JP2016203889A - Constant velocity universal joint - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a constant velocity universal joint which suitably shrinks upon action of a load in a shrinkage direction.SOLUTION: A constant velocity universal joint comprises: a cylindrical outer ring member 10 on an inner peripheral surface 13 of which a groove 14 is formed; a cylindrical inner ring member 20 on an outer peripheral surface 21 of which a groove 22 is formed; a ball 31 which slides in a ball groove 32; a cage 40 located on the outer peripheral surface of the inner ring member 20; a stub shaft 50 of which one side is spline-engaged with the inner ring member 20; and a base body 64 which is integral with the outer ring member 10 and is located on one side of the stub shaft 50. A salient 66 is formed on a part of the base body 64 facing the stub shaft 50 so that the base body 64 and the stub shaft 50 firstly contact each other upon action of a load in a shrinkage direction.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a constant velocity universal joint.

  A rear-wheel drive vehicle or a four-wheel drive vehicle in which an engine (prime mover) is mounted on the front side of the vehicle body and the rear wheels are driven by the power of the engine has a propeller shaft that extends in the front-rear direction at the center lower part of the vehicle body. Yes. The propulsion shaft transmits power from a transmission device arranged on the front side of the vehicle to a final reduction gear device arranged on the rear side of the vehicle. The transmission is a speed reducer that decelerates the power from the engine.

  Here, the interval between the transmission and the final reduction gear is not a fixed length because it varies slightly depending on the assembly accuracy and the running state. Further, the rotation center of the output shaft of the transmission does not coincide with the rotation center of the input shaft (drive pinion shaft) of the final reduction gear. Therefore, a first universal joint is interposed between the transmission and the propulsion shaft, and a second universal joint is interposed between the propulsion shaft and the final reduction gear.

  By the way, when the vehicle collides forward, the impact accompanying the collision is absorbed by compressing and deforming the vehicle body (body) including the engine room. Therefore, the engine and the transmission that are housed in the engine room need to move backward quickly when a forward collision occurs. That is, if the propulsion shaft becomes a stick during a frontal collision, the engine and the transmission do not move backward, and the deformation of the vehicle body is hindered.

  Therefore, in Patent Document 1, the first universal joint is constituted by a cross joint, and a shaft spline formed on the outer peripheral surface of the yoke on the propulsion shaft side constituting the cross joint and a cylindrical shape joined to the propulsion shaft. A hole spline formed on the inner peripheral surface of the sleeve is spline-fitted. At the time of a forward collision, the shaft spline moves rearward with respect to the hole spline, the shaft spline is dropped from the hole spline, and the yoke is dropped from the sleeve. When falling off in this way, the yoke is easily moved backward, and as a result, the engine and the transmission are also easily moved backward, and the vehicle body is easily deformed.

JP-A-11-303846

  Here, when changing from a cross joint to a sliding constant velocity universal joint in which a ball (slider) slides in the axial direction, the load in the contraction direction does not immediately act on the shaft spline, and the shaft spline is The amount of retraction of the engine or the like required to drop off from the spline increases, and the time when the shock absorbing structure in the vehicle body functions is delayed. In addition, the cage placed between the inner ring and the outer ring of the constant velocity universal joint abuts first and then the load continues to be applied to damage the cage, but the load required for this is high and unstable, so the propeller shaft This may inhibit the contraction of the car body and affect the shock absorption of the car body.

  This invention makes it a subject to provide the constant velocity universal joint which shrinks suitably at the time of the effect | action of the load of a shrinkage | contraction direction.

  As means for solving the above-mentioned problems, the present invention provides a cylindrical outer ring member having a plurality of grooves formed on an inner peripheral surface thereof, and is disposed inside the outer ring member, and faces the grooves of the outer ring member. A cylindrical inner ring member having a plurality of grooves formed on the outer peripheral surface, a ball sliding in a ball groove constituted by the groove of the outer ring member and the groove of the inner ring member, and an outer peripheral surface of the inner ring member A cage in which a window through which the ball passes is formed, a stub shaft having one side penetrating the inner ring member and being spline-fitted, and one side of the stub shaft that is integral with the outer ring member And projecting at a portion of the one side wall portion facing the stub shaft so that the one side wall portion and the stub shaft first come into contact with each other when a load in a contracting direction is applied. Part is shape A constant velocity universal joint, characterized in that it is.

  According to such a structure, since the convex part is formed in the part facing the stub shaft of the one side wall part, the one side wall part and the stub shaft first come into contact with each other when a load in the contraction direction is applied. As a result, the impact load is transmitted to the stub shaft immediately after contraction, and the load is efficiently transmitted to the impact absorbing mechanism disposed at the rear.

  As means for solving the above-mentioned problems, the present invention provides a cylindrical outer ring member having a plurality of grooves formed on an inner peripheral surface thereof, and is disposed inside the outer ring member, and faces the grooves of the outer ring member. A cylindrical inner ring member having a plurality of grooves formed on the outer peripheral surface, a ball sliding in a ball groove constituted by the groove of the outer ring member and the groove of the inner ring member, and an outer peripheral surface of the inner ring member A cage in which a window through which the ball passes is formed, a stub shaft that has one side penetrating the inner ring member and is spline-fitted, and one side of the stub shaft that is integral with the outer ring member The one side end of the stub shaft so that the one side wall and the stub shaft first contact each other when acting on a load in the contraction direction. Yo Also the constant velocity universal joint, characterized in that it extends toward the said one side wall.

  According to such a configuration, the one side end of the stub shaft extends toward the one side wall portion rather than the inner ring member and the cage, so that when the load in the contracting direction is applied, the one side wall portion and the stub shaft are first applied. Touch. As a result, the impact load is transmitted to the stub shaft immediately after contraction, and the load is efficiently transmitted to the impact absorbing mechanism disposed at the rear.

  Moreover, it is preferable that the said outer ring member is the cylindrical shape which penetrated, and the said one side wall part is comprised by the one side member arrange | positioned at the one side of the said outer ring member.

  In addition, a damper disposed on one side of the outer ring member, the damper is a circular base that is the one side member and fastened to the outer ring member, a weight disposed on the outer side of the base, And an elastic member that connects the base and the weight in the radial direction and is elastically deformable, and the one side wall portion is preferably a central portion of the base.

  According to such a structure, one side wall part can be comprised by the center part of the base of a damper.

  Moreover, it is preferable that the said outer ring member is a bottomed cylindrical shape which has the bottom wall part which the one side closed, and one side wall part is comprised by the said bottom wall part.

  ADVANTAGE OF THE INVENTION According to this invention, the constant velocity universal joint which shrink | contracts suitably at the time of the effect | action of the load of a shrinkage | contraction direction can be provided.

It is a top view of the propulsion shaft concerning a 1st embodiment. It is a plane sectional view of the 1st constant velocity universal joint concerning a 1st embodiment, and has shown the usual time. It is a plane sectional view of the 1st constant velocity universal joint concerning a 1st embodiment, and has shown at the time of a collision. It is a plane sectional view of the 1st constant velocity universal joint concerning a 1st embodiment, and shows the time of omission of spline fitting. It is a plane sectional view of the 1st constant velocity universal joint concerning a 2nd embodiment, and the usual time is shown.

<< First Embodiment >>
A first embodiment will be described with reference to FIGS.

≪Promotion axis≫
The propulsion shaft 100 (propeller shaft) is mounted on an FR (Front-engine Rear-drive) -based four-wheel drive vehicle (vehicle). The propulsion shaft 100 is a shaft that transmits power output from an engine (not shown) arranged on the front side of the vehicle to a final reduction gear (not shown) arranged on the rear side of the vehicle. It extends to.

  The propulsion shaft 100 includes a power transmission shaft 111 (power transmission member), a sleeve 120 (power transmission member), a first constant velocity universal joint 1, and a second constant velocity universal joint 2.

<Shaft member>
The power transmission shaft 111 is an elongated member that transmits power, and is here formed in a cylindrical shape (pipe shape). The power transmission shaft 111 is made of, for example, carbon steel or carbon fiber reinforced plastic. Balancers 112 and 112 for adjusting the rotational balance are fixed to the outer peripheral surface of the power transmission shaft 111.

<Sleeve>
The sleeve 120 is a connection auxiliary member that is fixed to the power transmission shaft 111 and connects the power transmission shaft 111 and the stub shaft 50. The sleeve 120 has a cylindrical shape, and includes an outer fitting portion 121 that is fitted onto the stub shaft 50, an inner fitting portion 122 that extends rearward from the outer fitting portion 121 and is fitted into the front end portion 113 of the power transmission shaft 111, It has.

<External fitting part>
A hole spline 123 is formed on the inner peripheral surface of the outer fitting portion 121. The hole spline 123 is spline-fitted with the shaft spline 56 of the stub shaft 50. Thereby, power (rotational force) is transmitted favorably between the stub shaft 50 and the outer fitting portion 121.

  The outer fitting portion 121 and the stub shaft 50 are relatively movable in the axial direction (front-rear direction) by being spline-fitted. Thereby, when a backward load acts on the propulsion shaft 100 from the front collision and a load in the compression direction acts on the stub shaft 50 and the outer fitting portion 121, the stub shaft 50 and the outer fitting portion 121 relatively approach each other, and the load Is to be absorbed. That is, the stub shaft 50 moves rearward in the outer fitting portion 121 so that a backward load is absorbed.

  The outer diameter of the outer fitting portion 121 is smaller than the inner diameter of the boot adapter 72 and the inner diameter of the outer ring member 10 (outer ring member main body 11). Thereby, the boot adapter 72 and the outer ring member 10 can move backward without being caught by the outer fitting portion 121.

<Shock absorbing mechanism>
The hole spline 123 of the outer fitting portion 121 and the shaft spline 56 of the stub shaft 50 constitute an impact absorbing mechanism and are arranged behind the first constant velocity universal joint 1. The shock absorbing mechanism is a holding mechanism that holds the rear end side (the other end side) of the stub shaft 50 and the sleeve 120 (power transmission member) in the axial direction in a normal state, and at the time of a forward collision (the action of a load in the contraction direction). ) When the stopper ring 58 is in contact with the rear end portion of the stub shaft 50 and is press-fitted into the sleeve 120 to absorb the load from the front.

<Internal fitting part>
The inner fitting portion 122 is configured to be slightly larger in diameter than the outer fitting portion 121, and the shoulder portion 124 is in contact with the front end surface of the front end portion 113. The inner fitting portion 122 is integrated by being welded to the front end portion 113 of the power transmission shaft 111 after being press-fitted. The joining method may be performed by friction welding in which the sleeve rear end and the front end 113 are brought into contact with each other and are joined by frictional heat generated by relative rotation.

<First constant velocity universal joint>
The first constant velocity universal joint 1 includes a ball 31 as a slider, and is a sliding universal joint that connects the companion flange 210 and the power transmission shaft 111 at a constant speed.

<Companion flange>
Here, the companion flange 210 will be described first.
The companion flange 210 is a member that is spline-fitted with the output shaft 221 of the transfer device and is bolted to the outer ring member 10. The transfer device is a device that includes a spur gear mechanism and a chain mechanism, and distributes and outputs power from the transmission to the front and rear final reduction gears. The transmission is a device that changes the power from the engine.

  The companion flange 210 includes a cylindrical outer fitting portion 211 that is externally fitted to the output shaft 221 and is spline-fitted, and a ring-shaped flange portion 212 that extends radially outward from the rear end of the outer fitting portion 211. Yes. A hole spline 213 is formed on the inner peripheral surface of the outer fitting portion 211. The flange portion 212 is a portion that is fastened to the flange portion 12 of the outer ring member 10.

Returning to the description of the first constant velocity universal joint 1.
The first constant velocity universal joint 1 includes an outer ring member 10, an inner ring member 20, a ball 31, a cage 40, a stub shaft 50, and a dynamic damper 60.

<Outer ring member>
The outer ring member 10 is a substantially cylindrical member, and includes a cylindrical outer ring member main body 11 extending in the axial direction and a ring-shaped flange portion 12 extending radially outward from the front side of the outer ring member main body 11. .

  The outer ring member main body 11 is a cylindrical body formed with a slight thickness, and a plurality of (for example, six) outer ring member side grooves 14 are formed on the inner peripheral surface 13 thereof. The plurality of outer ring member side grooves 14 are arranged at equal intervals in the circumferential direction, each outer ring member side groove 14 extends in the axial direction, and the rear side of each outer ring member side groove 14 opens to the outside. Each outer ring member side groove 14 has a semicircular shape when viewed in the axial direction, and is a groove on which the ball 31 slides / rolls.

  A steel plate cap 19 is attached to the front opening of the outer ring member main body 11. The cap 19 is a shallow bottomed cylindrical body whose front side is closed.

  The flange portion 12 is a portion that is fastened to the flange portion 212 of the companion flange 210 and the flange portion 65 of the dynamic damper 60. Specifically, the flange portion 212, the flange portion 65, and the flange portion 12 are stacked in this order from the front side to the rear side, and a bolt 91 that passes through these is screwed into the nut 92. Further, the propulsion shaft 100 and the dynamic damper 60 are fixed before the vehicle is assembled by a bolt 93 that is screwed into the screw hole 69 of the flange portion 65.

<Boots>
An annular boot 71 is attached so as to close the space between the outer ring member main body 11 and the stub shaft 50. The boot 71 is made of rubber that can be elastically deformed, and has a substantially hat shape in a plan view.

  The radially outer end of the boot 71 is crimped at the rear end of the cylindrical boot adapter 72. The front end portion of the boot adapter 72 is fitted on the rear end portion of the outer ring member main body 11. A radially inner end portion of the boot 71 is fitted on the shaft portion 51. A band 73 is attached to the outer side of the radially inner end of the boot 71.

<Inner ring member>
The inner ring member 20 is a thick and cylindrical member that moves in the outer ring member 10 in the axial direction. A plurality of (for example, six) inner ring member side grooves 22 are formed on the outer peripheral surface 21 of the inner ring member 20. That is, the number of inner ring member side grooves 22 is the same as the number of outer ring member side grooves 14. The plurality of inner ring member side grooves 22 are arranged at equal intervals in the circumferential direction, and each inner ring member side groove 22 extends in the axial direction. Each inner ring member side groove 22 has a semicircular shape when viewed in the axial direction, and is a groove on which the ball 31 slides / rolls.

  That is, the plurality of inner ring member side grooves 22 are arranged so as to face the radially inner side of the plurality of outer ring member side grooves 14. When viewed in the axial direction, a circular ball groove 32 is configured by the semicircular outer ring member side groove 14, the semicircular inner ring member side groove 22, and the window 41.

  A hole spline 23 is formed on the inner peripheral surface of the inner ring member 20. The hole spline 23 is spline-fitted with a shaft spline 54 described later of the stub shaft 50.

<Ball>
The ball 31 is a sphere accommodated in the ball groove 32 and is a slider that slides / rolls on the ball groove 32. As a result, the rotational force is favorably transmitted via the balls 31 between the outer ring member 10 and the inner ring member 20.

  As the ball 31 rolls in the ball groove 32, the outer ring member 10 and the inner ring member 20 are relatively movable in the axial direction. That is, the first constant velocity universal joint 1 is extendable in the axial direction.

<Cage>
The cage 40 is relatively swingably disposed on the outer peripheral surface of the inner ring member 20, and is a thin cylindrical member for adjusting the position of the ball 31 in the groove formed in the inner ring member 20 and the outer ring member 10. It is.

  In the cage 40, a plurality of (for example, six) windows 41 are formed in the circumferential direction at an axially intermediate position. The outer peripheral surface 42 of the cage 40 has a barrel shape whose diameter is reduced at both ends.

  Here, the outer spherical surface center and the inner spherical surface center of the cage 40 are offset back and forth with respect to the bending angle center, so that the ball 31 is positioned on the bisector of the angle formed by the input shaft and the output shaft. In other words, the constant velocity universal joint transmits power while maintaining constant velocity even in a state where the mounting angle is provided.

<Stub shaft>
The stub shaft 50 is an elongated shaft that couples the inner ring member 20 and the sleeve 120 (power transmission shaft 111) to transmit power. That is, the front side (one side) of the stub shaft 50 is spline fitted to the inner ring member 20, and the rear side (the other side) of the stub shaft 50 is spline fitted to the sleeve 120. The stub shaft 50 includes a front shaft portion 51 and a rear base portion 52.

  The shaft portion 51 is solid and has a round bar shape. The front end portion 53 of the shaft portion 51 is inserted into and penetrates the inner ring member 20 and projects forward from the inner ring member 20. A clip 24 is arranged at the protruding portion, and restricts the position of the front end surface of the inner ring member 20. A shaft spline 54 is formed on the outer peripheral surface of the front end portion 53, and the shaft spline 54 is in spline engagement with the hole spline 23. The rear side of the shaft spline 54 is formed by rolling up to form a slightly large-diameter shoulder portion 55. The shoulder portion 55 abuts on the rear end surface of the inner ring member 20, and the position of the rear end surface of the inner ring member 20 is determined. It is regulated.

  The base 52 has a cylindrical shape extending from the rear end of the shaft portion 51 to the rear with a large diameter. A shaft spline 56 is formed on the outer peripheral surface of the base 52. The shaft spline 56 is spline-fitted with the hole spline 123 of the sleeve 120 to transmit power.

  A C-shaped clip 57 inserted into the base portion 52 is engaged with the step portion 125 of the sleeve 120 in the axial direction behind the shaft spline 56 and the hole spline 123. Thereby, the base 52 (stub shaft 50) is prevented from coming out of the sleeve 120 forward.

  In addition, an annular stopper ring 58 press-fitted inside the sleeve 120 is in contact with the rear end surface of the base portion 52 behind the shaft spline 56 and the hole spline 123. This prevents the base 52 (stub shaft 50) from being pushed into the sleeve 120 below a predetermined load.

  However, when a large rearward load is input to the stub shaft 50 due to a frontal collision, the press-fitting of the stopper ring 58 is released and the stub shaft 50 moves rearward of the sleeve 120 (see FIG. 4). .

<Dynamic damper>
The dynamic damper 60 is a damping device that attenuates vibrations generated in the rotational direction of the propulsion shaft 100 due to, for example, engine torque fluctuations. The dynamic damper 60 includes a disk-shaped base 61 (one side member), an annular weight 62 disposed on the radially outer side of the base 61, and an annular rubber body 63 disposed between the base 61 and the weight 62. (Elastic member).

<Base>
The base 61 includes a base main body 64 (one side wall portion) that is circular at the center thereof, and a ring-shaped flange portion 65 that is formed on the radially outer side of the base main body 64. That is, the base body 64 is integral with the outer ring member 10 and is disposed on the front side (one side) of the stub shaft 50.

  A convex portion 66 that projects toward the stub shaft 50 is formed at the center of the base body 64.

  Thereby, when a load in the contraction direction acts on the first constant velocity universal joint 1 due to a front collision and the base 61 moves rearward, the convex portion 66 of the base main body 64 first collides with the stub shaft 50. ing. And if the convex part 66 collides with the stub shaft 50, a backward load will be transmitted as it is from the base 61 to the stub shaft 50, and the base 61 and the stub shaft 50 will move back substantially integrally. Therefore, the axial fixing of the axial spline 56 of the stub shaft 50 and the hole spline 123 of the sleeve 120 is quickly released.

  The flange portion 65 is sandwiched between the flange portion 212 of the companion flange 210 and the flange portion 12 of the outer ring member 10 in the axial direction, and is fastened to each other by bolts 91 and the like. As a result, when a backward load is input due to a frontal collision, the companion flange 210, the base 61, and the outer ring member 10 are integrally moved rearward.

<Weight>
The weight 62 is a mass that elastically deforms the rubber body 63 by its inertia when vibration occurs in the rotation direction due to torque fluctuation or the like.

<Rubber body>
The rubber body 63 is an elastic member made of elastically deformable rubber. The rubber body 63 is a plurality of pillars extending radially, and the inner peripheral edge thereof is vulcanized and bonded to the base 61, and the outer peripheral edge thereof is vulcanized and bonded to the weight 62. That is, the rubber body 63 connects the base 61 and the weight 62 in the radial direction. The rubber body 63 is elastically deformed, so that the vibration in the rotational direction is attenuated.

<Second constant velocity universal joint>
The second constant velocity universal joint 2 is a Burfield type constant velocity joint that connects the rear end portion of the power transmission shaft 111 and a rear companion flange (not shown). The companion flange is spline-fitted with the front end portion of the drive pinion shaft constituting the final reduction gear (not shown). The second universal joint may be of other types such as a cross joint.

≪Operation and effect of 1st constant velocity universal joint≫
The operation and effects of the first constant velocity universal joint 1 will be described.
When the vehicle collides forward, a rearward collision load (compression load) is input to the companion flange 210, and the companion flange 210, the base 61, and the outer ring member 10 move rearward substantially integrally. Thus, when the outer ring member 10 moves backward, the rubber boot 71 extends. Further, since the ball 31 rolls, the inner ring member 20, the cage 40, and the stub shaft 50 do not move backward and remain in their current positions.

  When the retraction of the companion flange 210 or the like proceeds, the convex portion 66 of the base 61 collides (contacts) with the front end portion 53 of the stub shaft 50 through the cap 19 as shown in FIG. At the time of the collision, a gap is still formed between the base main body 64 and the cage 40 and the inner ring member 20 in the axial direction, and the base main body 64 does not collide with the cage 40 and the inner ring member 20. Therefore, the collision energy is input from the base body 64 only to the stub shaft 50, the press-fitting of the stopper ring 58 is quickly released, and the stub shaft 50 starts to retract.

  When the stub shaft 50 begins to retract, the axial spline 56 of the stub shaft 50 begins to deviate from the hole spline 123 of the sleeve 120 that does not move substantially in its current position, and the fitting length in the axial direction gradually decreases. As described above, the shaft spline 56 and the hole spline 123 are displaced in the axial direction, whereby the stub shaft 50 is further inserted into the sleeve 120. And by inserting in this way, the 1st constant velocity universal joint 1 is shrink | contracted in an axial direction, and a collision load is absorbed.

  Thereafter, when the stub shaft 50 is further retracted, the shaft spline 56 falls back from the hole spline 123 as shown in FIG. As a result, the holding of the shaft spline 56 and the hole spline 123 is released in the axial direction. Thereafter, the stub shaft 50 moves backward in the power transmission shaft 111. Therefore, the first constant velocity universal joint 1 is further contracted.

  In this manner, the rearward collision load due to the front collision is first input from the companion flange 210 to the stub shaft 50 via the base 61 instead of the cage 40, so that the stub shaft 50 moves backward early. start. Then, the shaft spline 56 moves relative to the hole spline 123, and the first constant velocity universal joint 1 moves backward while absorbing the collision load. As a result, the propulsion shaft 100 does not become a support rod, and the engine and the transmission are easily retracted, so that the front part of the vehicle body is deformed well and the impact is stably absorbed.

≪Modification≫
As mentioned above, although one Embodiment of this invention was described, this invention is not limited to this, For example, you may change as follows.

  In the above-described embodiment, the configuration in which the first constant velocity universal joint 1 is a double offset type is illustrated, but other configurations such as a cross groove type may be used.

  In the above-described embodiment, the outer ring member 10 has a cylindrical shape and the base 61 fastened to the front side of the outer ring member 10 is illustrated as one side wall portion. However, for example, before the outer ring member 10 is closed on the front side It may be a bottomed cylindrical shape having a wall portion (bottom wall portion), and the front wall portion may be one wall portion.

  In the above-described embodiment, the configuration in which the present invention is applied to the first constant velocity universal joint 1 on the front side is illustrated. However, for example, the configuration applied to the second constant velocity universal joint 2 on the rear side may be used. .

  In the above-described embodiment, when the shaft spline 56 constituting the shock absorbing mechanism moves backward while sliding with respect to the hole spline 123, the collision load is attenuated and absorbed. The power transmission shaft 111 may be formed of CFRP or the like, and when the collision load is input, the power transmission shaft 111 may be broken to absorb the collision load. Further, when a collision load is input, the power transmission shaft 111 may be bent and broken to absorb the collision load. Furthermore, when the propulsion shaft has a two-piece configuration, a configuration may be adopted in which a collision load is absorbed by detaching a bracket that fixes the intermediate bearing to the vehicle body from the vehicle body.

<< Second Embodiment >>
A second embodiment will be described with reference to FIG. In addition, a different part from 1st Embodiment is demonstrated.

  As shown in FIG. 5, the front end portion 53 (one side end) constituting the stub shaft 50 extends toward the base body 64 (one side wall portion) from the inner ring member 20 and the cage 40. Thereby, at the time of a forward collision, the base 61 first collides with the stub shaft 50. In the second embodiment, the convex portion 66 is not formed on the base 61.

DESCRIPTION OF SYMBOLS 1 1st constant velocity universal joint 10 Outer ring member 13 Inner peripheral surface 14 Outer ring member side groove 20 Inner ring member 21 Outer peripheral surface 22 Inner ring member side groove 23 Hole spline 31 Ball 32 Ball groove 40 Cage 41 Window 50 Stub shaft 51 Shaft part 54 Shaft spline 60 Dynamic damper 61 base (one side member)
62 Weight 63 Rubber body 64 Base body (one side wall)
111 Power transmission shaft (power transmission member)
120 Sleeve (Power transmission member)

Claims (5)

A cylindrical outer ring member having a plurality of grooves formed on the inner peripheral surface;
A cylindrical inner ring member disposed inside the outer ring member, facing the groove of the outer ring member and having a plurality of grooves formed on an outer peripheral surface;
A ball sliding in a ball groove constituted by the groove of the outer ring member and the groove of the inner ring member;
A cage which is disposed on the outer peripheral surface of the inner ring member and in which a window through which the ball passes is formed;
A stub shaft with one side penetrating the inner ring member and fitted with a spline;
One side wall portion that is integral with the outer ring member and disposed on one side of the stub shaft,
With
A convex portion is formed on a portion of the one side wall portion facing the stub shaft so that the one side wall portion and the stub shaft first come into contact with each other when a load in the contraction direction is applied. Fast universal joint. A cylindrical outer ring member having a plurality of grooves formed on the inner peripheral surface;
A cylindrical inner ring member disposed inside the outer ring member, facing the groove of the outer ring member and having a plurality of grooves formed on an outer peripheral surface;
A ball sliding in a ball groove constituted by the groove of the outer ring member and the groove of the inner ring member;
A cage that is fixed to the outer peripheral surface of the inner ring member and in which a window through which the ball passes is formed;
A stub shaft with one side penetrating the inner ring member and fitted with a spline;
One side wall portion that is integral with the outer ring member and disposed on one side of the stub shaft,
With
The one side end of the stub shaft extends toward the one side wall portion from the inner ring member and the cage so that the one side wall portion and the stub shaft first come into contact with each other when acting on the load in the contraction direction. This is a constant velocity universal joint. The outer ring member has a penetrating cylindrical shape,
The constant velocity universal joint according to claim 1, wherein the one side wall portion is configured by a one side member disposed on one side of the outer ring member. Comprising a damper disposed on one side of the outer ring member;
The damper is a circular base fastened to the outer ring member as the one side member, a weight disposed outside the base, and connects the base and the weight in the radial direction and is elastically deformable. An elastic member,
The constant velocity universal joint according to claim 3, wherein the one side wall portion is a central portion of the base. The outer ring member has a bottomed cylindrical shape having a bottom wall portion closed on one side,
On the other hand, the side wall part is comprised by the said bottom wall part. The constant velocity universal joint of Claim 1 or Claim 2 characterized by the above-mentioned.

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