JP6904891B2 - Vehicle constant velocity universal joint - Google Patents

Description

The present invention relates to a reduction in sliding resistance generated in a constant velocity universal joint.

A cup-shaped outer joint member having a plurality of outer track grooves formed on the inner peripheral surface, an inner joint member having a plurality of inner track grooves formed on the outer peripheral surface, and the outer track of the outer joint member. A plurality of torque transmission balls interposed between the groove and the inner track groove of the inner joint member, and the torque transmission balls are interposed between the outer joint member and the inner joint member to hold the torque transmission balls. Constant velocity universal joints are known that include an annular cage with pockets. This is the constant velocity joint (constant velocity universal joint) described in Patent Document 1.

In the constant velocity joint of Patent Document 1, the release angle formed so as to be released from the opening of the outer joint member toward the side opposite to the opening, and the release angle thereof from the side opposite to the opening of the outer joint member. A technique in which the release angles formed so as to be released toward the opening are alternately formed in the circumferential direction so that the direction of the pushing force of the balls at the time of torque input is alternately different for each adjacent ball. Is disclosed. By being configured like the constant velocity joint of Patent Document 1, the direction of the pushing force of the balls at the time of torque input is reversed for each adjacent ball, so that the force applied to the cage via the balls at the time of torque input ( Load) is reduced. Therefore, it is possible to reduce the sliding resistance between the inner peripheral surface of the cage and the outer peripheral surface of the inner joint member, and the sliding resistance between the outer peripheral surface of the cage and the inner peripheral surface of the outer joint member. Become.

Japanese Unexamined Patent Publication No. 2004-169915 Japanese Unexamined Patent Publication No. 2013-133918

By the way, at the time of torque input, not only the sliding resistance between the cage and the outer joint member and the inner joint member described above, but also between the torque transmission ball and the outer track groove, and between the torque transmission ball and the inner track groove. Sliding resistance is also generated between them. Further, for example, it is known that idle vibration occurs due to sliding resistance in a constant velocity joint during idle operation, and in order to suppress this vibration, between the torque transmission ball and the outer track groove. , And the sliding resistance generated between the torque transmission ball and the inner track groove also needs to be reduced.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a constant velocity universal joint for a vehicle capable of reducing sliding resistance generated internally at the time of torque input. ..

The gist of the first invention is (a) a cup-shaped outer joint member having a plurality of outer track grooves formed on the inner peripheral surface, and a plurality of inner track grooves formed on the outer peripheral surface. The inner joint member, a plurality of torque transmission balls interposed between the outer track groove of the outer joint member and the inner track groove of the inner joint member, and the outer joint member and the inner joint member. A constant-velocity universal joint of a vehicle comprising an annular cage interposed between the two and having a pocket for holding the torque transmission ball, wherein (b) the groove bottom line of the outer track groove and the torque transmission ball. The release angle, which is the angle between the tangent line at the contact point and the tangent line at the contact point between the groove bottom line of the inner track groove and the torque transmission ball, is from the cup bottom side of the outer joint member to the cup of the outer joint member. The first release angle in which the distance between the tangents becomes wider toward the opening side and the second release angle in which the distance between the tangents becomes wider from the cup opening side to the cup bottom side of the outer joint member. The outer track groove and the inner side forming the second release angle, and (c) the first groove pair consisting of the outer track groove and the inner track groove forming the first release angle. Second groove pairs composed of track grooves are alternately arranged in the circumferential direction, and (d) at least one of the torque transmission balls interposed in the first groove pair and the second groove pair. At least one of the torque transmission balls interposed in the torque transmission ball is formed so that the diameter of the torque transmission ball is larger than the diameter of the other torque transmission balls, and (e) is interposed in the first groove pair. The number of the torque transmission balls having a diameter larger than that of the other torque transmission balls is the same as the number of the torque transmission balls interposed in the second groove pair and having a diameter larger than that of the other torque transmission balls. It is characterized by being.

The gist of the second invention is that, in the constant velocity universal joint of the vehicle of the first invention, the total number of the torque transmission balls is set to an even number and arranged at positions facing each other in the radial direction. The diameter of the torque transmission ball interposed in the first groove pair and the second groove pair is larger than the diameter of the other torque transmission balls.

Further, the gist of the third invention is that in the constant velocity universal joint of the vehicle of the first invention or the second invention, the diameter of the torque transmission ball having a diameter larger than that of the other torque transmission balls is set during idle operation. Is characterized in that the diameter is set to be larger than that of the other torque transmission balls.

According to the constant velocity universal joint of the vehicle of the first invention, at least one of the torque transmission balls interposed in the first groove pair and at least one of the torque transmission balls interposed in the second groove pair. Is formed to have a diameter larger than the diameter of other torque transmission balls, so that torque is transmitted through a torque transmission ball having a larger diameter than other torque transmission balls in a low torque region such as during idle operation. Is performed, and torque transmission by other torque transmission balls is suppressed. Therefore, since the number of torque transmission balls to which torque is transmitted is reduced, the sliding resistance between the torque transmission balls and the outer track groove and the inner track groove can be reduced.

Further, at the time of torque input, the number of torque transmission balls interposed in the first groove pair and torque transmitted is the same as the number of torque transmission balls interposed in the second groove pair. , The pushing forces generated by these torque transmission balls cancel each other out, and the force acting on the cage via the torque transmission balls is greatly reduced. Therefore, the sliding resistance between the inner peripheral surface of the cage and the outer peripheral surface of the inner joint member and the sliding resistance between the outer peripheral surface of the cage and the inner peripheral surface of the outer joint member are also reduced. , The sliding resistance generated in the constant velocity universal joint can be further reduced, and the vibration caused by the sliding resistance in the constant velocity universal joint can be reduced.

Further, according to the constant velocity universal joint of the vehicle of the second invention, the total number of torque transmission balls is set to an even number, and the first groove pair and the second groove are arranged at positions facing each other in the radial direction. Since the diameter of the torque transmission balls interposed in each pair is larger than the diameter of the other torque transmission balls, the pushing force of the torque transmission balls interposed in the first groove pair and the second torque transmission ball at the time of torque input are performed. The force applied to the cage is reduced by canceling out the pushing force of the torque transmission balls interposed in the groove pair. Therefore, the sliding resistance generated at the contact portion between the cage and the outer joint member and the inner joint member is reduced.

Further, according to the constant velocity universal joint of the vehicle of the third invention, the diameter of the torque transmission ball having a large diameter is set to a value larger than that of other torque transmission balls during idle operation, and therefore is idle. During operation, torque is transmitted by a torque transmission ball having a large diameter. Therefore, since the number of torque transmission balls to which torque is transmitted during idle operation is reduced, the sliding resistance during idle operation is reduced, and vibration caused by the sliding resistance during idle operation is suppressed. Further, when the torque becomes larger than that during idle operation such as during normal running, the torque transmission ball having a large diameter is elastically deformed, so that torque is also transmitted by other torque transmission balls. As a result, when the torque increases, the torque is also transmitted by the remaining torque transmission balls, so that the same torque transmission as that of the conventional constant velocity universal joint becomes possible.

It is an assembly part which shows the internal structure of the constant velocity joint of the vehicle which is one Example of this invention. It is an arrow view view of the constant velocity joint of FIG. 1 as seen from the direction of arrow A. It is BB sectional view of the constant velocity joint of FIG.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or deformed, and the dimensional ratios and shapes of each part are not necessarily drawn accurately.

FIG. 1 is an assembly drawing (perspective view) showing an internal structure of a constant velocity joint 10 of a vehicle according to an embodiment of the present invention. It is well known that the constant velocity joint 10 is provided between two rotation axes and transmits rotation between these rotation axes even when the angle (intersection angle) formed by these two rotation axes changes. It is a constant velocity universal joint. The constant velocity joint 10 corresponds to the constant velocity universal joint of the present invention.

The constant velocity joint 10 includes an outer race 12, an inner race 14 arranged on the inner peripheral side of the outer race 12, six balls 16 inserted between the outer race 12 and the inner race 14, and six balls 16. The six balls 16 are configured to include an outer track groove 22 described later in the outer race 12 and a cage 18 holding the inner track 14 so as not to fall off from the inner track groove 24 described later. The outer race 12 corresponds to the outer joint member of the present invention, the inner race 14 corresponds to the inner joint member of the present invention, and the ball 16 corresponds to the torque transmission ball of the present invention.

The outer race 12 is rotatably arranged around the rotation axis CL1 (hereinafter, axis CL1) together with the rotation shaft 20 connected to the outer race 12, and is formed in a cup shape having one end in the axis CL1 direction open. Further, the rotating shaft 20 is connected to the side opposite to the opening (hereinafter referred to as the cup bottom side) in the direction of the axis CL1 of the outer race 12. On the inner peripheral surface of the cup-shaped portion of the outer race 12, six outer track grooves 22 similar to the ball 16 are formed at equal angular intervals in the circumferential direction. The outer track groove 22 corresponds to the outer track groove of the present invention.

The inner race 14 has an annular shape and is arranged on the inner side of the cup-shaped portion of the outer race 12. The inner race 14 is rotatable around the rotation axis CL2 (hereinafter, axis CL2) located at the center thereof. On the outer peripheral surface of the inner race 14, six inner track grooves 24, which are the same as the balls 16, are formed at equal angular intervals in the circumferential direction. Further, on the inner peripheral surface of the inner race 14, spline teeth for spline fitting with a rotation shaft (not shown) are formed. The inner track groove 24 corresponds to the inner track groove of the present invention.

The ball 16 is made of a metal material and is formed in a spherical shape. The ball 16 is interposed between the outer track groove 22 of the outer race 12 and the inner track groove 24 of the inner race 14 in the radial direction of the rotating shaft 20. The ball 16 is swingable (rollable) along the groove shapes of the outer ball groove 22 and the inner ball groove 24.

For example, when torque is input from the inner race 14, the torque is transmitted from the inner race 14 to the outer race 12 via each ball 16. At this time, since the ball 16 engages with the inner track groove 24 of the inner race 14 and also engages with the outer track groove 22 of the outer race 12, the inner race 14, the ball 16, and the outer race 12 are integrated. Rotate to. Further, the ball 16 swings (rolls) in the axis CL1 direction along the shapes of the outer ball groove 22 and the inner ball groove 24 according to the intersection angle of the constant velocity joint 10, and when the constant velocity joint 10 makes one rotation. Return to the original position.

The cage 18 is formed in an annular shape, and both the inner peripheral surface and the outer peripheral surface are formed in a smooth curved surface shape. The cage 18 is interposed between the outer race 12 and the inner race 14 in the radial direction of the rotating shaft 20. The cage 18 is formed with six pockets 26 for holding the balls 16 so as not to fall off at equal intervals in the circumferential direction. The pocket 26 is a through hole penetrating between the inner peripheral surface and the outer peripheral surface of the cage 18, and is formed in a rectangular shape extending longitudinally along the circumferential direction of the cage 18 when viewed from the outside in the radial direction. Each of the balls 16 is housed in the pocket 26. Therefore, each ball 16 is always held by the cage 18 at a position at equal angular intervals in the circumferential direction.

FIG. 2 corresponds to a view of the constant velocity joint 10 from the direction of arrow A in FIG. 1, that is, a view of the constant velocity joint 10 from the opening side of the outer race 12 in the direction of the axis CL1. Further, FIG. 3 is a cross-sectional view taken along the line BB of the constant velocity joint 10 of FIG. Note that FIG. 3 shows a state in which the rotation axis CL1 of the outer race 12 and the rotation axis CL2 of the inner race 14 are coaxial with each other. Hereinafter, unless otherwise specified, the axis lines CL1 and CL2 will be referred to as the axis lines CL. Further, as shown in FIGS. 2 and 3, the ball 16 is composed of two types of balls, a ball 16a and a ball 16b having different diameters, but the ball 16 is described as a ball 16 unless otherwise specified. Similarly, as shown in FIGS. 2 and 3, the outer track groove 22 is composed of a first outer track groove 22a and a second outer track groove 22b having different shapes, and the inner track groove 24 is a first inner having a different shape. It is composed of a track groove 24a and a second inner track groove 24b, but when not particularly distinguished, it is described as an outer track groove 22 and an inner track groove 24, respectively.

As shown in FIG. 2, the outer track groove 22 is composed of a first outer track groove 22a and a second outer track groove 22b having different groove shapes. Further, the inner track groove 24 is composed of a first inner track groove 24a and a second inner track groove 24b having different groove shapes. By arranging the first outer track groove 22a and the first inner track groove 24a at the same position in the circumferential direction, a first groove pair 28 for accommodating the balls 16 is formed. That is, the first groove pair 28 is composed of the first outer track groove 22a and the first inner track groove 24a. Further, the second outer track groove 22b and the second inner track groove 24b are arranged at the same position in the circumferential direction to form a second groove pair 30 for accommodating the balls 16. That is, the second groove pair 30 is composed of the second outer track groove 22b and the second inner track groove 24b.

Hereinafter, the shapes of the outer track groove 22 and the inner track groove 24 will be described.

Above the axis CL in FIG. 3, the first outer track groove 22a and the first inner track groove 24a forming the first groove pair 28 are shown. In the first groove pair 28, at the tangent line L1 at the contact point S1 between the groove bottom line M1 of the first outer track groove 22a and the ball 16, and at the contact point S2 between the groove bottom line M2 of the first inner track groove 24a and the ball 16. A first release angle α is formed between the tangent line L2 and the tangent line L1 having the intersection X1 as the apex and the tangent line L2. The first release angle α has a wider distance between the tangent line L1 and the tangent line L2 from the cup bottom side located on the side opposite to the opening of the outer race 12 in the axis CL direction toward the opening side. It is said that such a release angle α is released from the cup bottom side of the outer race 12 toward the opening side. The groove bottom line M1 is a line connecting the points having the shortest linear distance from the axis CL among the first outer track grooves 22a, that is, the central portion of the first outer track groove 22a having a U-shaped cross section. Corresponds to the connecting line. Further, the groove bottom line M2 of the first inner track 24a, the groove bottom line M3 of the second outer track groove 22b and M4 of the second inner track groove 24b, which will be described later, are also defined in the same manner.

When torque is input to the ball 16 interposed between the pair of first outer track grooves 22a and the first inner track groove 24a forming the release angle α, the ball 16 has the first outer track groove 22a and Due to the wedge effect of the first inner track groove 24a, the pushing force F1 acting in the opening direction of the outer race 12 in the axis CL direction acts. This pushing force F1 also acts on the cage 18 via the contact point between the ball 16 and the pocket 26 of the cage 18.

Below the axis CL in FIG. 3, the second outer track groove 22b and the second inner track groove 24b forming the second groove pair 30 are shown. In the second groove pair 30, at the tangent line L3 at the contact point S3 between the groove bottom line M3 of the second outer track groove 22b and the ball 16, and at the contact point S4 between the groove bottom line M4 of the second inner track groove 24b and the ball 16. A second open angle β is formed between the tangent line L4 and the tangent line L3 having the intersection X2 as the apex and the tangent line L4. In the second release angle β, the distance between the tangent line L3 and the tangent line L4 becomes wider from the opening side of the outer race 12 toward the cup bottom side in the axis CL direction. Such a release angle β is said to be released from the opening side of the outer race 12 toward the bottom side of the cup.

When torque is input to the ball 16 interposed between the pair of second outer track grooves 22b and the second inner track groove 24b forming the release angle β, the ball 16 has the second outer track groove 22b and Due to the wedge effect of the second inner track groove 24b, the pushing force F2 acting in the direction of the cup bottom of the outer race 12 acts in the axis CL direction. That is, a pushing force F2 that acts in the direction opposite to the pushing force F1 in the axis CL direction is generated. This pushing force F2 also acts on the cage 18 via the contact point between the ball 16 and the pocket 26 of the cage 18. As described above, the release angle of this embodiment includes the first release angle α and the second release angle β.

As shown in FIG. 2, a first groove pair 28 composed of a first outer track groove 22a and a first inner track groove 24a, and a second groove pair composed of a second outer track groove 22b and a second inner track groove 24b. 30 is arranged alternately in the circumferential direction. Further, since six outer track grooves 22 and six inner track grooves 24 are formed, the first groove pair 28 and the second groove pair 30 are arranged at positions facing each other in the circumferential direction. That is, the second groove pair 30 is arranged at a position symmetrical with respect to the first groove pair 28 with respect to the axis CL.

With the above configuration, when torque is input to the constant velocity joint 10, the pushing force F1 generated by the balls 16 interposed in the first groove pair 28 forming the first release angle α and , The pushing force F2 generated by the balls 16 interposed in the second groove pair 30 forming the second opening angle β cancels each other out, so that the force (load) in the axis CL direction acting on the cage 18 Is greatly reduced.

By reducing the force acting on the cage 18 in this way, the sliding resistance at the contact portion between the outer peripheral surface of the cage 18 and the inner peripheral surface of the outer race 12 and the inner peripheral surface of the cage and the inner race The sliding resistance at the contact portion with the outer peripheral surface of 14 is significantly reduced.

By the way, in the constant velocity joint 10, at the time of torque input, the ball 16 is in contact with the outer track groove 22 and the inner track groove 24, and the ball 16 is also in contact with the pocket 26 of the cage 18. Sliding resistance is also generated between these contact portions. In particular, the sliding resistance generated between the ball 16 and the outer track groove 22 and the inner track groove 24 is large. Here, during the idle operation of the engine, the constant velocity joint 10 is in a state of low torque and no rotation, but at this time, vibration (idle vibration) due to the sliding resistance in the constant velocity joint 10 may occur. Are known. In order to reduce this vibration, it is necessary to reduce the sliding resistance between 16 and the outer track groove 22 and the inner track groove 24.

In order to reduce the sliding resistance between the ball 16 and the outer track groove 22 and the inner track groove 24, the ball 16 is composed of two types of balls having different diameters, the ball 16a and the ball 16b. Specifically, the diameter D1 of two balls 16a out of the six balls 16 is larger than the diameter D2 of the other four balls 16b (D1> D2). Specifically, the diameter D1 of the ball 16a is made larger by about 0.01 mm to 0.02 mm than the diameter D2 of the ball 16b. In this embodiment, one ball 16a out of the three balls 16 interposed in the first groove pair 28 is set to a diameter D1 larger than the diameter D2 of the balls 16b, and the first groove pair 28 is set. The balls 16a interposed in the second groove pair 30 arranged at positions facing each other in the radial direction are set to have a diameter D1 larger than the diameter D2 of the balls 16b. Therefore, the number of balls 16a having a diameter D1 interposed in the first groove pair 28 and the number of balls 16a having a diameter D1 interposed in the second groove pair 30 are the same number.

As described above, since the diameter D1 of the balls 16a is larger than the diameter D2 of the balls 16b, torque is transmitted only by the balls 16a in a low torque region such as during idle operation, and the torque is transmitted to the four balls 16b. Is not torque transmitted. Therefore, the frictional force between the four balls 16b and the grooves (outer track groove 22 and inner track groove 24) in contact with the balls 16 can be significantly reduced to zero or about zero. That is, the number of balls 16 in which sliding resistance is generated between the balls 16 and the groove in contact with the balls can be substantially reduced from six to two. Therefore, the sliding resistance in the constant velocity joint 10 is reduced.

At this time, torque is transmitted by a pair of balls 16a facing each other in the radial direction, and as shown in FIG. 3, one of the pair of balls 16a has a first outer track groove 22a forming a first groove pair 28. Because it is interposed between the first inner track groove 24a and the other of the balls 16a is interposed between the second outer track groove 22b and the second inner track groove 24b forming the second groove pair 30. , One of the pair of balls 16a generates a thrust force F1, and the other of the pair of balls 16a generates a thrust force F2. Therefore, even during idle operation, the thrust forces F1 and F2 cancel each other out, so that the force acting on the cage 18 in the axis CL direction is reduced, so that the cage 18, the outer track groove 22, and the inner track groove 24 The sliding resistance between them is also reduced.

Further, in normal running, the force applied to the balls 16a increases due to the increase in torque as compared with the idle driving. Therefore, the balls 16a are elastically deformed, so that the remaining four balls 16b in addition to the balls 16a also cause the balls 16a. Torque is transmitted. As described above, when the torque increases, the torque is transmitted by the six balls 16, so that the torque can be transmitted by the constant velocity joint 10 even if the torque increases. Therefore, when the torque increases, the constant velocity joint 10 operates in the same manner as the conventional constant velocity joint, so that the reliability of the constant velocity joint 10 can be ensured.

As described above, the diameter D1 of the ball 16a is 0.01 mm to 0.02 mm larger than the diameter D2 of the ball 16b, but the diameter D1 of the ball 16a is set experimentally or by design in advance, for example, idle. When the ball 16b is maintained in a state larger than the diameter D2 during operation and the torque becomes larger than the torque input during idle operation, the ball 16a elastically deforms to have the same diameter D2 as the ball 16b. Is set to. That is, the diameter D1 of the ball 16a is made larger than the diameter D2 of the ball 16b so that the amount of deformation of the ball 16a with respect to the torque input during idle operation can be absorbed. Therefore, during idle operation, torque is transmitted only by the ball 16a, and when the torque input during idle operation is exceeded, torque is also transmitted by the ball 16b. Therefore, the number of balls 16 to which torque is transmitted during idle operation is reduced, and the sliding resistance in the constant velocity joint 10 is reduced, so that vibration during idle operation is reduced.

As described above, according to the present embodiment, the diameter D1 of the ball 16a interposed in the first groove pair 28 and the ball 16a interposed in the second groove pair 30 is the diameter of the ball 16b. Since it is formed larger than D2, torque is transmitted via the ball 16a in a low torque region such as during idle operation, and torque transmission by the ball 16b is suppressed. Therefore, since the number of balls 16 for which torque is transmitted is reduced, the sliding resistance between the balls 16 and the outer track groove 22 and the inner track groove 24 can be reduced.

Further, at the time of torque input, the number of balls 16a interposed in the first groove pair 28 and the torque being transmitted is the same as the number of balls 16a interposed in the second groove pair 30. The pushing forces F1 and F2 generated by these balls 16a cancel each other out, and the force acting on the cage 18 via the balls 16a is significantly reduced. Therefore, the sliding resistance between the inner peripheral surface of the cage 18 and the outer peripheral surface of the inner race 14 and the sliding resistance between the outer peripheral surface of the cage 18 and the inner peripheral surface of the outer race 12 are also reduced. Therefore, the sliding resistance generated in the constant velocity joint 10 can be further reduced, and the vibration caused by the sliding resistance in the constant velocity joint 10 can be reduced. In addition, the heat generated in the sliding portion is also reduced.

Further, the total number of balls 16 is set to 6 which is an even number, and the balls 16a interposed in the first groove pair 28 and the second groove pair 30 which are arranged at positions facing each other in the circumferential direction. Since the diameter D1 is larger than the diameter D2 of the balls 16b, when torque is input, the pushing force F1 of the balls 16a interposed in the first groove pair 28 and the balls 16a interposed in the second groove pair 30 By canceling each other with the pushing force F2, the force applied to the cage 18 is reduced. Therefore, the sliding resistance generated at the contact portion between the cage 18 and the outer race 12 and the inner race 14 is reduced.

Further, since the diameter D1 of the ball 16a is set to a value larger than that of the ball 16b during idle operation, torque is transmitted by the ball 16a during idle operation. Therefore, since the number of balls 16 for which torque is transmitted during idle operation is reduced, the sliding resistance during idle operation is reduced, and vibration caused by the sliding resistance during idle operation is suppressed. Further, when the input torque is larger than that during idle operation such as during normal traveling, the ball 16a is elastically deformed, so that the torque is also transmitted by the ball 16b. As a result, when the torque increases, the torque is also transmitted by the ball 16b, so that the same torque transmission as that of the conventional constant velocity joint is possible.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in the above-described embodiment, the number of balls 16 is 6, but the number is not necessarily limited to this. The number of balls 16 may be changed as appropriate, such as 4 or 8. Further, the present invention can be applied even if the number of balls 16 is an odd number such as five. When the number of balls 16 is an odd number, the force (load) acting on the cage 18 at the time of torque input is larger than that of an even number. Therefore, the number of balls 16 is preferably an even number.

Further, in the above-described embodiment, the balls 16a facing each other in the radial direction have a diameter D1 larger than that of the remaining balls 16b, but the balls 16a are not necessarily limited to the balls 16a facing each other in the radial direction. For example, the diameters of adjacent balls 16 in the circumferential direction may be made larger than those of other balls 16.

Further, in the above-described embodiment, two balls 16a out of the six balls 16 have a diameter D1 larger than that of the remaining balls 16b, but the diameter D1 is not necessarily limited to the two balls 16a. For example, the diameter of the four balls 16 may be increased. In this case, for example, torque is transmitted by four balls 16 during idle operation, but the number of balls 16 to which torque is transmitted is smaller than that in the case where torque is transmitted by six balls 16. , The effect of the present invention can be obtained. In short, the number of balls 16a interposed in the first groove pair 28 and having a diameter larger than that of the balls 16b is the same as the number of balls 16a interposed in the second groove pair 30 and having a diameter larger than that of the balls 16b. If it is set, the effect of the present invention can be obtained.

Further, in the above-described embodiment, the diameter D1 of the ball 16a is set to be about 0.01 mm to 0.02 mm larger than the diameter D2 of the ball 16b, but this numerical value is one aspect of this embodiment. , Will be changed as appropriate. That is, for example, when the diameter D2 of the ball 16b is larger than that of the ball 16b during idle operation and the torque is larger than the torque input during idle operation, the ball 16a is elastically deformed to have the same diameter D2 as the ball 16b. It does not matter if it is a value. Further, the value is not necessarily limited to the value based on the torque input during idle operation, and the diameter D1 of the ball 16a may be set based on the torque at which the problematic vibration is generated.

It should be noted that the above is only one embodiment, and the present invention can be implemented in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Constant velocity joint (constant velocity universal joint)
12: Outer race (outer joint member)
14: Inner race (inner joint member)
16, 16a, 16b: Ball (torque transmission ball)
18: Cages 22, 22a, 22b: Outer track groove (outer track groove)
24, 24a, 24b: Inner track groove (inner track groove)
26: Pocket 28: First groove pair 30: Second groove pair α: First release angle β: Second release angle

Claims (3)

A cup-shaped outer joint member having a plurality of outer track grooves formed on the inner peripheral surface, an inner joint member having a plurality of inner track grooves formed on the outer peripheral surface, and the outer track of the outer joint member. A plurality of torque transmission balls interposed between the groove and the inner track groove of the inner joint member, and the torque transmission balls are interposed between the outer joint member and the inner joint member to hold the torque transmission balls. An annular cage with pockets, which is a constant velocity universal joint of a vehicle.
The release angle, which is the angle between the tangent line at the contact point between the groove bottom line of the outer track groove and the torque transmission ball and the tangent line at the contact point between the groove bottom line of the inner track groove and the torque transmission ball, is the above-mentioned. The first release angle at which the distance between the tangents increases from the cup bottom side of the outer joint member toward the cup opening side of the outer joint member, and the cup bottom side from the cup opening side of the outer joint member. It consists of a second release angle that widens the distance between the tangents toward
A first groove pair consisting of the outer track groove and the inner track groove forming the first release angle, and a second groove pair consisting of the outer track groove and the inner track groove forming the second release angle. And are arranged alternately in the circumferential direction,
At least one of the torque transmission balls interposed in the first groove pair and at least one of the torque transmission balls interposed in the second groove pair have different diameters of the torque transmission balls. It is formed larger than the diameter of the torque transmission ball of
The number of the torque transmission balls interposed in the first groove pair and having a diameter larger than that of the other torque transmission balls, and the diameter of the torque transmission balls intervening in the second groove pair and having a diameter larger than that of the other torque transmission balls. A constant-velocity universal joint of a vehicle, characterized in that the number of torque transmission balls is the same. The total number of torque transmission balls is set to an even number,
The diameter of the torque transmission balls interposed in the first groove pair and the second groove pair, which are arranged at positions facing each other in the radial direction, is larger than the diameter of the other torque transmission balls. The constant speed universal joint of the vehicle according to claim 1. Claim 1 or claim 1, wherein the diameter of the torque transmission ball having a diameter larger than that of the other torque transmission ball is set to a value larger than that of the other torque transmission ball during idle operation. Constant speed universal joint for 2 vehicles.

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