Abstract: A driveshaft assembly having two CV joints and an intermediate shaft. One of the CV joints (11) includes an outer joint part (12) with first ball tracks (14), an inner joint part (17) with second ball tracks (18), and balls (19) held in a common plane by a cage (20). First and second angles of intersection of the ball tracks (14, 18) of a pair of tracks are identical in size and are positioned symmetrically relative to the joint axis. The ball cage (20) is axially fixed in the constant velocity joint. The intermediate shaft includes a longitudinal plunging unit (41) having a sleeve (42) with first ball grooves (43) which extend axially, a journal (44) with second ball grooves (45) which extend axially, balls (46) which are held in a cage (47) in groups in pairs of the first and second ball grooves (43, 45).

Abstract: A driveshaft assembly having two CV joints and an intermediate shaft. One of the CV joints (11) includes an outer joint part (12) with first ball tracks (14), an inner joint part (17) with second ball tracks (18), and balls (19) held in a common plane by a cage (20). First and second angles of intersection of the ball tracks (14, 18) of a pair of tracks are identical in size and are positioned symmetrically relative to the joint axis. The ball cage (20) is axially fixed in the constant velocity joint. The intermediate shaft includes a longitudinal plunging unit (41) having a sleeve (42) with first ball grooves (43) which extend axially, a journal (44) with second ball grooves (45) which extend axially, balls (46) which are held in a cage (47) in groups in pairs of the first and second ball grooves (43, 45).

Abstract: A driveshaft assembly having two CV joints and an intermediate shaft. One of the CV joints (11) includes an outer joint part (12) with first ball tracks (14), an inner joint part (17) with second ball tracks (18), and balls (19) held in a common plane by a cage (20). First and second angles of intersection of the ball tracks (14, 18) of a pair of tracks are identical in size and are positioned symmetrically relative to the joint axis. The ball cage (20) is axially fixed in the constant velocity joint. The intermediate shaft includes a longitudinal plunging unit (41) having a sleeve (42) with first ball grooves (43) which extend axially, a journal (44) with second ball grooves (45) which extend axially, balls (46) which are held in a cage (47) in groups in pairs of the first and second ball grooves (43, 45).

Abstract: A slide-type constant velocity universal joint has an inner shaft member having trunnions rotatably and axially slidably carrying rollers respectively received in axial guide grooves formed in an outer shaft member. Each guide groove accommodates a pair of inner groove members each axially slidably disposed between one of the side faces of the guide groove and an associated roller and providing a cylindrical inner groove in line contact with a spherical outer surface of the roller. A roller bearing or a low-friction layer is disposed between each inner groove member and an associated side face of an associated guide groove. In another embodiment, a single inner groove member is disposed in each guide groove and has a pair of side wall portions each disposed between a roller and an associated side face of the guide groove.

Abstract: This method is for balancing a propeller shaft which includes a slide type constant velocity joint which has an internal cavity for receiving lubricant. In the specified order: first, the slide type constant velocity joint is slid in to substantially the maximum amount possible therefor, so as to reduce its internal cavity to substantially its minimum volume; second, lubricant is packed into this internal cavity to a fill ratio of substantially 100%, while the constant velocity joint remains thus substantially fully slid in; and, third, while the constant velocity joint still remains thus substantially fully slid in, the propeller shaft is balanced. Thereby, unbalance of the propeller shaft due to the lubricant such as grease received in the internal cavity of the constant velocity joint becoming collected preferentially on one side of the internal cavity during the balancing process is positively prevented.

Abstract: A final drive and differential unit for a motor vehicle comprises a differential carrier integrally formed with a cylindrical support structure, a differential gear unit rotatably mounted within the carrier and provided thereon with a ring gear, and a drive pinion shaft supported by a pair of axially spaced outside and inside bearings within the support structure, the pinion shaft extending outwardly through an annular oil seal member mounted within the outer end portion of the support structure and being provided at its inner end with a pinion in mesh with the ring gear.

Abstract: In a final drive and differential unit comprising a ring gear integral with a differential gear unit rotatably mounted within a carrier, and a drive pinion shaft supported by a pair of axially spaced bearings within a cylindrical support structure of the carrier, the shaft extends outwardly through an oil seal member mounted within an outer end portion of the support structure and is provided at its inner end with a drive pinion in mesh with the ring gear. The support structure is formed at one side thereof with an enlarged portion formed therein with an oil supply passage opening at its one end into the carrier at the same side as the ring gear and is formed at the other side thereof with another enlarged portion formed therein with an oil return passage opening at its opposite ends into the carrier and into a first annular space between the oil seal member and the bearing.

Abstract: A lubricating structure of a differential carrier includes a drive pinion shaft attaching portion, an oil supply hole and an oil return hole extended respectively along and provided on both sides of the attaching portion and a ring gear attaching portion formed to extend the axis of a ring gear in the direction crossing these holes. A gap between a portion located on the lower side of the oil supply hole in a member surrounding the ring gear attaching portion and the ring gear disposed in the attaching portion is formed so as to be larger than that between a portion located on the upper side of the oil supply hole in the member and the ring gear. The oil supply hole is formed to give an inclination downward in front when the differential carrier is mounted on a car body.

Abstract: A vibration damping device for a mechanical clutch release system comprising a damper weight mounted to an inner cable connected to a release fork by a clevis. The damper weight is provided with an axial bore for receiving the inner cable, two slits formed on diametrically opposite sides of the axial bore, a bolt for securely holding the inner cable in the axial bore and a cylindrical portion provided near the release fork to coaxially encircle the clevis.