JP5410163B2 - Drive shaft and drive shaft assembly method - Google Patents

Description

  The present invention includes a constant velocity universal joint on the outboard side, a constant velocity universal joint on the inboard side, one end portion connected to the constant velocity universal joint on the outboard side, and the other end portion on the constant velocity universal on the inboard side. The present invention relates to a drive shaft having a shaft coupled to a universal joint and a method for assembling the drive shaft.

  As shown in FIG. 10, the drive shaft is connected to the constant velocity universal joint 1 on the outboard side, the constant velocity universal joint 2 on the inboard side, and one end portion connected to the constant velocity universal joint on the outboard side. The shaft 3 is connected to the constant velocity universal joint 2 on the inboard side (Patent Document 1). The constant velocity universal joint 1 on the outboard side is a fixed type that allows only angular displacement between two axes, and the constant velocity universal joint 2 on the inboard side is a sliding type that allows angular displacement and axial displacement.

  That is, the constant velocity universal joint 1 on the outboard side is interposed between the outer ring 5 as the outer joint member, the inner ring 6 as the inner joint member disposed inside the outer ring 5, and the outer ring 5 and the inner ring 6. A plurality of balls 7 that transmit torque and a cage 8 that is interposed between the outer ring 5 and the inner ring 6 and holds the balls 7 are configured as main members. The inner ring 6 is spline-fitted by fitting the end 3a of the shaft 3 into the hole inner diameter 6a, and is coupled to the shaft 3 so that torque can be transmitted.

  A plurality of track grooves 14 extending in the axial direction are formed on the inner spherical surface 13 of the outer ring 5 at equal intervals in the circumferential direction. In the inner ring 6, a plurality of track grooves 16 extending in the axial direction are formed on the outer spherical surface 15 at equal intervals in the circumferential direction.

  The track groove 14 of the outer ring 5 and the track groove 16 of the inner ring 6 make a pair, and one ball 7 as a torque transmitting element can roll on each ball track constituted by the pair of track grooves 14 and 16. It is incorporated. The ball 7 is interposed between the track groove 14 of the outer ring 5 and the track groove 16 of the inner ring 6 to transmit torque. The cage 8 is slidably interposed between the outer ring 5 and the inner ring 6, contacts the inner spherical surface of the outer ring 5 at the outer spherical surface, and contacts the outer spherical surface of the inner ring 6 at the inner spherical surface. In this case, the constant velocity universal joint is a Zepper type.

  Further, the opening of the outer ring 5 is closed by a boot 18. The boot 18 includes a large diameter portion 18a, a small diameter portion 18b, and a bellows portion 18c that connects the large diameter portion 18a and the small diameter portion 18b. The large diameter portion 18a is externally fitted to the opening of the outer ring 5, and is fastened by the boot band 19a in this state, and the small diameter portion 18b is externally fitted to the boot mounting portion 3b of the shaft 3, and in this state, the boot band 19b It is concluded.

  The inboard constant velocity universal joint 2 is a double offset type constant velocity universal joint (DOJ type constant velocity universal joint), and a plurality of linear track grooves 22 are formed in an axial direction on a cylindrical inner diameter surface 21. An outer ring 23 as an outer joint member, an inner ring 26 as an inner joint member in which a plurality of linear track grooves 25 are formed on the spherical outer diameter surface 24 in the axial direction, a track groove 22 of the outer ring 23 and an inner ring 26 The track groove 25 includes a plurality of torque transmission balls 27 disposed on a ball track formed in cooperation with each other, and a holder 28 that holds the torque transmission balls 27. The inner ring 26 is spline-fitted by fitting the end 3c of the shaft 3 into the hole inner diameter 26a, and is coupled to the shaft 3 so that torque can be transmitted.

  Further, the opening of the outer ring 23 is closed by the boot 30. The boot 30 includes a large-diameter portion 30a, a small-diameter portion 30b, and a bellows portion 30c that connects the large-diameter portion 30a and the small-diameter portion 30b. The large-diameter portion 30a is externally fitted to the opening of the outer ring 23, and is fastened by the boot band 31a in this state, and the small-diameter portion 30b is externally fitted to the boot mounting portion 3d of the shaft 3, and in this state, the boot band 31b It is concluded.

  In the constant velocity universal joint 2 on the inboard side, the internal part S composed of the inner ring 26, the ball 27, the cage 28 and the like reciprocates along the outer ring 23 along the axial direction. For this reason, on the opening side of the outer ring 23, a retaining means 35 for restricting the removal of the internal component S is provided. The retaining means 35 is generally formed by providing a circumferential groove 36 on the opening side of the inner diameter surface of the outer ring 23 and fitting a retaining ring 37 in the circumferential groove 36.

  In recent years, with the reduction in fuel consumption of automobiles, there has been a demand for lightweight and compact constant velocity universal joints. Therefore, conventionally, there are eight torque transmission balls, and the ratio between the pitch circle diameter of the torque transmission balls and the diameter of the torque transmission balls is set within a predetermined range (Patent Document 2). ). By setting in this way, “it is possible to further reduce the size and at the same time ensure the strength, load capacity, durability, and operating angle equal to or higher than those of the comparative product (6 torque transmission balls). I can do it. "

JP 2006-48101 A Japanese Patent No. 3859295

  However, in the thing of the said patent document 2, what was described in Table 2 of this patent document 2 is a limit for the outer diameter size of an outer ring | wheel. That is, in such a DOJ type constant velocity universal joint, it is difficult to achieve a lighter and more compact size by suppressing the outer ring size of the outer ring than the dimensions shown in Table 2 while ensuring strength and durability. It was. This is because if the pitch diameter of the torque transmission ball is reduced in order to suppress the outer diameter size of the outer ring, a portion of the inner ring having a small thickness and insufficient strength is generated. The portion where the wall thickness is small and the strength is insufficient is a portion between the groove bottom of the track groove of the inner ring and the female spline provided on the inner diameter surface of the inner ring. Further, if the ball diameter of the torque transmitting ball is reduced in order to ensure the thickness of the portion where the strength is insufficient, there is a problem that the surface pressure at the contact surface of the ball groove is increased and the durability is lowered.

  In view of the above problems, the present invention can reduce the outer diameter of the outer joint member of the constant velocity universal joint, and can reduce the weight, and does not increase the number of parts and the number of assembly steps. Provide a shaft.

The first drive shaft of the present invention includes a constant velocity universal joint on the outboard side, a constant velocity universal joint on the inboard side, one end portion connected to the constant velocity universal joint on the outboard side, and the other end portion A torque transmission shaft coupled to the constant velocity universal joint on the inboard side, and each constant velocity universal joint is interposed between the outer joint member, the inner joint member, and the outer joint member and the inner joint member. In the drive shaft, which is a sliding type constant velocity universal joint provided with a torque transmission member for transmitting torque, each constant velocity universal joint includes a spherical center of the inner diameter surface of the cage and a spherical center of the outer diameter surface of the cage. Are offset to the opposite side by an equal distance in the axial direction with respect to the joint center plane including the ball center, and the inner joint member of each constant velocity universal joint includes an inner ring constituent portion accommodated in the outer joint member. Have this inner ring component The shaft components that make up the torque transmission shaft are connected in an integrated structure, and the shaft components of the constant velocity universal joint on the outboard side and the shaft components of the constant velocity universal joint on the inboard side are butted. To be used for the rear drive shaft .

The second drive shaft of the present invention has a constant velocity universal joint on the outboard side, a constant velocity universal joint on the inboard side, one end portion connected to the constant velocity universal joint on the outboard side, and the other end portion A torque transmission shaft coupled to the constant velocity universal joint on the inboard side, and each constant velocity universal joint is interposed between the outer joint member, the inner joint member, and the outer joint member and the inner joint member. In the drive shaft, which is a sliding type constant velocity universal joint provided with a torque transmission member for transmitting torque, each constant velocity universal joint includes a spherical center of the inner diameter surface of the cage and a spherical center of the outer diameter surface of the cage. Are offset to the opposite side by an equal distance in the axial direction with respect to the joint center plane including the ball center, and the inner joint member of the constant velocity universal joint includes an inner ring constituent portion accommodated in the outer joint member. This inner ring component The shaft constituent parts constituting the torque transmission shaft are continuously provided in an integral structure, the shaft constituent part of the constant velocity universal joint on the outboard side, the shaft constituent part of the constant velocity universal joint on the inboard side, and the intermediate shaft It is used for the rear drive shaft .

  By the way, when inserting a shaft into the inner diameter surface of the inner joint member, it is necessary to make the inner joint member relatively thick in order to ensure the strength of the inner joint member, and the outer joint member in which the inner joint member is accommodated. However, there was a limit to reducing the outer diameter of the film. If the inner ring component and the torque transmission shaft are integrated as in the present invention, there is no need to insert the shaft into the inner ring inner diameter surface. For this reason, the outer diameter dimension of the inner ring constituent portion can be reduced without making the track groove shallow, and accordingly, the outer diameter dimension of the outer joint member can be reduced without making the track groove shallow.

  Further, this drive shaft has an end on the outboard side of the torque transmission shaft connected to a constant velocity universal joint on the outboard side, and an end on the inboard side of the torque transmission shaft on the inboard side, etc. Connected to the quick universal joint. For this reason, if the inner ring component and the torque transmission shaft are integrated, the inner ring component is provided at both ends of the torque transmission shaft. Therefore, if the inner ring component and the torque transmission shaft are integrated, the inner diameter of the shaft mounting portion (small diameter portion) of the boot is set to the inner ring configuration when the boot is mounted on each constant velocity universal joint. It is necessary to make it a dimension that can pass through the part. However, if the inner diameter dimension of the shaft attachment portion (small diameter portion) of the boot is such a dimension, the inner diameter size of the shaft attachment portion (small diameter portion) is larger than the outer diameter size of the boot attachment portion of the shaft. When the shaft mounting portion of the boot is attached to the boot mounting portion of the shaft in this state, the adhesiveness is inferior and the sealing function cannot be exhibited. For this reason, it is necessary to make the boot attachment part of a shaft large diameter corresponding to the internal-diameter dimension of the small diameter part of a boot. As described above, if the size of the boot mounting portion of the shaft is increased, the weight of the shaft is increased, and a member for increasing the size is required, which increases the number of components and the number of assembly steps.

  Therefore, in the first drive shaft of the present invention, the torque transmission shaft is obtained by joining the shaft component of the constant velocity universal joint on the outboard side and the shaft component of the constant velocity universal joint on the inboard side. Will be composed. In the second drive shaft of the present invention, the shaft component of the constant velocity universal joint on the outboard side, the shaft component of the constant velocity universal joint on the inboard side, and the intermediate shaft are joined linearly. Thus, one torque transmission shaft is formed. For this reason, in these drive shafts, the large-diameter portion like the inner ring constituent portion is not formed on the side of the anti-inner ring constituent portion of each shaft constituent portion. Therefore, it is not necessary to make the inner diameter dimension of the shaft mounting portion of the boot large enough to pass through the inner ring constituent portion.

  It is preferable that the constant velocity universal joint on the outboard side and the constant velocity universal joint on the inboard side are common design products in which only the outer shape of the outer joint member is different.

  On the opening side of the inner diameter surface of the outer joint member, it is possible to provide a retaining portion that protrudes toward the inner diameter side by plastic working and engages with an internal part including the inner ring structure portion. Further, a retaining portion that protrudes toward the inner diameter side by plastic working and is engaged with an internal part including the inner ring structure portion can be provided on the opening side of the track groove of the outer joint member.

  If the retaining portion is provided, the inner component is locked to the retaining portion when the inner component moves to the opening side in the outer joint member. Accordingly, it is possible to restrict the internal component from coming off from the outer joint member. In addition, the retaining portion is formed so as to protrude toward the inner diameter side by plastic working, and thus does not require a retaining ring as in the prior art.

Preferably, the outer diameter surface of the spherical surface center of the cage's are arranged on the joint opening side than the spherical center of the inner diameter surface of the cage. As a result, the depth of the outer joint member (cup depth) relative to the sliding amount of the internal parts is such that the spherical center of the inner diameter surface of the cage is located closer to the joint opening than the spherical center of the outer diameter surface of the cage. It can be shallower.

  Usually, a fixed type constant velocity universal joint is used for the constant velocity universal joint on the outboard side, and a sliding type constant velocity universal joint is used for the constant velocity universal joint on the inboard side. For this reason, the constant velocity universal joint on the inboard side is borne by the sliding type constant velocity universal joint and bears the amount of sliding in the entire axial direction of the drive shaft. Therefore, the length (depth) of the cup portion (the portion in which the inner joint member is accommodated) of the outer joint member in the sliding type constant velocity universal joint needs to be long (deep) so as to correspond to the sliding amount. .

  However, if the amount of axial sliding can be shared between the constant velocity universal joint on the outboard side and the constant velocity universal joint on the inboard side, the depth of the cup portion of the outer joint member of each constant velocity universal joint can be reduced.

The first drive shaft assembly method of the present invention includes a constant velocity universal joint on the outboard side, a constant velocity universal joint on the inboard side, and one end connected to the constant velocity universal joint on the outboard side. A torque transmission shaft having an end connected to a constant velocity universal joint on the inboard side , and each constant velocity universal joint is an assembly method of a drive shaft to which a boot is attached ,
A constant velocity universal joint on the outboard side, in which an inner ring constituent part in which a shaft constituent part constituting the torque transmitting shaft is connected in an integrated structure is accommodated in an outer joint member, and the torque transmitting shaft are configured. After assembling the constant velocity universal joint on the inboard side, in which the inner ring component part in which the shaft component part is connected in an integrated structure is accommodated in the outer joint member , the shaft component part is counteracted to each constant velocity universal joint. Install the boot by inserting from the end on the inner ring component side, then the end surface of the shaft component of the constant velocity universal joint on the outboard side, and the end surface of the shaft component of the constant velocity universal joint on the inboard side Are joined together.

The second drive shaft assembly method of the present invention includes a constant velocity universal joint on the outboard side, a constant velocity universal joint on the inboard side, and one end connected to the constant velocity universal joint on the outboard side. A torque transmission shaft having an end connected to a constant velocity universal joint on the inboard side , and each constant velocity universal joint is an assembly method of a drive shaft to which a boot is attached ,
A constant velocity universal joint on the outboard side, in which an inner ring constituent part in which a shaft constituent part constituting the torque transmitting shaft is connected in an integrated structure is accommodated in an outer joint member, and the torque transmitting shaft are configured. After assembling the constant velocity universal joint on the inboard side, in which the inner ring component part in which the shaft component part is connected in an integrated structure is accommodated in the outer joint member , the shaft component part is counteracted to each constant velocity universal joint. Install the boot by inserting from the end on the inner ring component side, then connect the shaft component of the constant velocity universal joint on the outboard side and the shaft component of the constant velocity universal joint on the inboard side to the intermediate shaft It joins linearly through .

  In the drive shaft according to the present invention, the inner ring component and the torque transmission shaft are integrated, so that the durability and torque load capacity, etc., of this type of conventional drive shaft can be maintained while the outer joint member is secured. The diameter can be reduced. Thereby, weight reduction and compactness can be achieved.

  Moreover, in the first drive shaft and the second drive shaft, when the boot is mounted on each constant velocity universal joint, the inner diameter dimension of the shaft mounting portion of the boot needs to be large enough to pass through the inner ring constituent portion. There is no. For this reason, it is not necessary to increase the diameter of the boot mounting portion of the shaft constituting portion, the weight of the shaft is not increased, a member for increasing the size is not required, and the number of parts and the number of assembly steps are not increased.

  If the constant velocity universal joint on the outboard side and the constant velocity universal joint on the inboard side are a common design product that differs only in the outer shape of the outer joint member, most of the components used can be shared. It is. For this reason, the facilities for manufacturing these components can be shared, and cost reduction can be achieved. In addition, the assemblability can be improved.

When the shaft for torque transmission is configured with the intermediate shaft and the shaft component, the length dimension of each shaft component can be set short. For this reason, each constant velocity universal joint becomes easy to handle and is excellent in assembly workability.

  If the retaining portion is formed so as to protrude toward the inner diameter side by plastic working, it is not necessary to separately provide a separate regulating member on the outer joint member or the like. This eliminates the need for circlip groove processing, which has been required in the past, and improves productivity, and does not require a circlip (retaining ring), reducing the number of parts, reducing costs and assembling. Improvement can be achieved. Moreover, it is possible to reliably prevent the internal parts from coming off.

  When the spherical center of the outer diameter surface of the cage is located closer to the joint opening than the spherical center of the inner diameter surface of the cage, the depth of the outer joint member (cup depth) relative to the sliding amount of the internal parts is reduced. The weight of the joint can be reduced.

  If the axial slide amount can be shared between the constant velocity universal joint on the outboard side and the constant velocity universal joint on the inboard side, the depth of the cup portion of the outer joint member of each constant velocity universal joint can be reduced. As a result, the outer joint member can be reduced in weight and size.

  If a double offset type constant velocity universal joint is used for the constant velocity universal joint on the outboard side and the constant velocity universal joint on the inboard side, it is optimal for a rear drive shaft that does not require a large operating angle.

  According to the first drive shaft assembling method of the present invention, after assembling the constant velocity universal joint on the outboard side and the constant velocity universal joint on the inboard side, the shaft component of the constant velocity universal joint on the outboard side And the end surface of the shaft constituting portion of the constant velocity universal joint on the inboard side are abutted against each other, and the assembling property of the boot can be improved. According to the second drive shaft assembly method of the present invention, after assembling the constant velocity universal joint on the outboard side and the constant velocity universal joint on the inboard side, the constant velocity universal joint on the outboard side The shaft component and the shaft component of the constant velocity universal joint on the inboard side are joined in a straight line via an intermediate shaft, and assembling the boot is improved as in the first drive shaft assembling method. Can be achieved.

It is sectional drawing of the drive shaft of 1st Embodiment of this invention. FIG. 2 is a cross-sectional view of a constant velocity universal joint on the outboard side of the drive shaft in FIG. 1. FIG. 2 is a cross-sectional view of a constant velocity universal joint on the inboard side of the drive shaft in FIG. 1. It is sectional drawing of the holder | retainer of the constant velocity universal joint of the drive shaft in the said FIG. It is sectional drawing of the constant velocity universal joint which shows the 1st modification on the inboard side. FIG. 6 is an enlarged cross-sectional view of a main part of the constant velocity universal joint of FIG. 5. It is sectional drawing of the constant velocity universal joint which shows the 2nd modification on the inboard side. It is a principal part expanded sectional view of the constant velocity universal joint of the said FIG. It is sectional drawing of the drive shaft of 2nd Embodiment of this invention. It is sectional drawing of the conventional drive shaft.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  FIG. 1 shows a drive shaft according to the present invention, which is composed of a constant velocity universal joint 41 on the outboard side, a constant velocity universal joint 42 on the inboard side, and a constant velocity universal joint whose one end is on the outboard side. 41 and a torque transmission shaft 43 whose other end is connected to the constant velocity universal joint 42 on the inboard side.

  As shown in FIGS. 2 and 3, both constant velocity universal joints 41 and 42 are formed by outer joint members 53 and 103 having a plurality of track grooves 52 and 102 formed on inner diameter surfaces 51 and 101, respectively, and outer diameter surfaces. Inner joint members 56, 106 having a plurality of track grooves 55, 105 formed in 54, 104, track grooves 52, 102 of the outer joint members 53, 103, and track grooves 55, 105 of the inner joint members 56, 106, A plurality of torque transmitting balls 57 and 107 serving as torque transmitting members that transmit torque interposed therebetween, inner diameter surfaces 51 and 101 of the outer joint members 53 and 103, and outer diameter surfaces of the inner joint members 56 and 106, respectively. And cages 58 and 108 for holding the balls 57 and 107.

  The outer joint members (outer rings) 53 and 103 protrude from cylindrical mouth portions 60 and 110 having track grooves 52 and 102 formed on the inner diameter surfaces 51 and 101, and bottom walls of the mouth portions 60 and 110, respectively. Stem portions 59 and 109. The track grooves 52 and 102 extend along the axial direction of the mouth portions 60 and 110, and, for example, six track grooves 52 and 102 are arranged at a pitch of 60 ° along the circumferential direction.

  Inner joint members 56 and 106 are connected to inner ring constituent parts 72 and 122 in which a plurality of track grooves 55 and 105 are formed on outer diameter surfaces 54 and 104, and are connected to inner ring constituent parts 72 and 122 in an integrated structure. It consists of shaft constituent parts 73 and 123. That is, the inner joint members 56 and 106 are formed of a single shaft member that constitutes the inner ring constituent portions 72 and 122 and the shaft constituent portions 73 and 123 that are integral structures. The shaft members are hollow shafts 70 and 120 having center holes 64 and 114. Corresponding to the track grooves 52 and 102 of the outer joint members 53 and 103, six track grooves 55 and 105 of the inner joint members 56 and 106 are also arranged, for example, at a 60 ° pitch along the circumferential direction. .

  The holders 58 and 108 are provided with six pockets 65 and 115 at a pitch of 60 ° along the circumferential direction, for example, and the balls 57 and 107 are held in the pockets 65 and 115. 4, the spherical center Ob of the inner diameter surfaces 58b and 108b of the cages 58 and 108 and the spherical center Oa of the outer diameter surfaces 58a and 108a of the cages 58 and 108 include a ball center O. The center plane P is offset to the opposite side by an equal distance T in the axial direction. In this case, the spherical centers Oa of the outer diameter surfaces 58a and 108a of the cages 58 and 108 are arranged closer to the joint opening side than the spherical centers Ob of the inner diameter surfaces 58b and 108b of the cage 58. As described above, the constant velocity universal joints 41 and 42 are sliding double offset type constant velocity universal joints (DOJ type constant velocity universal joints).

  The outer diameter surfaces 54 and 104 and the track groove surfaces of the inner ring components 72 and 122 of the inner joint members 56 and 106 are subjected to thermosetting treatment. In this case, the entire outer diameter surfaces of the hollow shafts 70 and 120 constituting the inner ring constituting portions 72 and 122 and the shaft constituting portions 73 and 123 may be subjected to thermosetting treatment. As the thermosetting treatment, various heat treatments such as induction hardening and carburizing and quenching can be employed. Here, induction hardening is a hardening method that applies the principle of heating a conductive object by placing Joule heat in a coil through which high-frequency current flows, and generating Joule heat by electromagnetic induction. is there. In addition, carburizing and quenching is a method in which carbon is infiltrated / diffused from the surface of a low carbon material and then quenched. In the case of induction hardening, at least the outer diameter surfaces 54 and 104 and the track groove surfaces in the inner ring constituent portions 72 and 122 are hardened. The hollow shafts 70 and 120 are made of, for example, a carbon steel material for mechanical structure, a structural steel material, or the like, and the hardness of the thermosetting portion is, for example, about 50 to 65 HRC.

  Boots 80 and 130 are attached to these constant velocity universal joints 41 and 42. The boots 80 and 130 include large-diameter portions 80a and 130a, small-diameter portions 80b and 130b, and bellows portions 80c and 130c that connect the large-diameter portions 80a and 130a and the small-diameter portions 80b and 130b.

In this case, boot mounting portions 82 and 132 having boot mounting concave grooves 83 and 133 are formed on the outer peripheral surfaces of the openings of the mouth portions 60 and 110 of the outer joint members 53 and 103. The large-diameter portions 80a and 130a of the boots 80 and 130 are externally fitted to the boot mounting portions 82 and 132, and the boots are inserted into the band fitting grooves provided on the outer peripheral surfaces of the large-diameter portions 80a and 130a of the boots 80 and 130. The bands 84 and 134 are fitted and tightened. As a result, the large-diameter portions 80 a and 130 a of the boots 80 and 130 are attached to the outer peripheral surfaces of the openings of the mouth portions 60 and 110 of the outer joint members 53 and 103.

  Further, boot mounting portions 86 and 136 having boot mounting concave grooves 85 and 135 are formed in the shaft constituting portions 73 and 123. The small diameter portions 80b and 130b of the boots 80 and 130 are fitted on the boot mounting portions 86 and 136, and the band fitting grooves 87 and 137 provided on the outer peripheral surfaces of the small diameter portions 80b and 130b of the boots 80 and 130 are fitted. The boot bands 88 and 138 are fitted and tightened. As a result, the small diameter portions 80 b and 130 b of the boots 80 and 130 are attached to the boot mounting portions 86 and 136 of the shaft constituting portions 73 and 123.

  When the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side are compared, only the outer shape of the outer joint members 53 and 103 is different, and the other portions have the same shape. For this reason, in the present invention, only the outer shape of the outer joint members 53 and 103 is different, and the other parts have a common design.

  In this case, the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side are the shaft constituting portion 73 of the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint on the inboard side. 42 shaft constituent parts 123 are joined in a butted manner. That is, the torque transmission shaft 43 is configured by joining the end surface 73 a of the shaft constituting portion 73 and the end surface 123 a of the shaft constituting portion 123.

  The joining (metal joining method) includes a mechanical joining method such as riveting joining, screw joining, or press fitting, and a metallurgical welding method such as fusion welding, pressure welding, brazing, and the like. These various joining methods can be used for joining with the shaft component 123. Here, the fusion welding is a method in which a base material to be joined is melted by using a welding material and applying heat to the base material to be joined together. Pressure welding is a method of joining with pressure with little or no heat applied. Brazing is a method in which only the brazing material (melting material) is melted without melting the base material, and poured into the boundary of the metals to be joined.

  When performing melt welding, for example, laser welding is preferable. Laser welding is a method of joining by irradiating a laser beam mainly on a metal as a heat source and locally melting and solidifying the metal. Laser welding is advantageous in that high-speed deep penetration welding is possible, welding heat influence is very small, and welding deformation is small.

  In the pressure welding, for example, a friction welding method is preferable. The friction welding method is a joining method in which members to be joined (for example, metal or resin) are rubbed together at high speed, and the members are softened by the frictional heat generated at the same time, and at the same time, pressure is applied to join them. Compared to conventional arc welding and gas welding, the heat source other than frictional heat is not required, welding rods and flux are unnecessary, and gas and spatter are not generated during joining. Easy joining method.

  Further, unlike the mechanical joining method or metallurgical welding method, adhesion using an adhesive may be used. As the adhesive, various materials suitable for the metal can be selected depending on the metal used.

  Next, a method for assembling the drive shaft will be described. First, the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side are assembled. That is, the constant velocity universal joint 41 on the outboard side in which the inner ring constituting portion 72 in which the shaft constituting portion 73 is continuously provided in an integral structure is accommodated in the outer joint member 53 is assembled. In addition, the inboard constant velocity universal joint 42 that houses the inner ring constituent portion 122 in which the shaft constituent portion 123 is continuously provided in an integral structure is assembled to the outer joint member 103.

  Next, the boots 80 and 130 are attached to the constant velocity universal joints 41 and 42. In this case, the boots 80 and 130 are inserted from the end portions of the shaft constituting portions 73 and 123 on the side opposite to the inner ring constituting portion, and the large diameter portions 80a and 130a of the boots 80 and 130 are inserted into the mouths of the outer joint members 53 and 103. In addition to being fitted on the boot mounting portions 82 and 132 of the portions 60 and 110, the small diameter portions 80 b and 130 b of the boots 80 and 130 are fitted on the boot mounting portions 86 and 136 of the shaft constituting portions 73 and 123. Thereafter, the boot bands 84, 134, 88, and 138 are fastened to the large diameter portions 80a and 130a and the small diameter portions 80b and 130b of the boots 80 and 130, respectively. Thereby, the constant velocity universal joints 41 and 42 to which the boots 80 and 130 are attached can be configured.

  Next, the end faces 73a and 123a of the constant velocity universal joints 41 and 42 are brought into a butted state, and the end faces 73a and 123a are joined to each other by the various joining methods described above. As a result, the drive shaft is assembled.

  By the way, in the drive shaft assembled in this way, the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side are double offset type constant velocity universal joints. Therefore, the axial slide amount as the drive shaft can be shared by the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side. That is, when the slide amount necessary for the drive shaft is L, the slide amount is shared by the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side, and can slide by 2 / L. Can be set as follows.

  In the present invention, since the inner ring constituent parts 72 and 122 and the torque transmission shafts 73 and 123 are integrated, it is not necessary to fit the shaft into the inner ring inner diameter surface. For this reason, the outer diameter dimensions of the inner ring constituent parts 72 and 122 can be reduced without making the track grooves shallow, and accordingly, the outer diameter dimensions of the outer joint members 53 and 103 can be reduced without making the track grooves shallow. Can be small. That is, the outer diameter dimensions of the outer joint members 53 and 103 can be reduced while ensuring the same durability and torque load capacity as those of this type of conventional drive shaft. Thereby, weight reduction and compactness can be achieved.

  In addition, in this drive shaft, the small diameter portions 80b and 130b of the boots 80 and 130 do not need to pass through the inner ring constituting portion when the boots are attached to the constant velocity universal joints. That is, it is not necessary to make the inner diameter dimension of the small diameter portions 80b, 130b of the boots 80, 130 large enough to pass through the inner ring constituent portion. Therefore, in the shaft constituent portion, the small diameter portions 80b, 130b having the large diameter. There is no need to provide a large-diameter portion corresponding to the inner diameter dimension. For this reason, it is not necessary to increase the diameter of the boot mounting portion of the shaft constituting portions 73 and 123, so that the weight of the shaft is not increased, a member for increasing the size is not required, and the number of parts and the number of assembly steps are increased. Do not invite.

  The constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side are common design products in which only the outer shape of the outer joint members 53 and 103 is different. Can be achieved. For this reason, the facilities for manufacturing these components can be shared, and cost reduction can be achieved. In addition, the assemblability can be improved.

  With the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side, it is possible to share the axial slide amount as the drive shaft. For this reason, the depth of the cup part of the outer joint members 53 and 103 of each constant velocity universal joint 41 and 42 can be made shallow. As a result, the weight of the outer joint member can be reduced. Moreover, in the said embodiment, the thermosetting process is performed to the outer-diameter surface in the inner ring | wheel structure parts 72 and 122 and the track groove surface. When the thermosetting treatment is performed in this way, wear caused by sliding of each part can be reduced, and the function as a constant velocity universal joint can be exhibited over a long period of time.

  In the case where the spherical center Oa of the outer diameter surfaces 58a and 108a of the cages 58 and 108 is disposed closer to the joint opening side than the spherical center Ob of the inner diameter surfaces 58b and 108b of the cages 58 and 108, the internal component S (inner ring configuration The depth (cup depth) of the outer joint member 53 with respect to the sliding amount of the parts 72 and 122, the balls 57 and 107, the cages 58 and 108, etc.) can be reduced by, for example, about 3 mm to 8 mm. it can. For this reason, weight reduction of a joint can be achieved.

  If the double offset type constant velocity universal joint is used for the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side, it is optimal for rear drive shafts and prober shafts that do not require a large operating angle. It becomes.

  FIG. 5 shows a first modification of the constant velocity universal joint 42 on the inboard side. In this case, a retaining portion 140 that protrudes toward the inner diameter side by plastic working on the opening side of the track groove 102 of the outer joint member 103. Is provided. As shown in FIG. 6, the retaining portion 140 includes an inclined surface 141 that is inclined toward the inner diameter side from the outer ring back side toward the opening side, and a radial end surface 142 that is provided continuously from the opening end of the inclined surface 141. It is comprised by the protrusion part 143 of the cross-sectional right-angled triangle shape. The retaining portion 140 may be formed by, for example, pressing a caulking portion of a caulking tool (not shown) into the opening of the track groove 102 and projecting a part of the bottom of the track groove 102 toward the inner diameter side. Good.

  For this reason, when the internal part S including the inner ring structure portion 122, the ball 107, and the cage 108 moves to the opening side of the outer joint member 103, the ball 107 rolling on the track groove 102 is moved to the retaining portion 140. Abut. As a result, the internal component S can be prevented from coming off from the outer joint member 103. Since the retaining portion 140 is a protrusion 143 having a right-angled triangular cross section, when the ball 107 abuts, the ball 107 is formed on an inclined surface 141 that is inclined from the outer ring rear side toward the opening side toward the inner diameter side. It will abut. For this reason, when the ball 107 contacts the retaining portion 140, the impact on the ball 107 is reduced. It should be noted that the retaining portions 140 may be provided in all the track grooves 102 or may be provided in any one or any number of track grooves.

  FIG. 7 shows a second modification of the constant velocity universal joint 42 on the inboard side. In this case, a retaining portion 145 that protrudes toward the inner diameter side by plastic working is formed on the opening side of the inner diameter surface 101 of the outer joint member 103. Is provided. Similarly to the retaining portion 140, the retaining portion 145 in this case also has an inclined surface 146 inclined toward the inner diameter side from the back side toward the opening side, and a radial end surface continuously provided from the opening end of the inclined surface 146. 147 and a protrusion 148 having a right triangle shape in cross section. For example, the retaining portion 145 presses a caulking portion of a caulking tool (not shown) into the opening of the outer joint member 103, and a part of the inner diameter surface of the outer joint member 103 protrudes toward the inner diameter side. You can do it.

  Therefore, when the internal part S including the inner ring structure portion 122, the ball 107, and the cage 108 moves to the opening side of the outer joint member 103, the outer diameter surface 108a of the cage 108 contacts the retaining portion 145. Touch. As a result, the internal component S can be prevented from coming off from the outer joint member 103. Since the retaining portion 145 is a protrusion 148 having a right-angled triangular cross section, when the retainer 108 comes into contact, the retainer 108 is an inclined surface that inclines from the rear side of the outer ring toward the inner diameter side toward the opening side. 146 will abut. For this reason, when the cage 108 contacts the retaining portion 145, the impact on the cage 108 is alleviated. Note that the retaining portion 145 may be provided at all positions between adjacent track grooves along the circumferential direction, or may be provided between any one or any number of track grooves. .

  If the retaining portions 140 and 145 are formed so as to protrude toward the inner diameter side by plastic working, it is not necessary to separately provide a separate regulating member on the outer joint member or the like. This eliminates the need for circlip groove processing, which has been required in the past, and improves productivity, and does not require a circlip (retaining ring), reducing the number of parts, reducing costs and assembling. Improvement can be achieved. Moreover, it is possible to reliably prevent the internal parts from coming off.

  In addition, the depth of the mouth portion 110 of the outer joint member 103 with respect to the axial sliding amount of the internal part S can be reduced by, for example, about 2 to 8 mm, compared with the case where the retaining ring restricts the removal. When a retaining ring is mounted, it is necessary to form a circumferential groove into which the retaining ring is fitted. Deepens. As described above, if the depth of the mouse part 110 of the outer joint member 103 can be reduced, the axial length of the mouse part 110 can be set short, and accordingly, light weight and downsizing can be achieved.

  Such retaining portions 140 and 145 may be provided in the constant velocity universal joint 41 on the outboard side. By providing the retaining portions 140 and 145 in the constant velocity universal joint 41 on the outboard side, the above-described effects can be achieved also in the constant velocity universal joint 41 on the outboard side.

  Next, FIG. 9 shows another embodiment, in this case, between the shaft constituting portion 73 of the constant velocity universal joint 41 on the outboard side and the shaft constituting portion 123 of the constant velocity universal joint 42 on the inboard side. An intermediate shaft 150 is interposed.

  In other words, the end surface 73a of the shaft constituting portion 73 of the constant velocity universal joint 41 on the outboard side and the end surface 150a on the outboard side of the intermediate shaft 150 are joined in abutting manner, and the shaft configuration of the constant velocity universal joint 42 on the inboard side. The end surface 123a of the part 123 and the end surface 150b on the inboard side of the intermediate shaft 150 are joined in a butting manner. In this case, for joining the end surface 73a and the end surface 150a and joining the end surface 123a and the end surface 150b, the above-described various joining methods are employed.

  Since the other structure of the drive shaft shown in FIG. 9 is the same as that of the drive shaft shown in FIG. 1, the same members as those in FIG. For this reason, even the drive shaft shown in FIG. 9 has the same effect as the drive shaft shown in FIG. 1 because the inner ring constituent part and the torque transmission shaft are integrated. In addition, since the torque transmission shaft 43 is constituted by the intermediate shaft 150 and the shaft constituting portions 73 and 123, the length dimensions of the respective shaft constituting portions 73 and 123 can be set short. For this reason, the constant velocity universal joints 41 and 42 before joining are easy to handle and have excellent assembly workability. Further, by changing the length dimension of the intermediate shaft 150, there is an advantage that drive shafts of various length dimensions can be easily configured.

  Further, even in the case of this drive shaft, the constant velocity universal joint 41 on the outboard side or the constant velocity universal joint 42 on the inboard side is provided with a retaining portion such as the constant velocity universal joint 42 shown in FIGS. 140 and 145 may be provided.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications are possible. For example, shaft components 73 and 123 of the drive shaft in FIGS. Although the intermediate shaft 150 in FIG. 9 is a hollow shaft, a solid shaft may be adopted instead of such a hollow shaft. In the case of securing the same strength, if a hollow shaft is used, there is an advantage that the weight can be reduced as compared with a solid shaft. If a solid shaft is used, the diameter can be reduced as compared with the hollow shaft. In FIG. 9, even if only the intermediate shaft 150 is a solid shaft and a hollow shaft is used for the shaft constituent portions 73 and 123, conversely, only the intermediate shaft 150 is a hollow shaft and the shaft constituent portion 73 is used. , 123 may be a solid axis. Even when a solid shaft is used in this way, it is preferable to subject the surface to a thermosetting treatment.

  The cross-sectional shape of the retaining portions 140 and 145 is not limited to a right triangle, and it is sufficient that the internal component S is locked and the internal component S is prevented from being removed. The thing of various shapes, such as an equilateral triangle, is employable.

  In the embodiment, the boots 80 and 130 are mounted on the constant velocity universal joints 41 and 42 by using a boot band and tightening the boot band. However, you may adhere | attach using an adhesive agent, without using a boot band. Furthermore, the boot may be attached to the constant velocity universal joints 41 and 42 by a laser welding joining method.

  When the intermediate shaft 150 is used, it is an integrally molded product in the embodiment, but a plurality of the intermediate shafts 150 may be joined. In addition, the inner joint members 56 and 106 including the inner ring constituent part and the shaft constituent part are integrally molded in the embodiment, but a plurality of inner joint members 56 and 106 may be joined. In this case, it is preferable not to provide the joint surface on the inner ring constituent portion.

  In the embodiment, the number of balls 57 and 107 that are torque transmission members of the constant velocity universal joints 41 and 42 is six, but the number of balls 57 and 107 is not limited to six. Can change. At this time, the number of balls may be different between the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side. Further, the constant velocity universal joints 41 and 42 are constituted by double offset type constant velocity universal joints. However, the constant velocity universal joints 41 and 42 may be sliding type constant velocity universal joints. For this reason, a tripod type or cross groove type constant velocity universal joint can be used for the constant velocity universal joints 41, 42. Different types of sliding type constant velocity universal joints can be used for the constant velocity universal joint 41 on the outboard side and the constant velocity universal joint 42 on the inboard side. Here, the tripod-type constant velocity universal joint includes an outer joint member in which a track groove extending in the axial direction is formed at the circumferentially equally divided position of the inner periphery, and a trunnion journal projecting radially from the circumferentially equally divided position. And a roller that is rotatably supported by each trunnion journal and is accommodated in the track groove. The cross-groove type constant velocity universal joint includes an outer joint member in which a plurality of linear track grooves inclined with respect to the axis line are formed on the inner peripheral surface, and a track of the outer joint member with respect to the axis line on the outer peripheral surface. An inner joint member formed with a track groove inclined in a direction opposite to the groove; a plurality of balls incorporated in a crossing portion of the track groove of the outer joint member and the track groove of the inner joint member; and the outer joint member And a cage for holding the ball between the inner joint member and the inner joint member.

41 Constant Velocity Universal Joint 42 Constant Velocity Universal Joint 43 Shaft 51, 101 Inner Diameter Surface 52, 102 Track Groove 53, 103 Outer Joint Member 54, 104 Outer Diameter Surface 55, 105 Track Groove 56, 106 Inner Joint Member 57, 107 Torque Transmission Balls 58, 108 Cage 58a, 108a Outer surface 58b, 108b Inner surface 72, 122 Inner ring structure 73, 123 Shaft component 140, 145 Retaining part 150 Intermediate shaft

Claims (9)

The constant velocity universal joint on the outboard side, the constant velocity universal joint on the inboard side, one end portion is connected to the constant velocity universal joint on the outboard side, and the other end portion is connected to the constant velocity universal joint on the inboard side Each constant velocity universal joint includes an outer joint member, an inner joint member, and a torque transmission member interposed between the outer joint member and the inner joint member to transmit torque. In the drive shaft which is a sliding type constant velocity universal joint provided,
In each constant velocity universal joint, the spherical center of the inner diameter surface of the cage and the spherical center of the outer diameter surface of the cage are offset to the opposite side by an equal distance in the axial direction with respect to the joint central surface including the ball center. In addition, the inner joint member of each constant velocity universal joint has an inner ring constituent part accommodated in the outer joint member, and the shaft constituent part constituting the torque transmission shaft is connected to the inner ring constituent part in an integrated structure. The drive shaft is characterized in that the shaft component of the constant velocity universal joint on the outboard side and the shaft component of the constant velocity universal joint on the inboard side are joined in a butted manner and used for the rear drive shaft. . The constant velocity universal joint on the outboard side, the constant velocity universal joint on the inboard side, one end portion is connected to the constant velocity universal joint on the outboard side, and the other end portion is connected to the constant velocity universal joint on the inboard side Each constant velocity universal joint includes an outer joint member, an inner joint member, and a torque transmission member interposed between the outer joint member and the inner joint member to transmit torque. In the drive shaft which is a sliding type constant velocity universal joint provided,
In each constant velocity universal joint, the spherical center of the inner diameter surface of the cage and the spherical center of the outer diameter surface of the cage are offset to the opposite side by an equal distance in the axial direction with respect to the joint central surface including the ball center. The inner joint member of the constant velocity universal joint has an inner ring constituent part accommodated in the outer joint member, and the shaft constituent part constituting the torque transmission shaft is connected to the inner ring constituent part in an integrated structure. It is installed and is used for the rear drive shaft by joining the shaft component of the constant velocity universal joint on the outboard side, the shaft component of the constant velocity universal joint on the inboard side, and the intermediate shaft. A featured drive shaft.   The constant velocity universal joint on the outboard side and the constant velocity universal joint on the inboard side are common design products that differ only in the outer shape of the outer joint member. Drive shaft.   4. A retaining portion that protrudes toward the inner diameter side by plastic working and is engaged with an internal part including an inner ring structure portion is provided on the opening side of the inner diameter surface of the outer joint member. The drive shaft according to any one of the above.   4. A retaining portion that protrudes toward the inner diameter side by plastic working and is engaged with an internal part including an inner ring structure portion is provided on the opening side of the track groove of the outer joint member. The drive shaft according to any one of the above. The drive shaft according to any one of claims 1 to 5, wherein the spherical center of the outer diameter surface of the cage is disposed closer to the joint opening side than the spherical center of the inner diameter surface of the cage . With in the constant velocity universal joint of the constant velocity universal joint and the inboard side of the outboard side, in any one of claims 1 to 6, characterized in that sharing the axial sliding of the drive shaft The described drive shaft. The constant velocity universal joint on the outboard side, the constant velocity universal joint on the inboard side, one end portion is connected to the constant velocity universal joint on the outboard side, and the other end portion is connected to the constant velocity universal joint on the inboard side A torque transmission shaft, and a drive shaft assembly method in which a boot is attached to each constant velocity universal joint,
A constant velocity universal joint on the outboard side, in which an inner ring constituent part in which a shaft constituent part constituting the torque transmitting shaft is connected in an integrated structure is accommodated in an outer joint member, and the torque transmitting shaft are configured. After assembling the constant velocity universal joint on the inboard side, in which the inner ring component part in which the shaft component part is connected in an integrated structure is accommodated in the outer joint member, the shaft component part is counteracted to each constant velocity universal joint. Install the boot by inserting from the end on the inner ring component side, then the end surface of the shaft component of the constant velocity universal joint on the outboard side, and the end surface of the shaft component of the constant velocity universal joint on the inboard side A method for assembling a drive shaft , wherein the two are joined together . The constant velocity universal joint on the outboard side, the constant velocity universal joint on the inboard side, one end portion is connected to the constant velocity universal joint on the outboard side, and the other end portion is connected to the constant velocity universal joint on the inboard side A torque transmission shaft, and a drive shaft assembly method in which a boot is attached to each constant velocity universal joint,
A constant velocity universal joint on the outboard side, in which an inner ring constituent part in which a shaft constituent part constituting the torque transmitting shaft is connected in an integrated structure is accommodated in an outer joint member, and the torque transmitting shaft are configured. After assembling the constant velocity universal joint on the inboard side, in which the inner ring component part in which the shaft component part is connected in an integrated structure is accommodated in the outer joint member, the shaft component part is counteracted to each constant velocity universal joint. Install the boot by inserting from the end on the inner ring component side, then connect the shaft component of the constant velocity universal joint on the outboard side and the shaft component of the constant velocity universal joint on the inboard side to the intermediate shaft The drive shaft is assembled in a straight line through the assembly method.

Images