JP2002106557A - Bearing unit for driving wheel - Google Patents
Bearing unit for driving wheelInfo
- Publication number
- JP2002106557A JP2002106557A JP2000298222A JP2000298222A JP2002106557A JP 2002106557 A JP2002106557 A JP 2002106557A JP 2000298222 A JP2000298222 A JP 2000298222A JP 2000298222 A JP2000298222 A JP 2000298222A JP 2002106557 A JP2002106557 A JP 2002106557A
- Authority
- JP
- Japan
- Prior art keywords
- hub
- velocity joint
- constant velocity
- end surface
- nut
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B27/00—Hubs
- B60B27/0078—Hubs characterised by the fixation of bearings
- B60B27/0084—Hubs characterised by the fixation of bearings caulking to fix inner race
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Support Of The Bearing (AREA)
- Mounting Of Bearings Or Others (AREA)
- Rolling Contact Bearings (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明に係る車輪駆動用軸
受ユニットは、等速ジョイントと車輪支持用軸受ユニッ
トとを一体化したもので、独立懸架式サスペンションに
支持された駆動輪｛ＦＦ車（前置エンジン前輪駆動車）
の前輪、ＦＲ車（前置エンジン後輪駆動車）及びＲＲ車
（後置エンジン後輪駆動車）の後輪、４ＷＤ車（四輪駆
動車）の全輪｝を懸架装置に対して回転自在に支持する
と共に、上記駆動輪を回転駆動する為に利用する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel drive bearing unit in which a constant velocity joint and a wheel support bearing unit are integrated, and a drive wheel ｛FF vehicle (front type) supported by an independent suspension type suspension. Engine with front-wheel drive)
Of the front wheels, rear wheels of FR vehicles (rear-wheel drive vehicle with front engine) and RR vehicles (rear-wheel drive vehicle of rear engine), and all wheels of 4WD vehicle (four-wheel drive vehicle) can be freely rotated with respect to the suspension system. And used to rotationally drive the drive wheels.
【０００２】[0002]
【従来の技術】車輪を懸架装置に対して回転自在に支持
する為に、外輪と内輪とを転動体を介して回転自在に組
み合わせた車輪支持用軸受ユニットが、各種使用されて
いる。又、独立懸架式サスペンションに駆動輪を支持す
ると共に、この駆動輪を回転駆動する為の車輪駆動用軸
受ユニットは、上記車輪支持用軸受ユニットと等速ジョ
イントとを組み合わせて、デファレンシャルギヤと駆動
輪との相対変位や車輪に付与された舵角に拘らず、駆動
軸の回転を上記車輪に対して円滑に（等速性を確保し
て）伝達する必要がある。図５は、この様な目的で車輪
支持用軸受ユニット１と等速ジョイント２とを組み合わ
せた、一般的な車輪駆動用軸受ユニットを示している。2. Description of the Related Art In order to rotatably support wheels with respect to a suspension device, various types of wheel supporting bearing units in which an outer ring and an inner ring are rotatably combined via rolling elements have been used. A wheel drive bearing unit for supporting a drive wheel on an independent suspension type suspension and rotating the drive wheel is provided by combining the wheel support bearing unit and a constant velocity joint to form a differential gear and a drive wheel. Irrespective of the relative displacement with respect to the steering wheel or the steering angle given to the wheels, it is necessary to smoothly (with constant speed) transmit the rotation of the drive shaft to the wheels. FIG. 5 shows a general wheel drive bearing unit combining the wheel support bearing unit 1 and the constant velocity joint 2 for such a purpose.
【０００３】このうちの車輪支持用軸受ユニット１は、
外輪３の内径側にハブ４及び内輪５を、複数個の転動体
６、６を介して回転自在に支持して成る。このうちの外
輪３は、その外周面に設けた第一のフランジ７により懸
架装置を構成する図示しないナックルに結合固定した状
態で、使用時にも回転しない。又、上記外輪３の内周面
には１対の外輪軌道８、８を設けて、この外輪３の内径
側に上記ハブ４及び内輪５を、この外輪３と同心に、回
転自在に支持している。[0003] Of these, the wheel supporting bearing unit 1 is
A hub 4 and an inner ring 5 are rotatably supported on the inner diameter side of the outer ring 3 via a plurality of rolling elements 6, 6. Of these, the outer ring 3 does not rotate during use in a state where the outer ring 3 is connected and fixed to a knuckle (not shown) constituting a suspension device by a first flange 7 provided on an outer peripheral surface thereof. A pair of outer raceways 8, 8 are provided on the inner peripheral surface of the outer race 3, and the hub 4 and the inner race 5 are rotatably supported on the inner diameter side of the outer race 3 so as to be concentric with the outer race 3. ing.
【０００４】このうちのハブ４は、外周面の外端（外と
は、自動車への組み付け状態で車両の幅方向外側となる
側で、図５を含め、車輪支持用軸受ユニット全体を表し
た図面の左側）寄り部分に、車輪を支持する為の第二の
フランジ９を設けている。又、上記ハブ４の外周面の中
間部に第一の内輪軌道１０を形成し、同じく内端（内と
は、自動車への組み付け状態で車両の幅方向中央側とな
る側で、図５を含め、車輪支持用軸受ユニット全体を表
した図面の右側）部に形成した小径段部１１に、その外
周面に第二の内輪軌道１２を形成した上記内輪５を外嵌
固定している。又、上記ハブ４の中心部には、スプライ
ン孔１３を設けている。[0004] Of these, the hub 4 is the outer end of the outer peripheral surface (the outer side is the outer side in the width direction of the vehicle when assembled to the vehicle, and represents the entire wheel supporting bearing unit including FIG. 5). A second flange 9 for supporting a wheel is provided in a portion closer to the left side of the drawing). Also, a first inner raceway 10 is formed at an intermediate portion of the outer peripheral surface of the hub 4, and an inner end (inner means a side which is a center side in the width direction of the vehicle when assembled to the vehicle, and FIG. The inner ring 5 having a second inner raceway 12 formed on the outer peripheral surface thereof is externally fixed to a small-diameter stepped portion 11 formed on the right side of the drawing, including the entire wheel supporting bearing unit. A spline hole 13 is provided in the center of the hub 4.
【０００５】一方、前記等速ジョイント２は、等速ジョ
イント用外輪１４と、等速ジョイント用内輪１５と、複
数のボール１６、１６と、スプライン軸１７とを備え
る。このうちの等速ジョイント用外輪１４とスプライン
軸１７とが、駆動軸部材１８を構成する。即ち、このス
プライン軸１７はこの駆動軸部材１８の外半部に設けら
れて、上記スプライン孔１３と係合自在であり、上記等
速ジョイント用外輪１４は上記駆動軸部材１８の内半部
に設けられている。この等速ジョイント用外輪１４の内
周面の円周方向複数個所には外側係合溝１９、１９を、
それぞれこの円周方向に対し直角方向に形成している。
又、上記等速ジョイント用内輪１５は、中心部に第二の
スプライン孔２０を、その外周面で上記各外側係合溝１
９、１９と整合する部分に内側係合溝２１、２１を、そ
れぞれ円周方向に対し直角方向に形成している。そし
て、これら各内側係合溝２１、２１と上記各外側係合溝
１９、１９との間に上記各ボール１６、１６を、保持器
２２により保持した状態で、これら各係合溝２１、１９
に沿う転動自在に設けている。尚、上記等速ジョイント
２の構成各部の形状等に就いては、周知のツェッパ型或
はバーフィールド型の等速ジョイントの場合と同様であ
り、本発明の要旨とは関係しないので、詳しい説明は省
略する。On the other hand, the constant velocity joint 2 includes a constant velocity joint outer ring 14, a constant velocity joint inner ring 15, a plurality of balls 16, 16, and a spline shaft 17. The outer race 14 for constant velocity joints and the spline shaft 17 constitute a drive shaft member 18. That is, the spline shaft 17 is provided in the outer half of the drive shaft member 18 and is freely engageable with the spline hole 13. The constant velocity joint outer ring 14 is provided in the inner half of the drive shaft member 18. Is provided. Outer engagement grooves 19, 19 are provided at a plurality of circumferential positions on the inner peripheral surface of the outer race 14 for constant velocity joints.
Each is formed in a direction perpendicular to the circumferential direction.
The inner race 15 for a constant velocity joint has a second spline hole 20 at the center and the outer engagement grooves 1 at its outer peripheral surface.
Inner engagement grooves 21 and 21 are formed at portions matching the positions 9 and 19, respectively, in a direction perpendicular to the circumferential direction. Then, the balls 16, 16 are held between the inner engagement grooves 21, 21 and the outer engagement grooves 19, 19 by the retainer 22, and the engagement grooves 21, 19 are held.
It is provided so as to freely roll along. The shape and the like of each component of the constant velocity joint 2 are the same as those of the well-known Zeppa type or Barfield type constant velocity joint, and are not related to the gist of the present invention. Is omitted.
【０００６】上述の様な等速ジョイント２と前述の様な
車輪支持用転がり軸受ユニット１とは、上記スプライン
軸１７を上記ハブ４のスプライン孔１３に、内側から外
側に向け挿通する。そして、上記スプライン軸１７の外
端部で上記ハブ４の外端面から突出した部分に設けた雄
ねじ部２３にナット２４を螺合し、更に緊締する事によ
り、互いに結合固定する。この状態で、前記内輪５の内
端面は上記等速ジョイント用外輪１４の外端面に当接す
るので、この内輪５が前記小径段部１１から抜け出る方
向に変位する事はない。同時に、前記各転動体６、６に
適正な予圧が付与される。The above-described constant velocity joint 2 and the above-described wheel supporting rolling bearing unit 1 insert the spline shaft 17 into the spline hole 13 of the hub 4 from inside to outside. Then, a nut 24 is screwed into a male screw portion 23 provided at a portion protruding from the outer end surface of the hub 4 at the outer end portion of the spline shaft 17, and the nut 24 is further secured by being tightened. In this state, the inner end surface of the inner race 5 abuts against the outer end surface of the outer race 14 for a constant velocity joint, so that the inner race 5 is not displaced in the direction of coming out of the small diameter step portion 11. At the same time, an appropriate preload is applied to each of the rolling elements 6,6.
【０００７】更に、自動車の懸架装置への組み付け状態
では、前記等速ジョイント用内輪１５の中心部に設けた
第二のスプライン孔２０に、駆動軸２５の外端部に設け
た雄スプライン部２６をスプライン係合させる。そし
て、この雄スプライン部２６の外端部外周面に全周に亙
って形成した係止溝２７に係止した止め輪２８を、上記
第二のスプライン孔２０の外端開口周縁部に形成した係
止段部２９に係合させて、上記雄スプライン部２６が上
記第二のスプライン孔２０から抜け出る事を防止する。
尚、上記駆動軸２５の内端部は、図示しないデファレン
シャルギヤの出力軸部に設けた、やはり図示しないトリ
ポード型等速ジョイントのトラニオンの中心部に結合固
定する。従って、自動車の走行時に上記駆動軸２５は、
等速回転する。Further, when assembled to the suspension system of the automobile, the male spline portion 26 provided at the outer end of the drive shaft 25 is inserted into the second spline hole 20 provided at the center of the inner race 15 for constant velocity joint. Are spline-engaged. Then, a retaining ring 28 locked in a locking groove 27 formed over the entire outer peripheral surface of the outer end portion of the male spline portion 26 is formed on the outer peripheral edge of the outer end opening of the second spline hole 20. The male spline portion 26 is prevented from slipping out of the second spline hole 20 by engaging with the locking stepped portion 29.
The inner end of the drive shaft 25 is fixedly connected to the center of the trunnion of a tripod constant velocity joint (not shown) provided on the output shaft of a differential gear (not shown). Therefore, when the vehicle is running, the drive shaft 25
It rotates at a constant speed.
【０００８】上述の図５に示した車輪駆動用軸受ユニッ
トは、前記第一、第二の内輪軌道１０、１２と前記各外
輪軌道８、８との間に設けた前記各転動体６、６に予圧
を付与すべく、前記内輪５を押圧する力を、前記雄ねじ
部２３とナット２４との螺合・緊締に基づいて得てい
る。この為、このナット２４を緊締する力を大きくし
て、上記内輪５の押圧力を確保する必要があった。この
為、この内輪５の内端面と前記等速ジョイント用外輪１
４の外端面との当接圧は、車輪駆動用軸受ユニットの大
きさにもよるが、普通乗用車用のもので、２×１０8 Pa
（≒２０kgf/mm2 ）程度になっていた。The above-described wheel drive bearing unit shown in FIG. 5 includes the rolling elements 6, 6 provided between the first and second inner raceways 10, 12 and the outer raceways 8, 8. In order to apply a preload to the inner ring 5, a force for pressing the inner ring 5 is obtained based on the screwing and tightening of the male screw portion 23 and the nut 24. For this reason, it is necessary to increase the force for tightening the nut 24 to secure the pressing force of the inner ring 5. Therefore, the inner end face of the inner ring 5 and the outer ring 1 for the constant velocity joint are used.
Although the contact pressure with the outer end surface of No. 4 depends on the size of the wheel drive bearing unit, it is for a normal passenger car and is 2 × 10 8 Pa
(≒ 20 kgf / mm 2 ).
【０００９】又、特開平１１−５４０４号公報には、図
６に示す様に、ハブ４ａの内端部で小径段部１１に外嵌
した内輪５よりも内方に突出した部分に存在する円筒部
を直径方向外方にかしめ広げて形成したかしめ部３０に
より、上記内輪５を上記小径段部１１の段差面３１に向
け抑え付ける構造が記載されている。この従来構造の第
２例の場合には、上記かしめ部３０による抑え付け力に
より、各転動体６、６に予圧を付与する。車輪支持用軸
受ユニット１ａと等速ジョイント２との結合は、上述し
た従来構造の第１例の場合と同様に、スプライン軸１７
の外端部に設けた雄ねじ部２３とナット２４との螺合・
緊締により行なっている。このナット２４を緊締した状
態では、上記かしめ部３０の内側面に設けた平坦面３２
と等速ジョイント用外輪１４の外端面とが当接する。こ
の様な、従来構造の第２例の場合にしても、従来は、上
記ナット２４の緊締力は、上述した第１例の場合と同様
に、十分に大きくする事を考慮していた。In Japanese Patent Application Laid-Open No. 11-5404, as shown in FIG. 6, the hub 4a exists at a portion protruding inward from the inner ring 5 fitted to the small-diameter step portion 11 at the inner end. A structure is described in which the inner ring 5 is pressed toward the step surface 31 of the small-diameter step portion 11 by a caulking portion 30 formed by caulking and expanding a cylindrical portion outward in the diameter direction. In the case of the second example of this conventional structure, a preload is applied to each rolling element 6, 6 by the pressing force of the caulking section 30. The connection between the wheel supporting bearing unit 1a and the constant velocity joint 2 is performed in the same manner as in the above-described first example of the conventional structure.
Of the male screw part 23 and the nut 24 provided at the outer end of
It is done by tightening. In a state where the nut 24 is tightened, a flat surface 32 provided on the inner surface of the caulking portion 30 is provided.
And the outer end surface of the outer race 14 for a constant velocity joint. Even in the case of the second example of the conventional structure as described above, conventionally, it has been considered that the tightening force of the nut 24 is sufficiently large as in the case of the first example.
【００１０】[0010]
【発明が解決しようとする課題】上述した、図５に示す
様な車輪駆動用軸受ユニットは、運転時にしばしばバッ
キン音と呼ばれる異音が発生する事があった。この様な
異音の発生は、等速ジョイント２と車輪支持用軸受ユニ
ット１との間で伝達するトルクの変動に基づき、内輪５
の内端面と等速ジョイント用外輪１４の外端面との当接
部が擦れ合う事が原因である事が知られている。即ち、
上記トルクは、加速、減速の繰り返しにより、頻繁に変
化する。又、上記等速ジョイント２側に設けたスプライ
ン軸１７は、等速ジョイント２と車輪支持用軸受ユニッ
ト１との間でのトルク伝達に伴って捩り方向に弾性変形
するが、その変形量は、上記トルクの変動に伴って頻繁
に変化する傾向になる。The above-described wheel drive bearing unit as shown in FIG. 5 sometimes generates abnormal noise called backing noise during operation. The generation of such abnormal noise is based on the fluctuation of the torque transmitted between the constant velocity joint 2 and the wheel supporting bearing unit 1, and
It is known that this is caused by friction of the contact portion between the inner end surface of the outer ring 14 and the outer end surface of the outer race 14 for the constant velocity joint. That is,
The torque frequently changes due to repetition of acceleration and deceleration. The spline shaft 17 provided on the constant velocity joint 2 side is elastically deformed in the torsional direction in accordance with the transmission of torque between the constant velocity joint 2 and the wheel supporting bearing unit 1. It tends to change frequently with the fluctuation of the torque.
【００１１】そして、上記スプライン軸１７を捩り方向
に変形させようとする力、或は捩り変形したスプライン
軸１７が元に戻ろうとする力が、上記当接部に作用する
摩擦力よりも大きくなると、この当接部で微小な滑りが
発生する。この場合に、この当接部に作用する摩擦力が
大きいと、滑りに基づいて上記内輪５の内端面と上記等
速ジョイント用外輪１４の外端面とを擦るエネルギが大
きくなり、耳障りな異音が発生する。When the force for deforming the spline shaft 17 in the torsion direction or the force for returning the spline shaft 17 torsionally deformed becomes larger than the frictional force acting on the contact portion. In this contact portion, a slight slip occurs. In this case, if the frictional force acting on the contact portion is large, the energy of rubbing between the inner end surface of the inner ring 5 and the outer end surface of the outer ring 14 for constant velocity joint due to the slip increases, resulting in an unpleasant noise. Occurs.
【００１２】この様な異音の発生を防止する為に従来か
ら、上記内輪５の内端面と上記等速ジョイント用外輪１
４の外端面との当接部に、グリース、二硫化モリブデ
ン、弗素樹脂等により、摩擦を低減する為の皮膜を形成
する事が行なわれている。上記当接部を滑り易くすれ
ば、上記微小な滑りが発生した場合にも、上記内輪５の
内端面と上記等速ジョイント用外輪１４の外端面とを擦
るエネルギを小さく抑える事ができ、耳障りな程の異音
が発生しない様にできる。この様な方法は、或る程度の
効果を得られる事が知られている。但し、上述の様な摩
擦低減の為の皮膜は、必ずしも十分な耐久性を得られ
ず、長期間に亙って十分な効果を発揮する事は難しい。
特に、上記当接部をシールリングにより密封しない構造
では、異音低減効果を得られる期間は限られたものとな
る。Conventionally, in order to prevent the generation of such abnormal noise, the inner end face of the inner ring 5 and the outer ring 1 for a constant velocity joint have been conventionally used.
A coating for reducing friction is formed by using grease, molybdenum disulfide, fluororesin, or the like at a contact portion with the outer end surface of the substrate 4. If the contact portion is made easy to slip, even if the minute slip occurs, the energy of rubbing the inner end surface of the inner ring 5 and the outer end surface of the outer ring 14 for a constant velocity joint can be suppressed to be small. It is possible to prevent the generation of an unusual noise. It is known that such a method can obtain a certain effect. However, a film for reducing friction as described above does not always have sufficient durability, and it is difficult to exhibit a sufficient effect over a long period of time.
In particular, in a structure in which the contact portion is not sealed by a seal ring, the period during which the noise reduction effect can be obtained is limited.
【００１３】上記摩擦を低減する為に、ナット２４の緊
締力を弱め、上記内輪５の内端面と上記等速ジョイント
用外輪１４の外端面との面圧を低くする事も考えられる
が、図５に示した従来構造の第１例の場合には、上記ナ
ット２４の緊締力に基づいて各転動体６、６に予圧を付
与しているので、採用する事は難しい。図６に示した第
２例の場合にしても、ナット２４の緊締力を第１例の場
合と同様に大きくする事を考えていた為、上記異音の発
生を抑えられないものであった。本発明は、この様な事
情に鑑みて、バッキン音と呼ばれる異音の発生防止効果
を、長期間に亙って安定して得られる構造を有する車輪
駆動用軸受ユニットを実現すべく発明したものである。In order to reduce the friction, the tightening force of the nut 24 may be reduced to lower the surface pressure between the inner end surface of the inner race 5 and the outer end surface of the outer race 14 for a constant velocity joint. In the case of the first example of the conventional structure shown in FIG. 5, the preload is applied to the rolling elements 6, 6 based on the tightening force of the nut 24, so that it is difficult to employ the rolling elements. Even in the case of the second example shown in FIG. 6, since the tightening force of the nut 24 was considered to be increased as in the case of the first example, the generation of the abnormal noise could not be suppressed. . In view of such circumstances, the present invention has been invented to realize a wheel drive bearing unit having a structure capable of stably obtaining an effect of preventing generation of abnormal noise called backing noise over a long period of time. It is.
【００１４】[0014]
【課題を解決するための手段】本発明の車輪駆動用軸受
ユニットは、前述の図６に示した従来構造の第２例と同
様に、駆動軸部材と、ハブと、フランジと、第一の内輪
軌道と、小径段部と、内輪と、外輪と、転動体とを備え
る。このうちの駆動軸部材は、内半部に等速ジョイント
を構成する為の等速ジョイント用外輪を、外半部にスプ
ライン軸を、それぞれ設けている。又、上記ハブは、中
心部に設けたスプライン孔にこのスプライン軸を係合さ
せる事により、使用時に上記等速ジョイントを介して回
転駆動される。又、上記フランジは、このハブに車輪を
支持固定する為に、このハブの外端部外周面に設けられ
ている。又、上記第一の内輪軌道は、上記ハブの中間部
外周面に、直接又はこのハブとは別体の内輪を介して設
けたものである。又、上記小径段部は、上記ハブの内端
部に形成されたもので、この第一の内輪軌道を設けた部
分よりも外径寸法が小さくなっている。又、上記内輪
は、外周面に第二の内輪軌道を有し、上記小径段部に外
嵌されている。又、上記外輪は、上記第一の内輪軌道及
び上記第二の内輪軌道に対向する１対の外輪軌道を内周
面に有し、使用時にも回転しない。又、上記転動体は、
上記各外輪軌道と上記第一、第二の内輪軌道との間に、
それぞれ複数個ずつ設けられている。そして、上記小径
段部に外嵌した内輪は、上記ハブの内端部でこの小径段
部に外嵌した内輪よりも内方に突出した部分に存在する
円筒部を直径方向外方にかしめ広げて形成したかしめ部
により上記小径段部の段差面に向け抑え付け、且つ上記
各転動体に予圧を付与した状態で、上記ハブに結合固定
している。又、このハブは、外端面を前記駆動軸部材の
先端部に螺合したナットの内端面に、上記かしめ部の内
端面を上記等速ジョイント用外輪の外端面に、それぞれ
当接させた状態で、上記ナットを緊締する事により、上
記駆動軸部材に結合固定している。特に、上記車輪支持
用ハブユニットに於いては、上記かしめ部の内端面と上
記等速ジョイント用外輪の外端面との当接部の面圧の平
均値を、１．５×１０8 Pa以下（更に好ましくは１．０
×１０8 Pa以下）としている。A bearing unit for driving a wheel according to the present invention comprises a driving shaft member, a hub, a flange, a first shaft and a first shaft, similarly to the second embodiment of the conventional structure shown in FIG. The vehicle includes an inner raceway, a small diameter step, an inner race, an outer race, and a rolling element. Of these, the drive shaft member has a constant velocity joint outer ring for forming a constant velocity joint in the inner half and a spline shaft in the outer half. The hub is driven to rotate via the constant velocity joint during use by engaging the spline shaft with a spline hole provided at the center. The flange is provided on the outer peripheral surface of the outer end of the hub to support and fix the wheel to the hub. The first inner raceway is provided on the outer peripheral surface of the intermediate portion of the hub directly or via an inner race separate from the hub. The small-diameter stepped portion is formed at the inner end of the hub, and has an outer diameter smaller than that of the portion provided with the first inner raceway. The inner ring has a second inner ring raceway on the outer peripheral surface, and is externally fitted to the small diameter step portion. The outer race has a pair of outer races facing the first inner race and the second inner race on its inner peripheral surface, and does not rotate during use. Also, the rolling element is
Between each outer raceway and the first and second inner raceways,
Each is provided in plurality. The inner ring fitted to the small-diameter step portion radially outwardly expands a cylindrical portion existing at a portion of the inner end of the hub that protrudes inward from the inner ring fitted to the small-diameter step portion. The caulked portion is pressed down toward the step surface of the small-diameter stepped portion, and is fixed to the hub with the rolling elements preloaded. The hub has an outer end surface in contact with an inner end surface of a nut screwed to the tip end of the drive shaft member, and an inner end surface of the caulked portion in contact with an outer end surface of the outer race for a constant velocity joint. Then, the nut is tightened to be fixedly connected to the drive shaft member. In particular, in the wheel supporting hub unit, the average value of the contact pressure between the inner end surface of the caulked portion and the outer end surface of the outer ring for the constant velocity joint is 1.5 × 10 8 Pa or less. (More preferably 1.0
× 10 8 Pa or less).
【００１５】[0015]
【作用】上述の様に構成する本発明の車輪駆動用軸受ユ
ニットによれば、かしめ部の内端面と上記等速ジョイン
ト用外輪の外端面との当接部の面圧を低く抑えている
為、これら内端面と外端面とを擦るエネルギを小さく抑
える事ができ、耳障りな程の異音が発生しない様にでき
る。しかも、摩擦を低減する為の皮膜を形成する場合と
は異なり、長期間に亙って上記異音の発生防止を図れ
る。According to the wheel drive bearing unit of the present invention configured as described above, the surface pressure of the contact portion between the inner end surface of the caulked portion and the outer end surface of the outer race for a constant velocity joint is reduced. In addition, the energy for rubbing the inner end surface and the outer end surface can be suppressed to a small level, so that an unpleasant noise can be prevented. Moreover, unlike the case of forming a film for reducing friction, the generation of the abnormal noise can be prevented for a long period of time.
【００１６】[0016]
【発明の実施の形態】図１は、本発明の実施の形態の第
１例を示している。尚、本発明の特徴は、ハブ４ａの内
端部分に設けた小径段部１１に外嵌した内輪５をこのハ
ブ４ａの内端部に形成したかしめ部３０によりこの小径
段部１１に固定すると共に、各転動体６、６に適正な予
圧を付与する構造で、運転時にバッキン音と呼ばれる異
音が発生するのを防止する点にある。上記内輪５の固定
部分の構造に就いては前述の図６に示した従来構造の第
２例と、その他の部分の構造は前述の図５に示した従来
構造の第１例と、それぞれ同様であるから、同等部分に
は同一符号を付して重複する説明を省略若しくは簡略に
し、以下、本発明の特徴部分、並びに前述した従来構造
と異なる部分を中心に説明する。FIG. 1 shows a first embodiment of the present invention. A feature of the present invention is that the inner race 5 which is fitted to the small diameter step 11 provided at the inner end of the hub 4a is fixed to the small diameter step 11 by the caulking part 30 formed at the inner end of the hub 4a. At the same time, the structure is such that an appropriate preload is applied to each rolling element 6, 6 to prevent generation of abnormal noise called backing noise during operation. The structure of the fixed portion of the inner ring 5 is the same as the second example of the conventional structure shown in FIG. 6 described above, and the structure of the other portions is the same as the first example of the conventional structure shown in FIG. Therefore, the same parts are denoted by the same reference numerals, and redundant description is omitted or simplified. Hereinafter, the description will focus on the characteristic parts of the present invention and the parts different from the above-described conventional structure.
【００１７】ハブ４ａの中心部に形成したスプライン孔
１３の内周面に設けた雌スプラインは、各スプライン歯
を上記ハブ４ａの中心軸に対し平行に形成した、所謂平
行スプラインとしている。これに対して、駆動軸部材１
８の外半部のスプライン軸１７の外周面に形成した雄ス
プラインは、各スプライン歯の方向を上記駆動軸部材１
８の中心軸の方向に対し僅かに傾斜させて、所謂捩りス
プラインとしている。従って、車輪支持用軸受ユニット
１ａと等速ジョイント２とを組み合わせるべく、上記ス
プライン軸１７を上記スプライン孔１３に押し込んだ状
態では、これらスプライン軸１７とスプライン孔１３と
が、回転方向に関してがたつきなくスプライン係合す
る。The female spline provided on the inner peripheral surface of the spline hole 13 formed in the center of the hub 4a is a so-called parallel spline in which each spline tooth is formed in parallel with the center axis of the hub 4a. In contrast, the drive shaft member 1
The male spline formed on the outer peripheral surface of the spline shaft 17 in the outer half of the drive shaft member 1 has the direction of each spline tooth.
8 is slightly inclined with respect to the direction of the central axis to form a so-called torsion spline. Accordingly, in a state where the spline shaft 17 is pushed into the spline hole 13 in order to combine the wheel supporting bearing unit 1a and the constant velocity joint 2, the spline shaft 17 and the spline hole 13 rattle in the rotation direction. Without spline engagement.
【００１８】又、上記スプライン軸１７の外端部に形成
した雄ねじ部２３に螺合させたナット２４ａの外端面に
は円筒部３３を形成し、この円筒部３３の偶数個所（図
示の例では６個所）に切り欠き３４、３４を、円周方向
に関して互いに等間隔に形成している。これに対して、
上記雄ねじ部２３の外端部で、上記ナット２４を螺合・
緊締した状態で上記切り欠き３４、３４に整合し得る部
分に貫通孔３５を、上記雄ねじ２３を直径方向に貫通す
る状態で形成している。そして、上記雄ねじ部２３にナ
ット２４ａを螺合し、更に必要量緊締した状態で、上記
貫通孔３５とこの貫通孔３５の両端開口に整合する位置
に存在する１対の切り欠き３４とに、図２に示す様な割
ピン３６を挿通している。この割ピン３６の先端部（図
１の手前側端部、図２の右端部）は、挿通後に図２に鎖
線で示す様にかしめ広げて、上記貫通孔３５及び切り欠
き３４から抜け出ない様にしている。この構成により、
上記ナット２４ａが、所定量緊締した状態位置に留る様
にしている。A cylindrical portion 33 is formed on the outer end surface of the nut 24a screwed into the male screw portion 23 formed on the outer end portion of the spline shaft 17, and an even number of the cylindrical portion 33 (in the example shown in the figure). Notches 34, 34 are formed at equal intervals in the circumferential direction. On the contrary,
At the outer end of the male screw part 23, screw the nut 24
A through hole 35 is formed in a portion that can be aligned with the cutouts 34, 34 in a tightened state so that the male screw 23 penetrates in the diameter direction. Then, a nut 24a is screwed into the male screw portion 23, and further tightened by a necessary amount. The through hole 35 and a pair of cutouts 34 at positions matching the openings at both ends of the through hole 35, A split pin 36 as shown in FIG. 2 is inserted. The tip end (the front end in FIG. 1 and the right end in FIG. 2) of the split pin 36 is swaged and widened as shown by a chain line in FIG. I have to. With this configuration,
The nut 24a is kept at a tightened position by a predetermined amount.
【００１９】この様なナット２４ａの緊締力（緊締トル
ク）は、前記かしめ部３０の内端面に形成した平坦面３
２と等速ジョイント用外輪１４の外端面との当接部の面
圧の平均値が１．５×１０8 Pa（≒１５kgf/mm2 ）以下
となる様に、上記平坦面３２の面積Ｓとの関係で規制し
ている。本例の場合には、この平坦面３２の外径Ｄ32を
５１mm、内径ｄ32を４７mmとし、上記ナット２４ａの緊
締力を、このナット２４ａの緊締に伴って前記スプライ
ン軸１７に加わる軸力Ｆが４０ＫＮ（≒４ｔｆ）以下に
なる様に抑えている。The tightening force (tightening torque) of the nut 24a is applied to the flat surface 3 formed on the inner end surface of the caulking portion 30.
2 and the area S of the flat surface 32 so that the average value of the contact pressure at the contact portion with the outer end surface of the constant velocity joint outer ring 14 is 1.5 × 10 8 Pa (≒ 15 kgf / mm 2 ) or less. It is regulated in relation to. In the case of this example, the outer diameter D 32 of the flat surface 32 51 mm, an inner diameter d 32 and 47 mm, the tightening force of the nut 24a, the axial force applied to the spline shaft 17 with the tightening of the nut 24a F is suppressed so as to be 40 KN (≒ 4 tf) or less.
【００２０】上記した条件で、上記両端面同士の当接部
の面圧の平均値Ｐavを求めると、次の様になる。 Ｐav＝Ｆ／Ｓ＝（40×103 ）／｛π（0.0512−0.047
2 ）／4 ｝≒1.3 ×108 ［Pa］ この様に、本例の場合には、上記両端面同士の当接部の
面圧を１．５×１０8Pa以下に抑えているので、運転時
にこの当接部で発生する、バッキン音と呼ばれる異音を
抑える事ができる。即ち、上記当接部の面圧を低く抑え
ている為、運転時に上記スプライン軸１７の捩り変形に
伴って上記両端面同士が擦れ合う状態になっても、これ
ら両端面を擦るエネルギは小さく、これら両端面で上述
の様な異音が発生しないか、発生しても耳障りでない程
度に低く抑える事ができる。When the average value P av of the surface pressure of the contact portion between the both end surfaces is obtained under the above conditions, the following is obtained. P av = F / S = (40 × 10 3 ) / ｛π (0.051 2 −0.047
2 ) / 4｝ ≒ 1.3 × 10 8 [Pa] Thus, in the case of this example, since the surface pressure of the contact portion between the both end surfaces is suppressed to 1.5 × 10 8 Pa or less, It is possible to suppress abnormal noise called backing noise generated at the contact portion during operation. That is, since the surface pressure of the contact portion is kept low, even if the two end surfaces are rubbed with each other due to the torsional deformation of the spline shaft 17 during operation, the energy for rubbing these two end surfaces is small. Abnormal noise as described above does not occur at both end surfaces, or even if it occurs, it can be suppressed to such an extent that it is not harsh.
【００２１】そこで、上記面圧が上記異音発生に及ぼす
影響に就いて知る為に行なった実験に就いて説明する。
実験では、前記ナット２４ａの緊締力を調節する事によ
り、上記両端面同士の当接部の平均面圧を、１．０×１
０8 ［Pa］、１．５×１０8 ［Pa］、２．０×１０8
［Pa］、２．５×１０8 ［Pa］の４通りに変え、それぞ
れの場合で等速ジョイント用外輪１４に両方向のトルク
を繰り返し加えて、上記当接部で異音が発生する状況を
実現した。そして、発生した異音を耳で聞いて、その程
度を判定した。その結果を、次の表１に示す。尚、この
表１で、「○」印は、発生した異音が、殆ど気にならな
い程度に低かった事を、「×」印は発生した異音が気に
なる程度に高かった事を、「△」印は発生した異音が
「○」印と「×」印との中間程度であった事を、それぞ
れ表している。An experiment conducted to find out the influence of the surface pressure on the generation of the abnormal noise will now be described.
In the experiment, by adjusting the tightening force of the nut 24a, the average surface pressure of the abutting portion between the both end surfaces was set to 1.0 × 1.
0 8 [Pa], 1.5 × 10 8 [Pa], 2.0 × 10 8
[Pa] and 2.5 × 10 8 [Pa], and in each case, torque in both directions is repeatedly applied to the outer race 14 for the constant velocity joint, and the abnormal noise is generated at the contact portion. It was realized. Then, the generated abnormal noise was heard by ear, and the degree was judged. The results are shown in Table 1 below. In Table 1, “○” indicates that the generated abnormal noise was low enough to be hardly noticed, and “×” indicates that the generated abnormal noise was high enough to be noticeable. The “△” mark indicates that the generated abnormal noise was approximately between the “○” mark and the “×” mark.
【００２２】[0022]
【表１】 [Table 1]
【００２３】この表１から明らかな通り、上記両端面同
士の当接部の平均面圧を１．５×１０8 ［Pa］以下に抑
えれば、運転時に発生する、バッキン音と呼ばれる異音
を或る程度低くでき、更に１．０×１０8 ［Pa］以下に
抑えれば、殆ど気にならない程度に低く抑える事ができ
る。尚、上記平均面圧を低く抑える為には、前記ナット
２４ａの緊締力を低く抑える必要があるが、本発明の場
合には、前記内輪５を前記かしめ部３０により抑え付け
ているので、上記緊締力を低く抑えても、各転動体６、
６に付与した予圧が低下若しくは喪失する事はない。As is clear from Table 1, if the average surface pressure at the contact portion between the both end faces is suppressed to 1.5 × 10 8 [Pa] or less, abnormal noise called backing noise generated during operation is generated. Can be reduced to a certain extent, and if it is further suppressed to 1.0 × 10 8 [Pa] or less, it can be suppressed to a level that is hardly noticeable. In order to keep the average surface pressure low, the tightening force of the nut 24a needs to be kept low. In the case of the present invention, however, since the inner ring 5 is held down by the caulking part 30, Even if the tightening force is kept low, each rolling element 6,
The preload applied to 6 is not reduced or lost.
【００２４】又、上記異音の発生を抑える為には、上記
ナット２４ａの緊締力の最大値を規制すれば良く、上記
異音の発生を抑える面からは、この緊締力の最小値を規
制する必要はない。但し、この最小値は、運転時に前記
駆動軸部材１８に加わるスラスト荷重に拘らず、この駆
動軸部材１８と前記ハブ４ａとの間で軸方向に関する相
対変位が発生しない様にする面から規制する。即ち、運
転時には、デファレンシャルギヤ側に設けるトリポード
型等速ジョイント部分で発生する軸力、更には旋回時に
発生する遠心力により、上記駆動軸部材１８と上記ハブ
４ａとを軸方向に関して相対変位させる方向の力が加わ
る。この様な力に拘らず、これら両部材１８、４ａ同士
がずれ動かない様にする為に、上記ナット２４ａの緊締
力の最小値は、安全率を見込んで、３．５ＫＮ程度確保
する。In order to suppress the generation of the abnormal noise, the maximum value of the tightening force of the nut 24a may be restricted. From the viewpoint of suppressing the generation of the abnormal noise, the minimum value of the tightening force is restricted. do not have to. However, this minimum value is regulated from the viewpoint of preventing relative displacement in the axial direction between the drive shaft member 18 and the hub 4a regardless of the thrust load applied to the drive shaft member 18 during operation. . That is, during operation, a direction in which the drive shaft member 18 and the hub 4a are relatively displaced in the axial direction by an axial force generated at a tripod-type constant velocity joint provided on the differential gear side, and further by a centrifugal force generated during turning. The power of increases. Regardless of such a force, in order to prevent the members 18 and 4a from shifting and moving with each other, the minimum value of the tightening force of the nut 24a is secured to about 3.5 KN in consideration of a safety factor.
【００２５】次に、図３は、本発明の実施の形態の第２
例を示している。本例の場合には、上述した第１例の場
合とは異なり、ナット２４ｂの外端面に形成した円筒部
３３ａに、特に切り欠き３４、３４（図１参照）は形成
していない。代わりに、本例の場合には、スプライン軸
１７の外端部に形成した雄ねじ部２３の外半部の円周方
向一部に、凹溝部３７を形成している。この様な本例の
場合には、上記ナット２４ｂを所定量緊締した状態で、
上記円筒部３３ａの一部で上記凹溝部３７に整合する部
分を径方向内方に塑性変形させて（かしめ付けて）この
凹溝部３７と凹凸係合させ、上記ナット２４ｂが緩むの
を防止する。又、本例の場合には、ハブ４ｂに１対の内
輪５、５ａを外嵌して、第一、第二の内輪軌道１０、１
２を設けている。FIG. 3 shows a second embodiment of the present invention.
An example is shown. In the case of the present example, unlike the case of the first example described above, notches 34, 34 (see FIG. 1) are not particularly formed in the cylindrical portion 33a formed on the outer end surface of the nut 24b. Instead, in the case of this example, a concave groove 37 is formed in a part of the outer half of the external thread portion 23 formed at the outer end of the spline shaft 17 in the circumferential direction. In the case of such an example, with the nut 24b tightened by a predetermined amount,
A portion of the cylindrical portion 33a, which is aligned with the concave groove portion 37, is plastically deformed (caulked) radially inward to engage with the concave groove portion 37 so as to prevent the nut 24b from loosening. . In the case of this example, a pair of inner races 5 and 5a are externally fitted to the hub 4b, and the first and second inner raceways 10, 1
2 are provided.
【００２６】この様な本例の場合も、上記ナット２４ｂ
の緊締力を、かしめ部３０の内端面に形成した平坦面３
２と等速ジョイント用外輪１４の外端面との当接部の面
圧の平均値が１．５×１０8 Pa（≒１５kgf/mm2 ）以下
となる様に、上記平坦面３２の面積Ｓとの関係で規制し
ている。本例の場合には、この平坦面３２の外径Ｄ32´
を５３mm、内径ｄ32´を５０mmとし、上記ナット２４ｂ
の緊締力を、このナット２４ｂの緊締に伴って上記スプ
ライン軸１７に加わる軸力Ｆが２０ＫＮ（≒２ｔｆ）以
下になる様に抑えている。In the case of this embodiment as well, the nut 24b
The flat surface 3 formed on the inner end surface of the caulked portion 30
2 and the area S of the flat surface 32 so that the average value of the contact pressure at the contact portion with the outer end surface of the constant velocity joint outer ring 14 is 1.5 × 10 8 Pa (≒ 15 kgf / mm 2 ) or less. It is regulated in relation to. In the case of this example, the outer diameter D 32 ′ of the flat surface 32
Is 53 mm, the inner diameter d 32 ′ is 50 mm, and the nut 24 b
Is suppressed so that the axial force F applied to the spline shaft 17 with the tightening of the nut 24b becomes 20 KN (≒ 2tf) or less.
【００２７】上記した条件で、上記両端面同士の当接部
の面圧の平均値Ｐav′を求めると、次の様になる。 Ｐav′＝Ｆ／Ｓ＝（20×103 ）／｛π（0.0532−0.0502
）／4 ｝≒0.8 ×108 ［Pa］ この様に、本例の場合も、上記両端面同士の当接部の面
圧を１．５×１０8 Pa以下に抑えているので、運転時に
この当接部で発生する、バッキン音と呼ばれる異音を抑
える事ができる。その他の構成及び作用は、前述した第
１例の場合と同様である。When the average value P av ′ of the surface pressures at the contact portions between the both end surfaces is obtained under the above conditions, the following results are obtained. P av ′ = F / S = (20 × 10 3 ) / ｛π (0.053 2 −0.050 2
) / 4｝ ≒ 0.8 × 10 8 [Pa] Thus, also in the case of this example, the surface pressure of the contact portion between the both end surfaces is suppressed to 1.5 × 10 8 Pa or less. It is possible to suppress abnormal noise called backing noise generated at the contact portion. Other configurations and operations are the same as in the case of the above-described first example.
【００２８】次に、図４は、本発明の実施の形態の第３
例を示している。本例の場合も、前述した第１例の場合
とは異なり、ナット２４ｂの外端面に形成した円筒部３
３ａに、特に切り欠き３４、３４（図１参照）は形成し
ていない。代わりに、本例の場合には、スプライン軸１
７の外端面に凹部３８を形成して、このスプライン軸１
７の外端部を円筒状に形成している。この様な本例の場
合には、上記ナット２４ｂを所定量緊締した状態で、上
記スプライン軸１７の外端部の周方向一部を、上記円筒
部３３ａと共に径方向外方に塑性変形させて（かしめ広
げて）この円筒部３３ａと凹凸係合させ、上記ナット２
４ｂが緩むのを防止する。Next, FIG. 4 shows a third embodiment of the present invention.
An example is shown. Also in the case of this example, unlike the case of the first example described above, the cylindrical portion 3 formed on the outer end face of the nut 24b
In particular, notches 34, 34 (see FIG. 1) are not formed in 3a. Instead, in the case of this example, the spline shaft 1
7, a concave portion 38 is formed on the outer end surface of the spline shaft 1.
The outer end of 7 is formed in a cylindrical shape. In the case of the present embodiment, a part of the outer end of the spline shaft 17 in the circumferential direction is plastically deformed radially outward together with the cylindrical portion 33a while the nut 24b is tightened by a predetermined amount. (Spread it out) and engage it unevenly with this cylindrical portion 33a.
4b is prevented from loosening.
【００２９】この様な本例の場合も、上記ナット２４ｂ
の緊締力を、かしめ部３０の内端面に形成した平坦面３
２と等速ジョイント用外輪１４の外端面との当接部の面
圧の平均値が１．５×１０8 Pa（≒１５kgf/mm2 ）以下
となる様に、上記平坦面３２の面積Ｓとの関係で規制し
ている。本例の場合には、この平坦面３２の外径Ｄ32″
を５０mm、内径ｄ32″を４６mmとし、上記ナット２４ｂ
の緊締力を、このナット２４ｂの緊締に伴って上記スプ
ライン軸１７に加わる軸力Ｆが３０ＫＮ（≒３ｔｆ）以
下になる様に抑えている。In the case of this embodiment as well, the nut 24b
The flat surface 3 formed on the inner end surface of the caulked portion 30
2 and the area S of the flat surface 32 so that the average value of the contact pressure at the contact portion with the outer end surface of the constant velocity joint outer ring 14 is 1.5 × 10 8 Pa (≒ 15 kgf / mm 2 ) or less. It is regulated in relation to. In the case of this example, the outer diameter D 32 ″ of this flat surface 32
Is 50 mm, the inner diameter d 32 ″ is 46 mm, and the nut 24 b
Is suppressed so that the axial force F applied to the spline shaft 17 with the tightening of the nut 24b becomes 30 KN (≒ 3tf) or less.
【００３０】上記した条件で、上記両端面同士の当接部
の面圧の平均値Ｐav″を求めると、次の様になる。 Ｐav″＝Ｆ／Ｓ＝（30×103 ）／｛π（0.0502−0.0462
）／4 ｝≒1.0 ×108 ［Pa］ この様に、本例の場合も、上記両端面同士の当接部の面
圧を１．５×１０8 Pa以下に抑えているので、運転時に
この当接部で発生する、バッキン音と呼ばれる異音を抑
える事ができる。その他の構成及び作用は、前述した第
２例の場合と同様である。The average value of the surface pressure P av ″ at the contact portion between the two end surfaces under the above conditions is as follows: P av ″ = F / S = (30 × 10 3 ) / ｛Π (0.050 2 −0.046 2
) / 4｝ ≒ 1.0 × 10 8 [Pa] As described above, also in the case of this example, the surface pressure of the abutting portion between the both end surfaces is suppressed to 1.5 × 10 8 Pa or less, so that during operation, It is possible to suppress abnormal noise called backing noise generated at the contact portion. Other configurations and operations are the same as those of the above-described second example.
【００３１】[0031]
【発明の効果】本発明は、以上に述べた通り構成され作
用するので、転動体への予圧付与を確実に行なえ、しか
も、運転時に耳障りな騒音を発生しない状態を長期間に
亙って維持できる車輪駆動用軸受ユニットを実現でき
る。Since the present invention is constructed and operates as described above, it is possible to reliably apply a preload to the rolling elements and to maintain a state in which no unpleasant noise is generated during operation for a long period of time. A wheel drive bearing unit that can be realized.
【図１】本発明の実施の形態の第１例を示す断面図。FIG. 1 is a sectional view showing a first example of an embodiment of the present invention.
【図２】割ピンの斜視図。FIG. 2 is a perspective view of a split pin.
【図３】本発明の実施の形態の第２例を示す断面図。FIG. 3 is a sectional view showing a second example of the embodiment of the present invention.
【図４】同第３例を示す断面図。FIG. 4 is a sectional view showing the third example.
【図５】従来構造の第１例を示す断面図。FIG. 5 is a sectional view showing a first example of a conventional structure.
【図６】同第２例を示す半部断面図。FIG. 6 is a half sectional view showing the second example.
【符号の説明】 １、１ａ、１ｂ 車輪支持用軸受ユニット ２ 等速ジョイント ３ 外輪 ４、４ａ、４ｂ ハブ ５、５ａ 内輪 ６ 転動体 ７ 第一のフランジ ８ 外輪軌道 ９ 第二のフランジ １０ 第一の内輪軌道 １１ 小径段部 １２ 第二の内輪軌道 １３ スプライン孔 １４ 等速ジョイント用外輪 １５ 等速ジョイント用内輪 １６ ボール １７ スプライン軸 １８ 駆動軸部材 １９ 外側係合溝 ２０ 第二のスプライン孔 ２１ 内側係合溝 ２２ 保持器 ２３ 雄ねじ部 ２４、２４ａ、２４ｂ ナット ２５ 駆動軸 ２６ 雄スプライン部 ２７ 係止溝 ２８ 止め輪 ２９ 係止段部 ３０ かしめ部 ３１ 段差面 ３２ 平坦面 ３３、３３ａ 円筒面 ３４ 切り欠き ３５ 貫通孔 ３６ 割ピン ３７ 凹溝部 ３８ 凹部DESCRIPTION OF SYMBOLS 1, 1a, 1b Wheel support bearing unit 2 Constant velocity joint 3 Outer ring 4, 4a, 4b Hub 5, 5a Inner ring 6 Rolling element 7 First flange 8 Outer ring raceway 9 Second flange 10 First Inner raceway 11 small diameter step 12 second inner raceway 13 spline hole 14 outer race for constant velocity joint 15 inner race for constant velocity joint 16 ball 17 spline shaft 18 drive shaft member 19 outer engagement groove 20 second spline hole 21 inside Engaging groove 22 Cage 23 Male screw part 24, 24 a, 24 b Nut 25 Drive shaft 26 Male spline part 27 Lock groove 28 Retaining ring 29 Lock step part 30 Caulking part 31 Step surface 32 Flat surface 33, 33 a Cylindrical surface 34 Cut Notch 35 Through hole 36 Split pin 37 Groove 38 Recess
Claims (1)
等速ジョイント用外輪を、外半部にスプライン軸を、そ
れぞれ設けた駆動軸部材と、中心部に設けたスプライン
孔にこのスプライン軸を係合させる事により、使用時に
上記等速ジョイントを介して回転駆動されるハブと、こ
のハブに車輪を支持固定する為に、このハブの外端部外
周面に設けられたフランジと、このハブの中間部外周面
に、直接又はこのハブとは別体の内輪を介して設けた第
一の内輪軌道と、このハブの内端部に形成された、この
第一の内輪軌道を設けた部分よりも外径寸法が小さくな
った小径段部と、外周面に第二の内輪軌道を有し、この
小径段部に外嵌された内輪と、上記第一の内輪軌道及び
上記第二の内輪軌道に対向する１対の外輪軌道を内周面
に有し、使用時にも回転しない外輪と、これら各外輪軌
道と上記第一、第二の内輪軌道との間に、それぞれ複数
個ずつ設けられた転動体とを備え、上記小径段部に外嵌
した内輪は、上記ハブの内端部でこの小径段部に外嵌し
た内輪よりも内方に突出した部分に存在する円筒部を直
径方向外方にかしめ広げて形成したかしめ部により上記
小径段部の段差面に向け抑え付け、且つ上記各転動体に
予圧を付与した状態で、上記ハブに結合固定しており、
このハブは、外端面を上記駆動軸部材の先端部に螺合し
たナットの内端面に、上記かしめ部の内端面を上記等速
ジョイント用外輪の外端面に、それぞれ当接させた状態
で、上記ナットを緊締する事により上記駆動軸部材に結
合固定している車輪支持用ハブユニットに於いて、上記
かしめ部の内端面と上記等速ジョイント用外輪の外端面
との当接部の面圧の平均値を、１．５×１０8 Pa以下と
した事を特徴とする車輪駆動用軸受ユニット。A drive shaft member provided with a constant velocity joint outer ring for forming a constant velocity joint in an inner half portion, a spline shaft provided in an outer half portion, and a spline hole provided in a center portion. A hub that is driven to rotate through the constant velocity joint during use by engaging a shaft, and a flange provided on an outer peripheral surface of an outer end portion of the hub to support and fix wheels to the hub, A first inner raceway provided directly or through an inner race separate from the hub on an outer peripheral surface of an intermediate portion of the hub, and a first inner raceway formed at an inner end of the hub are provided. A small-diameter step portion having an outer diameter dimension smaller than that of the portion, a second inner raceway on the outer peripheral surface, an inner race externally fitted to the small-diameter step portion, the first inner raceway and the second Has a pair of outer raceways on its inner peripheral surface that face the inner raceway An outer ring that does not rotate, and a plurality of rolling elements provided between the outer raceways and the first and second inner raceways, respectively; At the inner end of the cylindrical portion existing at a portion protruding inward from the inner ring fitted to the small-diameter step portion, the cylindrical portion is formed by caulking and expanding outward in the diametrical direction. In a state where the rolling elements are held down and a preload is applied, the rolling elements are connected and fixed to the hub,
The hub has an outer end surface in contact with an inner end surface of a nut screwed into a distal end portion of the drive shaft member, and an inner end surface of the caulked portion in contact with an outer end surface of the outer race for a constant velocity joint. In the wheel supporting hub unit fixed to the drive shaft member by tightening the nut, the surface pressure of the contact portion between the inner end surface of the caulked portion and the outer end surface of the outer race for the constant velocity joint is provided. The wheel drive bearing unit, characterized in that the average value of is not more than 1.5 × 10 8 Pa.
Priority Applications (9)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000298222A JP2002106557A (en) | 2000-09-29 | 2000-09-29 | Bearing unit for driving wheel |
| CNB018132065A CN1255287C (en) | 2000-09-29 | 2001-09-17 | Bearing unit for wheel drive |
| EP01967706A EP1320464B1 (en) | 2000-09-29 | 2001-09-17 | Bearing unit for wheel drive |
| KR1020027016429A KR100695720B1 (en) | 2000-09-29 | 2001-09-17 | Bearing Unit for Wheel Drive |
| BR0111302-0A BR0111302A (en) | 2000-09-29 | 2001-09-17 | Wheel drive bearing unit |
| PCT/JP2001/008059 WO2002028668A2 (en) | 2000-09-29 | 2001-09-17 | Bearing unit for wheel drive |
| DE60116504T DE60116504T2 (en) | 2000-09-29 | 2001-09-17 | BEARING UNIT FOR WHEEL DRIVE |
| US10/276,923 US6926448B2 (en) | 2000-09-29 | 2001-09-17 | Bearing unit for wheel drive |
| US11/012,240 US7125171B2 (en) | 2000-09-29 | 2004-12-16 | Bearing unit for wheel drive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000298222A JP2002106557A (en) | 2000-09-29 | 2000-09-29 | Bearing unit for driving wheel |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002106557A true JP2002106557A (en) | 2002-04-10 |
| JP2002106557A5 JP2002106557A5 (en) | 2005-05-19 |
Family
ID=18780209
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000298222A Pending JP2002106557A (en) | 2000-09-29 | 2000-09-29 | Bearing unit for driving wheel |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2002106557A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005297728A (en) * | 2004-04-09 | 2005-10-27 | Nsk Ltd | Method and device for manufacturing roller bearing unit for driving wheel |
| JP2006188187A (en) * | 2005-01-07 | 2006-07-20 | Ntn Corp | Bearing device for wheel |
| JP2006189138A (en) * | 2005-01-07 | 2006-07-20 | Ntn Corp | Wheel bearing device |
| JP2010000916A (en) * | 2008-06-20 | 2010-01-07 | Ntn Corp | Bearing device for driving wheel |
| US7766554B2 (en) | 2006-09-25 | 2010-08-03 | Jtekt Corporation | Wheel rolling bearing apparatus |
-
2000
- 2000-09-29 JP JP2000298222A patent/JP2002106557A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005297728A (en) * | 2004-04-09 | 2005-10-27 | Nsk Ltd | Method and device for manufacturing roller bearing unit for driving wheel |
| JP4696466B2 (en) * | 2004-04-09 | 2011-06-08 | 日本精工株式会社 | Method and apparatus for manufacturing rolling bearing unit for drive wheel |
| JP2006188187A (en) * | 2005-01-07 | 2006-07-20 | Ntn Corp | Bearing device for wheel |
| JP2006189138A (en) * | 2005-01-07 | 2006-07-20 | Ntn Corp | Wheel bearing device |
| US7766554B2 (en) | 2006-09-25 | 2010-08-03 | Jtekt Corporation | Wheel rolling bearing apparatus |
| JP2010000916A (en) * | 2008-06-20 | 2010-01-07 | Ntn Corp | Bearing device for driving wheel |
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