JP2007022534A - Bearing device for driving wheel - Google Patents

Bearing device for driving wheel Download PDF

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JP2007022534A
JP2007022534A JP2006287556A JP2006287556A JP2007022534A JP 2007022534 A JP2007022534 A JP 2007022534A JP 2006287556 A JP2006287556 A JP 2006287556A JP 2006287556 A JP2006287556 A JP 2006287556A JP 2007022534 A JP2007022534 A JP 2007022534A
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wheel
outer ring
hub wheel
joint
joint outer
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Akira Sera
昌 世良
Akira Torii
晃 鳥居
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NTN Corp
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NTN Corp
NTN Toyo Bearing Co Ltd
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Priority to JP2006287556A priority Critical patent/JP2007022534A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a bearing device for a driving wheel capable of preventing deformation of a part with which a caulked portion of an end face on a hub wheel mounting flange side is brought into contact in advance. <P>SOLUTION: In this bearing device of a driving wheel, a hub wheel 1, a constant velocity universal joint, and a plurality of rows of bearing parts are formed in a unit, at least one track surface of a plurality of rows of track surfaces of the bearing parts and a wheel mounting flange are formed on the outboard side of the hub wheel 1, and a shaft part 20 of the joint outer wheel of the constant velocity universal joint 2 is inserted into the hub wheel 1, and a shaft end 35 of the joint outer wheel is fixed to the hub wheel 1. The shaft part 20 of the joint outer wheel part of the constant velocity universal joint is inserted in the hub wheel 1 via serrations 21, 22, the shaft end 35 of the joint outer wheel is caulked outwardly in the radial direction, and fixed to an end face 39 on the wheel mounting flange side of the hub wheel 1, and an induction-hardened part 41 is formed on a part in contact with a caulked portion 38 of the shaft end 35 of at least the joint out wheel of the end face 39 on the wheel mounting flange side of the hub wheel 1. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は駆動車輪用軸受装置に関し、詳しくは、自動車の駆動車輪を車体に回転自在に支持する駆動車輪用軸受装置に関する。   The present invention relates to a drive wheel bearing device, and more particularly, to a drive wheel bearing device that rotatably supports a drive wheel of an automobile on a vehicle body.

自動車の駆動車輪用軸受装置には、その用途に応じて種々の形式のものが提案されている。例えば、図５に示す駆動車輪用軸受装置は、ハブ輪１、等速自在継手２および複列の軸受部３をユニット化したもので、ハブ輪１、複列の転動体４，５、外輪６および等速自在継手２を主要な構成要素としている（例えば、特許文献１参照）。   Various types of bearing devices for driving wheels of automobiles have been proposed depending on the application. For example, the drive wheel bearing device shown in FIG. 5 is a unit in which the hub wheel 1, the constant velocity universal joint 2 and the double row bearing portion 3 are unitized, and the hub wheel 1, the double row rolling elements 4, 5 and the outer ring. 6 and the constant velocity universal joint 2 are main components (see, for example, Patent Document 1).

前記ハブ輪１は、その外周面にアウトボード側の軌道面７が形成されると共に、車輪（図示せず）を取り付けるための車輪取付フランジ９を備えている。この車輪取付フランジ９の円周方向等間隔に、ホイールディスクを固定するためのハブボルト（図示せず）が植設されている。このハブ輪１のアウトボード側端部には、ホイール案内部１０およびブレーキ案内部１１を有するパイロット部１２が一体的に形成されている。   The hub wheel 1 has a raceway surface 7 on the outboard side formed on the outer peripheral surface thereof, and includes a wheel mounting flange 9 for mounting a wheel (not shown). Hub bolts (not shown) for fixing the wheel discs are implanted at equal intervals in the circumferential direction of the wheel mounting flange 9. A pilot portion 12 having a wheel guide portion 10 and a brake guide portion 11 is integrally formed at an end portion on the outboard side of the hub wheel 1.

等速自在継手２は、シャフト３３の一端に設けられ、内周面にトラック溝１３が形成された継手外輪１４と、その継手外輪１４のトラック溝１３と対向するトラック溝１５が外周面に形成された継手内輪１６と、前記継手外輪１４のトラック溝１３と継手内輪１６のトラック溝１５との間に組み込まれたボール１７と、継手外輪１４と継手内輪１６間に介在してボール１７を支持する保持器１８とからなる。   The constant velocity universal joint 2 is provided at one end of a shaft 33, and a joint outer ring 14 having a track groove 13 formed on an inner peripheral surface thereof, and a track groove 15 facing the track groove 13 of the joint outer ring 14 formed on an outer peripheral surface thereof. The joint inner ring 16, the ball 17 incorporated between the track groove 13 of the joint outer ring 14 and the track groove 15 of the joint inner ring 16, and the ball 17 is interposed between the joint outer ring 14 and the joint inner ring 16. And the retainer 18.

前記継手外輪１４は、継手内輪１６、ボール１７および保持器１８を収容したマウス部１９と、そのマウス部１９から軸方向に一体的に延び、外周面にセレーション２１（以下、外径セレーションと称す）が形成された軸部２０を有する。この軸部２０をハブ輪１の貫通孔に挿入し、そのハブ輪１の内周面に形成されたセレーション２２（以下、内径セレーションと称す）と前記軸部２０の外径セレーション２１とを嵌合させることによりトルク伝達可能としている。また、前記マウス部１９と軸部２０との間に位置する肩部２４の外周面にインボード側の軌道面８が形成され、前記ハブ輪１の外周面に形成されたアウトボード側の軌道面７とで複列の軌道面７，８を構成する。   The joint outer ring 14 is integrally extended in the axial direction from the mouth part 19 containing the joint inner ring 16, the ball 17 and the cage 18, and has a serration 21 (hereinafter referred to as an outer diameter serration) on the outer peripheral surface. ) Is formed. The shaft portion 20 is inserted into the through hole of the hub wheel 1 and a serration 22 (hereinafter referred to as an inner diameter serration) formed on the inner peripheral surface of the hub wheel 1 and an outer diameter serration 21 of the shaft portion 20 are fitted. Torque transmission is possible by combining them. An inboard-side track surface 8 is formed on the outer peripheral surface of the shoulder portion 24 located between the mouse portion 19 and the shaft portion 20, and an outboard-side track formed on the outer peripheral surface of the hub wheel 1. A double-row track surface 7 and 8 is formed by the surface 7.

外輪６は、内周面に前記ハブ輪１および継手外輪１４の軌道面７，８と対向する軌道面２５，２６が形成され、車体（図示せず）に取り付けるための車体取付フランジ２７を備えている。この車体取付フランジ２７は、車体の懸架装置から延びるナックル（図示せず）にボルトで固定されている。   The outer ring 6 is formed with raceway surfaces 25 and 26 facing the raceway surfaces 7 and 8 of the hub wheel 1 and the joint outer ring 14 on the inner peripheral surface, and includes a vehicle body mounting flange 27 for mounting on a vehicle body (not shown). ing. The vehicle body mounting flange 27 is fixed to a knuckle (not shown) extending from the vehicle suspension system with bolts.

軸受部３は、複列のアンギュラ玉軸受構造で、ハブ輪１および継手外輪１４の外周面に形成された軌道面７，８と外輪６の内周面に形成された軌道面２５，２６との間に転動体４，５を介在させ、各列の転動体４，５を保持器２８，２９により円周方向等間隔に支持した構造を有する。   The bearing portion 3 has a double-row angular contact ball bearing structure, raceway surfaces 7 and 8 formed on the outer peripheral surface of the hub wheel 1 and the joint outer ring 14, and raceway surfaces 25 and 26 formed on the inner peripheral surface of the outer ring 6. The rolling elements 4 and 5 are interposed therebetween, and the rolling elements 4 and 5 in each row are supported by the cages 28 and 29 at equal intervals in the circumferential direction.

軸受部３の両端開口部には、外輪６とハブ輪１および継手外輪１４との環状空間を密封する一対のシール３０，３１が外輪６の端部内径に嵌合され、内部に充填されたグリースの漏洩ならびに外部からの水や異物の侵入を防止するようになっている。   A pair of seals 30 and 31 for sealing the annular space between the outer ring 6, the hub wheel 1, and the joint outer ring 14 are fitted to the inner diameter of the end portion of the outer ring 6 and filled in the opening at both ends of the bearing portion 3. It prevents the leakage of grease and the entry of water and foreign matters from the outside.

この軸受装置では、継手外輪１４の軸端部３５を塑性変形によりハブ輪１のパイロット部１２内に位置する車輪取付フランジ側端面３６に加締め、その加締め部２３により継手外輪１４をハブ輪１に固着すると共に、この加締めでもってハブ輪１のインボード側端部に継手外輪１４の肩部２４を突き合わせ、これにより予圧管理を行っている。   In this bearing device, the shaft end portion 35 of the joint outer ring 14 is crimped to the wheel mounting flange side end surface 36 located in the pilot portion 12 of the hub wheel 1 by plastic deformation, and the joint outer ring 14 is connected to the hub wheel by the crimped portion 23. 1 and the shoulder portion 24 of the joint outer ring 14 is abutted against the inboard side end portion of the hub wheel 1 by this caulking, thereby performing preload management.

継手外輪１４の軸端部３５を塑性変形によりハブ輪１の車輪取付フランジ側端面３６に加締めて加締め部２３を形成するには揺動加締め方法が採用されている。この揺動加締め方法は、図６（ａ）に示すようにハブ輪１、等速自在継手２の継手外輪１４および複列の軸受部３を組み付けたアッセンブリを、前記継手外輪１４をベース（図示せず）上に載置した状態で起立保持し、同図（ｂ）に示すように加締め用ポンチ３７を継手外輪１４の軸心に対して揺動させながら回転させ、その状態で加締め用ポンチ３７の下端面に形成された加工面により継手外輪１４の軸端部３５に所定の荷重をかけ、加締め用ポンチ３７を下死点まで下降させることにより継手外輪１４の軸端部３５をハブ輪１の車輪取付フランジ側端面３６に加締めている。
特開２００２−１２０５０７ A swing caulking method is employed to form the caulking portion 23 by caulking the shaft end portion 35 of the joint outer ring 14 to the wheel mounting flange side end surface 36 of the hub wheel 1 by plastic deformation. As shown in FIG. 6 (a), this swing caulking method uses an assembly in which the hub wheel 1, the joint outer ring 14 of the constant velocity universal joint 2 and the double row bearing portion 3 are assembled, and the joint outer ring 14 as a base ( (Not shown) is erected and held, and is rotated while swinging the caulking punch 37 with respect to the shaft center of the joint outer ring 14 as shown in FIG. A predetermined load is applied to the shaft end portion 35 of the joint outer ring 14 by the machining surface formed on the lower end surface of the clamping punch 37, and the shaft end portion of the joint outer ring 14 is lowered by lowering the crimping punch 37 to the bottom dead center. 35 is caulked to the wheel mounting flange side end surface 36 of the hub wheel 1.
JP 2002-120507 A

ところで、等速自在継手２の継手外輪１４をハブ輪１に固定するための加締め部２３は、継手外輪１４の軸端部３５を、ハブ輪１の内径セレーション２２の端部周縁に沿ってそのハブ輪１の車輪取付フランジ側端面３６へ向けて塑性変形させることにより形成される。   By the way, the caulking portion 23 for fixing the joint outer ring 14 of the constant velocity universal joint 2 to the hub wheel 1 is configured so that the shaft end portion 35 of the joint outer ring 14 extends along the peripheral edge of the end portion of the inner diameter serration 22 of the hub wheel 1. It is formed by plastic deformation toward the wheel mounting flange side end surface 36 of the hub wheel 1.

この軸受装置のハブ輪１に引き抜き荷重が負荷された場合、ハブ輪１の車輪取付フランジ側端面３６の加締め部２３が接触する部分が変形し、その結果、継手外輪１４の軸部２０に対するハブ輪１の滑り量で引き抜き荷重を評価すると、滑り量が大きくなって引き抜き荷重が低下する。   When a pulling load is applied to the hub wheel 1 of this bearing device, the portion of the hub wheel 1 where the crimping portion 23 of the wheel mounting flange side end surface 36 contacts is deformed. As a result, the shaft 20 of the joint outer ring 14 is deformed. When the pulling load is evaluated based on the slip amount of the hub wheel 1, the slip amount is increased and the pulling load is reduced.

そこで、本発明は前記問題点に鑑みて提案されたもので、その目的とするところは、ハブ輪の車輪取付フランジ側端面の加締め部が接触する部分が変形することを未然に防止し得る駆動車輪用軸受装置を提供することにある。   Therefore, the present invention has been proposed in view of the above-described problems, and the object of the present invention is to prevent the deformation of the portion of the hub wheel where the crimped portion of the wheel mounting flange side end surface comes into contact. The object is to provide a bearing device for a drive wheel.

前記目的を達成するための技術的手段として、本発明は、ハブ輪、等速自在継手および複列の軸受部をユニット化し、その軸受部の複列の軌道面のうち、少なくとも一方の軌道面および車輪取付フランジを前記ハブ輪のアウトボード側に形成し、前記等速自在継手の継手外輪の軸部を前記ハブ輪に内嵌し、前記継手外輪の軸端部をハブ輪に固着した駆動車輪用軸受装置において、等速自在継手の継手外輪の軸部をハブ輪にセレーションを介して内嵌し、継手外輪の軸端部を径方向外方へ加締めてハブ輪の車輪取付フランジ側端面に固着し、ハブ輪の車輪取付フランジ側端面の、少なくとも継手外輪の軸端部の加締め部と接触する部位に、高周波焼入れ部を形成したことを特徴とする。なお、本発明は、前記軸受部の複列の軌道面のうち、他方の軌道面を等速自在継手の継手外輪に直接形成した構造を有する駆動車輪用軸受装置に適用されることが望ましい。   As technical means for achieving the above object, the present invention provides a hub wheel, a constant velocity universal joint, and a double row bearing portion as a unit, and at least one raceway surface among the double row raceway surfaces of the bearing portion. And a wheel mounting flange formed on the outboard side of the hub wheel, a shaft portion of the joint outer ring of the constant velocity universal joint is fitted into the hub wheel, and a shaft end portion of the joint outer ring is fixed to the hub wheel. In the wheel bearing device, the shaft portion of the joint outer ring of the constant velocity universal joint is fitted into the hub wheel via serrations, and the shaft end portion of the joint outer ring is swaged outward in the radial direction to provide a wheel mounting flange side of the hub wheel. The induction hardening part is formed in the site | part which contact | connects the crimping part of the axial edge part of a joint outer ring | wheel at least on the wheel attachment flange side end surface of a hub ring, and is fixed to an end surface. The present invention is preferably applied to a drive wheel bearing device having a structure in which the other raceway surface of the double-row raceway surfaces of the bearing portion is directly formed on a joint outer ring of a constant velocity universal joint.

本発明では、等速自在継手の継手外輪の軸部をハブ輪にセレーションを介して内嵌し、継手外輪の軸端部を径方向外方へ加締めてハブ輪の車輪取付フランジ側端面に固着し、ハブ輪の車輪取付フランジ側端面の、少なくとも継手外輪の軸端部の加締め部と接触する部位に、高周波焼入れ部を形成したことにより、その加締め部との接触部位の強度アップが図れ、ハブ輪に引き抜き荷重が負荷された場合でも、ハブ輪の車輪取付フランジ側端面の加締め部が接触する部分が変形することを未然に防止することができる。   In the present invention, the shaft portion of the joint outer ring of the constant velocity universal joint is internally fitted to the hub wheel via serrations, and the shaft end portion of the joint outer ring is crimped radially outward to the end surface on the wheel mounting flange side of the hub wheel. Adhering to the wheel mounting flange side end face of the hub wheel, forming a high-frequency hardened part at least in contact with the crimped part of the shaft end of the joint outer ring, increasing the strength of the contacted part with the crimped part Therefore, even when a pulling load is applied to the hub wheel, it is possible to prevent the deformation of the portion of the hub wheel that comes into contact with the crimped portion of the wheel mounting flange side end surface.

本発明によれば、等速自在継手の継手外輪の軸部をハブ輪にセレーションを介して内嵌し、継手外輪の軸端部を径方向外方へ加締めてハブ輪の車輪取付フランジ側端面に固着し、ハブ輪の車輪取付フランジ側端面の、少なくとも継手外輪の軸端部の加締め部と接触する部位に、高周波焼入れ部を形成したことにより、その加締め部との接触部位の強度アップが図れ、ハブ輪に引き抜き荷重が負荷された場合でも、ハブ輪の車輪取付フランジ側端面の加締め部が接触する部分が変形することを未然に防止することができる。その結果、駆動車輪用軸受装置の長寿命化および信頼性の向上が図れる。   According to the present invention, the shaft portion of the joint outer ring of the constant velocity universal joint is fitted into the hub wheel via serrations, and the shaft end portion of the joint outer ring is caulked radially outward so that the wheel mounting flange side of the hub wheel By attaching an induction-hardened portion to the end surface of the hub wheel on the side of the wheel mounting flange that contacts the crimped portion of the shaft end of the joint outer ring, the portion of the contact portion with the crimped portion is fixed. The strength can be increased, and even when a pulling load is applied to the hub wheel, it is possible to prevent the portion of the hub wheel that contacts the swaged portion on the wheel mounting flange side surface from being deformed. As a result, it is possible to extend the life and improve the reliability of the drive wheel bearing device.

本発明に係る駆動車輪用軸受装置の実施形態を以下に詳述する。図１に示す実施形態の軸受装置は、ハブ輪と等速自在継手の継手外輪との加締め部分を除いて、図５に示す従来の軸受装置と基本的に同一であるため、その同一部分には同一参照符号を付す。   Embodiments of a drive wheel bearing device according to the present invention will be described in detail below. The bearing device of the embodiment shown in FIG. 1 is basically the same as the conventional bearing device shown in FIG. 5 except for the caulking portion between the hub wheel and the joint outer ring of the constant velocity universal joint. Are given the same reference numerals.

図１に示す実施形態の軸受装置は、ハブ輪１、等速自在継手２および複列の軸受部３をユニット化したもので、ハブ輪１、複列の転動体４，５、外輪６および等速自在継手２を主要な構成要素としている。   The bearing device of the embodiment shown in FIG. 1 is a unit in which a hub wheel 1, a constant velocity universal joint 2 and a double row bearing portion 3 are unitized. The hub wheel 1, double row rolling elements 4 and 5, an outer ring 6 and The constant velocity universal joint 2 is a main component.

前記ハブ輪１は、その外周面にアウトボード側の軌道面７が形成されると共に、車輪（図示せず）を取り付けるための車輪取付フランジ９を備えている。この車輪取付フランジ９の円周方向等間隔に、ホイールディスクを固定するためのハブボルト（図示せず）が植設されている。このハブ輪１のアウトボード側端部には、ホイール案内部１０およびブレーキ案内部１１を有するパイロット部１２が一体的に形成されている。   The hub wheel 1 has a raceway surface 7 on the outboard side formed on the outer peripheral surface thereof, and includes a wheel mounting flange 9 for mounting a wheel (not shown). Hub bolts (not shown) for fixing the wheel discs are implanted at equal intervals in the circumferential direction of the wheel mounting flange 9. A pilot portion 12 having a wheel guide portion 10 and a brake guide portion 11 is integrally formed at an end portion on the outboard side of the hub wheel 1.

等速自在継手２は、シャフト３３の一端に設けられ、内周面にトラック溝１３が形成された継手外輪１４と、その継手外輪１４のトラック溝１３と対向するトラック溝１５が外周面に形成された継手内輪１６と、前記継手外輪１４のトラック溝１３と継手内輪１６のトラック溝１５との間に組み込まれたボール１７と、継手外輪１４と継手内輪１６間に介在してボール１７を支持する保持器１８とからなる。   The constant velocity universal joint 2 is provided at one end of a shaft 33, and a joint outer ring 14 having a track groove 13 formed on an inner peripheral surface thereof, and a track groove 15 facing the track groove 13 of the joint outer ring 14 formed on an outer peripheral surface thereof. The joint inner ring 16, the ball 17 incorporated between the track groove 13 of the joint outer ring 14 and the track groove 15 of the joint inner ring 16, and the ball 17 is interposed between the joint outer ring 14 and the joint inner ring 16. And the retainer 18.

前記継手外輪１４は、継手内輪１６、ボール１７および保持器１８を収容したマウス部１９と、そのマウス部１９から軸方向に一体的に延び、外周面に外径セレーション２１が形成された軸部２０を有する。この軸部２０をハブ輪１の貫通孔に挿入し、そのハブ輪１の内周面に形成された内径セレーション２２と前記軸部２０の外径セレーション２１とを嵌合させることによりトルク伝達可能としている。また、前記マウス部１９と軸部２０との間に位置する肩部２４の外周面にインボード側の軌道面８が形成され、前記ハブ輪１の外周面に形成されたアウトボード側の軌道面７とで複列の軌道面７，８を構成する。   The joint outer ring 14 includes a mouth part 19 containing the joint inner ring 16, the ball 17 and the cage 18, and a shaft part integrally extending in the axial direction from the mouth part 19 and having an outer diameter serration 21 formed on the outer peripheral surface. 20 Torque can be transmitted by inserting the shaft portion 20 into the through hole of the hub wheel 1 and fitting the inner diameter serration 22 formed on the inner peripheral surface of the hub wheel 1 with the outer diameter serration 21 of the shaft portion 20. It is said. An inboard-side track surface 8 is formed on the outer peripheral surface of the shoulder portion 24 located between the mouse portion 19 and the shaft portion 20, and an outboard-side track formed on the outer peripheral surface of the hub wheel 1. A double-row track surface 7 and 8 is formed by the surface 7.

外輪６は、内周面に前記ハブ輪１および継手外輪１４の軌道面７，８と対向する軌道面２５，２６が形成され、車体（図示せず）に取り付けるための車体取付フランジ２７を備えている。この車体取付フランジ２７は、車体の懸架装置から延びるナックル（図示せず）にボルトで固定されている。   The outer ring 6 is formed with raceway surfaces 25 and 26 facing the raceway surfaces 7 and 8 of the hub wheel 1 and the joint outer ring 14 on the inner peripheral surface, and includes a vehicle body mounting flange 27 for mounting on a vehicle body (not shown). ing. The vehicle body mounting flange 27 is fixed to a knuckle (not shown) extending from the vehicle suspension system with bolts.

軸受部３は、複列のアンギュラ玉軸受構造で、ハブ輪１および継手外輪１４の外周面に形成された軌道面７，８と外輪６の内周面に形成された軌道面２５，２６との間に転動体４，５を介在させ、各列の転動体４，５を保持器２８，２９により円周方向等間隔に支持した構造を有する。   The bearing portion 3 has a double-row angular contact ball bearing structure, raceway surfaces 7 and 8 formed on the outer peripheral surface of the hub wheel 1 and the joint outer ring 14, and raceway surfaces 25 and 26 formed on the inner peripheral surface of the outer ring 6. The rolling elements 4 and 5 are interposed therebetween, and the rolling elements 4 and 5 in each row are supported by the cages 28 and 29 at equal intervals in the circumferential direction.

軸受部３の両端開口部には、外輪６とハブ輪１および継手外輪１４との環状空間を密封する一対のシール３０，３１が外輪６の端部内径に嵌合され、内部に充填されたグリースの漏洩ならびに外部からの水や異物の侵入を防止するようになっている。   A pair of seals 30 and 31 for sealing the annular space between the outer ring 6, the hub wheel 1, and the joint outer ring 14 are fitted to the inner diameter of the end portion of the outer ring 6 and filled in the opening at both ends of the bearing portion 3. It prevents the leakage of grease and the entry of water and foreign matters from the outside.

この軸受装置では、継手外輪１４の軸端部３５を塑性変形によりハブ輪１のパイロット部１２内に位置する車輪取付フランジ側端面３９に加締め、その加締め部３８により継手外輪１４をハブ輪１に固着すると共に、この加締めでもってハブ輪１のインボード側端部に継手外輪１４の肩部２４を突き合わせ、これにより予圧管理を行っている。   In this bearing device, the shaft end portion 35 of the joint outer ring 14 is caulked to a wheel mounting flange side end surface 39 located in the pilot portion 12 of the hub wheel 1 by plastic deformation, and the joint outer ring 14 is connected to the hub wheel by the caulking portion 38. 1 and the shoulder portion 24 of the joint outer ring 14 is abutted against the inboard side end portion of the hub wheel 1 by this caulking, thereby performing preload management.

なお、前述した加締めは、従来と同様、揺動加締め方法により実現される。つまり、ハブ輪１、等速自在継手２の継手外輪１４および複列の軸受部３を組み付けたアッセンブリを、前記継手外輪１４をベース上に載置した状態で起立保持し〔図２（ａ）参照〕、加締め用ポンチ３７を継手外輪１４の軸心に対して揺動させながら回転させ、その状態で加締め用ポンチ３７の下端面に形成された加工面により継手外輪１４の軸端部３５に所定の荷重をかけ、加締め用ポンチ３７を下死点まで下降させることにより継手外輪１４の軸端部３５をハブ輪１の車輪取付フランジ側端面３９に塑性変形させて加締める〔図２（ｂ）参照〕。   Note that the above-described caulking is realized by a swing caulking method as in the conventional case. That is, the assembly in which the hub wheel 1, the joint outer ring 14 of the constant velocity universal joint 2, and the double row bearing portion 3 are assembled is held upright with the joint outer ring 14 mounted on the base [FIG. Reference] The caulking punch 37 is rotated while being swung with respect to the shaft center of the joint outer ring 14, and in this state, the shaft end portion of the joint outer ring 14 is formed by the machining surface formed on the lower end surface of the caulking punch 37. By applying a predetermined load to 35 and lowering the caulking punch 37 to the bottom dead center, the shaft end portion 35 of the joint outer ring 14 is plastically deformed and caulked on the wheel mounting flange side end surface 39 of the hub wheel 1 [FIG. 2 (b)].

この実施形態における軸受装置を示す図１において、Ａ部分の拡大図を図３に示す。同図に示すようにハブ輪１の車輪取付フランジ側端面３９を径方向外方へ向けてアウトボード側に傾斜させる。このように車輪取付フランジ側端面３９を傾斜させたことにより、継手外輪１４の軸端部３５をハブ輪１の車輪取付フランジ側端面３９に加締めたとき、その加締め部３８がハブ輪１の車輪取付フランジ側端面３９と密着し易くなって接触面積の増大が図れる。なお、この実施形態では、車輪取付フランジ側端面３９の全面に亘って傾斜させているが、この形態に限らず、少なくとも加締め部３８と接触する部位に傾斜面を設けるようにすればよい。   In FIG. 1 showing the bearing device in this embodiment, an enlarged view of a portion A is shown in FIG. As shown in the figure, the wheel mounting flange side end surface 39 of the hub wheel 1 is inclined radially outward to the outboard side. By tilting the wheel mounting flange side end surface 39 in this way, when the shaft end portion 35 of the joint outer ring 14 is crimped to the wheel mounting flange side end surface 39 of the hub wheel 1, the crimped portion 38 becomes the hub wheel 1. The wheel mounting flange side end surface 39 can be in close contact with each other, and the contact area can be increased. In addition, in this embodiment, it is made to incline over the whole surface of the wheel attachment flange side end surface 39. However, the present invention is not limited to this configuration, and an inclined surface may be provided at least at a site that contacts the caulking portion 38.

ここで、前記加締め時、継手外輪１４の軸端部３５を十分に塑性変形させ、確実に加締めきるため、車輪取付フランジ側端面（傾斜面）３９の角度αは２０°以内とすればよい。この傾斜面の角度が２０°より大きいと、継手外輪の軸端部を十分に塑性変形させることができず、確実に加締めきることが困難となる。   Here, at the time of the caulking, in order to sufficiently plastically deform the shaft end portion 35 of the joint outer ring 14 and securely caulking, the angle α of the wheel mounting flange side end surface (inclined surface) 39 should be within 20 °. Good. If the angle of the inclined surface is larger than 20 °, the shaft end portion of the joint outer ring cannot be sufficiently plastically deformed, and it is difficult to securely crimp.

また、ハブ輪１の車輪取付フランジ側端面３９と内径セレーション端部２２との間を繋ぐ部位を、１〜５ｍｍの曲率半径Ｒを有する円弧状に形成すれば、加締め部３８の根元部分での応力集中により亀裂などの損傷を生じることなく、かつ、継手外輪１４の軸端部３５を十分に塑性変形させることができて確実に加締めきることが容易となる。曲率半径が１ｍｍより小さいと、加締め部の根元部分での応力集中により亀裂などの損傷を生じる可能性があり、逆に、曲率半径が５ｍｍより大きいと、継手外輪の軸端部を十分に塑性変形させることができず、確実に加締めきることが困難となる。   Moreover, if the site | part which connects between the wheel attachment flange side end surface 39 of the hub wheel 1 and the internal diameter serration end part 22 is formed in the circular arc shape which has the curvature radius R of 1-5 mm, it will be in the root part of the crimping part 38. It is easy to securely crimp the shaft end portion 35 of the joint outer ring 14 with sufficient plastic deformation without causing damage such as cracks due to the stress concentration. If the radius of curvature is less than 1 mm, stress concentration at the root portion of the crimped portion may cause damage such as cracks. Conversely, if the radius of curvature is greater than 5 mm, the shaft end of the joint outer ring will be sufficiently removed. It cannot be plastically deformed, and it is difficult to securely crimp.

また、図４は本発明の他の実施形態を示し、その軸受装置において、前記ハブ輪１の車輪取付フランジ側端面３９と内径セレーション２２の端部との間に、径方向外方へ向けて内径が漸増するテーパ面４０を形成する。このようにテーパ面４０を形成したことにより、ハブ輪１に引き抜き荷重が負荷された場合、その引き抜き荷重が加締め部３８だけでなく、ハブ輪１の車輪取付フランジ側端面３９と内径セレーション２２の端部との間で接触する継手外輪１４の軸端部３５にも作用させることができる。このように引き抜き荷重を加締め部３８と継手外輪１４の軸端部３５とに分配することにより、加締め部３８の変形量を従来よりも小さくすることができる。   FIG. 4 shows another embodiment of the present invention. In the bearing device, between the wheel mounting flange side end surface 39 of the hub wheel 1 and the end portion of the inner diameter serration 22, it faces radially outward. A tapered surface 40 having an gradually increasing inner diameter is formed. By forming the tapered surface 40 in this manner, when a pulling load is applied to the hub wheel 1, the pulling load is applied not only to the caulking portion 38 but also to the wheel mounting flange side end surface 39 of the hub wheel 1 and the inner diameter serration 22. It is also possible to act on the shaft end portion 35 of the joint outer ring 14 that comes into contact with the other end portion. By distributing the pull-out load to the caulking portion 38 and the shaft end portion 35 of the joint outer ring 14 in this way, the deformation amount of the caulking portion 38 can be made smaller than that of the conventional art.

ここで、前記テーパ面４０の軸方向長さｔは、継手外輪１４の軸端部３５で引き抜き荷重を十分に受けることができ、かつ、継手外輪１４の軸端部３５を十分に塑性変形させることができて確実に加締めきることを容易にするため、２〜５ｍｍとすればよい。その軸方向長さが２ｍｍより小さいと、引き抜き荷重を分配された前記継手外輪の軸端部でその引き抜き荷重を十分に受けることが困難となり、逆に、軸方向長さが５ｍｍより大きいと、継手外輪の軸端部を十分に塑性変形させることができず、確実に加締めきることが困難となる。   Here, the axial length t of the tapered surface 40 can sufficiently receive a pulling load at the shaft end portion 35 of the joint outer ring 14 and sufficiently plastically deforms the shaft end portion 35 of the joint outer ring 14. In order to make sure that it can be securely crimped, it may be 2 to 5 mm. If the axial length is smaller than 2 mm, it becomes difficult to sufficiently receive the pulling load at the shaft end portion of the joint outer ring to which the pulling load is distributed. Conversely, if the axial length is larger than 5 mm, The shaft end portion of the joint outer ring cannot be sufficiently plastically deformed, and it is difficult to securely crimp.

また、前記テーパ面４０の角度βは、引き抜き荷重を加締め部３８と継手外輪１４の軸端部３５とに分配する機能を発揮させることができ、かつ、継手外輪１４の軸端部３５を十分に塑性変形させることができて確実に加締めきることを容易にするため、２０〜４０°の範囲とすればよい。その角度が２０°より小さいと、引き抜き荷重を加締め部と継手外輪の軸端部とに分配する機能を発揮させることが困難となり、逆に、角度が４０°より大きいと、継手外輪の軸端部を十分に塑性変形させることができず、確実に加締めきることが困難となる。   Further, the angle β of the tapered surface 40 can exert the function of distributing the drawing load to the caulking portion 38 and the shaft end portion 35 of the joint outer ring 14, and the shaft end portion 35 of the joint outer ring 14 can be In order to make it possible to sufficiently plastically deform and to make sure that it is securely crimped, the range of 20 to 40 ° may be used. If the angle is smaller than 20 °, it will be difficult to exert the function of distributing the drawing load to the caulking portion and the shaft end of the joint outer ring. Conversely, if the angle is larger than 40 °, the shaft of the joint outer ring The end portion cannot be sufficiently plastically deformed, and it is difficult to securely crimp.

なお、前記ハブ輪１の車輪取付フランジ側端面３９とテーパ面４０との間、およびテーパ面４０と内径セレーション２２の端部との間を繋ぐ部位は、加締めによる過度の応力集中を回避するため、１〜５ｍｍの曲率半径Ｒ１，Ｒ２を有する円弧状に形成すればよい。 In addition, the site | part which connects between the wheel attachment flange side end surface 39 and the taper surface 40 of the said hub wheel 1 and between the taper surface 40 and the edge part of the internal diameter serration 22 avoids excessive stress concentration by caulking. Therefore, it may be formed in an arcuate shape having a radius of curvature R 1, R 2 of 1 to 5 mm.

前述したいずれの実施形態においても、ハブ輪１に引き抜き荷重を負荷したとき、加締め部３８が接触するハブ輪１の車輪取付フランジ側端面３９の変形を防止するため、図３および図４の斜線で示す部位、つまり、ハブ輪１の車輪取付フランジ側端面３９の、継手外輪１４の軸端部３５の加締め部３８と接触する部位に高周波焼入れ・焼戻し処理による高周波焼入れ部４１を形成する。この高周波焼入れ・焼戻し処理は、ハブ輪１の内径面にその軸方向全体に亘って施すようにしてもよく、その場合、ハブ輪１の軸方向両端面は焼き抜けされる。   In any of the above-described embodiments, in order to prevent deformation of the wheel mounting flange side end surface 39 of the hub wheel 1 with which the caulking portion 38 contacts when a pulling load is applied to the hub wheel 1, FIG. 3 and FIG. An induction hardening portion 41 is formed by induction hardening and tempering at a portion indicated by oblique lines, that is, a portion of the end surface 39 on the wheel mounting flange side of the hub wheel 1 that contacts the crimped portion 38 of the shaft end portion 35 of the joint outer ring 14. . This induction hardening / tempering treatment may be performed on the inner diameter surface of the hub wheel 1 over the entire axial direction, and in this case, both end surfaces in the axial direction of the hub wheel 1 are burned out.

なお、前述した実施形態では、複列の軌道面７，８のうち、インボード側の軌道面８を等速自在継手２の継手外輪１４に直接的に形成した構造の駆動車輪用軸受装置について説明したが、本発明はこれに限定されることなく、前記インボード側の軌道面をハブ輪の小径段部に圧入した別体の内輪の外周面に形成した構造の駆動車輪用軸受装置にも適用可能である。   In the above-described embodiment, the drive wheel bearing device having a structure in which the inboard side raceway surface 8 of the double row raceway surfaces 7 and 8 is formed directly on the joint outer ring 14 of the constant velocity universal joint 2. Although the present invention is not limited to this, the bearing device for a drive wheel having a structure in which the raceway surface on the inboard side is formed on the outer peripheral surface of a separate inner ring press-fitted into the small-diameter step portion of the hub wheel is provided. Is also applicable.

本発明に係る駆動車輪用軸受装置の実施形態を示す断面図である。It is sectional drawing which shows embodiment of the bearing apparatus for drive wheels which concerns on this invention. 本発明の実施形態において、加締め部を形成する揺動加締め方法を説明するためのもので、（ａ）は加締め前の状態を示す断面図、（ｂ）は加締め後の状態を示す断面図である。In embodiment of this invention, it is for demonstrating the rocking caulking method which forms a caulking part, (a) is sectional drawing which shows the state before caulking, (b) is the state after caulking. It is sectional drawing shown. 図１のＡ部分の要部拡大断面図である。It is a principal part expanded sectional view of the A section of FIG. 本発明の他の実施形態における要部拡大断面図である。It is a principal part expanded sectional view in other embodiment of this invention. 駆動車輪用軸受装置の従来例を示す断面図である。It is sectional drawing which shows the prior art example of the bearing apparatus for drive wheels. 従来例において、加締め部を形成する揺動加締め方法を説明するためのもので、（ａ）は加締め前の状態を示す断面図、（ｂ）は加締め後の状態を示す断面図である。In a conventional example, it is for demonstrating the rocking caulking method which forms a caulking part, (a) is sectional drawing which shows the state before caulking, (b) is sectional drawing which shows the state after caulking It is.

符号の説明Explanation of symbols

１ ハブ輪
２ 等速自在継手
３ 軸受部
７ 一方の軌道面
８ 他方の軌道面
９ 車輪取付フランジ
１４ 継手外輪
２０ 軸部
２１，２２ セレーション
３５ 軸端部
３８ 加締め部
３９ 車輪取付フランジ側端面（傾斜面）
４１ 高周波焼入れ部 DESCRIPTION OF SYMBOLS 1 Hub wheel 2 Constant velocity universal joint 3 Bearing part 7 One raceway surface 8 The other raceway surface 9 Wheel mounting flange 14 Joint outer ring 20 Shaft part 21, 22 Serration 35 Shaft end part 38 Clamping part 39 Wheel attachment flange side end face ( Inclined surface)
41 Induction hardening part

Claims (1)

ハブ輪、等速自在継手および複列の軸受部をユニット化し、その軸受部の複列の軌道面のうち、少なくとも一方の軌道面および車輪取付フランジを前記ハブ輪のアウトボード側に形成し、前記等速自在継手の継手外輪の軸部を前記ハブ輪に内嵌し、前記継手外輪の軸端部をハブ輪に固着した駆動車輪用軸受装置において、
前記等速自在継手の継手外輪の軸部を前記ハブ輪にセレーションを介して内嵌し、前記継手外輪の軸端部を径方向外方へ加締めてハブ輪の車輪取付フランジ側端面に固着し、前記ハブ輪の車輪取付フランジ側端面の、少なくとも継手外輪の軸端部の加締め部と接触する部位に、高周波焼入れ部を形成したことを特徴とする駆動車輪用軸受装置。 A hub wheel, a constant velocity universal joint and a double row bearing portion are unitized, and at least one of the raceway surfaces of the bearing portion and a wheel mounting flange are formed on the outboard side of the hub wheel, In the drive wheel bearing device in which the shaft portion of the joint outer ring of the constant velocity universal joint is fitted into the hub wheel, and the shaft end portion of the joint outer ring is fixed to the hub wheel.
The shaft portion of the joint outer ring of the constant velocity universal joint is internally fitted to the hub wheel via serrations, and the shaft end portion of the joint outer ring is swaged outward in the radial direction to be fixed to the wheel mounting flange side end surface of the hub wheel. A drive wheel bearing device, characterized in that an induction hardening portion is formed at least on a portion of the end surface on the wheel mounting flange side of the hub wheel that comes into contact with a crimped portion of the shaft end portion of the joint outer ring.
JP2006287556A 2006-10-23 2006-10-23 Bearing device for driving wheel Pending JP2007022534A (en)

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JPH1178408A (en) * 1997-05-09 1999-03-23 Nippon Seiko Kk Roller bearing unit for wheel
JP2001058506A (en) * 1999-08-20 2001-03-06 Nsk Ltd Roll bearing unit for wheel
JP2001113906A (en) * 1999-10-18 2001-04-24 Nsk Ltd Bearing unit for driving wheel
JP2001130209A (en) * 1999-11-05 2001-05-15 Ntn Corp Bearing device for driving wheel

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Publication number Priority date Publication date Assignee Title
JPH1178408A (en) * 1997-05-09 1999-03-23 Nippon Seiko Kk Roller bearing unit for wheel
JP2001058506A (en) * 1999-08-20 2001-03-06 Nsk Ltd Roll bearing unit for wheel
JP2001113906A (en) * 1999-10-18 2001-04-24 Nsk Ltd Bearing unit for driving wheel
JP2001130209A (en) * 1999-11-05 2001-05-15 Ntn Corp Bearing device for driving wheel

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