JP2013256972A - Cross-type universal joint - Google Patents

Cross-type universal joint Download PDF

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JP2013256972A
JP2013256972A JP2012131943A JP2012131943A JP2013256972A JP 2013256972 A JP2013256972 A JP 2013256972A JP 2012131943 A JP2012131943 A JP 2012131943A JP 2012131943 A JP2012131943 A JP 2012131943A JP 2013256972 A JP2013256972 A JP 2013256972A
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shaft
portions
universal joint
cross
connecting arm
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Masaharu Igarashi
正治 五十嵐
Naoki Sawada
直樹 澤田
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NSK Ltd
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NSK Ltd
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Abstract

PROBLEM TO BE SOLVED: To attain a structure, which hardly causes distortion of coupling arm parts 15c, 15c of a yoke 12c and the loss of a torque transmitting function even when an excessive torque is applied, and which facilitates the determination of a fact that the excessive torque is applied even afterwards.SOLUTION: With respect to the rigidity in a twisting direction of a base portion 14c of a yoke 12c, recessed grooves 20, 20 are formed in the base portion 14c, whereby the twisting rigidity of a connecting arm portion 15c provided with the recessed grooves 20, 20 is made lower than the twisting rigidity of a connecting arm portion 15c free from the recessed grooves 20, 20. Since the base portion 14c is plastically deformed in the twisting direction, when an excessive torque is applied, to suppress the deformation of both the connecting arm portions 15c, 15c, the above problem can be solved.

Description

この発明は、自動車用操舵装置を構成する回転軸同士を、トルク伝達可能に接続する為の十字軸式自在継手(カルダンジョイント)の改良に関する。具体的には、衝突事故等によりこの十字軸式自在継手に過大なトルクが加えられた場合に、過大なトルクが加えられた事実を後からでも容易に判定できる構造を実現するものである。   The present invention relates to an improvement of a cross-shaft universal joint (cardan joint) for connecting rotational shafts constituting a steering apparatus for an automobile so that torque can be transmitted. More specifically, when an excessive torque is applied to the cruciform universal joint due to a collision accident or the like, a structure in which the fact that the excessive torque is applied can be easily determined later is realized.

自動車用操舵装置は、図1に示す様に構成して、ステアリングホイール1の回転をステアリングギヤユニット2の入力軸3に伝達し、この入力軸3の回転に伴って左右1対のタイロッド4、4を押し引きして、前車輪に舵角を付与する様にしている。前記ステアリングホイール1は、ステアリングシャフト5の後端部に支持固定されており、このステアリングシャフト5は、円筒状のステアリングコラム6を軸方向に挿通した状態で、このステアリングコラム6に回転自在に支持されている。又、前記ステアリングシャフト5の前端部は、自在継手7を介して中間シャフト8の後端部に接続し、この中間シャフト8の前端部を、別の自在継手9を介して、前記入力軸3に接続している。尚、図示の例は、電動モータ10を補助動力源として前記ステアリングホイール1を操作する為に要する力の低減を図る、電動式パワーステアリング装置を組み込んでいる。従って、前記ステアリングシャフト5の前端部を、この電動式パワーステアリング装置の入力側に接続し、この電動式パワーステアリング装置の出力軸と前記中間シャフト8の後端部とを、前記自在継手7により、トルクの伝達を自在に接続している。   The vehicle steering system is configured as shown in FIG. 1 and transmits the rotation of the steering wheel 1 to the input shaft 3 of the steering gear unit 2, and a pair of left and right tie rods 4 as the input shaft 3 rotates. 4 is pushed and pulled to give a steering angle to the front wheels. The steering wheel 1 is supported and fixed to the rear end portion of the steering shaft 5, and the steering shaft 5 is rotatably supported by the steering column 6 with the cylindrical steering column 6 inserted in the axial direction. Has been. Further, the front end portion of the steering shaft 5 is connected to the rear end portion of the intermediate shaft 8 via a universal joint 7, and the front end portion of the intermediate shaft 8 is connected to the input shaft 3 via another universal joint 9. Connected to. The illustrated example incorporates an electric power steering device that reduces the force required to operate the steering wheel 1 using the electric motor 10 as an auxiliary power source. Therefore, the front end portion of the steering shaft 5 is connected to the input side of the electric power steering device, and the output shaft of the electric power steering device and the rear end portion of the intermediate shaft 8 are connected by the universal joint 7. Torque transmission is connected freely.

上述の様な自動車用操舵装置に組み込まれた、互いに同一直線上に存在しない回転軸である、前記ステアリングシャフト5と前記中間シャフト8と前記入力軸3とを接続する、前記両自在継手7、9は、何れも本発明の対象となる十字軸式自在継手である。この様な自在継手は、例えば特許文献1〜2に記載される等により、従来から各種構造のものが知られている。図6は、このうちの特許文献2に記載された、従来構造の1例を示している。   The universal joint 7 connected to the steering shaft 5, the intermediate shaft 8, and the input shaft 3, which are rotating shafts that are incorporated in the above-described steering apparatus for an automobile and do not exist on the same straight line. Reference numeral 9 denotes a cruciform universal joint which is an object of the present invention. Such universal joints are conventionally known in various structures, as described in Patent Documents 1 and 2, for example. FIG. 6 shows an example of a conventional structure described in Patent Document 2 among them.

この図6に示した自在継手11は、1対のヨーク12a、12bを1個の十字軸13を介して、トルク伝達自在に結合して成る。これら両ヨーク12a、12bはそれぞれ、金属材にプレス加工又は鍛造加工を施す事により造られており、それぞれが基部14a、14bと、前記両ヨーク12a、12b毎に1対ずつの結合腕部15a、15bとを備える。これら各結合腕部15a、15bの先端にそれぞれ円孔16a、16bを、前記両ヨーク12a、12b毎に互いに同心に形成している。又、前記十字軸13は、4本の軸部17、17を、隣り合う軸部17、17の中心軸同士が互いに直交する状態で設けて成る。そして、これら各軸部17、17を前記各円孔16a、16bの内側に、それぞれカップシェル型のラジアルニードル軸受18、18を介して、回転自在に支持し、前記自在継手11としている。   The universal joint 11 shown in FIG. 6 is formed by connecting a pair of yokes 12a and 12b via a single cross shaft 13 so that torque can be transmitted. Each of these yokes 12a and 12b is made by pressing or forging a metal material. Each of the yokes 12a and 12b has a base portion 14a and 14b, and a pair of connecting arm portions 15a for each of the yokes 12a and 12b. , 15b. Circular holes 16a and 16b are formed concentrically with respect to the yokes 12a and 12b, respectively, at the ends of the coupling arm portions 15a and 15b. The cross shaft 13 includes four shaft portions 17 and 17 provided such that the central axes of the adjacent shaft portions 17 and 17 are orthogonal to each other. The shaft portions 17 and 17 are rotatably supported inside the circular holes 16a and 16b via cup shell type radial needle bearings 18 and 18 to form the universal joint 11.

上述の様な自在継手7、9、11を組み込んだステアリング装置を搭載した車両が衝突事故を起こしたり、運転操作の誤りにより操舵輪を縁石に乗り上げたりした場合、前記ステアリングギヤユニット2の側から、前記自在継手7、9、11に、衝撃的な(過大な)トルクが加わる場合がある。そして、この様な衝撃的トルクに基づいて、この構成部材の全部又は一部が損傷し、継続的な安全運行に支障をきたす可能性がある。例えば、前記各結合腕部15a、15bが歪んで、これら各結合腕部15a、15bの先端部に形成した前記各円孔16a、16bの同心性が損なわれる。この同心性が損なわれた場合、前記各ラジアルニードル軸受18、18の機能が損なわれ、各部の摩耗が進行し易くなる等の問題を生じる。この様な場合に、使用者が当該車両を修理工場に持ち込んでも、経験の浅い工員の場合、損傷の程度によっては、前記自在継手7、9、11の異常を見付けられない可能性がある。   When a vehicle equipped with a steering device incorporating the universal joints 7, 9, and 11 as described above causes a collision accident or rides on a steered wheel on a curb due to an error in driving operation, from the steering gear unit 2 side. In some cases, shock (excessive) torque is applied to the universal joints 7, 9, and 11. And based on such a shocking torque, all or a part of the constituent members may be damaged, which may hinder continuous safe operation. For example, the coupling arm portions 15a and 15b are distorted, and the concentricity of the circular holes 16a and 16b formed at the distal ends of the coupling arm portions 15a and 15b is impaired. When this concentricity is impaired, the function of each of the radial needle bearings 18 and 18 is impaired, causing problems such as easy wear of each part. In such a case, even if the user brings the vehicle into a repair shop, an inexperienced worker may not find the abnormality of the universal joints 7, 9, and 11 depending on the degree of damage.

実公昭52-053878号公報Japanese Utility Model Publication No. 52-053878 特開平8−270669号公報JP-A-8-270669

本発明は、上述の様な事情に鑑み、衝突事故や運転操作の誤りにより自在継手に過大な
トルクが加えられた事実を後からでも容易に判定できる構造を実現すべく発明したもので
ある。
In view of the circumstances as described above, the present invention has been invented to realize a structure that can easily determine the fact that an excessive torque has been applied to a universal joint due to a collision accident or an error in driving operation.

この目的を達成するため、本発明は、1対のヨークと、これら両ヨーク同士を揺動変位自在に結合する1個の十字軸とを備え、これら両ヨークはそれぞれ、回転軸の端部を結合固定する為の基部と、この基部の軸方向一端縁のうちで、この回転軸に関する直径方向反対側2箇所位置から軸方向に延出した1対の結合腕部と、これら両結合腕部の先端部に互いに同心に形成された1対の円孔とを備えたものであり、前記十字軸は、隣り合う軸部の中心軸同士が互いに直交する状態で設けられた4本の軸部を備えたものであり、前記十字軸の軸部の先端部がそれぞれ、前記両ヨークに設けた前記各円孔の内側に、軸受を介して回転自在に支持されている十字軸式自在継手に於いて、前記両結合腕部のうちの対向するアームの片側アームのみ両隅付け根に2箇所の凹溝を設ける事により、当該基部の捻り方向の剛性を、他方の結合腕部の同方向の剛性よりも低くしている事を特徴とする十字軸式自在継手を特徴とする。   In order to achieve this object, the present invention includes a pair of yokes and a cross shaft that couples the two yokes so as to be swingably displaceable. A base part for coupling and fixing, a pair of coupling arm parts extending in the axial direction from two positions on the opposite side in the diametrical direction with respect to the rotation axis, of one end edge in the axial direction of the base part, and both the coupling arm parts A pair of circular holes formed concentrically with each other, and the cross shaft is provided with four shaft portions provided such that the central axes of adjacent shaft portions are orthogonal to each other. A cross-shaft universal joint in which the tip of the shaft portion of the cross shaft is rotatably supported via bearings inside the circular holes provided in the yokes, respectively. However, only one arm of the opposing arm of the both connecting arm portions is provided with both corners. Features a cross-shaft universal joint characterized in that the rigidity in the twisting direction of the base is made lower than the rigidity in the same direction of the other coupling arm by providing two concave grooves in the root To do.

特に、本発明の十字軸式自在継手に於いては、両結合腕部のうちの一方の結合腕部の付け根の両隅に凹溝を形成する事により、当該基部の捻り方向の剛性を、他方の結合腕部の同方向の剛性よりも低くしている。   In particular, in the cross shaft type universal joint of the present invention, by forming concave grooves at both corners of the base of one of the coupled arm portions, the rigidity in the twisting direction of the base portion, It is lower than the rigidity of the other connecting arm portion in the same direction.

上述の様に構成する本発明の十字軸式自在継手によれば、過大なトルクが加えられた場合にも、ヨークの結合腕部が歪み難く、トルク伝達機能を喪失し難くできる。即ち、このヨークの一方の結合腕部の捻り方向の剛性を、他方の結合腕部の同方向の剛性よりも低くしている為、過大なトルクが加えられた場合に、これら両結合腕部及びラジアルニードル軸受を介して結合している十字軸が歪む前に、前記基部が捻り方向に塑性変形する。この為、前記トルク伝達機能が損なわれたり、更には喪失するに至るトルクの大きさを、従来構造に比べて大きくできる。   According to the cruciform universal joint of the present invention configured as described above, even when an excessive torque is applied, the connecting arm portion of the yoke is hardly distorted, and the torque transmission function is hardly lost. That is, since the rigidity in the twisting direction of one connecting arm part of this yoke is lower than the rigidity in the same direction of the other connecting arm part, both of these connecting arm parts are applied when an excessive torque is applied. The base portion is plastically deformed in the twisting direction before the cross shaft coupled through the radial needle bearing is distorted. For this reason, the magnitude of the torque that leads to the loss or further loss of the torque transmission function can be increased as compared with the conventional structure.

又、過大なトルクが加えられた事実を後からでも容易に判定できる。即ち、前記基部が捻り方向に塑性変形する事で、前記ヨークに結合固定された回転軸と、前記両結合腕部との、回転方向に関する位相がずれる。この結果、車両を直進状態とする為の、ステアリングホイールの中立状態の姿勢が変化する。この変化は、運転者にとって容易且つ確実に認識できる。この為、運転者に、修理を促す事ができて、損傷した車両の運行を継続する事に伴う危険を回避できる。又、前記基部の塑性変形は、修理工場で容易に確認できる為、運転者が車両を修理工場に持ち込みさえすれば、前記ステアリングホイールの中立状態での姿勢変化が、過大トルクの付加によるものである事を、容易に確認できる。   Further, the fact that an excessive torque is applied can be easily determined later. That is, when the base portion is plastically deformed in the twisting direction, the phase in the rotation direction between the rotating shaft coupled and fixed to the yoke and the both coupling arm portions is shifted. As a result, the attitude of the steering wheel in a neutral state for changing the vehicle straight is changed. This change can be easily and reliably recognized by the driver. For this reason, the driver can be urged to repair, and the danger associated with continuing operation of the damaged vehicle can be avoided. In addition, since the plastic deformation of the base can be easily confirmed at a repair shop, if the driver brings the vehicle to the repair shop, the posture change in the neutral state of the steering wheel is due to the addition of excessive torque. Something can be confirmed easily.

十字軸式自在継手を組み込んだ操舵装置の1例を示す部分切断側面図。The partial cutting side view which shows an example of the steering device incorporating the cross-shaft type universal joint. 本発明の実施の形態を構成した中間シャフト及び他の十字軸式自在継手と組み合わせた側面図。The side view combined with the intermediate shaft and other cross-axis type universal joint which comprised embodiment of this invention. 本発明の実施例を示す、上面図(A)と、一部を切断乃至透視して(A)の下方から見た図(B)と、(B)の側方から見た図(C)。The top view (A) which shows the Example of this invention, the figure (B) seen from the lower part of (A) which cut | disconnected or seen through partly, and the figure (C) seen from the side of (B) . 過大トルクが加わってヨークが塑性変形した状態図。FIG. 3 is a state diagram in which an excessive torque is applied and the yoke is plastically deformed. ステアリングホイールの中立位置を、衝撃的なトルクが加わる前の状態(A)と加わった後の状態(B)とで示す正面図。The front view which shows the neutral position of a steering wheel with the state (A) before applying shock torque, and the state (B) after applying. 十字軸式自在継手の従来構造の1例を示す分解斜視図。The disassembled perspective view which shows an example of the conventional structure of a cross-shaft type universal joint.

図2〜3は、本発明の実施例を示している。尚、本例を含めて本発明の特徴は、十字軸式自在継手を構成する1対のヨークのうちの一方のヨークを構成する1対の結合腕部の一方の基部に溝を設けた点にある。その他の部分の構成及び作用は、前述の図6に記載した構造を含めて、従来から知られている十字軸式自在継手と同様であるから、重複する図示並びに説明は、省略若しくは簡略にし、以下、本例の特徴部分を中心に説明する。   2 to 3 show an embodiment of the present invention. The feature of the present invention including this example is that a groove is provided at one base of a pair of connecting arm portions constituting one yoke of a pair of yokes constituting a cross shaft universal joint. It is in. Since the configuration and operation of the other parts are the same as those of the conventionally known cruciform universal joint including the structure shown in FIG. 6, the overlapping illustrations and explanations are omitted or simplified. Hereinafter, the description will focus on the features of this example.

本例の十字軸式自在継手を構成するヨーク12cは、金属材料に冷間鍛造加工を施して成るもので、基部14cと、1対の結合腕部15c、15cとを備える。又、本例の構造の場合には、この基部14cと、円管状のアウタシャフト19とを一体に構成している。言い換えれば、このアウタシャフト19の軸方向端部(図3の上側)に、前記基部14cを、一体に設けている。この基部14cは円筒状であり、前記両結合腕部15c、15cは、この基部14cのうちで、前記アウタシャフト19と反対側端縁のうちで直径方向反対側2箇所位置から、それぞれこのアウタシャフト19と反対側に向け、軸方向に延出している。本例の場合、前記両結合腕部15c、15cの形状が平板状であり、それぞれの先端部に、互いに同心の円孔16c、16cを形成している。尚、前記アウタシャフト19は、図2に示すようなインナシャフト27とボール28によるボールスプライン係合(一般的なスプライン係合含む)させて、伸縮可能な中間シャフト8(図1参照)を構成する。この点に就いては、従来から周知の構造であるから、詳しい図示並びに説明は省略する。   The yoke 12c constituting the cross shaft universal joint of this example is formed by subjecting a metal material to a cold forging process, and includes a base portion 14c and a pair of connecting arm portions 15c and 15c. In the case of the structure of this example, the base portion 14c and the circular outer shaft 19 are integrally formed. In other words, the base portion 14c is integrally provided at the axial end portion (upper side in FIG. 3) of the outer shaft 19. The base portion 14c has a cylindrical shape, and the coupling arm portions 15c and 15c are respectively connected to the outer portion of the base portion 14c from two positions opposite to the outer shaft 19 on the diametrically opposite side. It extends in the axial direction toward the opposite side of the shaft 19. In the case of this example, the shape of both the connecting arm portions 15c, 15c is a flat plate shape, and concentric circular holes 16c, 16c are formed at respective tip portions. The outer shaft 19 constitutes an intermediate shaft 8 (see FIG. 1) that can be expanded and contracted by ball spline engagement (including general spline engagement) by an inner shaft 27 and a ball 28 as shown in FIG. To do. Regarding this point, since it is a conventionally well-known structure, detailed illustration and description are omitted.

本例の十字軸式自在継手を構成するヨーク12cの場合には、前記両結合腕部15c、15cの一方の基部14cの結合腕部15cの付け根の両隅に凹溝20,20を形成している。前記凹溝20,20を形成する事により、前記基部14cの捻り方向の剛性を、凹溝20,20の設けられていないもう一方の結合腕部15cの剛性よりも低くしている。前記凹溝20,20の寸法(深さ、周方向長さ、幅)及び形状(開口形状、断面形状)は、通常時に於ける(過大なトルクが加わる以前の状態での)剛性を十分に(前記基部14cが変形する事なくトルクを伝達可能な状態に)確保し、且つ、上述した条件(「凹溝20,20のある結合腕部15cの捻り剛性」<「凹溝20,20のない結合腕部15cの捻り剛性」)を満たす様に、実験又はコンピュータ解析により設計的に定める。   In the case of the yoke 12c constituting the cross shaft type universal joint of this example, the concave grooves 20, 20 are formed at both corners of the base of the connecting arm portion 15c of the one base portion 14c of the both connecting arm portions 15c, 15c. ing. By forming the concave grooves 20 and 20, the rigidity of the base portion 14c in the twisting direction is made lower than the rigidity of the other connecting arm portion 15c where the concave grooves 20 and 20 are not provided. The dimensions (depth, circumferential length, width) and shape (opening shape, cross-sectional shape) of the concave grooves 20 and 20 have sufficient rigidity at a normal time (before an excessive torque is applied). (Where the base portion 14c is capable of transmitting torque without being deformed), and the above-described conditions ("torsional rigidity of the coupling arm portion 15c with the concave grooves 20, 20" <"the concave grooves 20, 20 It is determined by design by experiment or computer analysis so as to satisfy the torsional rigidity of the unconnected arm portion 15c.

上述の様なヨーク12cを組み込んだ本例の十字軸式自在継手によれば、過大なトルクが加えられた場合にも、このヨーク12cを構成する、前記結合腕部15cが歪み難く、トルク伝達機能を喪失し難くできる。即ち、前記凹溝20,20の存在に基づき、凹溝20,20のある結合腕部15cの捻り剛性を凹溝20,20のない結合腕部15cの捻り剛性よりも低くしている為、前記ヨーク12cに過大なトルクが加えられた場合に、前記両結合腕部15c、15c、十字軸13、両ラジアルニードル軸受18、18が歪む前に、前記凹溝20,20のある基部14cが捻り方向に塑性変形する。この場合に、これら両結合腕部15c、15cは塑性変形せず、ほぼそのままの形状に保たれる。   According to the cruciform universal joint of this example incorporating the yoke 12c as described above, even when an excessive torque is applied, the connecting arm portion 15c constituting the yoke 12c is not easily distorted, and torque transmission is performed. It is difficult to lose function. That is, based on the presence of the concave grooves 20, 20, the torsional rigidity of the coupling arm portion 15c with the concave grooves 20, 20 is made lower than the torsional rigidity of the coupling arm portion 15c without the concave grooves 20, 20, When an excessive torque is applied to the yoke 12c, the base portion 14c having the concave grooves 20 and 20 is formed before the coupling arm portions 15c and 15c, the cross shaft 13, and the radial needle bearings 18 and 18 are distorted. Plastic deformation in the twist direction. In this case, both the connecting arm portions 15c and 15c are not plastically deformed and are maintained in a shape as they are.

即ち、衝突事故や操舵輪の縁石乗り上げに伴って、前記ヨーク12c及び十字軸13を組み込んだ十字軸式自在継手に衝撃的な過大トルクが加わる場合がある。この様な場合、前記十字軸13を構成する何れかの軸部17の両端部から、前記ヨーク12cを構成する1対の結合腕部15c、15cに対し大きな荷重が加わる。これら両結合腕部15c、15cの捻り剛性が高い場合には、前記過大トルクに基づいて、前記両結合腕部15c、15cの先端部に形成した円孔16c、16cの同心性が損なわれ、これら両円孔16c、16cの内側に、ラジアルニードル軸受18、18により支持された前記軸部17の揺動変位が円滑に行われなくなったり、著しい場合には、これら両ラジアルニードル軸受18、18が前記両円孔16c、16cから抜け出る可能性がある。この結果、前記十字軸式自在継手を組み込んだ自動車用操舵装置の機能が、低下乃至は喪失する。   That is, an impact excessive torque may be applied to the cruciform universal joint incorporating the yoke 12c and the cruciform shaft 13 due to a collision accident or a curb ride on the steering wheel. In such a case, a large load is applied to the pair of connecting arm portions 15c, 15c constituting the yoke 12c from both end portions of any shaft portion 17 constituting the cross shaft 13. When the torsional rigidity of both the connecting arm portions 15c, 15c is high, the concentricity of the circular holes 16c, 16c formed at the distal ends of the both connecting arm portions 15c, 15c is impaired based on the excessive torque, If the shaft portion 17 supported by the radial needle bearings 18 and 18 is not smoothly displaced inside the circular holes 16c and 16c, or if it is remarkable, both the radial needle bearings 18 and 18 are used. May escape from both the circular holes 16c, 16c. As a result, the function of the steering apparatus for an automobile incorporating the cross shaft type universal joint is reduced or lost.

これに対して本例の構造の場合には、前述した様に、凹溝20,20のある結合腕部15cの捻り剛性を、凹溝20,20のない結合腕部15cの捻り剛性よりも低くしている為、前記過大トルクにより、先ず、この基部14cが、図4に示す様に、捻り方向に塑性変形する。この過大トルクに基づく、前記両結合腕部15c、15cの塑性変形は、生じないか、生じた場合でも僅少に止まる。従って、図4に示す様に、前記両結合腕部15c、15cの形状は、ほぼそのままの状態に維持されて、これら両結合腕部15c、15cの先端部に形成した円孔16c、16cの同心性が保たれる。この為、前記軸部17の揺動変位が円滑に行われる状態が保たれる。勿論、前記両ラジアルニードル軸受18、18が前記両円孔16c、16cから抜け出る事はない。この結果、前記十字軸式自在継手を組み込んだ自動車用操舵装置の機能は、ほぼそのままに維持される。   On the other hand, in the case of the structure of this example, as described above, the torsional rigidity of the connecting arm portion 15c having the recessed grooves 20 and 20 is set to be higher than the torsional rigidity of the connecting arm portion 15c having no recessed grooves 20 and 20. Therefore, the base portion 14c is first plastically deformed in the twist direction as shown in FIG. 4 due to the excessive torque. The plastic deformation of both the connecting arm portions 15c and 15c based on the excessive torque does not occur or even slightly occurs even when it occurs. Therefore, as shown in FIG. 4, the shape of both the connecting arm portions 15c and 15c is maintained almost as it is, and the circular holes 16c and 16c formed at the tip portions of the both connecting arm portions 15c and 15c are maintained. Concentricity is maintained. For this reason, the state where the rocking displacement of the shaft portion 17 is smoothly performed is maintained. Of course, the radial needle bearings 18 and 18 do not come out of the circular holes 16c and 16c. As a result, the function of the steering apparatus for automobiles incorporating the cross shaft type universal joint is maintained almost as it is.

要するに、本例の構造によれば、前記十字軸式自在継手によるトルク伝達機能が損なわれたり、更には喪失するに至るトルクの大きさを、従来構造に比べて大きくできる。例えば中間シャフトの両端部に設ける1対の十字軸式自在継手を構成する1対ずつ、合計4個のヨークの何れに関しても、4個のヨークの何れかに基部に凹溝を形成すれば、前記衝撃エネルギの吸収性能を大きくできる。   In short, according to the structure of the present example, the torque transmission function of the cross shaft universal joint is impaired or further lost, and the magnitude of the torque that can be lost can be increased as compared with the conventional structure. For example, if a concave groove is formed in the base of any of the four yokes, each of which constitutes a pair of cruciform universal joints provided at both ends of the intermediate shaft, The impact energy absorption performance can be increased.

又、過大なトルクが加えられた事実を後からでも容易に判定できる。即ち、前記基部14cが捻り方向に塑性変形する事で、前記ヨーク12cに結合固定された回転軸と、前記両結合腕部15c、15cとの、回転方向に関する位相がずれる。この結果、車両を直進状態とする為の、ステアリングホイール1の中立状態の姿勢が変化する。即ち、前記ヨーク12cが塑性変形する以前の状態では、車両が直進状態にある場合に、前記ステアリングホイール1の姿勢は、図5の(A)に示した、初期状態の姿勢に維持される。これに対し、前記衝撃エネルギにより前記ヨーク12cに衝撃的なトルクが加わって、このヨーク12cの基部14cが捻り方向に塑性変形し、この基部14cと前記両結合腕部15c、15cとの回転方向の位相がずれると、車両を直進状態とする為の、前記ステアリングホイール1の中立状態の姿勢が、例えば図5の(A)→(B)の順に示す様に変化する。この変化は、運転者にとって容易且つ確実に認識できる。この為、運転者に修理を促す事ができて、損傷した車両の運行を継続する事に伴う危険を回避できる。又、前記基部14cの塑性変形は、修理工場で容易に確認できる為、運転者が車両を修理工場に持ち込みさえすれば、前記ステアリングホイール1の中立状態での姿勢変化が、過大トルクの付加によるものである事を、容易に確認できる。   Further, the fact that an excessive torque is applied can be easily determined later. That is, when the base portion 14c is plastically deformed in the twisting direction, the phase in the rotational direction between the rotating shaft coupled and fixed to the yoke 12c and the coupling arm portions 15c and 15c is shifted. As a result, the neutral posture of the steering wheel 1 for changing the vehicle straight is changed. That is, in a state before the yoke 12c is plastically deformed, when the vehicle is in a straight traveling state, the posture of the steering wheel 1 is maintained at the initial state shown in FIG. On the other hand, a shocking torque is applied to the yoke 12c by the impact energy, and the base portion 14c of the yoke 12c is plastically deformed in the twisting direction, and the rotation direction of the base portion 14c and the both connecting arm portions 15c and 15c. When the phase is shifted, the neutral posture of the steering wheel 1 for making the vehicle go straight is changed, for example, as shown in the order of (A) → (B) in FIG. This change can be easily and reliably recognized by the driver. For this reason, the driver can be urged to repair, and the danger associated with continuing the operation of the damaged vehicle can be avoided. Further, since the plastic deformation of the base portion 14c can be easily confirmed at a repair shop, if the driver brings the vehicle into the repair shop, the posture change in the neutral state of the steering wheel 1 is due to the addition of excessive torque. It can be easily confirmed that it is.

1 ステアリングホイール
2 ステアリングギヤユニット
3 入力軸
4 タイロッド
5 ステアリングシャフト
6 ステアリングコラム
7 自在継手
8 中間シャフト
9 自在継手
10 電動モータ
11 自在継手
12a、12b、12c、12d、12e ヨーク
13 十字軸
14a、14b、14c、14d 基部
15a、15b、15c、15d 結合腕部
16a、16b、16c 円孔
17 軸部
18 ラジアルニードル軸受
19 スプライン溝
20 凹溝
21 アウタシャフト
27 インナシャフト
28 ボール
DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5 Steering shaft 6 Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10 Electric motor 11 Universal joint 12a, 12b, 12c, 12d, 12e Yoke
13 Cross shafts 14a, 14b, 14c, 14d Base portions 15a, 15b, 15c, 15d Joint arm portions 16a, 16b, 16c Circular hole 17 Shaft portion 18 Radial needle bearing 19 Spline groove 20 Concave groove 21 Outer shaft 27 Inner shaft 28 Ball

Claims (1)

1対のヨークと、これら両ヨーク同士を揺動変位自在に結合する1個の十字軸とを備え、
これら両ヨークはそれぞれ、回転軸の端部を結合固定する為の基部と、この基部の軸方向一端縁のうちで、この回転軸に関する直径方向反対側2箇所位置から軸方向に延出した1対の結合腕部と、これら両結合腕部の先端部に互いに同心に形成された1対の円孔とを備えたものであり、
前記十字軸は、隣り合う軸部の中心軸同士が互いに直交する状態で設けられた4本の軸部を備えたものであり、
前記十字軸の軸部の先端部がそれぞれ、前記両ヨークに設けた前記各円孔の内側に、軸受を介して回転自在に支持されている十字軸式自在継手に於いて、
前記両結合腕部のうち対向するアームの片側アームのみ、両隅付け根に2箇所に凹溝を設ける事により、当該基部の捻り方向の剛性を、他方の結合腕部の同方向の剛性よりも低くしている事を特徴とする十字軸式自在継手。
A pair of yokes, and a cross shaft that couples the yokes in a swingable manner,
Each of these yokes extends in the axial direction from two positions on the opposite side in the diametrical direction with respect to the rotating shaft, of the base for coupling and fixing the end of the rotating shaft and one axial end edge of the base. A pair of coupled arm portions, and a pair of circular holes formed concentrically with each other at the distal ends of both coupled arm portions
The cross shaft is provided with four shaft portions provided in a state where the central axes of adjacent shaft portions are orthogonal to each other,
In the cross shaft type universal joint in which the tip end portions of the shaft portions of the cross shaft are rotatably supported through bearings inside the circular holes provided in the two yokes, respectively.
By providing concave grooves at two corners of only one arm of the opposing arm of both the connecting arm portions, the rigidity in the twisting direction of the base portion is higher than the rigidity in the same direction of the other connecting arm portion. A cross-shaft universal joint characterized by being lowered.
JP2012131943A 2012-06-11 2012-06-11 Cross-type universal joint Pending JP2013256972A (en)

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Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2012131943A JP2013256972A (en) 2012-06-11 2012-06-11 Cross-type universal joint

Publications (1)

Publication Number Publication Date
JP2013256972A true JP2013256972A (en) 2013-12-26

Family

ID=49953575

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2012131943A Pending JP2013256972A (en) 2012-06-11 2012-06-11 Cross-type universal joint

Country Status (1)

Country Link
JP (1) JP2013256972A (en)

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