JP2018025230A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To absorb an impact force caused by a collision of a vehicle irrespective of a working angle of a slide tripod-type constant velocity universal joint, and to avoid the lowering of the working efficiency of seal plate attachment.SOLUTION: A power transmission device comprises a constant velocity universal joint 13, and a seal plate 25. The constant velocity universal joint 13 has inside joint members connected with a drive shaft, and an outside joint member 15 which is arranged so as to surround the inside joint members 14, 16. The inside joint members are slidable along an axial direction with respect to the outside joint member. The seal plate 25 has a plate part 25a for blocking an opening end of the outside joint member 15 in a state of opposing the inside joint members, and a cylinder part 25b which protrudes from an external peripheral edge of the plate part to a side opposite to the inside joint members, and is fit to an internal peripheral face of the opening end. Then, the seal plate 25 further has a recess 25a' which is recessed to a side opposite to the inside joint members 14, 16 at a center portion of the plate part 25a, and the recess is formed larger than a tip 11a of a drive shaft 11 which protrudes in an axial direction toward the plate part 25a side from the inside joint members 14, 16.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power transmission device such as a vehicle propulsion shaft, and more particularly to a vehicle power transmission device in which a sliding type constant velocity universal joint is incorporated in a propulsion shaft.

  2. Description of the Related Art Conventionally, propulsion shafts (propeller shafts) used in vehicles are known in which a constant velocity universal joint (constant velocity joint) is incorporated. As an example of the prior art, for example, Patent Document 1 includes a drive shaft (input shaft) connected to a transmission and a driven shaft (output shaft) connected to the drive shaft via a constant velocity joint. An improved propeller shaft is disclosed. In this propeller shaft, a sliding double offset type constant velocity joint using a ball as a rolling element is used. The constant velocity joint includes an inner ring to which a drive shaft is connected and an outer ring to which a driven shaft is joined. have. In this propeller shaft, the outer ring of the constant velocity joint is arranged so as to surround the inner ring, and the inner ring, cage and ball of the inner parts of the constant velocity joint are configured to slide along the axial direction with respect to the outer ring. Has been.

  Also, in this propeller shaft, grease for lubrication is injected into the outer ring of the constant velocity joint, and a dust cover is mounted on the base end side where the outer shaft drive shaft is inserted to hold the grease in the outer ring. In addition, a seal plate (end plate) is attached to the open end of the outer ring. This seal plate also works to absorb the impact force when the vehicle collides. Specifically, when the propeller shaft is pushed in at the time of a vehicle collision and a part of the internal components of the constant velocity joint is pressed against the seal plate, the seal plate attached to the outer ring is released in the pressing direction. Has been taken into account. By the action of the seal plate, the resistance to the compressive force acting on the propeller shaft is reduced, and the impact force (impact load) due to the collision is absorbed.

JP 2008-175230 A

  By the way, the seal plate is attached to the outer ring by press-fitting, but in the conventional propeller shaft, the end of the press-fitting part (the part fitted to the outer peripheral surface of the outer ring) provided in the outer periphery of the seal plate is the press-fitting direction. Since the press-fitting is performed in the state of being directed to, the resistance to catching on the inner peripheral surface of the outer ring by the end portion is increased, and the work efficiency of the mounting is lowered. In order to improve this, it is only necessary to press-fit the seal plate into the outer ring with the end of the press-fitting part facing away from the press-fitting direction. Then, a sliding tripod with a roller as a rolling element on the propeller shaft. The following problems arise when a constant velocity joint of the mold is used.

  When the constant velocity joint is a sliding tripod type, as is well known, a part of the tip of the drive shaft connected to the spider shaft (inner ring) of the internal component of the constant velocity joint and protruding therefrom is It is the form which protrudes in the axial direction toward the seal plate side with respect to the roller of the other internal component. Therefore, at the time of a vehicle collision, there is no operating angle between the input and output shafts connected to the constant velocity joint, that is, the tip portion protruding from the inner ring of the drive shaft connected to the inner ring with the constant velocity joint being straight Among them, a problem occurs when a portion (protruding portion) protruding in the axial direction with respect to the roller presses against a seal plate attached to the outer ring. In this case, the projecting portion presses against a portion near the center that is relatively far from the outer periphery of the seal plate, so that the seal plate is bent and deformed toward the axially pressed side, and the end of the press-fit portion Spreads radially outward and bites into the outer ring (hereinafter referred to as biting into the outer ring), so that the seal plate is difficult to come off from the outer ring. That is, in such a case, there is a possibility that resistance to the compressive force acting on the propeller shaft (propulsion shaft) may increase.

  When the sliding joint type constant velocity joint (constant velocity universal joint) has an operating angle between the input and output shafts, that is, when the constant velocity joint is bent, the roller is Since it presses against the portion near the outer periphery of the seal plate prior to the protruding portion, the above-described bending deformation hardly occurs. That is, since the occurrence of biting on the outer ring by the end of the press-fitting portion of the seal plate is suppressed, the above problem does not occur.

  Therefore, an object of the present invention is to absorb the impact force caused by the collision of the vehicle regardless of the operating angle of the sliding tripod type constant velocity universal joint and to reduce the work efficiency of mounting the seal plate. Is to provide.

  The power transmission device according to the present invention includes a constant velocity universal joint and a seal plate. The constant velocity universal joint includes an inner joint member to which a drive shaft is coupled and an outer joint member disposed so as to surround the inner joint member, and between the inner joint member and the outer joint member. Torque transmission is possible, and the inner joint member can slide along the axial direction with respect to the outer joint member. The seal plate has a plate portion that closes the opening end of the outer joint member in a state of facing the inner joint member, and protrudes from the outer peripheral edge of the plate portion to the opposite side of the inner joint member so as to be within the opening end. And a cylindrical portion fitted to the peripheral surface. And in order to achieve the said objective, a seal plate further has the recessed part dented on the opposite side to the said inner joint member in the center part of the said board part, The recessed part is on the said plate part side from the said inner joint member. It is formed larger than the tip of the drive shaft that protrudes in the axial direction.

  In the power transmission device according to the present invention, the seal plate used for the constant velocity universal joint of the propeller shaft (propeller shaft) has a plate portion that closes the opening end of the outer ring that is the outer joint member in a state of facing the inner joint member. In addition, the central portion of the plate portion further includes a concave portion recessed on the opposite side to the inner joint member. And the recessed part is formed larger than the front-end | tip part of the drive shaft which protrudes in an axial direction toward the board part side from an inner joint member. Thereby, at the time of a vehicle collision, the propulsion shaft is pushed in, the inner joint member of the constant velocity universal joint slides along the axial direction with respect to the outer joint member, and the tip of the drive shaft protruding from the inner joint member is Even when approaching the seal plate mounted on the outer ring of the outer joint member, the contact of the tip portion with the seal plate is avoided by the recess provided in the central portion of the plate portion. In other words, in this case, regardless of the operating angle of the sliding tripod type constant velocity universal joint, the tip part of the drive shaft connected to the inner joint member faces the inner plate toward the seal plate. The portion protruding in the axial direction (protruding portion) does not press against the central portion of the plate portion of the seal plate. At the same time, the internal component comes into contact with the portion near the outer periphery of the plate portion of the seal plate before the protruding portion. Therefore, it is possible to avoid bending deformation that causes the seal plate to be difficult to come off from the outer ring. Therefore, the power transmission device according to the present invention can absorb an impact force (impact load) due to a vehicle collision.

  In addition, when the seal plate is mounted on the outer ring, the cylindrical portion that is the press-fit portion protrudes from the outer peripheral edge of the plate portion to the side opposite to the inner joint member, that is, the end portion of the press-fit portion of the seal plate is in the press-fit direction. Since the seal plate is press-fitted into the outer ring which is the outer joint member in the state of facing the opposite direction, the power transmission device according to the present invention does not reduce the mounting work efficiency.

  Therefore, according to the power transmission device of the present invention, the work efficiency of mounting the seal plate is not lowered, and the impact force due to the collision of the vehicle is absorbed regardless of the operating angle of the sliding constant velocity universal joint. be able to.

It is a figure which shows schematic structure of the principal part of the propulsion shaft (propeller shaft) which concerns on one Embodiment of this invention. It is a figure for demonstrating the protrusion part of a sliding type tripod type constant velocity universal joint. It is a perspective view at the time of cut | disconnecting the seal plate used for the propulsion shaft of this embodiment to radial direction. It is a figure for demonstrating the shape of the hollow of the recessed part of a seal plate. It is a figure for demonstrating the effect at the time of the vehicle collision of the seal plate used for the propulsion shaft of this embodiment. It is a perspective view at the time of cut | disconnecting the seal plate of another shape (another embodiment) to radial direction. It is a figure for demonstrating the effect at the time of the vehicle collision of the seal plate of another shape (another embodiment).

  Hereinafter, as an embodiment of the present invention, an example in which the power transmission device of the present invention is applied to a propulsion shaft (propeller shaft) portion of an FR (front engine / rear drive) type vehicle will be described with reference to the drawings. To do.

  FIG. 1 is a diagram showing a schematic structure of a main part of the propulsion shaft. A propulsion shaft (propeller shaft) 10 of the present embodiment shown in FIG. 1 connects an engine (not shown) mounted in an engine room (not shown) in front of a vehicle body and a rear wheel (not shown) of the vehicle. .

  The propulsion shaft 10 includes a drive shaft 11, a driven shaft 12, and a constant velocity universal joint (constant velocity joint) 13. The rotational driving force output from the engine is transmitted to the base end side of the drive shaft 11 serving as the input shaft of the propulsion shaft 10 via a transmission (not shown). A final reduction gear including a differential device (not shown) is connected to the end of the driven shaft 12 serving as the output shaft of the propulsion shaft 10. As the constant velocity universal joint 13 that connects the distal end side of the drive shaft 11 and the proximal end side of the driven shaft 12, a sliding tripod type joint is used in the present embodiment.

  The sliding tripod type constant velocity universal joint 13 in this embodiment is a tripod having three trunnion journals 14a, that is, a spider shaft 14 which is an inner ring corresponding to one of the inner joint members of the present invention. The outer ring 15 is an outer ring corresponding to the outer joint member of the present invention, and the roller unit 16 is a rolling element as a torque transmission member. The outer ring 15 of the constant velocity universal joint 13 is disposed at a cylindrical shaft end portion on the proximal end side of the driven shaft 12 so as to surround the spider shaft 14 (inner ring), and the outer ring 15 includes the driven shaft 12. A cylindrical portion 17 having a shape corresponding to the shaft end portion is integrally formed. A roller unit 16 is disposed between the outer ring 15 and the spider shaft 14. The roller unit 16 is rotatably attached to each trunnion journal 14a of the spider shaft 14. These three roller units 16 are accommodated so as to be movable along three roller grooves 15 a formed in parallel with the rotation axis 12 c of the driven shaft 12 on the inner peripheral surface of the outer ring 15. The spider shaft 14 is connected to the shaft end portion of the drive shaft 11 by spline fitting, while the outer ring 15 is integrally connected with the shaft end portion of the driven shaft 12 of the cylindrical portion 17 thereof. It is joined. The outer ring 15 and the driven shaft 12 are joined by a well-known friction welding method. The constant velocity universal joint 13 is configured such that the spider shaft 14 and the roller unit 16 which are internal parts thereof can slide along the axial direction with respect to the outer ring 15 by the above-described configuration. For this reason, in the propulsion shaft 10 of the present embodiment, relative movement of the drive shaft 11 (input shaft) along the direction parallel to the rotation axis 12c of the driven shaft 12 (output shaft) is allowed. In the sliding tripod type constant velocity universal joint 13 according to this embodiment, the spider shaft 14 (inner ring) and the roller unit 16 (torque transmission member) as internal parts correspond to the inner joint member of the present invention. Yes.

  The end portion of the drive shaft 11 is suspended from the vehicle body frame 20 indicated by a two-dot chain line in FIG. 1 via a bearing 18 and a damper 19 attached to the end portion of the drive shaft 11. It has become. Therefore, when the rear wheel swings with respect to the vehicle body, the rotation axis 12c of the driven shaft 12 can be inclined with respect to the rotation axis 11c of the drive shaft 11 with the center point of the spider shaft 14 as a reference. . At the same time, the driven shaft 12 can change the inter-axis distance with respect to the drive shaft 11 along the rotation axis 12c.

  A cylindrical bellows structure formed of a rubber-like elastic member that can be elastically deformed in accordance with the relative movement of the drive shaft 11 and the driven shaft 12 is formed on the outer peripheral edge on the base end side of the outer ring 15. The end of the dust cover 22 on the large diameter side is fitted. The end of the dust cover 22 on the large diameter side is fixed to the outer ring 15 using an annular fastening ring 23 attached thereto. Further, the base end of the dust cover 22 on the small diameter side is fitted to the outer periphery of the drive shaft 11 near the bearing 18 attached to the distal end side thereof, and the drive shaft is used by using an annular fastening ring 24 attached thereto. 11 is fixed. As a result, the sealed state inside the constant velocity universal joint 13 positioned on the drive shaft 11 side in the axial direction from the seal plate 25 fitted to the inner peripheral surface of the cylindrical portion 17 of the outer ring 15 is maintained and held there. It is possible to prevent the lubrication grease from being scattered and the dust from entering the vehicle at the same time, and to ensure the smooth operation of the constant velocity universal joint 13.

  By the way, in the propulsion shaft 10 of the present embodiment, the end of the press-fit portion 25b provided on the outer periphery of the seal plate 25 as shown in FIG. It is performed in a state in which the portion 25b ′ faces away from the press-fitting direction (the spider shaft 14 side which is one of the inner joint members when viewed from the cylindrical portion 17 side of the mounting location). The press-fitting portion 25b corresponds to the cylindrical portion of the present invention.

  However, when the seal plate 25 is press-fitted into the cylindrical portion 17 of the outer ring 15 in such a state, the following problems occur in the sliding tripod type constant velocity universal joint 13 in the present embodiment. For convenience of explanation, here, a conventional seal plate having a flat shape as shown in FIG. 2 is used for the seal plate 25, in which a plate portion 25a for closing the opening end of the outer ring 15 on the cylindrical portion 17 side is used. The explanation will be made assuming that

  As shown in FIG. 2, the constant velocity universal joint 13 has a spider shaft 14 (inner ring) in the axial direction of the constant velocity universal joint 13 when the axial center line 14 v of the trunnion journal 14 a included in the spider shaft 14 is used as a base point. ) To the tip end portion 11a of the drive shaft 11 protruding from the roller unit 16 is longer than the length L2 of the radius of the roller unit 16 by α. That is, when the constant velocity universal joint 13 is in a state where there is no operating angle between the input and output shafts to which the constant velocity universal joint 13 is connected, in the axial direction of the constant velocity universal joint 13, of the front end portion 11 a of the drive shaft 11 protruding from the inner ring. The portion α that exceeds L2 is in a form protruding toward the seal plate 25 with respect to the roller unit 16. In the constant velocity universal joint 13, as described above, when the vehicle collides and the propulsion shaft 10 is pushed in, the inner joint member of the constant velocity universal joint 13 such as the spider shaft 14 to which the drive shaft 11 is coupled. Slides along the axial direction with respect to the outer ring 15 of the outer joint member. When the vehicle collides, in the constant velocity universal joint 13, the inner joint member slides and the inner joint member approaches the seal plate 25, but the operating angle is connected between the input / output shafts connected to the constant velocity universal joint 13. In the state where is not attached, that is, in the state where the constant velocity universal joint 13 is straight, the portion α (projection 11a ′) first presses against the seal plate 25. In this case, since the protruding portion 11a ′ presses against the central portion of the plate portion 25a of the seal plate 25, the plate portion 25a of the seal plate 25 is bent and deformed toward the axially pressed side, and the press-fit portion 25b The end portion 25 b ′ spreads outward in the radial direction of the seal plate 25, and is in a state of biting on the inner peripheral surface of the cylindrical portion 17 of the outer ring 15. Due to the biting of the end portion 25b 'of the press-fitting portion 25b to the outer ring 15, the seal plate 25 is hardly detached from the outer ring 15, and as a result, the resistance to the compressive force acting on the propulsion shaft 10 is increased. When the operating angle is provided between the input and output shafts to which the constant velocity universal joint 13 is connected, that is, when the constant velocity universal joint 13 is bent, the roller unit 16 protrudes from the end of the drive shaft 11 protruding from the inner ring. The portion 11a is pressed against a portion of the seal plate 25 near the outer periphery of the plate portion 25a prior to the protruding portion 11a ′. Therefore, when the constant velocity universal joint 13 is bent, the occurrence of biting of the outer ring 15 by the end portion 25b ′ of the press-fit portion 25b as described above is suppressed, so that the seal plate 25 is not easily detached from the outer ring 15. It is not hindered that the seal plate 25 is detached from the outer ring 15 when the vehicle collides.

  In the propulsion shaft 10 of the present embodiment, in order to solve the above problems, the shape of the seal plate 25 attached to the outer ring 15 of the outer joint member is devised as follows.

  FIG. 3 shows a perspective view when the seal plate 25 used in the propulsion shaft 10 of the present embodiment is cut in the radial direction. 3 is attached to the outer ring 15 of the outer joint member so that the front side faces the inner joint member side of the constant velocity universal joint 13 with the left side being the front side and the right side being the back side.

  As shown in FIG. 3, the seal plate 25 in the present embodiment has a circular shape when viewed from the front. The seal plate 25 includes a flat plate portion 25 a, and a central portion of the plate portion 25 a includes When viewed from the front side, a recessed portion 25a ′ having a recessed shape is formed. Further, the seal plate 25 is formed with an outer edge portion 25c that is recessed toward the outer periphery in the vicinity of the outer periphery of the plate portion 25a when viewed from the front side. The outer edge portion 25c is formed in the seal plate 25 according to the present embodiment so that the depth of the recess is substantially the same as that of the recess 25a ', but is not limited thereto. The seal plate 25 is formed with a press-fit portion 25b that protrudes from the outer peripheral edge of the seal plate 25 to the back side in a cylindrical shape. In addition, a taper part 25t which inclines toward the deep side of a dent, respectively, seeing from the front side at the boundary part between the plate part 25a and the recessed part 25a ′ and the boundary part between the plate part 25a and the outer edge part 25c is a seal plate. It is formed over the entire circumference in 25 circumferential directions. The inclination of the taper portion 25t is formed so as to incline toward the inner peripheral side at the boundary portion with the concave portion 25a 'and to incline toward the outer peripheral side at the boundary portion with the outer edge portion 25c.

  Here, although it is the recessed part 25a 'of the recessed shape formed in the center part of the board part 25a, the recessed part 25a' is the protrusion part 11a 'in the front-end | tip part 11a of the drive shaft 11 in which the hollow protruded from the inner ring | wheel. It is formed larger than (the aforementioned α portion). Specifically, the recess 25a 'is formed such that its diameter is larger than the diameter of the protrusion 11a'. Further, as shown in FIG. 4, the depth of the recess of the recess 25 a ′ is such that when the seal plate 25 is attached to the outer ring 15 of the outer joint member and the constant velocity universal joint 13 is in a straight state, the inner joint A distance in the axial direction between the end of the roller unit 16 on the seal plate 25 side of the member and the plate portion 25a of the seal plate 25 is defined as L4. Then, the end on the seal plate 25 side of the protruding portion 11a ′ at the tip end portion 11a of the drive shaft 11 protruding from the spider shaft 14 (inner ring) of the inner joint member, and the recess 25a ′ formed in the plate portion 25a of the seal plate 25, The recess of the recess 25a ′ is formed so that the distance in the axial direction is L3 when the distance between them is L3> L4.

  When the vehicle collides with the seal plate 25 having such a shape attached to the outer ring 15 of the outer joint member, even if the constant velocity universal joint 13 is straight, the seal plate 25 It does not become difficult to come off from the outer ring 15. That is, as shown in FIG. 5, the protruding portion 11a ′ of the drive shaft 11 protruding from the spider shaft 14 slides to a position where it is pressed against the plate portion when the conventional plate portion is a flat seal plate. However, in the seal plate 25 having the above shape, the seal plate 25 does not press against the seal plate 25 due to the depression of the recess 25a ′ formed in the central portion of the plate portion 25a. In the seal plate 25, when the vehicle collides, the roller unit 16 of the inner joint member protrudes from the inner ring of the inner joint member even if the constant velocity universal joint 13 is straight. Prior to the protruding portion 11 a ′, the plate portion 25 a is pressed against the outer peripheral plate portion 25 a on the front surface of the seal plate 25. Therefore, unlike the conventional case where the protruding portion first presses against the central portion of the plate portion, the seal plate is hardly deformed to be bent toward the axially pressed side, and the outer ring formed by the end portion 25b ′ of the press-fit portion 25b. Since the occurrence of biting on 15 is suppressed, the seal plate 25 does not easily come off the outer ring 15.

  In particular, in the seal plate 25, the outer edge portion 25c and the outer edge portion 25c are formed on the boundary portion between the plate portion 25a provided near the outer periphery and the outer edge portion 25c and the recess 25a ′ toward the deeper side of the depression as viewed from the front side. A taper portion 25t that is inclined toward the outer peripheral side at the boundary portion and toward the inner peripheral side at the boundary portion with the recess 25a ′ is formed to increase the rigidity of the portion near the outer periphery. In the seal plate 25, the roller unit 16 of the inner joint member presses against a portion having a high rigidity, so that the portion is not easily deformed by pressing, and as a result, the end portion 25b ′ of the press-fit portion 25b Since it becomes more difficult to expand outward (in the radial direction), it is not hindered that the seal plate 25 is detached from the outer ring 15 when the vehicle collides.

  When the seal plate 25 is attached to the outer ring 15, the roller unit 16 of the inner joint member is more than the protruding portion 11a ′ when the constant velocity universal joint 13 is bent and the vehicle collides. The seal plate 25 does not easily come off from the outer ring 15 because the seal plate 25 is first pressed against a portion having high rigidity near the outer periphery of the seal plate 25.

  Therefore, in the propulsion shaft 10 of this embodiment provided with the sliding tripod type constant velocity universal joint 13 to which the seal plate 25 is attached to the outer ring 15, regardless of the operating angle of the constant velocity universal joint 13. The impact force caused by the collision of the vehicle can be absorbed.

  Incidentally, instead of the seal plate 25 shown in FIG. 3, another shape of seal plate shown in FIG. 6 may be attached to the outer ring 15 as the seal plate 25. FIG. 6 is a perspective view when another shape of the seal plate is cut in the radial direction.

  In the following description, it is assumed that this different shaped seal plate is the seal plate 25 attached to the outer ring 15. 6 is attached to the outer ring 15 of the outer joint member so that the front side faces the inner joint member side of the constant velocity universal joint 13 with the left side being the front and the right side being the back.

  As shown in FIG. 6, the seal plate 25 has a circular shape when viewed from the front. The seal plate 25 has a plate portion 25a, and the central portion of the plate portion 25a has a recessed shape when viewed from the front side. The concave portion 25a 'is formed. The plate portion 25a of the seal plate 25 has a conical shape in which a portion from the vicinity of the boundary to the concave portion 25a 'to the outer periphery is inclined to the back surface side when viewed from the front side. In this differently shaped seal plate 25, the inclination is such that the boundary portion between the plate portion 25a and the recess 25a ′ is the apex, and the outer peripheral portion of the plate portion 25a is the same depth as the deepest portion of the recess of the recess 25a ′. However, the present invention is not limited to this. The seal plate 25 is formed with a press-fit portion 25b corresponding to the cylindrical portion of the present invention that protrudes from the outer peripheral edge of the seal plate 25 toward the back surface in a cylindrical shape. In addition, at the boundary portion between the plate portion 25a and the concave portion 25a ′, a taper portion 25t that inclines toward the inner peripheral side toward the deep side of the depression as viewed from the front side extends over the entire circumference in the circumferential direction of the seal plate 25. Is formed.

  Note that the recess 25a ′ formed in the central portion of the plate portion 25a of the seal plate 25 has a recess diameter larger than the diameter of the protrusion 11a ′, as in the case of the seal plate recess shown in FIG. It is formed to be large. The depth of the recess 25a ′ is such that when the seal plate 25 is attached to the outer ring 15 and the constant velocity universal joint 13 is straight, the axial distances L3 and L4 are L3. The depth is such that> L4.

  When the vehicle collides with the seal plate 25 having such a shape attached to the outer ring 15 of the outer joint member, even if the constant velocity universal joint 13 is straight, the seal plate 25 is attached to the outer ring 15. It will not be difficult to come off. That is, as shown in FIG. 7, the protruding portion 11 a ′ of the drive shaft 11 protruding from the spider shaft 14 of the inner joint member reaches a position where it is pressed against the plate portion when the conventional plate portion is a flat seal plate. Even if it slides, this different shaped seal plate 25 does not press against the seal plate 25 due to the depression of the recess 25a ′ formed in the central portion of the plate portion 25a. And in this different shaped seal plate 25, when the vehicle collides, even if the constant velocity universal joint 13 is in a straight state, the roller unit 16 of the inner joint member has the inner ring of the inner joint member. Prior to the protruding portion 11 a ′ protruding from the front surface of the seal plate 25, it comes into contact with the plate portion 25 a near the outer periphery on the front surface of the seal plate 25. Therefore, unlike the conventional case where the protruding portion first presses against the central portion of the plate portion, the seal plate is hardly deformed to be bent toward the axially pressed side, and the outer ring formed by the end portion 25b ′ of the press-fit portion 25b. Since the occurrence of biting on 15 is suppressed, this different shaped seal plate 25 does not easily come off the outer ring 15.

  In particular, in this different shaped seal plate 25, when viewed from the front side, the plate portion 25a has a conical shape in which a portion from the vicinity of the boundary to the concave portion 25a ′ to the outer periphery is inclined to the back surface side. A taper portion 25t is formed at the boundary portion between the plate portion 25a and the concave portion 25a ′ so as to incline toward the inner peripheral side toward the deep side of the recess. In this differently shaped seal plate 25, the roller unit 16 of the inner joint member presses against the plate portion 25a near the outer periphery thereof, so that the plate portion 25a is inclined toward the back side and the plate portion 25a and the recess 25a ′. As a result of the inclination of the taper portion 25t at the boundary portion, the force (load) applied to the plate portion 25a by the pressing of the roller unit 16 is divided in the axial direction. As a result, the end portion 25b 'of the press-fitting portion 25b is more difficult to expand outward (in the radial direction), so that it is not hindered that the seal plate 25 having another shape comes off from the outer ring 15 when the vehicle collides.

  When this different shaped seal plate 25 is attached to the outer ring 15, even when the constant velocity universal joint 13 is bent, the roller unit 16 of the inner joint member is protruded 11a at the time of a vehicle collision. Since it presses against the plate portion 25a near the outer periphery of the different shaped seal plate 25 before ', the different shaped seal plate 25 does not easily come off the outer ring 15.

  Therefore, in the propulsion shaft 10 of this embodiment provided with the sliding tripod type constant velocity universal joint 13 to which the seal plate 25 having another shape is attached to the outer ring 15, the operating angle of the constant velocity universal joint 13 is provided. Regardless of this, it is possible to absorb the impact force caused by the collision of the vehicle.

  In the propulsion shaft 10 of the present embodiment, the seal plate 25 having another shape is attached to the outer ring 15 in such a manner that the end portion 25b ′ of the press-fitting portion 25b provided on the outer periphery of the seal plate 25 is in the press-fitting direction (of the attachment portion Since it is performed in a state facing the spider shaft 14 side of the inner joint member when viewed from the cylindrical portion 17 side, the work efficiency of the mounting is not reduced.

  DESCRIPTION OF SYMBOLS 10 Propulsion shaft (propeller shaft), 11 Drive shaft, 11a Tip part, 11a 'protrusion part, 12 Driven shaft, 13 Constant velocity universal joint (sliding tripod type constant velocity joint), 14 Spider shaft (inner ring), 14a Trunnion・ Journal, 15 outer ring, 16 roller unit, 17 cylindrical part, 25 seal plate, 25a plate part, 25a 'recessed part, 25b press-fitting part, 25b' end part, 25c outer edge part, 25t taper part

Claims (1)

It has a constant velocity universal joint and a seal plate,
The constant velocity universal joint includes an inner joint member to which a drive shaft is connected, and an outer joint member disposed so as to surround the inner joint member, and includes the inner joint member and the outer joint member. Torque can be transmitted between them, and the inner joint member can slide along the axial direction with respect to the outer joint member,
The seal plate is a plate portion that closes the opening end of the outer joint member in a state of facing the inner joint member, and protrudes from the outer peripheral edge of the plate portion to the opposite side to the inner joint member, and the inner periphery of the opening end. In the power transmission device having a cylindrical portion fitted to the surface,
The seal plate further includes a concave portion that is recessed on the opposite side to the inner joint member at a central portion of the plate portion, and the concave portion projects in the axial direction from the inner joint member toward the plate portion side. A power transmission device characterized in that the power transmission device is formed larger than the tip end portion of the drive shaft.

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