the first annular groove 62, and on the shaft tip side with respect to the first annular groove 62. The second spline forming portion 68b is located.

  A first retaining ring 80 is fitted in the first annular groove 62, and a second retaining ring 90 is fitted in the second annular groove 64. The first retaining ring 80 and the second retaining ring 90 are made of a C-shaped elastic member having a square cross-sectional shape, can be expanded in diameter against the elastic force, and have a diameter larger than that in a natural state. The fitting state is ensured by fitting the first annular groove 62 and the second annular groove 64 with the diameter slightly increased.

In the fitting structure between the inner ring 20 and the shaft 60, as shown in FIG. 1, the outermost portion of the first spline forming portion 68a located on the shaft base side of the first annular groove 62 in the male spline 68 of the shaft 60 is provided. the diameter D _1, is smaller than the outermost diameter D ₂ of the second spline forming portion 68b positioned on the shaft distal end side than the first annular groove 62. Here, the outermost diameter D _{1 at the first} spline forming portion 68 a and the outermost diameter D ₂ at the second spline forming portion 68 _b mean the outer diameter of the tooth tip of the male spline 68.

  The procedure for assembling the shaft 60 to the inner ring 20 is as follows.

  First, the shaft 60 is press-fitted into the shaft hole 26 of the inner ring 20 with the first retaining ring 80 fitted in the first annular groove 62 of the shaft 60. By the press-fitting of the shaft 60, the female spline 28 of the shaft hole 26 of the inner ring 20 and the male spline 68 of the outer peripheral surface of the shaft 60 are engaged with each other and are spline-fitted so that torque can be transmitted between them. In this way, by bringing the first retaining ring 80 fitted in the first annular groove 62 of the shaft 60 into contact with the shaft root side end surface 21 of the inner ring 20, the inner ring 20 moves toward the root side of the shaft 60. Restricts axial movement.

  Thereafter, the second retaining ring 90 is fitted into the second annular groove 64 of the shaft 60. In this way, the inner ring 20 moves in the axial direction toward the distal end side of the shaft 60 by bringing the second retaining ring 90 fitted in the second annular groove 64 into contact with the shaft distal end side surface 23 of the inner ring 20. To regulate. That is, the shaft 60 is prevented from coming off from the inner ring 20 by the second retaining ring 90. The inner ring 20 is sandwiched between the first retaining ring 80 and the second retaining ring 90 and is fixed to the shaft 60 in the axial direction.

  When this constant velocity universal joint is applied to a propeller shaft, an excessive impact force may be applied to the propeller shaft during an automobile collision. Due to this impact, the inner ring 20 is subjected to a load as indicated by the white arrow in the figure. As a result, as shown in FIG. 3, the first retaining ring 80 fitted in the first annular groove 62 formed on the base side of the shaft 60 comes out of the first annular groove 62, and the inner ring 20. Moves axially toward the base side of the shaft 60.

At this time, the outermost diameter D1 of the _first spline forming portion 68a located on the shaft base side with respect to the first annular groove 62 in the male spline 68 of the shaft 60 is set to the shaft front end side with respect to the first annular groove 62. since it is smaller than the outermost diameter D ₂ of the second spline forming portion 68b located at the end portion of the first annular groove 62 located in the middle of the spline 68 formed on the outer peripheral surface of the shaft 60 Thus, the inner diameter of the inner ring 20 is not caught, and the spline engagement between the two can be completely removed and the inner ring 20 can be reliably moved in the axial direction.

  In the embodiment of FIG. 1 described above, the case where the inner surface of the first retaining ring 80 and the bottom surface of the first annular groove 62 in contact with the inner surface are parallel to the axis of the shaft 60 has been described. However, the present invention is not limited to this, and the first retaining ring 82 may have a mounting structure as shown in FIG.

  In the embodiment shown in FIG. 4, the first annular groove 61 formed on the outer peripheral surface of the shaft 60 is a tapered surface 63 whose bottom surface increases in diameter toward the shaft root side. Further, the first retaining ring 82 has a tapered surface 84 whose inner diameter surface increases toward the shaft base side. By setting the tapered surface 63 of the first annular groove 61 and the tapered surface 84 of the first retaining ring 82 to the same inclination angle θ, the tapered surface 63 and the first retaining ring of the first annular groove 61 are set. The taper surfaces 84 of 82 are brought into contact with each other to make surface contact. Since other structures are the same as those in the embodiment of FIG. 1, the same or corresponding parts are denoted by the same reference numerals, and redundant description is omitted.

  As in this embodiment, the inner surface of the first retaining ring 82 and the bottom surface of the first annular groove 61 are tapered surfaces 84 and 63 that expand the diameter toward the shaft base side, thereby impacting the propeller shaft. When a force is applied, even if the load applied to the inner ring 20 by the impact force (see the white arrow in FIG. 4) is small, the component force radially outward due to the load acts on the first retaining ring 82. With the small load, the first retaining ring 82 expands radially outward along the tapered surface 63 of the first annular groove 61 from the state shown in FIG. 5A to the state shown in FIG. It becomes easy to come out of the first annular groove 61 easily.

After the first retaining ring 82 comes out, the outermost diameter D1 of the _first spline forming portion 68a located on the shaft base side of the first annular groove 61 in the male spline 68 of the shaft 60 is set to the first outer diameter D1. Since it is smaller than the outermost diameter D _{2 of} the second spline forming portion 68b located on the shaft front end side with respect to the annular groove 61, it is located in the middle of the spline 68 formed on the outer peripheral surface of the shaft 60. The end of the first annular groove 61 does not catch the inner diameter of the inner ring 20, so that the spline fitting between the two can be completely removed and the inner ring 20 can be reliably moved in the axial direction.

  In the embodiment shown in FIGS. 1 and 4, the inner ring 20 moves toward the shaft base side by bringing the first retaining rings 80, 82 having a square cross-sectional shape into contact with the shaft base side end surface 21 of the inner ring 20. The structure that restricts the movement in the axial direction has been described. However, as another means for locking the first retaining ring on the shaft base side of the inner ring 20, the structure as in the embodiment shown in FIG. 6 or FIG. There may be.

  In the embodiment shown in FIG. 6, an annular recess 25 is formed at the shaft root side opening end portion of the shaft hole 26 of the inner ring 20, and a first annular groove 65 of the shaft 60 is disposed radially opposite to the annular recess 25. The first retaining ring 86 fitted in the first annular groove 65 is engaged with the annular recess 25 of the inner ring 20. Both the shaft tip side end surface 25a of the annular recess 25 and the shaft root side end surface 65a of the first annular groove 65 are tapered. The first retaining ring 86 has a round cross-sectional shape. Since other structures are the same as those in the embodiment of FIG. 1, the same or corresponding parts are denoted by the same reference numerals, and redundant description is omitted.

  Further, in the embodiment shown in FIG. 7, an annular groove 27 is formed in the inner diameter of the shaft hole 26 of the inner ring 20, and the first annular groove 67 of the shaft 60 is disposed to face the annular groove 27 in the radial direction, The first retaining ring 88 fitted in the first annular groove 67 is engaged with the annular concave groove 27 of the inner ring 20. Both the shaft tip side end surface 27a of the annular groove 27 and the shaft root side end surface 67a of the first annular groove 67 are tapered. The first retaining ring 88 has a round cross-sectional shape. Since other structures are the same as those in the embodiment of FIG. 1, the same or corresponding parts are denoted by the same reference numerals, and redundant description is omitted.

In the case of these two embodiments, when an excessive impact force is applied to the propeller shaft at the time of a car collision, the first retaining rings 86 and 88 fitted in the first annular grooves 65 and 67 become the inner ring 20. The inner ring 20 is axially moved toward the base side of the shaft 60 by being pushed inward in the radial direction with the inner diameter of the inner ring 20 and coming out of the annular recess 25 or the annular groove 27. At this time, the outermost diameter D1 of the _first spline forming portion 68a located on the shaft base side from the first annular grooves 65 and 67 in the male spline 68 of the shaft 60 is made larger than that of the first annular grooves 65 and 67. Is also smaller than the outermost diameter D _{2 of} the second spline forming portion 68b located on the shaft front end side, so that the first annular groove located in the middle of the spline 68 formed on the outer peripheral surface of the shaft 60 The inner diameter of the inner ring 20 is not caught at the ends of 65 and 67, and the spline fitting between the two can be completely removed and the inner ring 20 can be reliably moved in the axial direction.

Further, in each of the embodiments shown in FIGS. 1, 4, 6 and 7, the outermost diameter of the first spline forming portion 68a located on the shaft base side with respect to the first annular groove in the male spline 68 of the shaft 60. The structure in which D ₁ is made smaller than the outermost diameter D _{2 of} the second spline forming portion 68b located on the tip end side of the shaft relative to the first annular groove has been described, but the present invention is not limited to this. A structure like the embodiment shown in FIG. 8 is also possible.

In the embodiment shown in FIG. 8, the spline 68 is not formed in a portion located on the shaft base side from the first annular groove 62 on the outer peripheral surface of the shaft 60, and the outer diameter D ₃ of the non-spline forming portion 68 c is set to the inner ring 20. comprising a smaller structure than the innermost diameter D ₄ of the female spline 28 is splined formation portion. Here, the innermost diameter D ₄ in the female spline 28 of the inner ring 20 means the inner diameter of the tooth tip of the female spline 28. Since other structures are the same as those in the embodiment of FIG. 1, the same or corresponding parts are denoted by the same reference numerals, and redundant description is omitted.

  In this embodiment, when an excessive impact force is applied to the propeller shaft during a car collision, the first retaining ring 80 fitted in the first annular groove 62 formed on the base side of the shaft 60 is The inner ring 20 moves out of the first annular groove 62 and moves in the axial direction toward the base side of the shaft 60.

At this time, the outer diameter D ₃ of the non-spline forming portion 68 c located on the shaft base side of the first annular groove 62 in the shaft 60 is made smaller than the innermost diameter D ₄ of the female spline 28 of the inner ring 20. The inner ring 20 is not caught at the end of the first annular groove 62 formed on the outer peripheral surface of the shaft 60, and the spline fitting between the two can be completely removed so that the inner ring 20 can be sufficiently removed. It can be reliably moved in the axial direction.

  The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. It includes the equivalent meanings recited in the claims and the equivalents recited in the claims, and all modifications within the scope.

FIG. 3 is an enlarged cross-sectional view of a main part showing a fitting structure between an inner ring and a shaft in the embodiment of the present invention. It is a longitudinal section showing the whole sliding constant velocity universal joint composition in an embodiment of the present invention. FIG. 2 is an enlarged cross-sectional view of a main part showing a state in which the inner ring of FIG. 1 has moved axially with respect to a shaft. It is a principal part expanded sectional view which shows the example which changed the shape of the 1st retaining ring and the 1st annular groove in other embodiment of this invention. FIG. 5A is an enlarged view showing a portion A of FIG. 4, and FIG. 5B is an enlarged view showing a state in which the first retaining ring comes out of the first annular groove from the state of FIG. It is principal part expanded sectional drawing which shows the structure which locked the 1st retaining ring fitted by the 1st annular groove to the annular recessed part of the inner ring | wheel in other embodiment of this invention. It is principal part expanded sectional drawing which shows the structure which locked the 1st retaining ring fitted by the 1st annular groove to the annular recessed groove of the inner ring | wheel in other embodiment of this invention. In other embodiment of this invention, it is a principal part expanded sectional view which shows the structure which made the site | part located in the shaft root side rather than the 1st annular groove in a shaft into the non-spline formation part.

Explanation of symbols

10 Outer joint member (outer ring)
20 Inner joint member (inner ring)
21 End side end surface of shaft of inner joint member 23 End surface of shaft end side of inner joint member 25 Annular recess 26 Axial hole 27 Annular groove 28 Spline forming portion of inner joint member (female spline)
60 Shafts 61, 62, 65, 67 First annular groove 63 Tapered surface of first annular groove 64 Second annular groove 68a First spline forming part 68b Second spline forming part 68c Non-spline forming part 80, 82, 86, 88 First retaining ring 84 Tapered surface of first retaining ring 90 Second retaining ring D ₁ Outermost diameter of first spline forming portion D ₂ Outermost diameter of second spline forming portion D ₃ Outer diameter of non-spline forming part D ₄ Inner diameter of spline forming part of inner joint member

Claims (8)

  A constant velocity universal joint comprising an outer joint member and an inner joint member that transmits torque while allowing angular displacement between the outer joint member, and the shaft is spline-fitted into the shaft hole of the inner joint member. A first annular groove is formed on the base side of the shaft, a first retaining ring is fitted in the first annular groove, and the inner joint member is fitted on the shaft base side. A second annular groove is formed on the distal end side of the shaft, and a second retaining ring is fitted in the second annular groove, and the inner joint member is engaged on the distal end side of the shaft. The outermost diameter of the first spline forming portion located on the shaft base side of the first annular groove in the shaft is set to be the outermost diameter of the second spline forming portion located on the shaft front end side of the first annular groove. Characterized by being smaller than the outer diameter, etc. Universal joint.   A constant velocity universal joint comprising an outer joint member and an inner joint member that transmits torque while allowing angular displacement between the outer joint member, and the shaft is spline-fitted into the shaft hole of the inner joint member. A first annular groove is formed on the base side of the shaft, a first retaining ring is fitted in the first annular groove, and the inner joint member is fitted on the shaft base side. A second annular groove is formed on the distal end side of the shaft, and a second retaining ring is fitted in the second annular groove, and the inner joint member is engaged on the distal end side of the shaft. The constant velocity universal joint characterized in that the outer diameter of the non-spline forming portion located on the shaft base side of the first annular groove in the shaft is smaller than the innermost diameter of the spline forming portion of the inner joint member. .   The first retaining ring is locked to the inner joint member on the shaft root side by contacting with the shaft root side end surface of the inner joint member, and the second retaining ring is a shaft tip of the inner joint member. 3. The constant velocity universal joint according to claim 1, wherein the constant velocity universal joint is engaged with the inner joint member at a distal end side of the shaft by contacting the side end surface.   The first annular groove has a tapered surface whose bottom surface increases in diameter toward the shaft base side, and the first retaining ring has an inner diameter surface expanded in diameter toward the shaft base side so that the first The constant velocity universal joint according to claim 3, wherein the constant velocity universal joint is a tapered surface that matches a bottom surface of one annular groove.   The constant velocity universal joint according to any one of claims 1 to 4, wherein the first retaining ring has a square cross-sectional shape.   An annular recess is formed at the shaft base side opening end of the shaft hole of the inner joint member, and the first annular groove of the shaft is opposed to the annular recess, and the first annular groove is fitted into the first annular groove. The constant velocity universal joint according to claim 1 or 2, wherein one retaining ring is engaged with the annular recess of the inner joint member.   An annular groove is formed in the inner diameter of the shaft hole of the inner joint member, the first annular groove of the shaft is disposed opposite to the annular groove, and a first stopper fitted in the first annular groove The constant velocity universal joint according to claim 1 or 2, wherein a ring is locked in the annular concave groove of the inner joint member.   The constant velocity universal joint according to claim 6 or 7, wherein the first retaining ring has a round cross-sectional shape.

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