JP2012167793A - Vehicle drive shaft - Google Patents

Vehicle drive shaft Download PDF

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Publication number
JP2012167793A
JP2012167793A JP2011031331A JP2011031331A JP2012167793A JP 2012167793 A JP2012167793 A JP 2012167793A JP 2011031331 A JP2011031331 A JP 2011031331A JP 2011031331 A JP2011031331 A JP 2011031331A JP 2012167793 A JP2012167793 A JP 2012167793A
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Prior art keywords
shaft
differential case
spline
vehicle
drive shaft
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JP2011031331A
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Japanese (ja)
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Shigeru Nishiyama
西山　　茂
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Toyota Motor Corp
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Toyota Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/202—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints
    • F16D3/205—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints the pins extending radially outwardly from the coupling part
    • F16D3/2055—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints the pins extending radially outwardly from the coupling part having three pins, i.e. true tripod joints
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D1/108—Quick-acting couplings in which the parts are connected by simply bringing them together axially having retaining means rotating with the coupling and acting by interengaging parts, i.e. positive coupling
    • F16D1/116—Quick-acting couplings in which the parts are connected by simply bringing them together axially having retaining means rotating with the coupling and acting by interengaging parts, i.e. positive coupling the interengaging parts including a continuous or interrupted circumferential groove in the surface of one of the coupling parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D2001/103—Quick-acting couplings in which the parts are connected by simply bringing them together axially the torque is transmitted via splined connections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D2003/22326—Attachments to the outer joint member, i.e. attachments to the exterior of the outer joint member or to the shaft of the outer joint member

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Retarders (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive shaft 10 that is prevented from whirling under a floor of vehicle when an intermediate shaft 12 of the vehicle drive shaft 10 becomes the weakest part in the driving system parts and is broken.SOLUTION: The vehicle drive shaft 10 is configured such that the part 28 weakest in the parts from one end to the other end thereof is positioned in a positioning part inside a differential case 26 of a final reduction gear 22, accordingly the weakest part 28 positioned inside the differential case 26 is to be broken, in the event that an over-torque is exerted thereon. Even in the broken state, an end of the vehicle drive shaft 10 positioned on a vehicle inner side is held in the differential case 26, thereby preferably preventing the vehicle drive shaft 10 from swinging while being rotated and causing collateral damages during traveling of the vehicle.

Description

本発明は、車両用ドライブシャフトに関し、特に、車両の走行中に破断したときに振れ回りを防止する技術に関するものである。   The present invention relates to a vehicle drive shaft, and more particularly to a technique for preventing run-out when the vehicle is broken during traveling.

車両には、その終減速装置から駆動輪へ動力を伝達するために、その終減速装置のサイドギヤと駆動輪との間に設けられたドライブシャフトが知られている。通常、このドライブシャフトは、中間シャフトと、その中間シャフトの両端に設けられる一対の等速継手とから構成される。この一対の等速継手のうちの車体内側のものは、スプライン歯が形成された嵌合軸を備え、終減速装置のサイドギヤに形成されたスプライン嵌合孔とスプライン嵌合されることにより、相対回転不能に連結される。特許文献１に記載された車両用ドライブシャフトは、その一例である。   2. Description of the Related Art A drive shaft provided between a side gear of a final reduction gear and a drive wheel is known for vehicles in order to transmit power from the final reduction gear to drive wheels. Normally, this drive shaft is composed of an intermediate shaft and a pair of constant velocity joints provided at both ends of the intermediate shaft. Of the pair of constant velocity joints, the one on the inner side of the vehicle body is provided with a fitting shaft formed with spline teeth, and the spline fitting hole formed in the side gear of the final reduction gear is connected to the spline. It is non-rotatably connected. The vehicle drive shaft described in Patent Document 1 is an example.

上記車両用ドライブシャフトにおいては、中間シャフトの両端に設けられる一対の等速継手の回曲機能によって終減速装置と駆動輪との相対変位が許容されるとともに、終減速装置から出力された回転をそれら一対の等速継手を介して等回転速度で駆動輪に伝達する。   In the vehicle drive shaft, the turning function of the pair of constant velocity joints provided at both ends of the intermediate shaft allows the relative displacement between the final reduction gear and the drive wheel, and the rotation output from the final reduction gear. Transmission is made to the drive wheels at a constant rotational speed through the pair of constant velocity joints.

特開２００１−０７４０５８号公報JP 2001-074058 A

ところで、上記ドライブシャフトは、車両の他の部品ユニットと比較して、許容強度や寸法などが細分化されていて、車両の要求性能から選択されると、駆動系部品の最弱部品ユニットとなる可能性があり、特に中間シャフトがその最弱部位となる可能性がある。このため、その中間シャフトに破損が発生すると仮定した場合には、車両の床下に露出している中間シャフトが車両の走行中に振れ回ることによって二次的な被害が引き起こされることも考えられる。   By the way, the drive shaft is subdivided in allowable strength, dimensions and the like as compared with other component units of the vehicle, and when selected from the required performance of the vehicle, it becomes the weakest component unit of the drive system component. In particular, the intermediate shaft may be the weakest part. For this reason, when it is assumed that the intermediate shaft is damaged, secondary damage may be caused by the intermediate shaft exposed under the floor of the vehicle being swung while the vehicle is running.

本発明は、以上の事情を背景として為されたものであり、その目的とするところは、車両用ドライブシャフトの中間シャフトが駆動系部品中の最弱部品となってそれが破損した場合でも、車両の床下で振れ回ることのない車両用ドライブシャフトを提供することにある。   The present invention has been made against the background of the above circumstances, the purpose of which is, even if the intermediate shaft of the vehicle drive shaft becomes the weakest component in the drive system components and it is damaged, An object of the present invention is to provide a vehicle drive shaft that does not swing under the vehicle floor.

上記目的を達成するための、本発明の要旨とするところは、(a) 中間シャフトとその中間シャフトの両端に設けられた一対の等速継手とから構成され、一端部が終減速装置のサイドギヤと連結され、他端部が駆動輪に連結される車両用ドライブシャフトであって、(b) 前記終減速装置のデフケース内に位置させられる部位に、前記一端部から他端部までのうちの最脆弱部が位置させられていることを特徴とする。   To achieve the above object, the gist of the present invention is that (a) an intermediate shaft and a pair of constant velocity joints provided at both ends of the intermediate shaft, one end of which is a side gear of the final reduction gear. A vehicle drive shaft having the other end connected to the drive wheel, and (b) a portion located in the differential case of the final reduction gear, from the one end to the other end. The most vulnerable part is located.

このように構成された本発明の車両用ドライブシャフトによれば、終減速装置のデフケース内に位置させられる部位に、一端部から他端部までのうちの最脆弱部が位置させられていることから、仮にドライブシャフトの最脆弱部に破損が発生するような過大なトルクが車両の駆動系に加えられる場合でも、必ずデフケース内に位置させられた最脆弱部が破断するので、破断状態であっても車両用ドライブシャフトの一端部はデフケースに保持され、ドライブシャフトが車両の走行中に振れ回ることによって二次的な被害が引き起こされることが好適に防止される。   According to the vehicle drive shaft of the present invention configured as described above, the most fragile portion from one end portion to the other end portion is located in a portion located in the differential case of the final reduction gear. Therefore, even if an excessive torque that causes damage to the weakest part of the drive shaft is applied to the drive system of the vehicle, the weakest part located in the differential case always breaks. However, one end of the vehicle drive shaft is held by the differential case, and secondary damage caused by the drive shaft swinging while the vehicle is running is preferably prevented.

ここで、好適には、(c) 前記終減速装置は、一軸まわりに回転可能にハウジングに支持された前記デフケースと、そのデフケースに収容されてそのデフケースによりその一軸に直交する軸心まわりに回転可能に支持されたピニオンと、そのデフケースに収容されてそのデフケースにより前記一軸まわりに回転可能に支持され且つそのピニオンを介して噛み合う一対のサイドギヤとを有し、(d) 前記一対の等速継手のうちの前記一端部側の等速継手には、スプライン歯が形成されたスプライン軸部と、そのスプライン軸部に続いて位置し前記デフケースに摺動可能に嵌合される嵌合軸部とを有する連結軸が突設され、(e) その連結軸は、前記デフケース内に位置させられて前記サイドギヤに形成されたスプライン嵌合孔に前記スプライン軸部がスプライン嵌合されることによりそのサイドギヤに相対回転不能に連結され、(f) 前記最脆弱部は、前記連結軸のスプライン軸部と嵌合軸部との間に形成された、そのスプライン軸部よりも断面積が小さな小断面部より設けられていることを特徴とする。このようにすれば、仮に最脆弱部に破損が発生するような過大なトルクが車両の駆動系に加えられる場合でも、必ずデフケース内に位置させられた最脆弱部が破断するので、破断状態であっても車両用ドライブシャフトの一端部である等速継手の連結軸はデフケースに保持され、ドライブシャフトが車両の走行中に振れ回ることによって二次的な被害が引き起こされることが好適に防止される。   Here, preferably, (c) the final reduction gear is supported by the housing so as to be rotatable around one axis, and is rotated around an axis perpendicular to the one axis accommodated in the differential case. And a pair of side gears housed in the differential case and rotatably supported about the one axis by the differential case and meshing with each other via the pinion, (d) the pair of constant velocity joints A constant velocity joint on one end of the spline shaft portion, spline shaft portions formed with spline teeth, and a fitting shaft portion positioned next to the spline shaft portion and slidably fitted to the differential case; (E) the connecting shaft is positioned in the differential case and the spline shaft portion is inserted into a spline fitting hole formed in the side gear. (F) The weakest portion is formed between the spline shaft portion and the fitting shaft portion of the connection shaft, and the spline shaft portion is formed between the side gear and the side gear. The cross-sectional area is provided from a small cross-sectional portion smaller than that. In this way, even if an excessive torque that causes damage to the most vulnerable part is applied to the drive system of the vehicle, the most vulnerable part positioned in the differential case always breaks. Even so, the connecting shaft of the constant velocity joint, which is one end of the vehicle drive shaft, is held in the differential case, and secondary damage caused by the drive shaft swinging while the vehicle is running is preferably prevented. The

また、好適には、前記連結軸には、その連結軸の先端面から前記環状溝を通過する長さを有する雌ねじ孔がその連結軸の軸心方向に穿設されていることを特徴とする。このようにすれば、連結軸のスプライン軸部と嵌合軸部との間の最脆弱部が破断したとしても、終減速装置を分解しなくても、その破断面に露出した雌ねじ孔に引抜治具の雄ねじを螺合させることでサイドギヤ内に取り残されたスプライン軸部をデフケース内から容易に取り出すことができるので、修理作業が容易となり、修理時間が短縮される。   Preferably, the connecting shaft is provided with a female screw hole having a length passing through the annular groove from a front end surface of the connecting shaft in the axial direction of the connecting shaft. . In this way, even if the most fragile part between the spline shaft part and the fitting shaft part of the connecting shaft breaks, even if the final reduction gear is not disassembled, it is pulled out into the female screw hole exposed on the fracture surface. Since the spline shaft portion left in the side gear can be easily taken out from the differential case by screwing the male screw of the jig, the repair work becomes easy and the repair time is shortened.

本発明が適用された車両用ドライブシャフトの全体的な構成を説明する概略図である。It is the schematic explaining the whole structure of the drive shaft for vehicles to which this invention was applied. 図１の車両用ドライブシャフトの一端部に設けられた摺動型等速継手の一部品の構成を説明するために拡大し且つ一部を切り欠いて示す図である。FIG. 2 is an enlarged and partially cutaway view illustrating a configuration of one part of a sliding type constant velocity joint provided at one end of the vehicle drive shaft of FIG. 1. 図１の車両用ドライブシャフトを終減速装置に連結した状態を説明する断面図である。It is sectional drawing explaining the state which connected the drive shaft for vehicles of FIG. 1 to the final reduction gear. 図３の終減速装置の一部を拡大して説明する断面図である。It is sectional drawing which expands and demonstrates a part of final deceleration device of FIG. 図２の摺動型等速継手の連結軸に設けられた最脆弱部が破断した状態を説明する断面図であって図４に相当する図である。FIG. 5 is a cross-sectional view for explaining a state in which the most fragile portion provided on the connecting shaft of the sliding type constant velocity joint of FIG. 2 is broken, corresponding to FIG. 4. 図２の摺動型等速継手の連結軸に設けられた最脆弱部が破断してその先端部がデフケース内に残された状態を説明する断面図であって図４に相当する図である。FIG. 5 is a cross-sectional view for explaining a state in which the most fragile portion provided on the connecting shaft of the sliding type constant velocity joint of FIG. 2 is broken and the tip portion is left in the differential case, corresponding to FIG. 4. .

以下、本発明の実施例を図面を参照しつつ詳細に説明する。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

図１は本発明が適用された車両用ドライブシャフト１０の全体的な構成を説明する概略図である。図１の車両用ドライブシャフト１０は、ＦＦ車両の全部に幅方向に配置されるフロントドライブシャフトであって、たとえば機械構造用炭素鋼製の中間シャフト１２と、その中間シャフト１２の両端に固設された一対の等速継手１４および１６とから構成される。この一対の等速継手１４および１６のうち、中間シャフト１２の車体外側の端部に設けられている等速継手１４は、たとえばバーフィールド型等速ジョイントから構成され、図示しない駆動輪( 前輪）が固定されるハブ２０に連結されている。また、一対の等速継手１４および１６のうち、中間シャフト１２の車体内側の端部に設けられている等速継手１６は、たとえば摺動式トリポート等速ジョイントから構成され、終減速装置２２のサイドギヤ２４に連結されている。これにより、車両用ドライブシャフト１０は、たとえば、トランスアクスル内の終減速装置２２から出力される駆動力を車両の前輪である駆動輪に伝達する。   FIG. 1 is a schematic diagram illustrating the overall configuration of a vehicle drive shaft 10 to which the present invention is applied. A vehicle drive shaft 10 in FIG. 1 is a front drive shaft that is arranged in the width direction on the entire FF vehicle, and is fixed to both ends of the intermediate shaft 12 made of carbon steel for mechanical structure, for example. The pair of constant velocity joints 14 and 16 are configured. Of the pair of constant velocity joints 14 and 16, the constant velocity joint 14 provided at the end of the intermediate shaft 12 on the outer side of the vehicle body is composed of, for example, a Barfield type constant velocity joint, and a driving wheel (front wheel) (not shown). Is connected to the hub 20 to be fixed. Of the pair of constant velocity joints 14 and 16, the constant velocity joint 16 provided at the end of the intermediate shaft 12 on the inner side of the vehicle body is composed of, for example, a sliding tripod constant velocity joint, It is connected to the side gear 24. Thereby, the drive shaft 10 for vehicles transmits the driving force output from the final reduction gear 22 in a transaxle to the driving wheel which is a front wheel of a vehicle, for example.

バーフィールド型等速ジョイントから成る等速継手１４は、中間シャフト１２の車体外側の一端部１２ａに相対回転不能に嵌装された内輪１４ａと、内部に収容室１４ｂが形成された外輪１４ｃとを備え、その内輪１４ａは外輪１４ｃの内部に形成された収容室１４ｂ内に収容されている。外輪１４ｃは、その軸心方向に突き出してハブ２０に形成された嵌合孔２０ａに相対回転不能に嵌合される連結軸１４ｄを備えている。連結軸１４ｄの端部外周面にはスプライン歯が形成されるとともに嵌合孔２０ａの内周面にはスプライン歯が形成されており、連結軸１４ｄは嵌合孔２０ａにスプライン嵌合される。   A constant velocity joint 14 composed of a Barfield type constant velocity joint includes an inner ring 14a that is fitted to one end portion 12a on the outer side of the vehicle body of the intermediate shaft 12 so as not to be relatively rotatable, and an outer ring 14c in which an accommodation chamber 14b is formed. The inner ring 14a is housed in a housing chamber 14b formed inside the outer ring 14c. The outer ring 14 c includes a connecting shaft 14 d that protrudes in the axial direction and is fitted in a fitting hole 20 a formed in the hub 20 so as not to be relatively rotatable. Spline teeth are formed on the outer peripheral surface of the end portion of the connecting shaft 14d, and spline teeth are formed on the inner peripheral surface of the fitting hole 20a. The connecting shaft 14d is spline-fitted into the fitting hole 20a.

上記内輪１４ａと外輪１４ｃとの間には、略円筒状のケージ１４ｅと、複数のボール１４ｆが設けられており、これらのボール１４ｆは、ケージ１４ｅに形成された複数の保持孔内に保持されている。内輪１４ａの外周面および外輪１４ｃの内周面には、複数のボール１４ｆに対応する複数本の案内溝１４ｇがそれらの軸心方向にそれぞれ形成されており、複数のボール１４ｆはそれら複数本の案内溝１４ｇ内に嵌め入れられて案内されるようになっている。これにより、外輪１４ｃおよびハブ２０は、中間シャフト１２の車両外側の端部を起点とする所定範囲内の円弧運動が許容されている。中間シャフト１２の端部と外輪１４ｃとの間の開口部分は、軟質樹脂製の合成ゴムからなる蛇腹状のブーツ１４ｈにより覆われている。このブーツ１４ｈは、その大径端が外輪１４ｃの周囲に嵌め着けられ、内径端が中間シャフト１２の端部に嵌め着けられている。そのブーツ１４ｈ内には潤滑グリースが充填されている。   A substantially cylindrical cage 14e and a plurality of balls 14f are provided between the inner ring 14a and the outer ring 14c, and these balls 14f are held in a plurality of holding holes formed in the cage 14e. ing. A plurality of guide grooves 14g corresponding to the plurality of balls 14f are formed in the axial direction on the outer peripheral surface of the inner ring 14a and the inner peripheral surface of the outer ring 14c, respectively. It is inserted into the guide groove 14g and guided. As a result, the outer ring 14c and the hub 20 are allowed to perform an arc motion within a predetermined range starting from the end of the intermediate shaft 12 on the vehicle outer side. The opening between the end of the intermediate shaft 12 and the outer ring 14c is covered with a bellows-like boot 14h made of a synthetic rubber made of soft resin. The boot 14 h has a large-diameter end fitted around the outer ring 14 c and an inner-diameter end fitted to the end of the intermediate shaft 12. The boot 14h is filled with lubricating grease.

摺動式トリポート等速ジョイントから成る等速継手１６は、中間シャフト１２の車体内側の他端部１２ｂに嵌め着けられた内輪１６ａと、内部に収容室１６ｂが形成された外輪１６ｃとを備え、その内輪１６ａは外輪１６ｃに形成された収容室１６ｂ内に収容されている。外輪１６ｃは、その軸心方向に突き出して図３に示すように終減速装置２２のサイドギヤ２４の中央に形成された嵌合孔２４ａに相対回転不能に嵌合される連結軸１６ｄを備えている。連結軸１６ｄの外周面にはスプライン歯が形成されるとともにスプライン嵌合孔２４ａの内周面にはスプライン歯が形成されており、連結軸１６ｄはスプライン嵌合孔２４ａにスプライン嵌合される。   The constant velocity joint 16 composed of a sliding triport constant velocity joint includes an inner ring 16a fitted to the other end 12b of the intermediate shaft 12 on the inner side of the vehicle body, and an outer ring 16c in which a storage chamber 16b is formed. The inner ring 16a is accommodated in an accommodation chamber 16b formed in the outer ring 16c. The outer ring 16c is provided with a connecting shaft 16d that protrudes in the axial direction and is fitted in a fitting hole 24a formed in the center of the side gear 24 of the final reduction gear 22 so as not to rotate relative thereto, as shown in FIG. . Spline teeth are formed on the outer peripheral surface of the connecting shaft 16d and spline teeth are formed on the inner peripheral surface of the spline fitting hole 24a. The connecting shaft 16d is spline-fitted into the spline fitting hole 24a.

上記内輪１６ａには、外側に突き出してローラ１６ｆをそれぞれ支持する３つの脚軸１６ｅが設けられている。外輪１６ｃの内周面には、３つのローラ１６ｆを受け入れてそれを軸心方向に案内する３本の案内溝１６ｇが設けられている。これにより、外輪１６ｃは、中間シャフト１２の車両内側の端部を起点とする所定範囲内の円弧運動が許容されている。また、中間シャフト１２の端部と外輪１６ｃとの間の開口部分は、軟質樹脂材料からなる蛇腹状のブーツ１６ｈにより覆われている。このブーツ１６ｈは、その大径端が外輪１６ｃの周囲に嵌め着けられ、内径端が中間シャフト１２の端部に嵌め着けられている。そのブーツ１６ｈ内には潤滑グリースが充填されている。   The inner ring 16a is provided with three leg shafts 16e that protrude outward and respectively support the rollers 16f. Three guide grooves 16g for receiving the three rollers 16f and guiding them in the axial direction are provided on the inner peripheral surface of the outer ring 16c. As a result, the outer ring 16c is allowed to perform an arc motion within a predetermined range starting from the vehicle inner end of the intermediate shaft 12. The opening between the end of the intermediate shaft 12 and the outer ring 16c is covered with a bellows-like boot 16h made of a soft resin material. The boot 16 h has a large-diameter end fitted around the outer ring 16 c and an inner-diameter end fitted on the end of the intermediate shaft 12. The boot 16h is filled with lubricating grease.

図２には、上記等速継手１６の外輪１６ｃの構成を一部切り欠いて拡大して示され、図３には、その等速継手１６の外輪１６ｃが組み付けられた終減速装置２２の構成が示され、図４には、その終減速装置２２の要部構成が拡大して示されている。   FIG. 2 is a partially enlarged view showing the configuration of the outer ring 16c of the constant velocity joint 16. FIG. 3 shows the configuration of the final reduction gear 22 in which the outer ring 16c of the constant velocity joint 16 is assembled. FIG. 4 shows an enlarged configuration of the main part of the final reduction gear 22.

図２において、等速継手１６の外輪１６ｃからその軸心Ｃ方向に突き出す連結軸１６ｄは、スプライン歯が形成されたスプライン軸部１６ｉと、そのスプライン軸部１６ｉよりもやや大きい径を有してそのスプライン軸部１６ｉに続いて位置し終減速装置２２のデフケース２６に摺動可能に嵌合されてそれにより支持される嵌合軸部１６ｊと、その嵌合軸部１６ｊに続いて位置しその嵌合軸部１６ｊより大きい径を有する大径軸部１６ｋとを有している。そして、この連結軸１６ｄには、デフケース２６内に位置させられる部位であって、特にスプライン軸部１６ｉと嵌合軸部１６ｊとの間に、車両用ドライブシャフト１０を通したトルク伝達が増加させられたときに最先に破断或いは剪断する最脆弱部２８が設けられている。この最脆弱部２８は、駆動力源から駆動輪までの車両の動力伝達経路において最も弱い部分であって、トルク伝達容量を最も小さくするように少なくとも連結軸１６ｄのなかで最も断面積を小さくする断面Ｖ字形の環状溝３０によって形成されている。なお、連結軸１６ｄの先端部には、抜止め用の止め輪３２を嵌め入れるためのリング溝３４が形成されている。   In FIG. 2, a connecting shaft 16d protruding in the direction of the axis C from the outer ring 16c of the constant velocity joint 16 has a spline shaft portion 16i in which spline teeth are formed and a diameter slightly larger than the spline shaft portion 16i. A fitting shaft portion 16j that is located following the spline shaft portion 16i, is slidably fitted to the differential case 26 of the final reduction gear 22, and is supported by the fitting shaft portion 16j. A large-diameter shaft portion 16k having a larger diameter than the fitting shaft portion 16j. The connecting shaft 16d is a portion that is positioned in the differential case 26. In particular, torque transmission through the vehicle drive shaft 10 is increased between the spline shaft portion 16i and the fitting shaft portion 16j. The most fragile portion 28 that breaks or shears first is provided. The weakest part 28 is the weakest part in the power transmission path of the vehicle from the driving force source to the driving wheel, and has the smallest cross-sectional area in at least the connecting shaft 16d so as to minimize the torque transmission capacity. It is formed by an annular groove 30 having a V-shaped cross section. A ring groove 34 for fitting a retaining ring 32 for retaining is formed at the tip of the connecting shaft 16d.

また、上記連結軸１６ｄには、その連結軸１６ｄの先端面から環状溝３０を通過する長さを有する雌ねじ孔３６がその連結軸１６ｄの軸心Ｃ方向に穿設されている。この雌ねじ孔３６は、連結軸１６ｄのスプライン軸部１６ｉと嵌合軸部１６ｊとの間の最脆弱部２８が破断したとしても、終減速装置２２を分解しなくても、その雌ねじ孔３６に雄ねじ工具を螺合させることでスプライン軸部１６ｉをデフケース２６内から容易に取り出すことを可能とするためのものである。   The connecting shaft 16d has a female screw hole 36 extending in the direction of the axis C of the connecting shaft 16d. The female screw hole 36 has a length that passes through the annular groove 30 from the distal end surface of the connecting shaft 16d. Even if the most vulnerable portion 28 between the spline shaft portion 16i and the fitting shaft portion 16j of the connecting shaft 16d is broken, the female screw hole 36 is formed in the female screw hole 36 without disassembling the final reduction gear 22. The spline shaft 16i can be easily taken out from the differential case 26 by screwing a male screw tool.

図３および図４に示すように、終減速装置２２は、車両の動力伝達経路の終段部に設けられ、図示しない変速機の出力軸から伝達される回転を減速し、且つ回転左右の駆動輪の回転差を許容しつつその変速機の出力軸から伝達される駆動力( トルク) をそれら左右の駆動輪に均等に伝達するものである。この終減速装置２２は、ＦＦ車両のトランスアクスルのハウジング４０内において配設されており、差動歯車機構を収容するデフケース２６が一対の円錐ころ軸受４２を介してそのハウジング４０により軸心Ｃ１まわりに回転可能に支持されている。デフケース２６は、それに固定されたリングギヤ４４と噛み合う図示しないドライブギヤを介して、図示しない変速機からの出力トルクによって回転駆動されるようになっている。   As shown in FIGS. 3 and 4, the final reduction device 22 is provided at the final stage of the power transmission path of the vehicle, decelerates the rotation transmitted from the output shaft of the transmission (not shown), and drives the left and right rotations. The driving force (torque) transmitted from the output shaft of the transmission is evenly transmitted to the left and right driving wheels while allowing the wheel rotation difference. The final reduction gear 22 is disposed in a transaxle housing 40 of the FF vehicle, and a differential case 26 that accommodates a differential gear mechanism is arranged around the axis C1 by a housing 40 via a pair of tapered roller bearings 42. Is rotatably supported. The differential case 26 is rotationally driven by an output torque from a transmission (not shown) via a drive gear (not shown) that meshes with a ring gear 44 fixed thereto.

デフケース２６には、上記軸心Ｃ１と直交する軸心Ｃ２まわりにピニオン４６を回転可能に支持するスパイダ４８が固定ピン４９により固定され、デフケース２６は、そのピニオン４６およびスパイダ４８と、デフケース２６によって軸心Ｃ１まわりに回転可能に支持されるとともにピニオン４６を介して相互に噛み合う一対のサイドギヤ２４とを、収容している。   A spider 48 is rotatably fixed to the differential case 26 by a fixing pin 49 around an axis C2 orthogonal to the axis C1. The differential case 26 is fixed by the pinion 46, the spider 48, and the differential case 26. A pair of side gears 24 that are rotatably supported around the axis C1 and mesh with each other via a pinion 46 are accommodated.

デフケース２６は、一対のサイドギヤ２４、複数のピニオン４６、スパイダ４８を収容する中央部５０と、その中央部５０が軸心Ｃ１方向の両側からそれぞれ回転軸心Ｃ１方向にそれぞれ突き出す円筒状端部５２とを有している。車両用ドライブシャフト１０の車両内側に設けられている等速継手１６の連結軸１６ｄは、その円筒状端部５２の端面に開口する支持孔５４から挿入され、連結軸１６ｄのスプライン軸部１６ｉがサイドギヤ２４のスプライン嵌合孔２４ａにスプライン嵌合されている。この組付状態では、スプライン軸部１６ｉの先端部に形成されているリング溝３４内に止め輪３２が嵌め入れられ、連結軸１６ｄがサイドギヤ２４から抜け止めされている。連結軸１６ｄの大径軸部１６ｋは上記支持孔５４よりも大径であるため、組み付け状態では、嵌合軸部１６ｊが支持孔５４に摺動可能に嵌合されることにより連結軸１６ｄがデフケース２６によって回転可能に支持されるとともに、嵌合軸部１６ｊと大径軸部１６ｋとの間の段部が上記円筒状端部５２の端面に接近させられている。   The differential case 26 includes a central portion 50 that houses a pair of side gears 24, a plurality of pinions 46, and a spider 48, and a cylindrical end portion 52 that protrudes in the direction of the rotational axis C1 from both sides in the direction of the axial center C1. And have. The connecting shaft 16d of the constant velocity joint 16 provided inside the vehicle drive shaft 10 is inserted through a support hole 54 opened in the end surface of the cylindrical end portion 52, and the spline shaft portion 16i of the connecting shaft 16d is connected to the connecting shaft 16d. The side gear 24 is spline-fitted in the spline fitting hole 24a. In this assembled state, the retaining ring 32 is fitted into the ring groove 34 formed at the tip of the spline shaft portion 16 i, and the connecting shaft 16 d is prevented from coming off from the side gear 24. Since the large-diameter shaft portion 16k of the connecting shaft 16d has a larger diameter than the support hole 54, in the assembled state, the fitting shaft portion 16j is slidably fitted into the support hole 54, thereby connecting the connecting shaft 16d. While being rotatably supported by the differential case 26, a step portion between the fitting shaft portion 16j and the large-diameter shaft portion 16k is brought close to the end surface of the cylindrical end portion 52.

図３および図４に示すように、上記組立状態において、連結軸１６ｄに形成された最脆弱部２８は、デフケース２６内においてサイドギヤ２４とデフケース２６の支持孔５４との間に位置している。そして、連結軸１６ｄには、その連結軸１６ｄの先端面から環状溝３０を通過する長さを有する雌ねじ孔３６がその連結軸１６ｄの軸心Ｃ方向に穿設されていて、最脆弱部２８が破断したときにはその破断面に雌ねじ孔３６が露出させられるようになっている。   As shown in FIGS. 3 and 4, the most fragile portion 28 formed on the connecting shaft 16 d is located in the differential case 26 between the side gear 24 and the support hole 54 of the differential case 26 in the assembled state. The connecting shaft 16d is formed with a female screw hole 36 having a length passing through the annular groove 30 from the distal end surface of the connecting shaft 16d in the direction of the axis C of the connecting shaft 16d. When the is broken, the female screw hole 36 is exposed to the broken surface.

図５は、たとえば車両の凹凸路面の走行によって、車両の駆動系に過大なトルクが付与された場合に、連結軸１６ｄに形成された最脆弱部２８が破断した状態を示している。この状態では、連結軸１６ｄの嵌合軸部１６ｊがデフケース２６の支持孔５４に嵌め入れられた状態で支持されているため、車両の走行中であっても連結軸１６ｄがデフケース２６から抜けないので、車両用ドライブシャフト１０が振れ回らない。   FIG. 5 shows a state in which the most fragile portion 28 formed on the connecting shaft 16d is broken when an excessive torque is applied to the drive system of the vehicle, for example, by traveling on an uneven road surface of the vehicle. In this state, since the fitting shaft portion 16j of the connecting shaft 16d is supported in a state of being fitted into the support hole 54 of the differential case 26, the connecting shaft 16d does not come out of the differential case 26 even while the vehicle is traveling. Therefore, the vehicle drive shaft 10 does not swing.

図６は、その破断した車両用ドライブシャフト１０の連結軸１６ｄをデフケース２６から引き抜いた状態を示している。この状態では、サイドギヤ２４の嵌合孔２４ａ内に、スプライン軸部１６ｉが取り残されている。連結軸１６ｄには、その連結軸１６ｄの先端面から環状溝３０を通過する長さを有する雌ねじ孔３６がその連結軸１６ｄの軸心Ｃ方向に穿設されているので、そのスプライン軸部１６ｉの破断面には、雌ねじ孔３６が露出している。このため、終減速装置２２を分解しなくても、その雌ねじ孔３６に引抜治具の雄ねじを螺合させることでスプライン軸部１６ｉをデフケース２６内から容易に取り出すことができる。   FIG. 6 shows a state where the broken connecting shaft 16 d of the vehicle drive shaft 10 is pulled out from the differential case 26. In this state, the spline shaft portion 16 i is left in the fitting hole 24 a of the side gear 24. The connecting shaft 16d is formed with a female screw hole 36 having a length passing through the annular groove 30 from the distal end surface of the connecting shaft 16d in the direction of the axis C of the connecting shaft 16d, so that the spline shaft portion 16i. A female screw hole 36 is exposed on the fracture surface of. Therefore, the spline shaft portion 16 i can be easily taken out from the differential case 26 by screwing the male screw of the extraction jig into the female screw hole 36 without disassembling the final reduction gear 22.

上述のように、本実施例の車両用ドライブシャフト１０によれば、終減速装置２２のデフケース２６内に位置させられる部位に、一端部から他端部までのうちの最脆弱部２８が位置させられていることから、仮に過大なトルクが加えられる場合でも、必ずデフケース２６内に位置させられた最脆弱部２８が破断するので、この破断状態であっても車両用ドライブシャフト１０の車両内側の端部はデフケース２６に保持され、車両用ドライブシャフト１０が車両の走行中に振れ回ることによって二次的な被害が引き起こされることが好適に防止される。   As described above, according to the vehicle drive shaft 10 of the present embodiment, the weakest portion 28 from one end portion to the other end portion is located at a position located in the differential case 26 of the final reduction gear 22. Therefore, even if an excessive torque is applied, the most vulnerable portion 28 positioned in the differential case 26 always breaks. Therefore, even in this broken state, the vehicle drive shaft 10 has a vehicle inner side. The end portion is held by the differential case 26, and secondary damage caused by the vehicle drive shaft 10 swinging while the vehicle is running is preferably prevented.

また、本実施例の車両用ドライブシャフト１０によれば、終減速装置２２は、一軸心Ｃ１まわりに回転可能にハウジング４０に支持されたデフケース２６と、そのデフケース２６に収容されてそのデフケース２６によりその一軸心Ｃ１に直交する軸心Ｃ２まわりに回転可能に支持された複数のピニオン４６と、そのデフケース２６に収容されてそのデフケース２６により一軸心Ｃ１まわりに回転可能に支持され且つそのピニオン４６を介して噛み合う一対のサイドギヤ２４とを有し、一対の等速継手１４、１６のうちの車両内側の端部側の等速継手１６には、スプライン歯が形成されたスプライン軸部１６ｉと、そのスプライン軸部１６ｉに続いて位置しデフケース２６の支持孔５４に摺動可能に嵌合される嵌合軸部１６ｊとを有する連結軸１６ｄが突設され、その連結軸１６ｄは、デフケース２６内に位置させられてサイドギヤ２４に形成されたスプライン嵌合孔２４ａにスプライン軸部１６ｉがスプライン嵌合されることによりそのサイドギヤ２４に相対回転不能に連結され、最脆弱部２８が、連結軸１６ｄのスプライン軸部１６ｉと嵌合軸部１６ｊとの間に形成された、そのスプライン軸部１６ｉよりも断面積が小さな小断面部より設けられている。このことから、仮に最脆弱部２８に破損が発生するような過大なトルクが駆動系に加えられて最脆弱部２８が破断したとしても、その破断状態では車両用ドライブシャフト１０の一端部である等速継手１６の連結軸１６ｄはデフケース２６内に保持されるので、車両用ドライブシャフト１０が車両の走行中に振れ回ることによって二次的な被害が引き起こされることが好適に防止される。   Further, according to the vehicle drive shaft 10 of the present embodiment, the final reduction gear 22 includes the differential case 26 supported by the housing 40 so as to be rotatable about the uniaxial center C1, and the differential case 26 accommodated in the differential case 26. And a plurality of pinions 46 rotatably supported around an axis C2 orthogonal to the uniaxial center C1, and accommodated in the differential case 26 and rotatably supported around the single axis C1 by the differential case 26. A pair of side gears 24 engaged via a pinion 46, and the constant velocity joint 16 on the vehicle inner end side of the pair of constant velocity joints 14 and 16 has a spline shaft portion 16i formed with spline teeth. And a connecting shaft having a fitting shaft portion 16j that is slidably fitted in the support hole 54 of the differential case 26 and that is positioned subsequent to the spline shaft portion 16i. 6d is projected, and the connecting shaft 16d is positioned in the differential case 26 and is rotated relative to the side gear 24 by the spline shaft portion 16i being spline-fitted into the spline fitting hole 24a formed in the side gear 24. The weakest portion 28, which is impossiblely connected, is provided from a small cross-sectional portion formed between the spline shaft portion 16i and the fitting shaft portion 16j of the connecting shaft 16d and having a smaller cross-sectional area than the spline shaft portion 16i. ing. Therefore, even if an excessive torque that causes damage to the most fragile portion 28 is applied to the drive system and the most fragile portion 28 breaks, it is one end portion of the vehicle drive shaft 10 in the broken state. Since the connecting shaft 16d of the constant velocity joint 16 is held in the differential case 26, secondary damage caused by the vehicle drive shaft 10 swinging while the vehicle is running is preferably prevented.

また、本実施例の車両用ドライブシャフト１０によれば、その連結軸１６ｄには、その連結軸１６ｄの先端面から環状溝３０を通過する長さを有する雌ねじ孔３６がその連結軸１６ｄの軸心Ｃ１方向に穿設されていることから、連結軸１６ｄのスプライン軸部１６ｉと嵌合軸部１６ｊとの間の最脆弱部２８が破断したとしても、終減速装置２２を分解しなくても、その破断面に露出した雌ねじ孔３６に抜取治具の雄ねじを螺合させることでサイドギヤ２４内に取り残されたスプライン軸部１６ｉをデフケース２６内から容易に取り出すことができるので、修理作業が容易となり、修理時間が短縮される。   Further, according to the vehicle drive shaft 10 of the present embodiment, the connecting shaft 16d has a female screw hole 36 having a length passing through the annular groove 30 from the distal end surface of the connecting shaft 16d. Since it is drilled in the direction of the center C1, even if the most fragile portion 28 between the spline shaft portion 16i and the fitting shaft portion 16j of the connecting shaft 16d is broken, the final reduction gear 22 need not be disassembled. Since the spline shaft portion 16i left in the side gear 24 can be easily taken out from the differential case 26 by screwing the male screw of the extraction jig into the female screw hole 36 exposed on the fracture surface, repair work is easy. Thus, the repair time is shortened.

以上、本発明の実施例を図面に基づいて詳細に説明したが、本発明はその他の態様においても適用される。   As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

たとえば、前述の実施例の車両用ドライブシャフト１０では、中間シャフト１２の車体外側の端部に設けられている等速継手１４はバーフィールド型等速ジョイントから構成され、中間シャフト１２の車体内側の端部に設けられている等速継手１６は摺動式トリポート等速ジョイントから構成されていたが、それら等速継手１４、１６は、他の形式の継手、たとえばツエッパ型等速ジョイント、固定型トリポート等速ジョイント、ダブルオフセット型等速ジョイント、クロスグルーブ型等速ジョイントから構成されていてもよい。   For example, in the vehicle drive shaft 10 of the above-described embodiment, the constant velocity joint 14 provided at the end of the intermediate shaft 12 on the outer side of the vehicle body is configured by a Barfield type constant velocity joint, and the intermediate shaft 12 on the inner side of the vehicle body. The constant velocity joint 16 provided at the end portion is composed of a sliding triport constant velocity joint. However, the constant velocity joints 14 and 16 are other types of joints such as a zepper type constant velocity joint and a fixed type. You may comprise the triport constant velocity joint, the double offset type constant velocity joint, and the cross groove type constant velocity joint.

また、前述の実施例の車両用ドライブシャフト１０は、ＦＦ車両のトランスアクスル内の終減速装置２２と前輪との間に設けられたものであったが、４ＷＤ車両或いは４ＷＳ車両の前部或いは後部に配置された終減速装置２２と駆動輪との間に設けられたものであってもよい。この場合、リングギヤ４４は平歯車であったが、傘歯車となる。   Further, the vehicle drive shaft 10 of the above-described embodiment is provided between the final reduction gear 22 in the transaxle of the FF vehicle and the front wheel. However, the front or rear portion of the 4WD vehicle or 4WS vehicle is used. It may be provided between the final reduction gear device 22 and the drive wheels. In this case, the ring gear 44 is a spur gear, but is a bevel gear.

また、最脆弱部２８は、環状溝３０によって構成されていたが、連結軸１６ｄのスプライン軸部１６ｉと嵌合軸部１６ｊとの間に形成された貫通孔により小断面とされることにより構成されてもよいし、連結軸１６ｄをスプライン軸部１６ｉと嵌合軸部１６ｊとの２部材を部分溶接することにより構成し、その部分溶接部を最脆弱部２８としてもよい。   Moreover, although the most fragile part 28 was comprised by the annular groove 30, it is comprised by making it a small cross section with the through-hole formed between the spline shaft part 16i of the connection shaft 16d, and the fitting shaft part 16j. Alternatively, the connecting shaft 16d may be configured by partially welding two members of the spline shaft portion 16i and the fitting shaft portion 16j, and the partially welded portion may be the weakest portion 28.

また、最脆弱部２８は、連結軸１６ｄのスプライン軸部１６ｉと嵌合軸部１６ｊとの間に形成されていたが、嵌合軸部１６ｊの軸心Ｃ１方向の中間部に設けられていてもよい。要するに、最脆弱部２８が破断した場合に、連結軸１６ｄがデフケース２６から抜けない位置であればよい。   Further, although the most fragile portion 28 is formed between the spline shaft portion 16i and the fitting shaft portion 16j of the connecting shaft 16d, it is provided at an intermediate portion in the direction of the axis C1 of the fitting shaft portion 16j. Also good. In short, it is only necessary that the connecting shaft 16d be positioned so as not to come out of the differential case 26 when the weakest portion 28 is broken.

なお、上述したのはあくまでも一実施形態であり、本発明は当業者の知識に基づいて種々の変更、改良を加えた態様で実施することができる。   The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

１０：車両用ドライブシャフト
１２：中間シャフト
１４：等速継手
１６：等速継手
１６ｄ：連結軸
１６ｉ：スプライン軸部
１６ｊ：嵌合軸部
２０：ハブ
２２：終減速装置
２４：サイドギヤ
２４ａ：スプライン嵌合孔
２６：デフケース
２８：最脆弱部
３０：環状溝
３６：雌ねじ孔
４０：ハウジング
４６：ピニオン 10: Vehicle drive shaft 12: Intermediate shaft 14: Constant velocity joint 16: Constant velocity joint 16d: Connection shaft 16i: Spline shaft portion 16j: Fitting shaft portion 20: Hub 22: Final reduction device 24: Side gear 24a: Spline fitting Joint hole 26: Differential case 28: Most vulnerable part 30: Annular groove 36: Female screw hole 40: Housing 46: Pinion

Claims (3)

中間シャフトと該中間シャフトの両端に設けられた一対の等速継手とから構成され、一端部が終減速装置のサイドギヤと連結され、他端部が駆動輪に連結される車両用ドライブシャフトであって、
前記終減速装置のデフケース内に位置させられる部位に、前記一端部から他端部までのうちの最脆弱部が位置させられていることを特徴とする車両用ドライブシャフト。 This is a vehicle drive shaft that includes an intermediate shaft and a pair of constant velocity joints provided at both ends of the intermediate shaft, one end of which is connected to the side gear of the final reduction gear, and the other end is connected to drive wheels. And
The vehicular drive shaft, wherein the most vulnerable portion from the one end portion to the other end portion is located at a portion located in the differential case of the final reduction gear. 前記終減速装置は、一軸まわりに回転可能にハウジングに支持された前記デフケースと、該デフケースに収容されて該デフケースにより該一軸に直交する軸心まわりに回転可能に支持されたピニオンと、該デフケースに収容されて該デフケースにより前記一軸まわりに回転可能に支持され且つ該ピニオンを介して噛み合う一対のサイドギヤとを有し、
前記一対の等速継手のうちの前記一端部側の等速継手には、スプライン歯が形成されたスプライン軸部と、該スプライン軸部に続いて位置し前記デフケースに摺動可能に嵌合される嵌合軸部とを有する連結軸が突設され、
該連結軸は、前記デフケース内に位置させられて前記サイドギヤに形成されたスプライン嵌合孔に前記スプライン軸部がスプライン嵌合されることにより該サイドギヤに相対回転不能に連結され、
前記最脆弱部は、前記連結軸のスプライン軸部と嵌合軸部との間に形成された、該スプライン軸部よりも断面積が小さな小断面部より設けられていることを特徴とする請求項１の車両用ドライブシャフト。 The final reduction gear includes: a differential case that is supported by a housing so as to be rotatable about one axis; a pinion that is accommodated in the differential case and is rotatably supported by the differential case around an axis perpendicular to the one axis; and the differential case And a pair of side gears that are rotatably supported about the one axis by the differential case and mesh with each other via the pinion,
The constant velocity joint on the one end side of the pair of constant velocity joints is fitted with a spline shaft portion on which spline teeth are formed and is slidably fitted to the differential case, which is located following the spline shaft portion. A connecting shaft having a fitting shaft portion to be protruded,
The connecting shaft is connected to the side gear so as not to rotate relative to the side gear by being spline-fitted to a spline fitting hole formed in the side gear and positioned in the differential case.
The most fragile portion is provided from a small cross-sectional portion formed between a spline shaft portion and a fitting shaft portion of the connecting shaft and having a smaller cross-sectional area than the spline shaft portion. Item 1. The vehicle drive shaft according to Item 1. 前記連結軸には、該連結軸の先端面から前記環状溝を通過する長さを有する雌ねじ孔が該連結軸の軸心方向に穿設されていることを特徴とする請求項２の車両用ドライブシャフト。   3. The vehicle according to claim 2, wherein a female screw hole having a length passing through the annular groove from a front end surface of the connection shaft is formed in the connection shaft in the axial direction of the connection shaft. Drive shaft.
JP2011031331A 2011-02-16 2011-02-16 Vehicle drive shaft Withdrawn JP2012167793A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10844943B2 (en) 2015-10-23 2020-11-24 Honda Motor Co., Ltd. Rotating body, power transmission device using same, and rotating body production method

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10844943B2 (en) 2015-10-23 2020-11-24 Honda Motor Co., Ltd. Rotating body, power transmission device using same, and rotating body production method

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