JP4459388B2 - Propeller shaft for automobile - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a propeller shaft (propulsion shaft) that transmits rotational driving force from a transmission to a differential in a 4WD (four-wheel drive) vehicle, an FR (front engine rear wheel drive) vehicle, and the like. It is designed to smoothly absorb axial displacement that sometimes acts on the propeller shaft.
[0002]
[Prior art]
In an FR vehicle, an engine, a clutch, and a transmission (transmission) are in the front, a reduction gear device (differential), and a drive axle are in the rear. Therefore, a propeller shaft is used for power transmission therebetween. In addition, an FR-based 4WD vehicle requires a rear propeller shaft and a front propeller shaft (see FIG. 7). The propeller shaft has a universal joint and a sliding joint, and has a structure that can cope with a change in length and angle due to a change in the relative position between the transmission and the differential. As the propeller shaft, a 2-joint type, a 3-joint type, a 4-joint type, or the like is used depending on the structure and required characteristics of the vehicle.
[0003]
Conventionally, it is composed of a cruciform joint, a flange, a pipe and the like, and has a structure in which the propeller shaft cannot absorb the axial displacement between the transmission and the differential due to the axial impact force at the time of collision. That is, since there is no place to absorb the axial displacement between the transmission and the differential due to the axial impact at the time of the collision, the propeller shaft is stretched and the impact generated on the vehicle body is increased.
[0004]
As a propeller shaft capable of absorbing this axial displacement, a propeller shaft having a structure capable of absorbing a collision by breaking through a seal plate press-fitted into an annular recess when an excessive axial load is applied is known (Japanese Patent Laid-Open No. Hei 11). No. -227478, JP-A-11-227479). In these propeller shafts, a double offset type constant velocity universal joint (double offset joint: hereinafter referred to as DOJ) is used as a constant velocity universal joint.
[0005]
As shown in FIG. 11, the DOJ 10 ′ has an inner ring 20 ′ in which a ball groove 22 ′ extending in the axial direction is formed on the spherical outer peripheral surface and a ball groove 32 ′ extending in the axial direction on the cylindrical inner peripheral surface. The outer ring 30 ′, a ball 40 ′ incorporated between the ball groove 22 ′ of the inner ring 20 ′ and the ball groove 32 ′ of the outer ring 30 ′, a spherical outer peripheral surface of the inner ring 20 ′, and a cylinder of the outer ring 30 ′. The cage 50 'is disposed between the inner peripheral surface of the shape and holds the ball 40'. The center of curvature of the inner and outer spherical surfaces of the cage 50 'is offset to the opposite side in the axial direction across the joint center.
[0006]
[Problems to be solved by the invention]
When attempting to absorb axial displacement in a propeller shaft using DOJ, there are the following problems. That is, since the DOJ requires an internal clearance and has a circumferential clearance, there is a concern that sound vibration will deteriorate as a propeller shaft. Further, when the propeller shaft is assembled to the vehicle, if an attempt is made to secure the slide amount with the DOJ in order to absorb the axial displacement during normal travel, the outer ring length becomes long, and there is a limit to lightness and compactness.
[0007]
The object of the present invention is to reduce the vibration and noise of a propeller shaft equipped with a slide-type constant velocity universal joint, and to reduce the weight and size of the propeller shaft. When an excessive load is applied to the propeller shaft due to an automobile collision, An object of the present invention is to provide an automobile propeller shaft that can reduce the impact generated in the vehicle.
[0008]
[Means for Solving the Problems]
  The invention of claim 1 is an automotive propeller shaft in which an outer ring 30 of a sliding type constant velocity universal joint 10 and a companion flange 70 are fastened.
  The constant velocity universal joint 10 has an inner ring 20 in which a track 22 having an angle with respect to the axis is formed on the outer peripheral surface, and a track 32 having an angle with respect to the axis in the direction opposite to the track 22 of the inner ring 20 is provided on the inner An outer ring 30 formed on a surface, a ball 40 incorporated at a position where a track 22 of the inner ring 20 and a track 32 of the outer ring 30 that make a pair intersect, an outer peripheral surface of the inner ring 20 and an inner peripheral surface of the outer ring 30 A cage 50 interposed between the two and holding the ball 40,The axial center of the constant velocity universal joint 10 is offset from the center of the outer ring 30 toward the companion flange 70;
  The companion flange 70 has a hollow portion 72 that can accommodate the inner ring 20, and a seal plate 80 is attached to the hollow portion 72.
  The propeller shaft for an automobile is characterized in that the inner ring 20 can push the seal plate 80 and enter the hollow portion 72 when the automobile collides.
[0009]
When an impact occurs on the automobile, the inner ring parts such as the inner ring 20, the ball 40, and the cage 50 attempt to move to the companion flange 70 as a unit. Then, the inner diameter of the hollow portion 72 of the companion flange 70 interferes with the ball 40, and the ball 40 drops off from the outer ring track 32, so that only the inner ring 20 and the stub shaft 9 move to move the hollow portion of the companion flange 70. Enter 72. Thereby, the axial displacement (shortened portion) between the transmission and the differential is absorbed, and the impact force input to the rear part of the vehicle body via the differential is reduced. Therefore, the impact generated on the vehicle body is greatly reduced and safety is improved.
[0010]
The constant velocity universal joint 10 having the above configuration is called a cross groove joint. By adopting a cross groove joint instead of DOJ, it becomes possible to suppress the circumferential clearance, and it is possible to suppress the occurrence of vibration and abnormal noise. Moreover, the joint outer ring can be shortened in the axial direction (FIG. 9: B1 <B2), which is advantageous in terms of weight reduction and compactness. In the DOJ, the stub shaft, inner ring, ball, and cage slide together, whereas in the cross groove joint, the outer ring and ball, the cage and ball, the cage and stub shaft, and the inner ring are relatively displaced. The outer ring can be shortened in the axial direction.
[0011]
  Further, by adopting a cross groove joint instead of DOJ, the stub shaft 9 pushes away the seal plate 80 at the time of a collision, and the ball 40 comes off from the tracks 22 and 32 of the inner and outer rings and hits the end surface of the hollow part. Only 20 enters the hollow part. Therefore, since the diameter of the hollow part 72 required for shock absorption can be reduced, the outer diameter of the companion flange 70 is reduced (FIG. 9: φD1 <φD2), which also contributes to weight reduction and compactness.
  The axial center of the constant velocity universal joint 10 is offset from the center of the outer ring 30 toward the companion flange 70. This is because the axial sliding amount of the ball 40, and therefore also the inner ring 20, is regulated by the interference inside the joint to the anti-companion flange side and regulated by the interference of the stub shaft and the seal plate to the companion flange side. It is to do. More specifically, the distance from the axial center of the constant velocity universal joint 10 to the end face on the companion flange 70 side of the outer ring 30 is L1, and the anti-companion flange of the outer ring 30 from the axial center of the constant velocity universal joint 10 is L1. When the distance to the side end face is L2, the track crossing angle of the inner and outer rings 20, 30 is α, the pocket circumferential length of the cage 50 is Lp, and the diameter of the ball 40 is d, the operation of the constant velocity universal joint The angle is 0 deg. Therefore, it is preferable that L1 <(Lp−d) / 2 tan α <L2.
[0012]
According to a second aspect of the present invention, in the propeller shaft for an automobile according to the first aspect, a fastening portion 74 of the companion flange 70 fastened to the outer ring 30 has a larger diameter than the hollow portion 72 and the outer ring 30. It has an inner diameter that is substantially the same as the inner diameter.
[0013]
According to a third aspect of the invention, in the propeller shaft for an automobile according to the first or second aspect, the inner diameter of the hollow portion 72 is larger than the outer diameter of the inner ring 20. Thereby, the inner ring 20 can enter the hollow portion 72 while being fitted to the stub shaft 9.
[0014]
According to a fourth aspect of the present invention, in the vehicle propeller shaft according to any one of the first to third aspects, the circumscribed circle diameter of the ball 40 is greater than the inner diameter of the fastening portion 74 of the companion flange 70 fastened to the outer ring 30. And is larger than the inner diameter of the hollow portion of the companion flange. Thereby, since the ball 40 interferes with the end surface of the fastening portion 74, only the stub shaft 9 and the inner ring 20 enter the hollow portion 72.
[0015]
  Claim6The invention of claim 1 to claim 15The propeller shaft for an automobile according to any one of the above, wherein a minimum inner diameter of the cage 50 is larger than an outer diameter of the inner ring 20. Thereby, the inner ring 20 can enter the hollow portion 72 together with the stub shaft 9 without interfering with the cage 50.
[0016]
  Claim7The invention of claim 1 to claim 16In the propeller shaft for an automobile according to any one of the above, a track crossing angle α of the inner and outer rings 20 and 30 is in a range of 7 ° to 12 °.
[0017]
  Claim8The invention of claim 1 to claim 17In the propeller shaft for an automobile according to any one of the above, the track contact angle β of the inner and outer rings 20 and 30 is in the range of 35 ° to 45 °.
[0019]
  Claim9The invention of claim 1 to claim 18In the propeller shaft for an automobile according to any one of the above, the sealing device 60 is mounted on the anti-companion flange side of the constant velocity universal joint 10, and when the constant velocity universal joint 10 is plunged, the ball 40 is attached to the sealing device 60. It is characterized by interfering with the boot adapter 68. The boot adapter 68 is preferably fitted to the outer diameter of the outer ring 30 so that the inner diameter is larger than the outer diameter of the cage 50.10).
[0020]
  Claim11The invention of claim 1 to claim 110The propeller shaft for an automobile described in any one of the above is characterized in that it is applied to a front propeller shaft of a four-wheel drive vehicle.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings exemplifying a case where the present invention is applied to a front propeller shaft of a four-wheel drive vehicle.
[0022]
First, the drive system of a four-wheel drive vehicle will be described with reference to FIG. 7. The output of the engine 1 is transmitted from the front differential 4 to the front wheel 5 via the front propeller shaft 3 on the one hand, and on the other hand on the rear side. It is transmitted from the rear differential 7 to the rear wheel 8 via the propeller shaft 6. The front propeller shaft 3 is connected to the input shaft of the front differential 4 via a hook joint at one end, and connected to a companion flange 70 via a slide type constant velocity universal joint 10 at the other end. The companion flange 70 is connected to the output shaft of the transmission 2.
[0023]
FIG. 1 and FIG. 2 show details of the I part of FIG. As shown in the drawing, the stub shaft 9 of the front propeller shaft 3 is fitted with a spline hole 24 formed in the inner ring 20 of the slide type constant velocity universal joint 10 by a spline shaft 92 formed at the shaft end. The outer ring 30 of the constant velocity universal joint 10 is fastened to the companion flange 70 by bolts. The companion flange 70 and the stub shaft 9 are flexibly connected by a constant velocity universal joint 10.
[0024]
The constant velocity universal joint 10 is a so-called cross groove joint. As shown in FIGS. 3 to 6, the cross groove joint includes an inner ring 20, an outer ring 30, a ball 40, and a cage 50 as main components.
[0025]
The inner ring 20 has the above-described spline hole 24 in the center, and a plurality of tracks 22 are formed on the outer peripheral surface. The inner ring 20 is positioned in the axial direction by a circlip 96 attached to the ring groove 94 of the stub shaft 9 (FIG. 2). The outer ring 30 is located on the outer periphery of the inner ring 20, and the same number of tracks 32 as the tracks 22 of the inner ring 20 are formed on the inner peripheral surface. The track 22 of the inner ring 20 and the track 32 of the outer ring 30 are angled in opposite directions with respect to the axis. An angle formed by the tracks 22 and 32 with respect to the axis (hereinafter referred to as a track crossing angle) is indicated by a symbol α1 in FIG. 4A and a symbol α2 in FIG. 4B. A ball 40 is incorporated at the intersection of the track 22 of the inner ring 20 and the track 32 of the outer ring 30 that form a pair. A cage 50 is disposed between the inner ring 20 and the outer ring 30, and the ball 40 is held in a pocket 52 of the cage 50 (FIGS. 5 and 6).
[0026]
As shown in FIG. 5, the cross-sectional shape of the tracks 22 and 32 is a Gothic arch shape. Therefore, the contact mode with the ball 40 has a predetermined contact angle (β: hereinafter referred to as track contact angle). Angular contact. When the torque T is applied, a vertical load P acts on the tracks 22 and 32 of the inner ring 20 and the outer ring 30 from the ball 40, and the pocket surfaces opposed in the axial direction from the ball 40 to the cage 50 as shown in FIG. An axial load Q also acts on 54 and 56. The axial load Q of the pocket surfaces 54 and 56 increases as the track crossing angle α increases.
[0027]
The axial load Q acts as a restraining force for the movement of the ball 40 when the ball 40 tries to move in the axial direction of the tracks 22 and 32, and the larger this is, the larger the sliding resistance and the bending resistance are.
[0028]
Since the configuration is as described above, the inner ring 20 can slide (plunging) in the axial direction with respect to the outer ring 30 during normal running. At that time, the stub shaft 9, the inner ring 20, the ball 40, and the cage 50 move as a unit relative to the outer ring 30.
[0029]
On the other hand, the cross-groove joint has a limit operating angle determined by the track crossing angle α and the track contact angle β due to its structure. If it is operated above this limit operating angle, abnormal wear or noise may occur. Is generally known. Therefore, in a cross groove joint for a drive shaft that requires a maximum operating angle of 20 °, the practical track contact angle β is usually in the range of 35 ° to 45 °, whereas the track 22 and the outer ring of the inner ring 20 The track crossing angles α of the 30 tracks 32 are respectively set to 14 ° to 18 ° (α1: FIG. 4A).
[0030]
In reality, however, the cross groove joint for propeller shafts is used at a higher speed than the drive shaft, so the maximum operating angle is limited by the seizure problem, and the practical maximum operating angle is 10 ° to 13 ° is sufficient. As described above, since the cross groove joint for the drive shaft has the track crossing angle α set to 14 ° to 18 ° so as to correspond to the maximum operating angle of 20 ° (α1: FIG. 4A)), the slide resistance and Bending resistance is large, and if this cross groove joint rotates at high speed and is used as it is on a small propeller shaft with a maximum operating angle of 10 ° to 13 °, the above-mentioned slide resistance and bending resistance will only reduce the NVH characteristics of the vehicle. However, there is a problem that the temperature rises due to high-speed rotation and the durability is also lowered.
[0031]
Thus, the practical maximum operating angle of the inner ring 20 and the outer ring 30 is 10 ° to 13 ° and the track contact angle is 35 ° to 45 °. Is preferably set in a range of 7 ° to 12 ° (α2: FIG. 4B).
[0032]
As described above, the track crossing angle α of the tracks 22 and 32 is set to 7 ° to 12 °, which is smaller than the conventional cross groove joint for drive shaft (α1> α2). The axial load Q acting on the pocket surfaces 54 and 56 of the cage 50 is reduced, the sliding resistance and bending resistance of the cross-groove joint are reduced, and abnormal wear and abnormalities are observed even if it rotates at a high speed within the maximum operating angle range. There is no sound generation and durability is improved.
[0033]
That is, in the cross groove joint, the force for controlling the ball from the track increases as the operating angle decreases, and decreases as the operating angle increases. Also, the smaller the track crossing angle, the smaller. Therefore, if the track contact angle is 35 ° to 45 ° and the track crossing angle α is 7 ° to 12 °, the holding force for controlling the ball from the track is not lost even if the maximum operating angle is 10 ° to 13 °, and abnormal wear occurs. , Generation of abnormal noise can be prevented.
[0034]
When the track crossing angle α of the tracks 22 and 32 is less than 7 °, not only is the constant velocity lowered, but abnormal rotation and abnormal noise are generated if the track rotates at a high speed within the maximum operating angle range.
[0035]
A sealing device 60 is attached to the anti-companion flange side of the constant velocity universal joint 10. The sealing device 60 includes a boot 62 and a metal boot adapter 68. The boot 62 has a small end portion 64 and a large end portion 66, and is shaped like a V-shape in the middle. The boot adapter 68 has a cylindrical shape, and has a flange 69 fitted to the outer peripheral surface of the outer ring 30 at one end. A small end portion 64 of the boot 62 is attached to the stub shaft 9 and fastened with a boot band 65. The large end 66 of the boot 62 is held by crimping the end of the boot adapter 68.
[0036]
The inner diameter of the boot adapter 68 is smaller than the circumscribed circle diameter of the ball 40, and the ball 40 interferes with the boot adapter 68 when the constant velocity universal joint 10 is plunged. In the illustrated embodiment, the boot adapter 68 includes a concave ball portion for receiving the ball 40 at a position corresponding to the track 32 of the outer ring 30. Further, the inner diameter of the boot adapter 68 is larger than the outer diameter of the cage 50. Therefore, even when the constant velocity universal joint 10 is plunge, the cage 50 and the boot adapter 68 do not interfere with each other.
[0037]
In this embodiment, the companion flange 70 has a hollow cylindrical shape opened at both ends, and the inner diameter of the hollow portion 72 is larger than the outer diameter of the inner ring 20 of the constant velocity universal joint 10. A fastening portion 74 for fastening to the outer ring 30 of the constant velocity universal joint 10 is formed at one end of the companion flange 70. The fastening portion 74 has a cylindrical shape with a hole 76, and the inner diameter of the fastening portion 74, that is, the inner diameter of the hole 76 is larger than the inner diameter of the hollow portion 72 and is substantially the same as the inner diameter of the outer ring 30 of the constant velocity universal joint 10. The inner diameter of the hole 76 is smaller than the circumscribed circle diameter of the ball 40 of the constant velocity universal joint 10. In other words, the circumscribed circle diameter of the ball 40 is substantially the same as or smaller than the inner diameter of the hole 76 of the fastening portion 74 and larger than the inner diameter of the hollow portion 72 of the companion flange 70.
[0038]
The fastening portion 74 is provided with a plurality of screw holes 75 in the circumferential direction. Bolt holes 34 are provided in the outer ring 30 of the constant velocity universal joint 10 and the flange 69 of the boot adapter 68 at the same pitch as the screw holes 75. Then, the outer ring 30 and the companion flange 70 are fastened by inserting the fixing bolt (36: FIG. 2) from the bolt hole 34 of the outer ring 30 and screwing it into the screw hole 75 of the fastening portion 74. At this time, the fastening portion 74 is fitted to the outer ring 30 on the inner peripheral surface of the recess 78 formed at the end thereof, and the bottom surface of the recess 78 abuts the end surface of the outer ring 30.
[0039]
A cap-like seal plate 80 is mounted in the hollow portion 72 of the companion flange 70 in order to prevent leakage of grease filled in the constant velocity universal joint 10 and to prevent entry of foreign matter. The seal plate 80 is formed by integrally attaching rubber 84 to the outer surface of the cored bar 82. Then, by pressing the opening end side of the rim portion 86 toward the constant velocity universal joint 10 side into the hollow portion 72, the rubber of the rim portion 86 is in close contact with the inner peripheral surface of the hollow portion 72 and has a good sealing effect. Fulfill.
[0040]
Since the minimum inner diameter of the cage 50 is larger than the outer diameter of the inner ring 20, the stub shaft 9 and the inner ring 20 can further enter the hollow portion 72 even if the ball 40 interferes with the companion flange 70 and stops. At that time, the seal plate 80 is pushed away by the tip of the stub shaft 9.
[0041]
In the embodiment of FIG. 1, the axial center of the constant velocity universal joint 10 is offset from the center of the outer ring 30 toward the companion flange 70. That is, the distance from the axial center of the constant velocity universal joint 10 to the end surface on the companion flange side of the outer ring 30 is L1, the distance from the axial center of the constant velocity universal joint 10 to the end surface on the anti-companion flange side of the outer ring 30 is L2, When the track crossing angle of the wheels 20 and 30 is α, the diameter of the ball 40 is d, and the pocket circumferential length of the cage 50 is Lp, the operating angle of the constant velocity universal joint is 0 deg. Therefore, there is a relationship of L1 <(Lp−d) / 2 tan α <L2.
[0042]
The allowable slide amount L that allows the ball 40 to slide without falling off the tracks 22 and 32 is expressed by the following equation from the relational expression between the operating angle θ and the slide amount.
L = (Lp−d) (1 + cos θ) / 2 tan α−R · tan θ / 2 (1 + cos θ)
Here, R is the pitch circle radius of the ball.
[0043]
This will be described with reference to FIG.
[0044]
The pocket length margin (one side) a is expressed by the following equation.
a = (Lp−d) / 2 Formula 1
The conversion amount of the margin amount a in the track axis direction, that is, the axially movable amount b of the ball is expressed by the following equation.
b = a / tan α Equation 2
An amount c obtained by subtracting the ball axis direction movement amount f spent for the slide from b is expressed by the following equation.
c = b−f = b−L / (1 + cos θ) Equation 3
The operating angle θ that can be taken from c is expressed by the following equation.
θ / 2 = tan−1 (c / R) Equation 4
From Equations 1 to 4, Equation 1 represents the relationship between the operating angle θ and the slide amount L when the pocket column and the ball interfere.
[0045]
When the dimension from the joint center to the end face on the companion flange side of the outer ring 30 is L1, and the dimension from the joint center to the end face on the non-companion flange side of the outer ring 30 is L2, L1 <(Lp−d) / 2tan α <L2. If the impact is applied to the automobile, the stub shaft 9, the inner ring 20, the ball 40 and the cage 50 move together toward the companion flange 70, but the inner diameter of the hollow portion 72 of the companion flange 70 is the ball. Since the companion flange 70 and the ball 40 interfere with each other and the ball 40 drops off from the outer ring track 32, only the inner ring 20 and the stub shaft 9 move to move the companion flange 70. It is buried in the hollow portion 72.
[0046]
If the relationship between L1 and L2 is set as described above, and the inner diameter of the hollow portion 72 is set larger than the outer diameter of the inner ring 20, preferably larger than the outer diameter of the cage 50, the inner ring 20 is relatively The sliding area of the outer ring 30 necessary for displacement can be made compact in the axial direction. Note that the slide amount of the cage 50 is ½ of the slide amount of the inner and outer rings 20 and 30.
[0047]
FIG. 9 shows a comparison between the propeller shaft of the embodiment employing the cross groove joint 10 and the propeller shaft using DOJ 10 ′ (FIG. 11) as a comparative example. FIG. 10 shows the state of the propeller shaft of FIG. 9 after the automobile has collided.
[0048]
As shown in FIG. 9B, the DOJ 10 ′ is a structure in which the stub shaft 9, the inner ring 20 ′, the ball 40 ′, and the cage 50 ′ are integrally slid in the axial direction. The required axial dimension B2 of the outer ring 30 ′ must be relatively long. Further, as shown in FIG. 10 (B), the stub shaft 9, the inner ring 20 ′, the ball 40 ′, and the cage 50 ′ are integrated into the hollow portion 72 ′ of the companion flange 70 ′ in the event of a collision. The inner diameter of 72 ′ must be larger than the circumscribed circle diameter φd2 of the ball 40 ′.
[0049]
On the other hand, as shown in FIG. 9A, the cross groove joint 10 has a normal sliding area because the outer ring 30 and the ball 40, the cage 50 and the ball 40, the cage 50, the stub shaft 9, and the inner ring 20 are relatively displaced. The axial dimension B1 of the outer ring 30 required for the above can be shortened compared to DOJ10 '(B1 <B2). As shown in FIG. 10A, the stub shaft 9 pushes away the seal plate 80 at the time of collision, and the ball 40 is separated from the tracks 22 and 32 of the inner and outer rings and interferes with the inner diameter of the hollow portion 72. Since only 20 enters the hollow portion 72, the inner diameter of the hollow portion 72 should be slightly larger than the outer diameter φd1 of the inner ring 20. Accordingly, the outer diameter of the hollow portion 72 of the companion flange 70 can be small (φD1 <φD2).
[0050]
【The invention's effect】
As described above, according to the propeller shaft for an automobile of the present invention, when an impact is generated on the automobile, the inner ring surrounding parts such as the inner ring, the ball, and the cage try to move to the companion flange side as a unit. Then, the inner diameter of the hollow portion of the companion flange and the ball interfere with each other, and the ball falls off the outer ring track, so that only the inner ring and the stub shaft move and enter the hollow portion of the companion flange. Thereby, the axial displacement (shortened portion) between the transmission and the differential is absorbed, and the impact force input to the rear part of the vehicle body via the differential is reduced. Therefore, the impact generated on the vehicle body is greatly reduced and safety is improved. In addition to adopting a cross groove joint as a constant velocity universal joint instead of the conventional DOJ, it is possible to suppress the circumferential clearance, and the axial dimension of the constant velocity universal joint is shortened. Contributes to downsizing.
[0051]
Furthermore, if the track crossing angle of the inner and outer rings is set in the range of 7 to 12 °, the outer ring length and the outer diameter can be further reduced. In a cross groove joint for a propeller shaft having a maximum operating angle of 10 ° to 13 °, the contact angle between the inner ring track and the outer ring track is set to 35 ° to 45 ° and the track crossing angle is set to 7 ° to 12 °. As the load on the cage pocket of the ball is reduced, the sliding resistance and bending resistance can be reduced within the range where the holding force to control the ball from the track is not lost, so abnormal wear even at high speed rotation within the maximum operating angle range No abnormal noise is generated.
[0052]
Moreover, since slide resistance and bending resistance are reduced, the temperature rise of the joint is suppressed, durability is improved, and the NVH characteristic of the automobile is improved.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing an embodiment of the present invention.
FIG. 2 is a partial cross-sectional view of a drive system of an automobile.
FIG. 3 is a longitudinal sectional view of a cross groove joint.
FIG. 4 is a plan view of a cross groove joint.
FIG. 5 is a cross-sectional view showing portions of a track and a ball.
6A is a perspective view of a cross groove joint, and FIG. 6B is an exploded perspective view.
FIG. 7 is a schematic plan view of a drive system of a four-wheel drive vehicle.
FIG. 8 is a diagram for explaining an allowable sliding amount of a ball in a cross groove joint.
9A and 9B are longitudinal sectional views of a propeller shaft, where FIG. 9A shows an example and FIG. 9B shows a comparative example.
10 is a longitudinal sectional view showing a state after the collision of the propeller shaft of FIG. 9;
FIG. 11 is a longitudinal sectional view of the DOJ.
[Explanation of symbols]
3 Propeller shaft
9 Stub shaft
10 Constant velocity universal joint
20 Inner ring
22 tracks
30 Outer ring
32 tracks
40 balls
50 cage
60 Sealing device
62 Boots
68 Boot Adapter
70 companion flange
72 Hollow part
74 Fastening part
76 holes
78 recess
80 Seal plate

Claims (11)

In the propeller shaft for automobiles with the outer ring of the slide type constant velocity universal joint and the companion flange fastened,
The constant velocity universal joint has an inner ring in which a track forming an angle with respect to the axis is formed on the outer peripheral surface, and an outer ring in which a track having an angle with respect to the axis in the direction opposite to the track groove of the inner ring is formed on the inner peripheral surface. And a ball incorporated at a position where the paired inner ring track and the outer ring track intersect, and a cage for holding the ball interposed between an outer peripheral surface of the inner ring and an inner peripheral surface of the outer ring. The axial center of the constant velocity universal joint is offset from the center of the outer ring to the companion flange side,
The companion flange has a hollow portion that can accommodate the inner ring, and a seal plate is attached to the hollow portion,
A propeller shaft for an automobile, wherein the inner ring can push the seal plate and enter the hollow portion when the automobile collides.   The fastening part of the companion flange fastened to the outer ring is a cylindrical shape having a larger diameter than the hollow part and having an inner diameter substantially the same as the inner diameter of the outer ring. Propeller shaft for automobiles.   The propeller shaft for an automobile according to claim 1 or 2, wherein an inner diameter of the hollow portion is larger than an outer diameter of the inner ring.   4. A circumscribed circle diameter of the ball is smaller than an inner diameter of a fastening portion of the companion flange fastened to the outer ring and larger than an inner diameter of a hollow portion of the companion flange. A propeller shaft for automobiles according to claim 1. The distance from the axial center of the constant velocity universal joint to the companion flange side end surface of the outer ring is L1,
The distance from the axial center of the constant velocity universal joint to the end face on the side opposite to the companion flange of the outer ring is L2,
The track crossing angle of the inner and outer rings is α,
The pocket circumferential length of the cage is Lp,
When the diameter of the ball is d,
The operating angle of the constant velocity universal joint is 0 deg. The vehicle propeller shaft according to claim 1 , wherein L1 <(Lp−d) / 2 tan α <L2 . The propeller shaft for an automobile according to any one of claims 1 to 5 , wherein a minimum inner diameter of the cage is larger than an outer diameter of the inner ring . The propeller shaft for an automobile according to any one of claims 1 to 6, wherein a track crossing angle of the inner and outer rings is in a range of 7 ° to 12 ° . The propeller shaft for an automobile according to any one of claims 1 to 7, wherein a track contact angle of the inner and outer rings is in a range of 35 ° to 45 ° . 9. A sealing device is mounted on an anti-companion flange side of the constant velocity universal joint, and when the constant velocity universal joint is plunged, the ball interferes with a boot adapter of the sealing device. Car quantity propeller shaft according to crab. The propeller shaft for an automobile according to claim 9 , wherein an adapter of the sealing device is fitted with an outer diameter of the outer ring, and an inner diameter of the adapter is larger than an outer diameter of the cage . Claims 1 was applied to the front propeller shaft of a four-wheel-drive vehicle to motor vehicle propeller shaft according to any one of 10.

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