JP2017122501A - Shaft connection structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a stress concentration to a salient part of a tolerance ring by a load in a radial direction caused by relative inclinations of an outside shaft and an inside shaft in the radial direction.SOLUTION: In a shaft connection structure 10 of a vehicle, a tolerance ring 34 comprises a ring-shaped base part 42, and a salient part 44 which is salient to a radial direction from a plurality of regions which are separated to a peripheral direction of the base part 42, and extends to a center axial line C direction. The base part 42 and the salient part 44 are curvedly formed so as to become large in diameters as progressing toward centers compared with both ends in the center axial core C direction, an annular salient part 50 having a salient curved face 52 continuous to the peripheral direction is formed at a position in which the base part 42 of a reduction shaft 18 is arranged, and the tolerance ring 34 is arranged outside the reduction shaft 18 so that the base part 42 slide-contacts with the annular salient part 50. Therefore, a stress concentration to the salient part 44 caused by relative inclinations of the reduction shaft 18 and a rotor shaft 14 is suppressed.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle shaft connection structure, and more particularly to a technique for suppressing stress concentration due to a radial load on a convex portion of a tolerance ring due to a relative radial inclination between an outer shaft and an inner shaft.

  An inner shaft, an outer shaft arranged coaxially with the inner shaft and outside the inner shaft, and a tolerance ring press-fitted between the outer peripheral surface of the inner shaft and the inner peripheral surface of the outer shaft. Including a vehicle shaft connection structure is known. For example, this is the vehicle shaft coupling structure of Patent Document 1. The tolerance ring generates frictional force between the outer peripheral surface of the inner shaft and the inner peripheral surface of the outer shaft, thereby preventing rattling of the coupling mechanism between the inner shaft and the outer shaft. For example, when an inner shaft and an outer shaft are connected by a spline fitting portion so that power can be transmitted, and a tolerance ring is arranged adjacent to the spline fitting portion in the axial direction, torque fluctuations from the drive source are transmitted. The occurrence of rattling noise at the spline fitting portion due to this is suppressed by the tolerance ring.

JP2015-39944A

  By the way, it is conceivable that the outer shaft and the inner shaft rotate while being relatively inclined in the radial direction. FIG. 4 shows a shaft coupling structure 110 in which a tolerance ring 116 is disposed between the outer peripheral surface of the inner shaft 112 and the inner peripheral surface of the outer shaft 114, and the inner shaft 112 and the outer shaft 114 are rotating. It is sectional drawing which shows an example typically. The central axis C of the inner shaft 112 is indicated by a one-dot chain line, and a part of the inner shaft 112 and the lower half from the central axis C of the inner shaft 112 of the outer shaft 114 and the tolerance ring 116 are omitted. The tolerance ring 116 is integrally provided with a ring-shaped base portion 118 and a plurality of convex portions 120 extending from the base portion 118 in the central axis C direction and projecting radially outward. The convex portions 120 are formed on the base portion 118 at equal intervals in the circumferential direction. For example, the outer shaft 114 and the inner shaft 112 rotate while being applied with a relative vibration that changes the magnitude of the radial inclination of the inner shaft 112 with respect to the outer shaft 114 due to meshing of gears (not shown). The stress due to the radial load is concentrated on one end of the convex portion 120 in contact with the inner peripheral surface of the outer shaft 114 of the tolerance ring 116 in the central axis C direction, and the tolerance ring 116 is locally plastically deformed. Performance could be degraded.

  The present invention has been made against the background of the above circumstances, and its purpose is to apply a radial load to the convex portion of the tolerance ring due to a relative radial inclination between the outer shaft and the inner shaft. This is to suppress the stress concentration due to the stress and the plastic deformation caused thereby.

  The gist of the first invention is that an inner shaft, an outer shaft arranged coaxially with the inner shaft and outside the inner shaft, an outer peripheral surface of the inner shaft and an inner peripheral surface of the outer shaft. A vehicle shaft connection structure including a tolerance ring press-fitted between, wherein the tolerance ring protrudes outward from a ring-shaped base portion and a plurality of portions spaced in the circumferential direction of the base portion, and A longitudinal convex portion extending in the direction of the central axis of the inner shaft, and the base portion and the convex portion are curved so that a diameter centered on the central axis is larger toward the center than both ends in the central axis direction. The protrusion is formed such that the amount of protrusion from the base portion and the width in the circumferential direction are larger toward the center in the central axis direction, and the protrusion of the inner shaft is formed. An annular convex portion having a convex curved surface continuous in the circumferential direction of the inner shaft is formed at a position where the base portion of the lance ring is disposed, and the annular convex portion is the base portion of the tolerance ring. It exists in arrange | positioning on the outer side of the said inner side shaft so that a sliding contact may be carried out.

  The gist of the second invention is that the convex curved surface of the annular convex portion formed on the inner shaft has a width dimension larger than the width dimension of the base portion of the tolerance ring.

  According to the first aspect of the present invention, the tolerance ring includes a ring-shaped base portion, and a long convex portion that protrudes toward the outer peripheral side from a plurality of portions spaced in the circumferential direction of the base portion and extends in the central axis direction of the inner shaft. The base portion and the convex portion are bent so that the diameter centered on the central axis becomes larger toward the center than the both ends in the central axis direction, and the convex portion extends from the base portion. A protruding amount and a width in the circumferential direction are formed so as to increase toward the center in the central axis direction, and a convex curved surface continuous in the circumferential direction of the inner shaft is provided at a position where the base portion of the tolerance ring of the inner shaft is disposed. The tolerance ring is formed so that the annular projection is in sliding contact with the inner peripheral surface of the base portion of the tolerance ring. It is arranged on the side. For this reason, within the range in which the relative inclination of the inner shaft and the outer shaft changes in the radial direction, the tolerance ring has a greater amount of protrusion from the base portion at the center than at both ends in the central axis direction. The outer peripheral surface of the bent convex portion is brought into contact with the inner peripheral surface of the outer shaft, and the inner peripheral surface of the base portion is brought into sliding contact with the convex curved surface of the annular convex portion. This suppresses stress concentration due to a radial load on the convex portion of the tolerance ring and plastic deformation caused by the rotation when the outer shaft and the inner shaft rotate while being relatively inclined in the radial direction.

  According to the second invention, the convex curved surface of the annular convex portion formed on the inner shaft has a width dimension larger than the width dimension of the base portion of the tolerance ring. When receiving a pulsating load in the thrust direction from the shaft, there is an advantage that the pulsating load in the thrust direction is absorbed by sliding between the inner peripheral surface of the base portion of the tolerance ring and the convex curved surface of the annular convex portion slidably in contact therewith. is there.

It is a figure which expands and shows the cross section of the principal part of the power transmission device to which the shaft connection structure of the vehicle of this invention was applied. It is the figure which looked at the tolerance ring with which the shaft connection structure of the vehicle of FIG. 1 is provided in the central axis direction, Comprising: The part is notched in the center part of the central axis direction. FIG. 2 is a diagram schematically showing a main part around a tolerance ring of the shaft connection structure of the vehicle in FIG. 1, in which the reduction shaft and the rotor shaft are relatively moved in the radial direction by the gear meshing reaction force between the counter driven gear and the reduction gear. A state of being rotated in a tilted state is shown. A shaft coupling structure in which a tolerance ring is arranged between the outer peripheral surface of the inner shaft and the inner peripheral surface of the outer shaft, and an example of a state in which the inner shaft and the outer shaft rotate while being relatively inclined in the radial direction FIG.

  Hereinafter, an embodiment of a vehicle shaft connection structure of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is an enlarged view showing a cross section of a main part of a power transmission device 12 to which a vehicle shaft coupling structure 10 is applied. On the central axis C of the power transmission device 12, the rotor shaft 14 of the electric motor MG is connected to the reduction shaft 18 via the spline fitting portion 16. The reduction shaft 18 is formed with a reduction gear 20 composed of inclined teeth, meshed with a counter driven gear 22 formed on a counter shaft (not shown), and a gear pair composed of the reduction gear 20 and the counter driven gear 22 ( The reduction shaft 18 and the counter shaft are connected via a bevel gear) so as to be able to transmit power. The rotor shaft 14 of the electric motor MG is supported by the case 19 so that both ends in the direction of the central axis C can rotate around the central axis C by ball bearings 24 and 26. The reduction shaft 18 is supported by the case 19 so that both ends in the direction of the central axis C can be rotated around the central axis C by ball bearings 28 and ball bearings 30.

  A counter driven gear 22 that meshes with a counter drive gear and a reduction gear 20 (not shown) and a differential drive gear 32 that meshes with a differential ring gear that is formed on a differential gear (not shown) are integrally formed on the counter shaft. Power from the engine is transmitted to the counter drive gear via a power distribution mechanism (not shown). As described above, the counter driven gear 22 meshes with the counter drive gear and the reduction gear 20, so that the counter shaft is connected to the engine and the electric motor MG so that the power can be transmitted, whereby the power of the engine and the electric motor MG is transmitted.

  The rotor shaft 14 and the reduction shaft 18 are connected to each other so as not to rotate relative to each other by spline fitting. Here, when the torque fluctuation of the motor MG is 0 Nm, for example, if the torque fluctuation transmitted from the engine is transmitted to the reduction shaft 18 via the counter shaft or the like, the rotor shaft 14 of the motor MG is in a floating state. The reduction shaft 18 rotates and fluctuates, and a rattling sound is generated in the spline fitting portion 16 between the rotor shaft 14 and the reduction shaft 18 due to the collision of the spline teeth.

  In this embodiment, in order to reduce the rattling noise and vibration in the radial direction (radial direction), the reduction shaft 18 is viewed near the spline fitting portion 16 connecting the reduction shaft 18 and the rotor shaft 14 as viewed from the radial direction. An annular tolerance ring 34 is inserted in a press-fitted state between the opposing wall surfaces of the portion where the rotor shaft 14 and the rotor shaft 14 overlap. Hereinafter, the vehicle shaft coupling structure 10 for coupling the rotor shaft 14 and the reduction shaft 18 will be described. The rotor shaft 14 corresponds to the outer shaft of the present invention, and the reduction shaft 18 corresponds to the inner shaft of the present invention.

  The rotor shaft 14 of the electric motor MG is a cylindrical member and is supported by the case 19 so as to be rotatable around the central axis C by a pair of ball bearings 24 and 26. A fitting hole 36 into which one end of the reduction shaft 18 is fitted is formed on the inner peripheral side of the rotor shaft 14, and the reduction shaft 18 and a part of the wall surface (inner peripheral surface) of the fitting hole 36 are Inner peripheral teeth 38 for spline fitting are formed.

  The reduction shaft 18 is supported by a case 19 via a pair of ball bearings 28 and 30 so as to be rotatable around a central axis C common to the rotor shaft 14. In addition, outer peripheral teeth 40 that are spline-fitted with the inner peripheral teeth 38 of the rotor shaft 14 are formed on the outer peripheral surface of one end in the central axis C direction corresponding to the side of the reduction shaft 18 that is fitted into the fitting hole 36. Yes. Then, the reduction shaft 18 is fitted into the fitting hole 36 of the rotor shaft 14, and the inner peripheral teeth 38 of the rotor shaft 14 and the outer peripheral teeth 40 of the reduction shaft 18 are spline-fitted to form the spline fitting portion 16. As a result, the rotor shaft 14 and the reduction shaft 18 are held in a relatively non-rotatable manner.

  Further, the end (one end) of the rotor shaft 14 is arranged on the outer peripheral side of the end (one end) of the reduction shaft 18, and the end of the rotor shaft 14 and the end of the reduction shaft 18 are viewed from the radial direction. A predetermined clearance is provided between the inner peripheral surface of the rotor shaft 14 where the inner peripheral teeth 38 are not formed and the outer peripheral surface of the reduction shaft 18 where the outer peripheral teeth 40 are not formed. An annular gap is formed. An annular tolerance ring 34 is press-fitted into the annular gap so as to be concentric with the reduction shaft 18. In this manner, the reduction shaft 18, the rotor shaft 14 disposed coaxially with the reduction shaft 18 and outside the reduction shaft 18, and the press-fitted between the outer peripheral surface of the reduction shaft 18 and the inner peripheral surface of the rotor shaft 14. The vehicle shaft coupling structure 10 is configured by the tolerance ring 34 and the like.

  By the way, when power from the engine is transmitted to the reduction shaft 18 via the counter shaft, the ball bearing 28 is caused by a radial gear meshing reaction force generated by the meshing of the counter driven gear 22 and the reduction gear 20. The reduction shaft 18 supported at both ends by the ball bearing 30 bends in the direction of the central axis C, and the reduction shaft 18 and the rotor shaft 14 rotate while being subjected to vibrations whose relative radial inclination changes. To do. As a result, the tolerance ring 34 press-fitted into the gap between the inner peripheral surface of the rotor shaft 14 and the outer peripheral surface of the reduction shaft 18 is a radial direction that is a vibration generated in a radial direction perpendicular to the central axis C. The load of acts. When the reduction shaft 18 and the rotor shaft 14 rotate while tilting relatively in the radial direction, depending on the shape of the tolerance ring 34, when a radial load is input from the inner peripheral surface of the rotor shaft 14 to the tolerance ring 34. There is a possibility that plastic deformation occurs in a portion where the stress is concentrated, and the performance of the tolerance ring 34, for example, suppressing the rattling noise, may be deteriorated. For this reason, when the reduction shaft 18 and the rotor shaft 14 rotate while relatively repeating the inclination in the radial direction, it is desired that the stress concentration on the predetermined portion of the tolerance ring 34 due to the radial load is suppressed. .

  FIG. 2 is a view in which the tolerance ring 34 is partially cut away and viewed in the direction of the central axis C. FIG. The tolerance ring 34 is partially cut away in the circumferential direction at the center in the direction of the central axis C. FIG. 3 is a view schematically showing a main part around the tolerance ring 34 of the vehicle shaft connection structure 10. The reduction shaft 18 and the rotor shaft 14 are caused by the gear meshing reaction force between the counter driven gear 22 and the reduction gear 20. A state is shown in which is rotating in a state of being relatively inclined in the radial direction. In FIG. 3, the rotor shaft 14 and the tolerance ring 34 are shown in a cross section cut along a plane including the central axis C. Further, a part of the reduction shaft 18 and the lower half from the central axis C of the rotor shaft 14 and the tolerance ring 34 are omitted. The tolerance ring 34 is a ring-shaped spring member, for example, a base portion 42 bent in a ring shape from a thin metal plate material such as steel or stainless steel, and can be elastically deformed in the thickness direction (radial direction), exceeding the elastic limit. When a load is applied, it can be plastically deformed, projecting radially outward from a plurality of circumferentially spaced portions leaving both side edges in the direction of the central axis C of the base portion 42, and the central axis C of the reduction shaft 18 A plurality of long convex portions 44 extending in the direction are integrally provided.

  In FIG. 3, the base portion 42 and the convex portion 44 of the tolerance ring 34 are respectively bent so that the diameter centered on the central axis C becomes larger toward the center than both ends in the direction of the central axis C. In FIG. 3, the base portion 42 has a cross-sectional shape of the base portion cut along a plane including the central axis C so that the diameter around the central axis C decreases from the center toward both ends in the direction of the central axis C. In addition, a concave curved surface 46 continuous in the circumferential direction is provided as an inner peripheral surface. Further, in FIG. 3, the convex portion 44 extends in the central axis C direction when viewed from a direction perpendicular to the central axis C direction, and is centered on the central axis C as it goes from both ends toward the center in the central axis C direction. A convex curved surface 48 that protrudes outward in the radial direction and has a larger diameter is provided as an outer peripheral surface. Further, in FIG. 2, the plurality of convex portions 44 are arranged in the circumferential direction of the base portion 42 so that the convex sectional shape on the cross section perpendicular to the central axis C protrudes radially outward from the base portion 42. Are formed at equal intervals. The convex portion 44 has a longitudinal shape in the central axis C direction, and has a larger protrusion amount from the base portion 44 and a larger circumferential width dimension W toward the center than both ends in the central axis C direction. Here, the circumferential width dimension W is a dimension between two points of a pair of connection points with the base part 42 of the convex part 44 on the surface orthogonal to the central axis C as shown in FIG. Further, as shown in FIG. 2, the protrusion amount T of the convex portion 44 from the base portion 42 is a radial dimension between the apex of the convex portion 44 and the outer peripheral surface of the base portion 42 on the surface orthogonal to the central axis C. It is a difference.

  The reduction shaft 18 includes an annular convex portion 50 swelled outward in the radial direction for fitting the tolerance ring 34 at a position where the base portion 42 of the tolerance ring 34 is disposed. The annular convex portion 50 has a convex curved surface 52 that extends in the central axis C direction, that is, from both ends in the width direction toward the central portion, and has a convex curved surface 52 that continues in the circumferential direction of the reduction shaft 18 as an outer peripheral surface. The concave curved surface 46 of the base portion 42 and the convex curved surface 52 of the annular convex portion 50 of the reduction shaft 18 have the same curvature. Further, the width dimension L1 of the convex curved surface 52 of the annular convex portion 50 of the reduction shaft 18, that is, the length L1 in the central axis C direction is larger than the width dimension L2 of the concave curved surface 46 of the base portion 42, ie, the length L2 in the central axis C direction. Has also been long.

  In the tolerance ring 34, the region around the top of the convex portion 44 is in contact with the inner peripheral surface of the rotor shaft 14, and the inner peripheral surface of the base portion 42, that is, the concave curved surface 46, becomes the convex curved surface 52 of the annular convex portion 50 of the reduction shaft 18. It is press-fitted into the outside of the reduction shaft 18 and the inside of the rotor shaft 14 so as to be brought into sliding contact with the surface. A predetermined interval S is provided between one end of the concave curved surface 46 of the base portion 42 in the central axis C direction and one end of the annular convex portion 50 of the reduction shaft 18 in the central axial C direction.

  Since the tolerance ring 34 is press-fitted between the reduction shaft 18 and the rotor shaft 14 in the radial direction in a state in which the projection 44 is compressed in the radial direction, the inner circumferential surface of the rotor shaft 14 and the annular projection of the reduction shaft 18. Narrow pressure is received from each of the 50 convex curved surfaces 52. Further, the reaction force from the concave curved surface 46 of the base portion 42 acting on the convex curved surface 52 of the annular convex portion 50 of the reduction shaft 18 to the inner peripheral side, and the periphery of the peak of the convex portion 44 acting on the inner peripheral surface of the rotor shaft 14. Due to the reaction force from the region to the outer peripheral side, radial vibration due to the deviation between the axis of the reduction shaft 18 and the axis of the rotor shaft 14 is suppressed. Further, the tolerance ring 34 is formed between the concave curved surface 46 of the base portion 42 and the convex curved surface 52 of the annular convex portion 50 of the reduction shaft 18, and between the peak peripheral region of the convex portion 44 and the inner peripheral surface of the rotor shaft 14. When the transmission torque is smaller than a predetermined torque value by generating a frictional force, the reduction shaft 18 and the rotor are prevented from slipping between the outer peripheral surface of the reduction shaft 18 and the inner peripheral surface of the rotor shaft 14. The shaft 14 is rotated integrally, that is, it is rotated. When the transmission torque is larger than the predetermined torque value, slip is allowed between the inner peripheral surface of the rotor shaft 14 and the mountain top peripheral area of the convex portion 44, and the space between the reduction shaft 18 and the rotor shaft 14 is allowed. Allow relative rotation. Here, the predetermined torque value is set to be equal to or greater than the torque value in the relative torque fluctuation between the shafts caused by, for example, the explosion fluctuation of the engine 14 in the relatively light load low output torque state. The relative rotation between the reduction shaft 18 and the rotor shaft 14 is prevented regardless of the torque fluctuation caused by the explosion fluctuation of the engine 16, and the backlash between the inner peripheral tooth 38 and the outer peripheral tooth 40 is substantially zero. Reduces rattling noise.

  When the reduction shaft 18 and the rotor shaft 14 are not inclined relative to each other in the radial direction, the tolerance ring 34 is a rotor in a region centered on the central position A in the central axis C direction of the convex curved surface 48 of the convex portion 44. It contacts the inner peripheral surface of the shaft 14. The reduction shaft 18 and the rotor shaft in a state where the central axis C of the reduction shaft 18 and the axis of the rotor shaft 14 are not parallel due to the radial gear meshing reaction force generated by the meshing of the counter driven gear 22 and the reduction gear 20. 14 rotates relative to the radial direction, for example, as shown in FIG. 3, the tolerance ring 34 is shifted from the center position A of the convex curved surface 48 of the convex portion 44 to a predetermined position. The concave surface 46 of the base portion 42 is brought into sliding contact with the convex curved surface 52 of the annular convex portion 50 of the reduction shaft 18 in a region having a higher rigidity than the central position A centering on B. .

  Further, since the reduction gear 20 of the reduction shaft 18 and the counter driven gear 22 of the counter shaft are both configured with inclined teeth, when the reduction gear 20 and the counter driven gear 22 are engaged during acceleration / deceleration, the reduction shaft 18 is engaged. The pulsation of the load (thrust load) in the direction of the central axis C is transmitted to. At this time, the tolerance ring 34 receives a thrust load due to a frictional force with the inner peripheral surface of the rotor shaft 14. A predetermined distance S is provided between one end of the concave curved surface 46 of the base portion 42 in the direction of the central axis C and one end of the convex curved surface 52 of the annular convex portion 50 in the direction of the central axis C. Since the curvature of the curved surface 46 and the convex curved surface 52 of the annular convex portion 50 are equal, when the thrust load is applied to the tolerance ring 34, the concave curved surface 46 of the base portion 42 of the tolerance ring 34 has the convex curved surface 52 of the annular convex portion 50. Are slid in the direction of the central axis C within a predetermined interval S, and the thrust load is absorbed. For this reason, the convex curved surface 48 of the convex portion 44 is brought into contact with the inner peripheral surface of the rotor shaft 14 within a range in which the magnitude of the relative inclination in the radial direction between the reduction shaft 18 and the rotor shaft 14 changes. The concave curved surface 46 of the portion 42 is brought into sliding contact with the convex curved surface 52 of the annular convex portion 50 of the reduction shaft 18. As a result, stress concentration due to a radial load on the convex portion 44 that is input when the reduction shaft 18 and the rotor shaft 14 are rotated while being relatively inclined in the radial direction, and plastic deformation caused thereby are suppressed.

  As described above, according to the vehicle shaft connection structure 10 of the present embodiment, the tolerance ring 34 protrudes outward from the ring-shaped base portion 42 and a plurality of portions spaced in the circumferential direction of the base portion 42 and is reduced. The base part 42 and the convex part 44 have a diameter centered on the central axis C larger toward the center than both ends in the central axis C direction. The convex portion 44 is formed such that the protruding amount from the base portion 42 and the circumferential width dimension W are larger toward the center in the central axis C direction, and the base portion 42 of the tolerance ring 34 of the reduction shaft 18 is disposed. At the position, an annular convex portion 50 having a convex curved surface 52 continuous in the circumferential direction of the reduction shaft 18 is formed, and the annular convex portion 50 of the tolerance ring 34 is the tolerance ring 3. As sliding contact with the concave surface 46 of the base portion 42 of the outer and arranged inside the rotor shaft 14 of the reduction shaft 18. For this reason, the tolerance ring 34 protrudes from the base portion 42 toward the center as compared with both ends in the central axis C direction within the range of the change in the relative inclination of the radial direction between the reduction shaft 18 and the rotor shaft 14. A convex curved surface 48 of the convex portion 44 that is bent so as to increase in amount contacts the inner peripheral surface of the rotor shaft 14, and the concave curved surface 46 of the base portion 42 becomes a convex curved surface 52 of the annular convex portion 50 of the reduction shaft 18. Touched. Thereby, the stress concentration due to the radial load on the convex portion 44 of the tolerance ring 34 when the reduction shaft 18 and the rotor shaft 14 rotate while being relatively inclined in the radial direction and the plastic deformation caused thereby are suppressed, The performance degradation of the tolerance ring 34 is suppressed.

  As mentioned above, although this invention was demonstrated in detail with reference to the table | surface and drawing, this invention can be implemented in another aspect, and can be variously changed in the range which does not deviate from the main point.

10: Vehicle shaft connection structure 14: Rotor shaft (outer shaft)
18: Reduction shaft (inner shaft)
34: Tolerance ring 42: Base portion 44: Convex portion 46: Concave surface (inner peripheral surface)
50: annular convex portion 52: convex curved surface C: central axis

Claims (1)

An inner shaft, an outer shaft arranged coaxially with the inner shaft and outside the inner shaft, and a tolerance ring press-fitted between the outer peripheral surface of the inner shaft and the inner peripheral surface of the outer shaft, A vehicle shaft connection structure including:
The tolerance ring includes a ring-shaped base portion, and a long convex portion that protrudes outward from a plurality of portions spaced in the circumferential direction of the base portion and extends in the central axis direction of the inner shaft,
The base portion and the convex portion are bent so that the diameter centered on the central axis is larger toward the center than both ends in the central axis direction.
The protrusion is formed such that the amount of protrusion from the base portion and the width dimension in the circumferential direction are larger toward the center in the central axis direction,
At the position where the base portion of the tolerance ring of the inner shaft is disposed, an annular convex portion having a convex curved surface continuous in the circumferential direction of the inner shaft is formed,
2. The vehicle shaft coupling structure according to claim 1, wherein the tolerance ring is disposed outside the inner shaft so that the annular convex portion is in sliding contact with the inner peripheral surface of the base portion of the tolerance ring.

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