JP2008002607A - Bearing device for wheel - Google Patents

Bearing device for wheel Download PDF

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JP2008002607A
JP2008002607A JP2006173724A JP2006173724A JP2008002607A JP 2008002607 A JP2008002607 A JP 2008002607A JP 2006173724 A JP2006173724 A JP 2006173724A JP 2006173724 A JP2006173724 A JP 2006173724A JP 2008002607 A JP2008002607 A JP 2008002607A
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wheel
inner ring
diameter
rolling
rolling surface
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JP4994717B2 (en
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Kazunori Kubota
和則 久保田
Kazuhiro Baba
一宏 馬場
Kazuo Komori
和雄 小森
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NTN Corp
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NTN Corp
NTN Toyo Bearing Co Ltd
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Priority to JP2006173724A priority Critical patent/JP4994717B2/en
Priority to CN200780019433XA priority patent/CN101454587B/en
Priority to DE112007001272.2T priority patent/DE112007001272B4/en
Priority to PCT/JP2007/000554 priority patent/WO2007138740A1/en
Publication of JP2008002607A publication Critical patent/JP2008002607A/en
Priority to US12/277,427 priority patent/US7641394B2/en
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

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  • Mounting Of Bearings Or Others (AREA)
  • Rolling Contact Bearings (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a bearing device for wheels reduced in weight and size and increased in rigidity. <P>SOLUTION: In the bearing device for wheels, a predetermined hard layer 13 is formed from the base 7c of the wheel mounting flange 7 to the outer periphery of the small diameter step part 5b by induction hardening, and an inner ring 6 is fixed by a caulking part 9. Inner rolling elements are formed of tapered rollers 4. The pitch circle diameter PCDi of the rollers is smaller than the pitch circle diameter PCDo of outer balls 3. The hard layer 13 is formed on the inner side more than the larger diameter end of the inner rolling surface 6a of the inner ring 6. The end of the small diameter step part 5b before caulking is formed in a hollow cylindrical part 16 in the outer peripheral surface of which an annular groove 17 with a depth of 0.5 to 1.0 mm is formed. The annular groove 17 is formed on the inner side more than the position corresponding to the large diameter end of the inner rolling surface 6a while slightly extending from the large end surface 6e over the chamfered part 6d of the inner ring 6. The hard layer 13 is formed up to the annular groove 17. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、自動車等の車輪を回転自在に支承する車輪用軸受装置、特に、軽量・コンパクト化を図ると共に、剛性を増大させて軸受の長寿命化を図った車輪用軸受装置に関するものである。   BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel bearing device that rotatably supports a wheel of an automobile or the like, and more particularly to a wheel bearing device that achieves light weight and compactness and increases rigidity to extend the life of a bearing. .

従来から自動車等の車輪を支持する車輪用軸受装置は、車輪を取り付けるためのハブ輪を転がり軸受を介して回転自在に支承するもので、駆動輪用と従動輪用とがある。構造上の理由から、駆動輪用では内輪回転方式が、従動輪用では内輪回転と外輪回転の両方式が一般的に採用されている。この車輪用軸受装置には、所望の軸受剛性を有し、ミスアライメントに対しても耐久性を発揮すると共に、燃費向上の観点から回転トルクが小さい複列アンギュラ玉軸受が多用されている。一方、オフロードカーやトラック等、車体重量が嵩む車両には複列円錐ころ軸受が使用されている。   2. Description of the Related Art Conventionally, a wheel bearing device for supporting a wheel of an automobile or the like is such that a hub wheel for mounting a wheel is rotatably supported via a rolling bearing, and there are a drive wheel and a driven wheel. For structural reasons, an inner ring rotation method is generally used for driving wheels, and an inner ring rotation method and an outer ring rotation method are generally used for driven wheels. As the wheel bearing device, a double-row angular ball bearing having a desired bearing rigidity, exhibiting durability against misalignment, and having a small rotational torque from the viewpoint of improving fuel efficiency is often used. On the other hand, double row tapered roller bearings are used in vehicles such as off-road cars and trucks that have a heavy vehicle body weight.

また、車輪用軸受装置には、懸架装置を構成するナックルとハブ輪との間に複列アンギュラ玉軸受等からなる車輪用軸受を嵌合させた第１世代と称される構造から、外方部材の外周に直接車体取付フランジまたは車輪取付フランジが形成された第２世代構造、また、ハブ輪の外周に一方の内側転走面が直接形成された第３世代構造、あるいは、ハブ輪と等速自在継手の外側継手部材の外周にそれぞれ内側転走面が直接形成された第４世代構造とに大別されている。   Further, the wheel bearing device has a structure called a first generation in which a wheel bearing composed of a double row angular ball bearing or the like is fitted between a knuckle and a hub wheel constituting a suspension device. Second generation structure in which body mounting flange or wheel mounting flange is formed directly on the outer periphery of the member, third generation structure in which one inner rolling surface is directly formed on the outer periphery of the hub wheel, or hub wheel, etc. It is roughly classified into a fourth generation structure in which the inner rolling surface is directly formed on the outer periphery of the outer joint member of the speed universal joint.

こうした車輪用軸受装置において、従来は両列の軸受が同一仕様のため、静止時には充分な剛性を有するが、車両の旋回時には必ずしも最適な剛性が得られていない。すなわち、静止時の車重は複列の転がり軸受の略中央に作用するように車輪との位置関係が決められているが、旋回時には、旋回方向の反対側（右旋回の場合は車両の左側）の車軸により大きなラジアル荷重やアキシアル荷重が負荷される。したがって、旋回時には、インナー側の軸受列よりもアウター側の軸受列の剛性を高めることが有効とされている。そこで、装置を大型化させることなく旋回時の剛性を向上させた車輪用軸受装置として、図４に示すものが知られている。   In such a wheel bearing device, conventionally, both rows of bearings have the same specification, so that they have sufficient rigidity when stationary, but the optimum rigidity is not always obtained when the vehicle turns. That is, the position of the vehicle weight when stationary is determined so that it acts on the approximate center of the double row rolling bearing, but when turning, the opposite side of the turning direction (when turning right, the vehicle A large radial load or axial load is applied to the left axle. Therefore, at the time of turning, it is effective to increase the rigidity of the outer bearing row rather than the inner bearing row. Then, what is shown in FIG. 4 is known as a wheel bearing apparatus which improved the rigidity at the time of turning, without enlarging an apparatus.

この車輪用軸受装置５０は、外周にナックル（図示せず）に取り付けられるための車体取付フランジ５１ｃを一体に有し、内周に複列の外側転走面５１ａ、５１ｂが形成された外方部材５１と、一端部に車輪（図示せず）を取り付けるための車輪取付フランジ５３を一体に有し、外周に複列の外側転走面５１ａ、５１ｂに対向する一方の内側転走面５２ａと、この内側転走面５２ａから軸方向に延びる小径段部５２ｂが形成されたハブ輪５２、およびこのハブ輪５２の小径段部５２ｂに外嵌され、複列の外側転走面５１ａ、５１ｂに対向する他方の内側転走面５４ａが形成された内輪５４からなる内方部材５５と、これら両転走面間に収容された複列のボール５６、５７と、これら複列のボール５６、５７を転動自在に保持する保持器５８、５９とを備えた複列アンギュラ玉軸受で構成されている。   This wheel bearing device 50 has a vehicle body mounting flange 51c integrally attached to a knuckle (not shown) on the outer periphery, and an outer side in which double row outer rolling surfaces 51a and 51b are formed on the inner periphery. A member 51 and a wheel mounting flange 53 for mounting a wheel (not shown) at one end are integrally formed, and one inner rolling surface 52a facing the double row outer rolling surfaces 51a and 51b on the outer periphery. The hub wheel 52 formed with a small diameter step portion 52b extending in the axial direction from the inner rolling surface 52a and the small diameter step portion 52b of the hub wheel 52 are externally fitted to the double row outer rolling surface 51a, 51b. An inner member 55 composed of an inner ring 54 formed with the other inner rolling surface 54a facing each other, double rows of balls 56, 57 accommodated between both rolling surfaces, and these double rows of balls 56, 57 A retainer 58 for freely rolling It is composed of a double row angular contact ball bearing with a 9.

内輪５４は、ハブ輪５２の小径段部５２ｂを径方向外方に塑性変形させて形成した加締部５２ｃによって軸方向に固定されている。そして、外方部材５１と内方部材５５との間に形成される環状空間の開口部にシール６０、６１が装着され、軸受内部に封入された潤滑グリースの漏洩と、外部から軸受内部に雨水やダスト等が侵入するのを防止している。   The inner ring 54 is fixed in the axial direction by a caulking portion 52c formed by plastically deforming a small diameter step portion 52b of the hub wheel 52 radially outward. Seals 60 and 61 are attached to the opening of the annular space formed between the outer member 51 and the inner member 55, leakage of the lubricating grease sealed inside the bearing, and rainwater from the outside into the bearing. And dust are prevented from entering.

ここで、アウター側のボール５６のピッチ円直径Ｄ１が、インナー側のボール５７のピッチ円直径Ｄ２よりも大径に設定されている。これに伴い、ハブ輪５２の内側転走面５２ａが内輪５４の内側転走面５４ａよりも拡径され、あわせて外方部材５１のアウター側の外側転走面５１ａがインナー側の外側転走面５１ｂよりも拡径されている。そして、アウター側のボール５６がインナー側のボール５７よりも多数収容されている。このように、各ピッチ円直径Ｄ１、Ｄ２をＤ１＞Ｄ２に設定することにより、車両の静止時だけでなく旋回時においても剛性が向上し、車輪用軸受装置５０の長寿命化を図ることができる。
特開２００４−１０８４４９号公報 Here, the pitch circle diameter D1 of the outer side ball 56 is set to be larger than the pitch circle diameter D2 of the inner side ball 57. Along with this, the inner rolling surface 52a of the hub wheel 52 is expanded in diameter than the inner rolling surface 54a of the inner ring 54, and the outer rolling surface 51a on the outer side of the outer member 51 is also rolled on the inner side. The diameter is larger than that of the surface 51b. The outer side balls 56 are accommodated more than the inner side balls 57. As described above, by setting the pitch circle diameters D1 and D2 to D1> D2, the rigidity is improved not only when the vehicle is stationary but also when turning, and the life of the wheel bearing device 50 can be extended. it can.
JP 2004-108449 A

こうした従来の車輪用軸受装置５０では、アウター側のボール５６のピッチ円直径Ｄ１がインナー側のボール５７のピッチ円直径Ｄ２よりも大径に設定され、これに伴い、ハブ輪５２の内側転走面５２ａが内輪５４の内側転走面５４ａよりも拡径されていることによりアウター側の軸受列の剛性が向上し、車輪用軸受装置５０の長寿命化を図ることができる。然しながら、アウター側の軸受列の剛性に対し、インナー側の軸受列の剛性が不足すると共に、ハブ輪５２のアウター側が拡径されて形成されているため、少なくともこの拡径分の重量アップは避けることができず、装置の軽量化には限界があった。   In such a conventional wheel bearing device 50, the pitch circle diameter D1 of the outer ball 56 is set to be larger than the pitch circle diameter D2 of the inner ball 57, and accordingly, the inner rolling of the hub wheel 52 is performed. Since the diameter of the surface 52a is larger than that of the inner rolling surface 54a of the inner ring 54, the rigidity of the outer bearing row is improved, and the life of the wheel bearing device 50 can be extended. However, the rigidity of the inner side bearing row is insufficient with respect to the rigidity of the outer side bearing row, and the outer side of the hub wheel 52 is formed with a larger diameter. It was impossible to reduce the weight of the device.

本発明は、このような事情に鑑みてなされたもので、装置の軽量・コンパクト化と高剛性化という相反する課題を解決した車輪用軸受装置を提供することを目的としている。   The present invention has been made in view of such circumstances, and an object of the present invention is to provide a wheel bearing device that solves the conflicting problems of light weight, compactness, and high rigidity of the device.

係る目的を達成すべく、本発明のうち請求項１記載の発明は、外周にナックルに取り付けられるための車体取付フランジを一体に有し、内周に複列の外側転走面が形成された外方部材と、一端部に車輪を取り付けるための車輪取付フランジを一体に有し、外周に前記複列の外側転走面に対向する一方の内側転走面と、この内側転走面から軸方向に延びる小径段部が形成されたハブ輪、およびこのハブ輪の小径段部に所定のシメシロを介して圧入され、外周に前記複列の外側転走面に対向する他方の内側転走面が形成された内輪からなる内方部材と、この内方部材と前記外方部材の両転走面間に転動自在に収容された複列の転動体とを備え、前記ハブ輪の内側転走面をはじめ、前記車輪取付フランジのインナー側の基部から前記小径段部に亙って高周波焼入れによって所定の硬化層が形成されると共に、前記ハブ輪の小径段部を径方向外方に塑性変形させて形成した加締部によって前記内輪が軸方向に固定された車輪用軸受装置において、前記複列の転動体のうちインナー側の転動体が円錐ころで構成され、このインナー側の円錐ころのピッチ円直径が前記アウター側の転動体のピッチ円直径よりも小径に設定されると共に、前記硬化層のインナー側の端部位置が、軸線方向で前記内輪の内側転走面の大径端に対応する位置から前記加締部の近傍までの範囲に設定されている。   In order to achieve the object, the invention according to claim 1 of the present invention has a vehicle body mounting flange integrally attached to the knuckle on the outer periphery, and a double row outer rolling surface is formed on the inner periphery. An outer member, and a wheel mounting flange for mounting a wheel at one end are integrally formed, one inner rolling surface facing the outer rolling surface of the double row on the outer periphery, and an axis from the inner rolling surface Hub wheel formed with a small-diameter step portion extending in the direction, and the other inner rolling surface that is press-fitted into the small-diameter step portion of the hub wheel through a predetermined shimoshiro and faces the outer rolling surface of the double row on the outer periphery An inner member formed of an inner ring formed with an inner ring, and a double-row rolling element that is rotatably accommodated between both rolling surfaces of the inner member and the outer member. Starting from the running surface, from the inner base of the wheel mounting flange to the small diameter step In a wheel bearing device in which a predetermined hardened layer is formed by induction hardening and the inner ring is fixed in an axial direction by a caulking portion formed by plastically deforming a small-diameter step portion of the hub wheel radially outward. The inner side rolling elements of the double row rolling elements are tapered rollers, and the pitch circle diameter of the inner side tapered rollers is set smaller than the pitch circle diameter of the outer side rolling elements. The end position on the inner side of the hardened layer is set in a range from a position corresponding to the large diameter end of the inner raceway surface of the inner ring in the axial direction to the vicinity of the caulking portion.

このように、外周に車体取付フランジを有する外方部材と、一端部に車輪取付フランジを有するハブ輪、およびこのハブ輪に圧入された内輪からなる内方部材と、この内方部材と外方部材間に収容された複列の転動体とを備え、ハブ輪の内側転走面をはじめ、車輪取付フランジのインナー側の基部から小径段部に亙って高周波焼入れによって所定の硬化層が形成されると共に、ハブ輪の小径段部を径方向外方に塑性変形させて形成した加締部によって内輪が軸方向に固定された第３世代構造の車輪用軸受装置において、複列の転動体のうちインナー側の転動体が円錐ころで構成され、このインナー側の円錐ころのピッチ円直径がアウター側の転動体のピッチ円直径よりも小径に設定されると共に、硬化層のインナー側の端部位置が軸線方向で、内輪の内側転走面の大径端に対応する位置から加締部の近傍までの範囲に設定されているので、装置の軽量・コンパクト化と高剛性化という相反する課題を解決すると共に、加締加工による内輪の変形を抑え、大鍔の倒れを防止しつつ所定の内輪固定力を確保することができる。   Thus, an outer member having a vehicle body mounting flange on the outer periphery, a hub wheel having a wheel mounting flange at one end, an inner member made of an inner ring press-fitted into the hub wheel, and the inner member and the outer member. Double-row rolling elements housed between members, and a predetermined hardened layer is formed by induction hardening from the inner rolling surface of the hub wheel to the small diameter step from the inner side base of the wheel mounting flange. In the third-generation wheel bearing device in which the inner ring is fixed in the axial direction by a caulking portion formed by plastically deforming a small diameter step portion of the hub wheel radially outward, a double row rolling element The inner side rolling element is constituted by a tapered roller, and the pitch circle diameter of the inner side tapered roller is set smaller than the pitch circle diameter of the outer side rolling element, and the inner side end of the hardened layer Part position in the axial direction Since it is set in the range from the position corresponding to the large-diameter end of the inner raceway surface of the inner ring to the vicinity of the caulking part, it solves the conflicting problems of lightening, compactness and high rigidity of the device, and A predetermined inner ring fixing force can be secured while suppressing deformation of the inner ring due to the tightening process and preventing the fall of the large hook.

好ましくは、請求項２に記載の発明のように、前記小径段部の加締前の端部が中空状の円筒部として形成され、この円筒部の外周面に深さ０．５〜１．０ｍｍの環状溝が形成されると共に、この環状溝が、前記内輪における内側転走面の大径端に対応する位置よりもインナー側にあり、前記内輪の面取り部を越えて大端面から僅かに延びて形成され、当該環状溝が前記硬化層まで形成されていれば、加締加工による内輪の変形を抑制しつつ内輪固定力を確保することができると共に、小径段部の円筒部の加工性を向上させて塑性変形によるクラック等の発生を防止し、加締加工によるハブ輪の変形を抑制することができる。   Preferably, as in the invention described in claim 2, the end portion of the small diameter step portion before caulking is formed as a hollow cylindrical portion, and a depth of 0.5 to 1.. An annular groove of 0 mm is formed, and this annular groove is located on the inner side from the position corresponding to the large-diameter end of the inner raceway surface in the inner ring, and slightly beyond the chamfered portion of the inner ring. If the annular groove is formed to extend to the hardened layer, the inner ring fixing force can be secured while suppressing deformation of the inner ring due to caulking, and the workability of the cylindrical portion of the small-diameter stepped portion can be secured. Thus, cracks and the like due to plastic deformation can be prevented, and deformation of the hub wheel due to caulking can be suppressed.

また、請求項３に記載の発明のように、前記内輪における内側転走面の大径端が当該内輪の大端面から軸方向に５ｍｍ以上離間して形成されていれば、加締加工による内輪の大鍔倒れを防止して円錐ころとの良好な接触状態を確保することができる。   Further, as in the invention according to claim 3, if the large-diameter end of the inner raceway surface of the inner ring is formed 5 mm or more away from the large end surface of the inner ring in the axial direction, the inner ring is formed by caulking. It is possible to prevent a large amount of falling and secure a good contact state with the tapered roller.

また、請求項４に記載の発明のように、前記ハブ輪のアウター側の端部にすり鉢状の凹所が形成され、この凹所の深さが少なくとも前記ハブ輪の内側転走面の溝底部付近とされると共に、当該ハブ輪のアウター側の端部が前記凹所に対応して略均一な肉厚で所定の範囲に設定され、前記硬化層の有効硬化層深さの２倍以上に設定されていれば、高周波焼入れによってハブ輪の外周面に焼割れが発生するのを防止することができると共に、使用条件に対応したハブ輪の強度・剛性を確保しつつ、軽量化を達成することができる。   According to a fourth aspect of the present invention, a mortar-shaped recess is formed at the outer end of the hub wheel, and the depth of the recess is at least a groove on the inner rolling surface of the hub wheel. The outer end of the hub wheel is set to a predetermined range with a substantially uniform thickness corresponding to the recess, and is more than twice the effective hardened layer depth of the hardened layer. If it is set to, it is possible to prevent the outer peripheral surface of the hub wheel from cracking due to induction hardening and to achieve weight reduction while ensuring the strength and rigidity of the hub wheel corresponding to the use conditions. can do.

好ましくは、請求項５に記載の発明のように、前記ハブ輪の内側転走面の肉厚が、その部位の直径の０．２〜０．３の範囲に設定されていれば良い。   Preferably, as in the invention described in claim 5, the thickness of the inner rolling surface of the hub wheel may be set in the range of 0.2 to 0.3 of the diameter of the portion.

本発明に係る車輪用軸受装置は、外周にナックルに取り付けられるための車体取付フランジを一体に有し、内周に複列の外側転走面が形成された外方部材と、一端部に車輪を取り付けるための車輪取付フランジを一体に有し、外周に前記複列の外側転走面に対向する一方の内側転走面と、この内側転走面から軸方向に延びる小径段部が形成されたハブ輪、およびこのハブ輪の小径段部に所定のシメシロを介して圧入され、外周に前記複列の外側転走面に対向する他方の内側転走面が形成された内輪からなる内方部材と、この内方部材と前記外方部材の両転走面間に転動自在に収容された複列の転動体とを備え、前記ハブ輪の内側転走面をはじめ、前記車輪取付フランジのインナー側の基部から前記小径段部に亙って高周波焼入れによって所定の硬化層が形成されると共に、前記ハブ輪の小径段部を径方向外方に塑性変形させて形成した加締部によって前記内輪が軸方向に固定された車輪用軸受装置において、前記複列の転動体のうちインナー側の転動体が円錐ころで構成され、このインナー側の円錐ころのピッチ円直径が前記アウター側の転動体のピッチ円直径よりも小径に設定されると共に、前記硬化層のインナー側の端部位置が、軸線方向で前記内輪の内側転走面の大径端に対応する位置から前記加締部の近傍までの範囲に設定されているので、装置の軽量・コンパクト化と高剛性化という相反する課題を解決すると共に、加締加工による内輪の変形を抑え、大鍔の倒れを防止しつつ所定の内輪固定力を確保することができる。   The wheel bearing device according to the present invention has an outer member integrally formed with a vehicle body mounting flange to be attached to the knuckle on the outer periphery, a double row outer rolling surface formed on the inner periphery, and a wheel at one end. A wheel mounting flange is integrally formed, and one inner rolling surface facing the outer rolling surface of the double row is formed on the outer periphery, and a small diameter step portion extending in the axial direction from the inner rolling surface is formed. And an inner ring formed by press-fitting the hub wheel into a small-diameter step portion of the hub ring via a predetermined scissors and having the other inner rolling surface facing the outer rolling surface of the double row formed on the outer periphery. Member, and a double row rolling element that is rotatably accommodated between the rolling surfaces of the inner member and the outer member, and includes the inner rolling surface of the hub wheel and the wheel mounting flange. Specified by induction hardening over the small diameter step from the base on the inner side In the wheel bearing device, in which the hardened layer is formed and the inner ring is fixed in the axial direction by a caulking portion formed by plastically deforming a small diameter step portion of the hub wheel radially outward, the double row Among the rolling elements, the inner side rolling element is constituted by a tapered roller, the pitch circle diameter of the inner side tapered roller is set to be smaller than the pitch circle diameter of the outer side rolling element, and the hardened layer Since the end position on the inner side is set in a range from the position corresponding to the large diameter end of the inner raceway surface of the inner ring to the vicinity of the caulking portion in the axial direction, the device is lighter and more compact. In addition to solving the conflicting problem of increasing rigidity, it is possible to suppress deformation of the inner ring due to caulking, and to secure a predetermined inner ring fixing force while preventing the fall of the large hook.

外周にナックルに取り付けられるための車体取付フランジを一体に有し、内周に複列の外側転走面が形成された外方部材と、一端部に車輪を取り付けるための車輪取付フランジを一体に有し、外周に前記複列の外側転走面に対向する一方の内側転走面と、この内側転走面から軸方向に延びる小径段部が形成されたハブ輪、およびこのハブ輪の小径段部に所定のシメシロを介して圧入され、外周に前記複列の外側転走面に対向する他方の内側転走面が形成された内輪からなる内方部材と、この内方部材と前記外方部材の両転走面間に転動自在に収容された複列の転動体とを備え、前記ハブ輪の内側転走面をはじめ、前記車輪取付フランジのインナー側の基部から前記小径段部に亙って高周波焼入れによって所定の硬化層が形成されると共に、前記ハブ輪の小径段部を径方向外方に塑性変形させて形成した加締部によって前記内輪が軸方向に固定された車輪用軸受装置において、前記複列の転動体のうちインナー側の転動体が円錐ころで構成され、このインナー側の円錐ころのピッチ円直径が前記アウター側の転動体のピッチ円直径よりも小径に設定され、前記硬化層が前記内輪の内側転走面の大径端よりもインナー側に形成されると共に、前記小径段部の加締前の端部が、外周面に深さ０．５〜１．０ｍｍの環状溝が形成された中空状の円筒部とされ、前記環状溝が前記内輪における内側転走面の大径端に対応する位置よりもインナー側にあり、前記内輪の面取り部を越えて大端面から僅かに延びて形成され、当該環状溝まで前記硬化層が形成されている。   A body mounting flange for mounting to the knuckle on the outer periphery is integrated, an outer member with a double row outer raceway formed on the inner periphery, and a wheel mounting flange for mounting the wheel on one end is integrated. A hub wheel having one inner rolling surface facing the outer rolling surface of the double row on the outer periphery, a small diameter step portion extending in the axial direction from the inner rolling surface, and a small diameter of the hub wheel An inner member comprising an inner ring that is press-fitted into the step portion through a predetermined shimoshiro and has the other inner rolling surface opposed to the outer rolling surface of the double row on the outer periphery; the inner member and the outer member A plurality of rolling elements that are rotatably accommodated between both rolling surfaces of the side member, and the inner diameter rolling surface of the hub wheel, and the small diameter stepped portion from the inner side base portion of the wheel mounting flange. A predetermined hardened layer is formed by induction hardening and In the wheel bearing device in which the inner ring is fixed in the axial direction by a caulking portion formed by plastically deforming a small-diameter step portion of the hub wheel radially outward, the inner-side rolling element of the double row rolling elements Is configured with a tapered roller, the pitch circle diameter of the inner side tapered roller is set smaller than the pitch circle diameter of the outer side rolling element, and the hardened layer is a large diameter end of the inner raceway surface of the inner ring And the end portion before caulking of the small-diameter step portion is a hollow cylindrical portion in which an annular groove having a depth of 0.5 to 1.0 mm is formed on the outer peripheral surface, The annular groove is located on the inner side from the position corresponding to the large-diameter end of the inner raceway surface in the inner ring, is formed to extend slightly from the large end surface beyond the chamfered portion of the inner ring, and the hardened to the annular groove A layer is formed.

以下、本発明の実施の形態を図面に基づいて詳細に説明する。
図１は、本発明に係る車輪用軸受装置の第１の実施形態を示す縦断面図、図２（ａ）は、図１の要部拡大図、（ｂ）は、（ａ）の加締前の要部拡大図である。なお、以下の説明では、車両に組み付けた状態で車両の外側寄りとなる側をアウター側（図面左側）、中央寄り側をインナー側（図面右側）という。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
1 is a longitudinal sectional view showing a first embodiment of a wheel bearing device according to the present invention, FIG. 2 (a) is an enlarged view of a main part of FIG. 1, and (b) is a caulking of (a). It is a front principal part enlarged view. In the following description, the side closer to the outer side of the vehicle in a state assembled to the vehicle is referred to as the outer side (left side in the drawing), and the side closer to the center is referred to as the inner side (right side in the drawing).

この車輪用軸受装置は第３世代と呼称される従動輪用であって、内方部材１と外方部材２、および両部材１、２間に転動自在に収容された複数のボール３および円錐ころ４を備えている。内方部材１は、ハブ輪５と、このハブ輪５に所定のシメシロを介して圧入された内輪６とからなる。   This wheel bearing device is for a driven wheel called the third generation, and includes an inner member 1 and an outer member 2, and a plurality of balls 3 accommodated so as to roll between both members 1 and 2. A tapered roller 4 is provided. The inner member 1 includes a hub ring 5 and an inner ring 6 press-fitted into the hub ring 5 through a predetermined shimiro.

ハブ輪５は、一端部に車輪（図示せず）を取り付けるための車輪取付フランジ７を一体に有し、外周に一方（アウター側）の円弧状の内側転走面５ａと、この内側転走面５ａから軸方向に延びる軸状部８を介して小径段部５ｂが形成されている。車輪取付フランジ７にはハブボルト７ａが周方向等配に植設されると共に、これらハブボルト７ａ間には円孔７ｂが形成されている。この円孔７ｂは軽量化に寄与できるだけでなく、装置の組立・分解工程において、レンチ等の締結治具をこの円孔７ｂから挿入することができ作業を簡便化することができる。   The hub wheel 5 integrally has a wheel mounting flange 7 for mounting a wheel (not shown) at one end portion, one (outer side) arcuate inner rolling surface 5a on the outer periphery, and this inner rolling. A small-diameter step portion 5b is formed through an axial portion 8 extending in the axial direction from the surface 5a. Hub bolts 7a are planted on the wheel mounting flange 7 in a circumferentially uniform manner, and circular holes 7b are formed between the hub bolts 7a. The circular hole 7b not only contributes to weight reduction, but also a fastening jig such as a wrench can be inserted from the circular hole 7b in the assembly / disassembly process of the apparatus, and the work can be simplified.

内輪６は、外周に他方（インナー側）のテーパ状の内側転走面６ａが形成され、この内側転走面６ａの大径側に円錐ころ４を案内するための大鍔６ｂと、小径側に円錐ころ４の脱落を防止するための小鍔６ｃがそれぞれ形成されている。そして、この内輪６はハブ輪５の小径段部５ｂに所定のシメシロを介して圧入されると共に、この小径段部５ｂの端部を塑性変形させて形成した加締部９によって所定の軸受予圧が付与された状態で軸方向に固定されている。これにより、軽量・コンパクト化を図ると共に、初期に設定した予圧を長期間に亘って維持するセルフリテイン構造を提供することができる。   The inner ring 6 is formed with the other (inner side) tapered inner rolling surface 6a on the outer periphery, a large collar 6b for guiding the tapered roller 4 to the large diameter side of the inner rolling surface 6a, and a small diameter side In addition, a small scissors 6c for preventing the tapered roller 4 from falling off is formed. The inner ring 6 is press-fitted into the small-diameter step portion 5b of the hub wheel 5 through a predetermined shimiro, and a predetermined bearing preload is applied by a caulking portion 9 formed by plastically deforming the end of the small-diameter step portion 5b. Is fixed in the axial direction. As a result, it is possible to provide a self-retaining structure that achieves light weight and compactness and that maintains the initially set preload for a long period of time.

ハブ輪５はＳ５３Ｃ等の炭素０．４０〜０．８０ｗｔ％を含む中高炭素鋼で形成され、後述するアウター側のシール１２が摺接する車輪取付フランジ７のインナー側の基部７ｃから内側転走面５ａ、軸状部８、および小径段部５ｂに亙って高周波焼入れによって表面硬さを５８〜６４ＨＲＣの範囲に硬化層１３が形成されている（図中クロスハッチングにて示す）。なお、加締部９は鍛造加工後の表面硬さのままとされている。これにより、車輪取付フランジ７に負荷される回転曲げ荷重に対して充分な機械的強度を有し、内輪６の嵌合部となる小径段部５ｂの耐フレッティング性が向上すると共に、加締加工時に微小なクラック等の発生がなく加締部９の塑性加工をスムーズに行うことができる。なお、内輪６、ボール３および円錐ころ４はＳＵＪ２等の高炭素クロム鋼で形成され、ズブ焼入れによって芯部まで５８〜６４ＨＲＣの範囲に硬化処理されている。   The hub wheel 5 is formed of medium-high carbon steel containing carbon of 0.40 to 0.80 wt% such as S53C, and the inner rolling surface from the inner side base portion 7c of the wheel mounting flange 7 to which the outer side seal 12 described later comes into sliding contact. A hardened layer 13 is formed in the range of 58 to 64 HRC by induction hardening over 5a, the shaft-like portion 8 and the small-diameter step portion 5b (shown by cross-hatching in the figure). The caulking portion 9 is kept in the surface hardness after forging. Thereby, it has sufficient mechanical strength with respect to the rotational bending load applied to the wheel mounting flange 7, and the fretting resistance of the small-diameter step portion 5 b serving as the fitting portion of the inner ring 6 is improved, and caulking is performed. There is no generation of minute cracks or the like during processing, and the plastic processing of the crimped portion 9 can be performed smoothly. The inner ring 6, the ball 3 and the tapered roller 4 are made of high carbon chrome steel such as SUJ2, and are hardened in the range of 58 to 64HRC to the core by quenching.

外方部材２は、外周に懸架装置を構成するナックル（図示せず）に取り付けられるための車体取付フランジ２ｃを一体に有し、内周にハブ輪５の内側転走面５ａに対向するアウター側の円弧状の外側転走面２ａと、内輪６の内側転走面６ａに対向するインナー側のテーパ状の外側転走面２ｂが一体に形成されている。この外方部材２はＳ５３Ｃ等の炭素０．４０〜０．８０ｗｔ％を含む中高炭素鋼で形成され、複列の外側転走面２ａ、２ｂが高周波焼入れによって表面硬さを５８〜６４ＨＲＣの範囲に硬化処理されている。そして、両転走面２ａ、５ａおよび２ｂ、６ａ間に保持器１０、１１を介して複数のボール３および円錐ころ４が転動自在にそれぞれ収容されている。また、外方部材２と内方部材１との間に形成された環状空間の開口部にはシール１２および磁気エンコーダ１４が装着され、軸受内部に封入されたグリースの外部への漏洩と、外部から雨水やダスト等が軸受内部に侵入するのを防止している。   The outer member 2 integrally has a vehicle body mounting flange 2c to be attached to a knuckle (not shown) constituting a suspension device on the outer periphery, and an outer member facing the inner rolling surface 5a of the hub wheel 5 on the inner periphery. An arcuate outer rolling surface 2a on the side and an inner tapered outer rolling surface 2b facing the inner rolling surface 6a of the inner ring 6 are integrally formed. This outer member 2 is made of medium and high carbon steel containing 0.40 to 0.80 wt% of carbon such as S53C, and the double row outer rolling surfaces 2a and 2b have a surface hardness in the range of 58 to 64HRC by induction hardening. Has been cured. A plurality of balls 3 and tapered rollers 4 are accommodated between the rolling surfaces 2a, 5a and 2b, 6a via the cages 10 and 11, respectively, so as to roll freely. Further, a seal 12 and a magnetic encoder 14 are attached to the opening of the annular space formed between the outer member 2 and the inner member 1, and leakage of grease sealed inside the bearing to the outside Prevents rainwater and dust from entering the bearing.

本実施形態は、インナー側の円錐ころ４のピッチ円直径ＰＣＤｉがアウター側のボール３のピッチ円直径ＰＣＤｏよりも小径に設定されている。これにより、外方部材２におけるインナー側の外径Ｄを小径に設定することができる。このように、インナー側の転動体として円錐ころ４を使用することにより、インナー側の転動体列の基本定格荷重を低下させることなくナックルサイズを小さくでき、装置の軽量・コンパクト化を図りつつ、インナー側の転動体列部分の剛性が高くなる。   In this embodiment, the pitch circle diameter PCDi of the inner side tapered roller 4 is set to be smaller than the pitch circle diameter PCDo of the outer side ball 3. Thereby, the outer diameter D of the inner side in the outer member 2 can be set to a small diameter. Thus, by using the tapered roller 4 as the inner side rolling element, the knuckle size can be reduced without reducing the basic load rating of the inner side rolling element row, and the device is lighter and more compact. The rigidity of the rolling element row portion on the inner side is increased.

また、ハブ輪５の軸状部８と内輪６が突き合わされる肩部８ａとの間の段部に面取り部８ｂが形成されている。そして、ハブ輪５のアウター側端部にすり鉢状の凹所１５が鍛造加工によって形成されている。この凹所１５の深さは、内側転走面５ａの溝底部から軸状部８を越えて面取り部８ｂ付近までとされ、ハブ輪５のアウター側端部が略均一な肉厚に形成されている。   Further, a chamfered portion 8b is formed at a step portion between the shaft-shaped portion 8 of the hub wheel 5 and the shoulder portion 8a with which the inner ring 6 is abutted. A mortar-shaped recess 15 is formed on the outer end of the hub wheel 5 by forging. The depth of the recess 15 is from the groove bottom portion of the inner rolling surface 5a to the vicinity of the chamfered portion 8b beyond the shaft-shaped portion 8, and the outer end portion of the hub wheel 5 is formed to have a substantially uniform thickness. ing.

ここで、車輪取付フランジ７にモーメント荷重が負荷された場合、アウター側の内側転走面５ａを起点としてハブ輪５が変形すると考えられるため、本実施形態では、この内側転走面５ａよりもアウター側の肉厚に着目した。すなわち、車輪取付フランジ７の基部７ｃは所定の曲率半径からなる円弧面に形成され、この基部７ｃの最小肉厚ｔ１が硬化層１３の有効硬化層深さの２倍以上になるように設定されている。そして、ハブ輪５の剛性をＦＥＭ解析により求めた結果、基部７ｃの肉厚ｔ１と、その部位の直径ｄ１との関係が０．２≦ｔ１／ｄ１≦０．３の範囲で、かつ、硬化層１３における有効硬化層深さの２倍以上になるように設定されている。   Here, when a moment load is applied to the wheel mounting flange 7, it is considered that the hub wheel 5 is deformed starting from the inner rolling surface 5 a on the outer side. We focused on the outer wall thickness. That is, the base portion 7c of the wheel mounting flange 7 is formed in an arc surface having a predetermined radius of curvature, and the minimum thickness t1 of the base portion 7c is set to be twice or more the effective hardened layer depth of the hardened layer 13. ing. Then, as a result of obtaining the rigidity of the hub wheel 5 by FEM analysis, the relationship between the thickness t1 of the base portion 7c and the diameter d1 of the portion is in the range of 0.2 ≦ t1 / d1 ≦ 0.3, and the hardening The depth of the effective hardened layer in the layer 13 is set to be twice or more.

また、内側転走面５ａにおけるボール３の接触角α方向の肉厚ｔ２と、その部位の直径（ボール接触径）ｄ２との関係が０．２≦ｔ２／ｄ２≦０．３の範囲で、かつ、硬化層１３における有効硬化層深さの２倍以上になるように設定されている。基部７ｃおよび内側転走面５ａの肉厚ｔ１、ｔ２が、それぞれの部位の直径ｄ１、ｄ２の２０％未満になると変形が大きくなり所望の剛性が得られなくなる。一方、３０％を超えて厚肉に形成しても余り剛性の増加が認められず、反って重量アップを招来して好ましくないからである。なお、ここでは、有効硬化層深さは２〜５ｍｍ（３．５ｍｍ程度）の範囲に設定されている。これにより、高周波焼入れによってハブ輪５の外周面に焼割れが発生するのを防止することができると共に、使用条件に対応したハブ輪５の強度・剛性を確保しつつ、軽量化を達成することができる。   Further, the relationship between the thickness t2 of the ball 3 on the inner rolling surface 5a in the contact angle α direction and the diameter (ball contact diameter) d2 of the portion is in the range of 0.2 ≦ t2 / d2 ≦ 0.3, And it is set so that it may become 2 times or more of the effective hardened layer depth in hardened layer 13. When the thicknesses t1 and t2 of the base portion 7c and the inner rolling surface 5a are less than 20% of the diameters d1 and d2 of the respective portions, the deformation becomes large and desired rigidity cannot be obtained. On the other hand, even if the thickness exceeds 30%, the rigidity is not increased so much that it is not preferable because the weight is increased. Here, the effective hardened layer depth is set in a range of 2 to 5 mm (about 3.5 mm). As a result, it is possible to prevent the outer peripheral surface of the hub wheel 5 from being cracked by induction hardening, and to achieve weight reduction while ensuring the strength and rigidity of the hub wheel 5 corresponding to the use conditions. Can do.

さらに本実施形態では、図２（ａ）に拡大して示すように、内輪６における大端面６ｅの内径端部に曲率半径ｒ１からなる面取り部６ｄが形成されている。この面取り部６ｄの曲率半径ｒ１はＲ１．０〜２．５に設定されている。ここで、ｒ１を１．０ｍｍよりも小さく設定すると、車両の運転中に曲げモーメント荷重が装置に負荷された時、加締部９の根元部分に応力集中が起こり、微小クラック等の損傷が発生する恐れがある。逆に、ｒ１が２．５ｍｍを超えると、円筒部（図中二点鎖線にて示す加締前形状）１６を塑性変形する際、内輪６を径方向外方に押し広げることになり、内輪６の外径に過大なフープ応力が発生して好ましくない。   Furthermore, in this embodiment, as shown in an enlarged view in FIG. 2A, a chamfered portion 6d having a radius of curvature r1 is formed at the inner diameter end portion of the large end surface 6e of the inner ring 6. The radius of curvature r1 of the chamfered portion 6d is set to R1.0 to 2.5. Here, if r1 is set to be smaller than 1.0 mm, when a bending moment load is applied to the device during operation of the vehicle, stress concentration occurs at the root portion of the caulking portion 9 and damage such as micro cracks occurs. There is a fear. On the other hand, when r1 exceeds 2.5 mm, the inner ring 6 is expanded radially outward when the cylindrical portion 16 (shape before caulking indicated by a two-dot chain line in the figure) 16 is plastically deformed. An excessive hoop stress is generated in the outer diameter of 6, which is not preferable.

一方、（ｂ）に示すように、円筒部１６の底面１６ａは内輪６の大端面６ｅから所定の深さａになるように形成されている。また、円筒部１６の外周面には深さｂからなる環状溝（逃げ溝）１７が形成されている。そして、この環状溝１７の両側にそれぞれ曲率半径Ｒｉ、Ｒｏからなる円弧面１７ａ、１７ｂが形成されている。   On the other hand, as shown in (b), the bottom surface 16 a of the cylindrical portion 16 is formed to have a predetermined depth a from the large end surface 6 e of the inner ring 6. An annular groove (relief groove) 17 having a depth b is formed on the outer peripheral surface of the cylindrical portion 16. Further, arc surfaces 17a and 17b having curvature radii Ri and Ro are formed on both sides of the annular groove 17, respectively.

環状溝１７の深さｂは０．５〜１．０ｍｍの範囲に設定されると共に、この環状溝１７におけるインナー側の円弧面１７ａの曲率半径ＲｉはＲ１〜１０の範囲に設定されている。そして、曲率半径Ｒｉは内輪６の面取り部６ｄの曲率半径ｒ１よりも大きく、アウター側の円弧面１７ｂの曲率半径Ｒｏよりも小さく設定されている（ｒ１≦Ｒｉ≦Ｒｏ）。ただし、環状溝１７の深さｂが０．５ｍｍよりも小さいとその効果が薄れ、また、１．０ｍｍを超えると、加締部９の強度不足が懸念されるので好ましくない。円筒部１６の外周面にこのような環状溝１７を形成することにより、加締加工時に円筒部１６が変形し易くなり、内輪６の変形を抑えることができる。したがって、加締加工によって内輪６の大鍔６ｂが倒れて円錐ころ４との接触状態が損なわれることはなく、所望の寿命を確保することができる。   The depth b of the annular groove 17 is set in the range of 0.5 to 1.0 mm, and the radius of curvature Ri of the inner circular surface 17a in the annular groove 17 is set in the range of R1 to 10. The radius of curvature Ri is set to be larger than the radius of curvature r1 of the chamfered portion 6d of the inner ring 6 and smaller than the radius of curvature Ro of the outer arcuate surface 17b (r1 ≦ Ri ≦ Ro). However, if the depth b of the annular groove 17 is smaller than 0.5 mm, the effect is reduced, and if it exceeds 1.0 mm, the strength of the crimped portion 9 may be insufficient, which is not preferable. By forming such an annular groove 17 on the outer peripheral surface of the cylindrical portion 16, the cylindrical portion 16 is easily deformed during caulking and deformation of the inner ring 6 can be suppressed. Therefore, the large collar 6b of the inner ring 6 is not tilted by the caulking process, and the contact state with the tapered roller 4 is not impaired, and a desired life can be ensured.

また、内輪６における内側転走面６ａの大径端（大鍔６ｂの高さ）は大端面６ｅから軸方向に５ｍｍ以上離間して形成されている。そして、環状溝１７は、この内側転走面６ａの大径端に対応する位置よりもインナー側にあり、内輪６の面取り部６ｄを越えて大端面６ｅから僅かに延びて形成されている。この環状溝１７の幅が大きくなるほどフープ応力が低下するが、余り大きくなると内輪押込み量が不足して所定の内輪固定力が得られないだけでなく、ハブ輪５の強度・剛性の低下に繋がり好ましくない。そして、ハブ輪５の外周に形成される硬化層１３はこの環状溝１７まで形成されているので、小径段部５ｂの円筒部１６の加工性を向上させ、塑性変形によるクラック等の発生を防止すると共に、加締加工によるハブ輪５の変形を抑制することができる。   Further, the large diameter end (height of the large flange 6b) of the inner raceway surface 6a in the inner ring 6 is formed 5 mm or more away from the large end surface 6e in the axial direction. The annular groove 17 is located on the inner side of the position corresponding to the large-diameter end of the inner rolling surface 6a, and is formed to extend slightly from the large end surface 6e beyond the chamfered portion 6d of the inner ring 6. As the width of the annular groove 17 increases, the hoop stress decreases. However, if the width of the annular groove 17 is excessively large, not only the inner ring pressing amount is insufficient and a predetermined inner ring fixing force cannot be obtained, but also the strength and rigidity of the hub ring 5 are decreased. It is not preferable. Since the hardened layer 13 formed on the outer periphery of the hub wheel 5 is formed up to the annular groove 17, the workability of the cylindrical portion 16 of the small-diameter step portion 5b is improved and the occurrence of cracks and the like due to plastic deformation is prevented. In addition, the deformation of the hub wheel 5 due to the caulking process can be suppressed.

本出願人が実施した加締試験では、円筒部１６の底部１６ａの深さａが０〜５ｍｍの範囲では、深さａが大きくなるほど内輪６の外径に発生するフープ応力が低下する。ところがａ＜５ｍｍではその効果が小さく、顕著な応力低下が見られないことが判った。一方、深さａが５ｍｍを超えて大きくなると内輪押込み量が不足して所定の内輪固定力が得られないだけでなく、ハブ輪５の強度・剛性の低下に繋がり好ましくない。   In the caulking test conducted by the present applicant, when the depth a of the bottom portion 16a of the cylindrical portion 16 is in the range of 0 to 5 mm, the hoop stress generated at the outer diameter of the inner ring 6 decreases as the depth a increases. However, it was found that when a <5 mm, the effect is small and no significant stress reduction is observed. On the other hand, if the depth a exceeds 5 mm, the inner ring push-in amount is insufficient and a predetermined inner ring fixing force cannot be obtained, and the strength and rigidity of the hub ring 5 are reduced.

図３（ａ）は、本発明に係る車輪用軸受装置の第２の実施形態を示す縦断面図、（ｂ）は、（ａ）のハブ輪単体を示す縦断面図である。なお、本実施形態は、前述した実施形態（図１）と基本的には複列の転動体の構成が異なるだけで、その他同一の部位、同一の部品、あるいは同一の機能を有する部位には同じ符号を付けてその詳細な説明を省略する。   FIG. 3A is a longitudinal sectional view showing a second embodiment of the wheel bearing device according to the present invention, and FIG. 3B is a longitudinal sectional view showing a single hub wheel of FIG. Note that this embodiment basically differs from the above-described embodiment (FIG. 1) only in the configuration of the double-row rolling elements, except for the same part, the same part, or the part having the same function. The same reference numerals are assigned and detailed description thereof is omitted.

この車輪用軸受装置は第３世代と呼称される従動輪用であって、内方部材１８と外方部材１９、および両部材１８、１９間に転動自在に収容された複列の円錐ころ２０、４とを備えている。内方部材１８は、ハブ輪２１と、このハブ輪２１に所定のシメシロを介して圧入された内輪６とからなる。   This wheel bearing device is for a driven wheel called a third generation, and has an inner member 18, an outer member 19, and a double-row tapered roller housed between the members 18 and 19 so as to roll freely. 20 and 4. The inner member 18 includes a hub ring 21 and an inner ring 6 that is press-fitted into the hub ring 21 through a predetermined shimiro.

ハブ輪２１は、一端部に車輪（図示せず）を取り付けるための車輪取付フランジ７を一体に有し、外周に一方（アウター側）のテーパ状の内側転走面２１ａと、この内側転走面２１ａから軸方向に延びる軸状部８を介して小径段部５ｂが形成されている。そして、内側転走面２１ａの大径側に円錐ころ２０を案内するための大鍔２１ｂが形成されている。   The hub wheel 21 integrally has a wheel mounting flange 7 for mounting a wheel (not shown) at one end portion, one (outer side) tapered inner rolling surface 21a on the outer periphery, and this inner rolling. A small-diameter step portion 5b is formed through an axial portion 8 extending in the axial direction from the surface 21a. And the large collar 21b for guiding the tapered roller 20 to the large diameter side of the inner side rolling surface 21a is formed.

外方部材１９は、外周に車体取付フランジ２ｃを一体に有し、内周にハブ輪２１の内側転走面２１ａに対向するアウター側のテーパ状の外側転走面１９ａと、内輪６の内側転走面６ａに対向するインナー側のテーパ状の外側転走面２ｂが一体に形成されている。この外方部材１９はＳ５３Ｃ等の炭素０．４０〜０．８０ｗｔ％を含む中高炭素鋼で形成され、複列の外側転走面１９ａ、２ｂが高周波焼入れによって表面硬さを５８〜６４ＨＲＣの範囲に硬化処理されている。そして、両転走面１９ａ、２１ａおよび２ｂ、６ａ間に保持器２２、１１を介して複列の円錐ころ２０、４が転動自在にそれぞれ収容されている。   The outer member 19 integrally has a vehicle body mounting flange 2 c on the outer periphery, and has an outer tapered outer rolling surface 19 a facing the inner rolling surface 21 a of the hub wheel 21 on the inner periphery, and an inner side of the inner ring 6. A tapered outer rolling surface 2b on the inner side facing the rolling surface 6a is integrally formed. This outer member 19 is made of medium and high carbon steel containing 0.40 to 0.80 wt% of carbon such as S53C, and the double row outer rolling surfaces 19a and 2b have a surface hardness in the range of 58 to 64HRC by induction hardening. Has been cured. And the double-row tapered rollers 20 and 4 are accommodated between the rolling surfaces 19a and 21a and 2b and 6a via the cages 22 and 11 so as to roll freely.

本実施形態は、インナー側の円錐ころ４のピッチ円直径ＰＣＤｉがアウター側の円推ころ２０のピッチ円直径ＰＣＤｏよりも小径に設定されている。このように、複列の転動体として円錐ころ２０、４を使用することにより一層剛性を高めると共に、各転動体列の基本定格荷重を増大させて軸受の長寿命化を図ることができる。   In this embodiment, the pitch circle diameter PCDi of the inner side tapered roller 4 is set to be smaller than the pitch circle diameter PCDo of the outer side circular thrust roller 20. As described above, by using the tapered rollers 20 and 4 as the double row rolling elements, the rigidity can be further improved, and the basic rated load of each rolling element row can be increased to extend the life of the bearing.

また、ハブ輪２１のアウター側端部にすり鉢状の凹所２３が鍛造加工によって形成されている。そして、この凹所２３の深さは内側転走面２１ａの小径端部付近までとされ、ハブ輪２１のアウター側端部が略均一な肉厚に形成されている。このハブ輪２１はＳ５３Ｃ等の炭素０．４０〜０．８０ｗｔ％を含む中高炭素鋼からなり、車輪取付フランジ７の基部７ｃから内側転走面２１ａ、軸状部８、および小径段部５ｂに亙って高周波焼入れによって表面硬さを５８〜６４ＨＲＣの範囲に硬化層２４が形成されている（図中クロスハッチングにて示す）。   Further, a mortar-shaped recess 23 is formed in the outer side end of the hub wheel 21 by forging. The depth of the recess 23 extends to the vicinity of the small diameter end portion of the inner rolling surface 21a, and the outer side end portion of the hub wheel 21 is formed to have a substantially uniform thickness. The hub wheel 21 is made of medium and high carbon steel containing 0.40 to 0.80 wt% of carbon such as S53C, and is formed from the base portion 7c of the wheel mounting flange 7 to the inner rolling surface 21a, the shaft-shaped portion 8, and the small diameter step portion 5b. As a result, the hardened layer 24 is formed in the range of 58 to 64 HRC by induction hardening (indicated by cross hatching in the figure).

ここで、本実施形態では、図３（ｂ）に示すように、内側転走面２１ａの大径側の肉厚ｔ３が、内側転走面２１ａの中央部の肉厚ｔ４よりも厚く形成されている。また、それぞれの部位の直径ｄ３、ｄ４との関係からハブ輪２１の剛性をＦＥＭ解析により求めた結果、各肉厚ｔ３、ｔ４が０．２≦ｔ３／ｄ３≦０．３、および０．２≦ｔ４／ｄ４≦０．３の範囲で、かつ、硬化層２４における有効硬化層深さの２倍以上になるように設定されている。これにより、使用条件に対応したハブ輪２１の強度・剛性を確保しつつ、軽量化を達成することができる。なお、内側転走面２１ａにおける大径側の肉厚ｔ３および中央部の肉厚ｔ４が、それぞれの部位の直径ｄ３、ｄ４の２０％未満になると変形が大きくなり所望の剛性が得られない。一方、３０％を超えても余り剛性の増加が認められず、反って重量アップを招来して好ましくないからである。   Here, in this embodiment, as shown in FIG.3 (b), thickness t3 by the side of the large diameter of the inner side rolling surface 21a is formed more thickly than thickness t4 of the center part of the inner side rolling surface 21a. ing. Moreover, as a result of obtaining the rigidity of the hub wheel 21 by the FEM analysis from the relationship with the diameters d3 and d4 of the respective portions, the thicknesses t3 and t4 are 0.2 ≦ t3 / d3 ≦ 0.3 and 0.2. It is set in the range of ≦ t4 / d4 ≦ 0.3 and at least twice the effective hardened layer depth in the hardened layer 24. Thereby, weight reduction can be achieved, ensuring the intensity | strength and rigidity of the hub wheel 21 corresponding to use conditions. Note that when the large-diameter side wall thickness t3 and the central wall thickness t4 of the inner raceway surface 21a are less than 20% of the diameters d3 and d4 of the respective portions, deformation becomes large and desired rigidity cannot be obtained. On the other hand, even if it exceeds 30%, the increase in rigidity is not recognized so much, which is undesirable because it causes an increase in weight.

こうした構成の車輪用軸受装置では、ハブ輪２１のアウター側端部が略均一な肉厚に形成され、内側転走面２１ａ部分の肉厚ｔ３、ｔ４が所定の範囲に設定されているので、装置の軽量・コンパクト化と高剛性化という相反する課題を同時に解決した車輪用軸受装置を提供することができる。   In the wheel bearing device having such a configuration, the outer side end portion of the hub wheel 21 is formed to have a substantially uniform thickness, and the thicknesses t3 and t4 of the inner rolling surface 21a portion are set within a predetermined range. It is possible to provide a wheel bearing device that simultaneously solves the conflicting problems of light weight, compactness, and high rigidity of the device.

さらに本実施形態では、前述した実施形態と同様、円筒部１６の外周面に環状溝１７が形成され、この環状溝１７が内側転走面６ａの大径端に対応する位置から内輪６の面取り部６ｄを越えて大端面６ｅに延びて形成されると共に、ハブ輪２１の外周に形成される硬化層２４がこの環状溝１７にまで形成されているので、加締加工による内輪６の大鍔６ｂの倒れを防止すると共に、内輪６に発生するフープ応力を抑制しつつ所定の内輪押込み量を確保することができる。   Further, in this embodiment, as in the above-described embodiment, an annular groove 17 is formed on the outer peripheral surface of the cylindrical portion 16, and the annular groove 17 is chamfered from the position corresponding to the large diameter end of the inner rolling surface 6a. Since the hardened layer 24 formed on the outer periphery of the hub wheel 21 is formed up to the annular groove 17 so as to extend beyond the portion 6d to the large end surface 6e, the large ring of the inner ring 6 by caulking is formed. 6b can be prevented from falling, and a predetermined inner ring pushing amount can be secured while suppressing hoop stress generated in the inner ring 6.

以上、本発明の実施の形態について説明を行ったが、本発明はこうした実施の形態に何等限定されるものではなく、あくまで例示であって、本発明の要旨を逸脱しない範囲内において、さらに種々なる形態で実施し得ることは勿論のことであり、本発明の範囲は、特許請求の範囲の記載によって示され、さらに特許請求の範囲に記載の均等の意味、および範囲内のすべての変更を含む。   The embodiment of the present invention has been described above, but the present invention is not limited to such an embodiment, and is merely an example, and various modifications can be made without departing from the scope of the present invention. Of course, the scope of the present invention is indicated by the description of the scope of claims, and further, the equivalent meanings described in the scope of claims and all modifications within the scope of the scope of the present invention are included. Including.

本発明に係る車輪用軸受装置は、従動輪用の第３世代構造の車輪用軸受装置に適用することができる。   The wheel bearing device according to the present invention can be applied to a third-generation wheel bearing device for a driven wheel.

本発明に係る車輪用軸受装置の第１の実施形態を示す縦断面図である。It is a longitudinal section showing a 1st embodiment of a bearing device for wheels concerning the present invention. （ａ）は、図１の要部拡大図である。 （ｂ）は、（ａ）の加締前の要部拡大図である。(A) is a principal part enlarged view of FIG. (B) is a principal part enlarged view before the caulking of (a). （ａ）は、本発明に係る車輪用軸受装置の第２の実施形態を示す縦断面図である。 （ｂ）は、（ａ）のハブ輪単体を示す縦断面図である。(A) is a longitudinal cross-sectional view which shows 2nd Embodiment of the wheel bearing apparatus which concerns on this invention. (B) is a longitudinal sectional view showing a single hub wheel of (a). 従来の車輪用軸受装置を示す縦断面図である。It is a longitudinal cross-sectional view which shows the conventional wheel bearing apparatus.

符号の説明Explanation of symbols

１、１８・・・・・・・・・・・・・内方部材
２、１９・・・・・・・・・・・・・外方部材
３・・・・・・・・・・・・・・・・ボール
４、２０・・・・・・・・・・・・・円錐ころ
５、２１・・・・・・・・・・・・・ハブ輪
５ａ、６ａ、２１ａ・・・・・・・・内側転走面
５ｂ・・・・・・・・・・・・・・・小径段部
６・・・・・・・・・・・・・・・・内輪
６ｂ、２１ｂ・・・・・・・・・・・大鍔
６ｃ・・・・・・・・・・・・・・・小鍔
６ｄ・・・・・・・・・・・・・・・内輪の加締側の面取り部
６ｅ・・・・・・・・・・・・・・・内輪の大端面
７・・・・・・・・・・・・・・・・車輪取付フランジ
７ａ・・・・・・・・・・・・・・・ハブボルト
７ｂ・・・・・・・・・・・・・・・円孔
７ｃ・・・・・・・・・・・・・・・基部
８・・・・・・・・・・・・・・・・軸状部
８ａ・・・・・・・・・・・・・・・肩部
８ｂ・・・・・・・・・・・・・・・面取り部
９・・・・・・・・・・・・・・・・加締部
１０、１１、２２・・・・・・・・・保持器
１２・・・・・・・・・・・・・・・シール
１３、２４・・・・・・・・・・・・硬化層
１４・・・・・・・・・・・・・・・磁気エンコーダ
１５、２３・・・・・・・・・・・・凹所
１６・・・・・・・・・・・・・・・円筒部
１７・・・・・・・・・・・・・・・環状溝
１７ａ、１７ｂ・・・・・・・・・・円弧面
５０・・・・・・・・・・・・・・・車輪用軸受装置
５１・・・・・・・・・・・・・・・外方部材
５１ａ・・・・・・・・・・・・・・アウター側の外側転走面
５１ｂ・・・・・・・・・・・・・・インナー側の外側転走面
５１ｃ・・・・・・・・・・・・・・車体取付フランジ
５２・・・・・・・・・・・・・・・ハブ輪
５２ａ、５４ａ・・・・・・・・・・内側転走面
５２ｂ・・・・・・・・・・・・・・小径段部
５２ｃ・・・・・・・・・・・・・・加締部
５３・・・・・・・・・・・・・・・車輪取付フランジ
５４・・・・・・・・・・・・・・・内輪
５５・・・・・・・・・・・・・・・内方部材
５６、５７・・・・・・・・・・・・ボール
５８、５９・・・・・・・・・・・・保持器
６０、６１・・・・・・・・・・・・シール
ａ・・・・・・・・・・・・・・・・円筒部の深さ
ｂ・・・・・・・・・・・・・・・・環状溝の深さ
ｄ１・・・・・・・・・・・・・・・基部の直径
ｄ２・・・・・・・・・・・・・・・内側転走面のボール接触径
ｄ３・・・・・・・・・・・・・・・内側転走面における大径側の直径
ｄ４・・・・・・・・・・・・・・・内側転走面における中央部の直径
Ｄ１・・・・・・・・・・・・・・・アウター側のボールのピッチ円直径
Ｄ２・・・・・・・・・・・・・・・インナー側のボールのピッチ円直径
ＰＣＤｉ・・・・・・・・・・・・・インナー側の転動体のピッチ円直径
ＰＣＤｏ・・・・・・・・・・・・・アウター側の転動体のピッチ円直径
ｒ１・・・・・・・・・・・・・・・内輪の面取り部の曲率半径
Ｒｉ・・・・・・・・・・・・・・・環状溝におけるインナー側の円弧面の曲率半径
Ｒｏ・・・・・・・・・・・・・・・環状溝におけるアウター側の円弧面の曲率半径
ｔ１・・・・・・・・・・・・・・・基部の最小肉厚
ｔ２・・・・・・・・・・・・・・・内側転走面におけるボールの接触角方向の肉厚
ｔ３・・・・・・・・・・・・・・・内側転走面における大径側の肉厚
ｔ４・・・・・・・・・・・・・・・内側転走面における中央部の肉厚
α・・・・・・・・・・・・・・・・接触角 1, 18 ... Inner member 2, 19 ... Outer member 3 ... ... balls 4, 20 ... tapered rollers 5, 21 ... hub wheels 5a, 6a, 21a ... ... Inner rolling surface 5b ... Small diameter step 6 ... Inner ring 6b, 21b ……………………………………………………………………………………………………………………………………………………………………………………………………………………. Chamfered portion 6e on the side: Large end surface 7 of the inner ring ... Wheel mounting flange 7a ... ..... hub bolt 7b ..... round hole 7c ... ... Base 8 ... Shaft 8a ... Shoulder 8b ...・ ・ ・ ・ ・ ・ ・ ・ Chamfered part 9 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Clamping parts 10, 11, 22 ・ ・ ・ ・ ・ ・ ・ ・ Cage 12・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Seal 13, 24 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Hardened layer 14 ・ ・ ・ ・ ・ ・ ・ ・ Magnetic encoder 15, 23 ···················· 16 Grooves 17a, 17b ... Arc surface 50 ... Wheel bearing device 51 ... .... Outer member 51a ... Outer outer rolling surface 51b ...・ ・ ・ ・ ・ Inner side outer raceway 51c ・ ・ ・ ・ ・ ・ ・ ・ Car body mounting flange 52 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Hub wheel 52a, 54a ... Inner rolling surface 52b ... Small diameter step 52c ... Caulking Part 53 ... Wheel mounting flange 54 ... Inner ring 55 ... ... Inward members 56, 57 ... Balls 58, 59 ... Retainers 60, 61 ...・ ・ ・ ・ Seal a ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Depth of cylindrical part b ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Depth of groove d1 ..... Base diameter d2 ...・ Ball contact diameter d3 on the inner rolling surface ......... Diameter d4 on the inner diameter side on the inner rolling surface ... 4・ Diameter D1 of the central part on the inner rolling surface ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Pitch circle diameter D2 of the ball on the outer side ・ ・ ・ ・ ・ ・ ・ ・Pitch circle diameter PCDi of the inner side ball ............ Pitch circle diameter PCDo of the inner side rolling element ............ Outer side rolling element Pitch circle diameter r1 of the inner ring chamfered radius of curvature Ri ... arc on the inner side in the annular groove Radius of curvature Ro ......... Radius of curvature t1 of the outer circular arc surface in the annular groove ......... Base Minimum thickness t2 ..... Thickness t3 in the contact angle direction of the ball on the inner rolling surface ..... Thickness t4 on the large diameter side on the running surface ..... Thickness α at the center on the inner rolling surface ... ..Contact angle

Claims (5)

外周にナックルに取り付けられるための車体取付フランジを一体に有し、内周に複列の外側転走面が形成された外方部材と、
一端部に車輪を取り付けるための車輪取付フランジを一体に有し、外周に前記複列の外側転走面に対向する一方の内側転走面と、この内側転走面から軸方向に延びる小径段部が形成されたハブ輪、およびこのハブ輪の小径段部に所定のシメシロを介して圧入され、外周に前記複列の外側転走面に対向する他方の内側転走面が形成された内輪からなる内方部材と、
この内方部材と前記外方部材の両転走面間に転動自在に収容された複列の転動体とを備え、
前記ハブ輪の内側転走面をはじめ、前記車輪取付フランジのインナー側の基部から前記小径段部に亙って高周波焼入れによって所定の硬化層が形成されると共に、
前記ハブ輪の小径段部を径方向外方に塑性変形させて形成した加締部によって前記内輪が軸方向に固定された車輪用軸受装置において、
前記複列の転動体のうちインナー側の転動体が円錐ころで構成され、このインナー側の円錐ころのピッチ円直径が前記アウター側の転動体のピッチ円直径よりも小径に設定されると共に、前記硬化層のインナー側の端部位置が、軸線方向で前記内輪の内側転走面の大径端に対応する位置から前記加締部の近傍までの範囲に設定されていることを特徴とする車輪用軸受装置。 An outer member integrally having a vehicle body mounting flange to be attached to the knuckle on the outer periphery, and a double row outer rolling surface formed on the inner periphery;
A wheel mounting flange for mounting a wheel at one end is integrally formed, one inner rolling surface facing the outer rolling surface of the double row on the outer periphery, and a small diameter step extending in the axial direction from the inner rolling surface A hub ring formed with a portion, and an inner ring that is press-fitted into a small-diameter step portion of the hub ring through a predetermined squeeze and has the other inner rolling surface opposed to the double-row outer rolling surface on the outer periphery. An inner member comprising:
A double row rolling element housed in a freely rolling manner between the rolling surfaces of the inner member and the outer member;
A predetermined hardened layer is formed by induction hardening from the inner rolling surface of the hub wheel to the small diameter step portion from the base portion on the inner side of the wheel mounting flange,
In the wheel bearing device in which the inner ring is fixed in the axial direction by a caulking portion formed by plastically deforming a small-diameter step portion of the hub wheel radially outward,
Among the double row rolling elements, the inner side rolling elements are constituted by tapered rollers, the pitch circle diameter of the inner side tapered rollers is set smaller than the pitch circle diameter of the outer side rolling elements, The end position on the inner side of the hardened layer is set in a range from a position corresponding to the large diameter end of the inner raceway surface of the inner ring in the axial direction to the vicinity of the caulking portion. Wheel bearing device. 前記小径段部の加締前の端部が中空状の円筒部として形成され、この円筒部の外周面に深さ０．５〜１．０ｍｍの環状溝が形成されると共に、この環状溝が、前記内輪における内側転走面の大径端に対応する位置よりもインナー側にあり、前記内輪の面取り部を越えて大端面から僅かに延びて形成され、当該環状溝が前記硬化層まで形成されている請求項１に記載の車輪用軸受装置。   The end of the small diameter step portion before caulking is formed as a hollow cylindrical portion, and an annular groove having a depth of 0.5 to 1.0 mm is formed on the outer peripheral surface of the cylindrical portion. The inner ring is located on the inner side from the position corresponding to the large-diameter end of the inner raceway and extends slightly from the large end surface beyond the chamfered portion of the inner ring, and the annular groove is formed up to the hardened layer. The wheel bearing device according to claim 1, wherein 前記内輪における内側転走面の大径端が当該内輪の大端面から軸方向に５ｍｍ以上離間して形成されている請求項１または２に記載の車輪用軸受装置。   3. The wheel bearing device according to claim 1, wherein a large-diameter end of an inner raceway surface in the inner ring is formed to be separated from the large end surface of the inner ring by 5 mm or more in the axial direction. 前記ハブ輪のアウター側の端部にすり鉢状の凹所が形成され、この凹所の深さが少なくとも前記ハブ輪の内側転走面の溝底部付近とされると共に、当該ハブ輪のアウター側の端部が前記凹所に対応して略均一な肉厚で所定の範囲に設定され、前記硬化層の有効硬化層深さの２倍以上に設定されている請求項１乃至３いずれかに記載の車輪用軸受装置。   A mortar-shaped recess is formed at the outer end of the hub wheel, and the depth of the recess is at least near the groove bottom of the inner rolling surface of the hub wheel, and the outer side of the hub wheel The end of each of the above is set to a predetermined range with a substantially uniform thickness corresponding to the recess, and set to at least twice the effective hardened layer depth of the hardened layer. The wheel bearing device described. 前記ハブ輪の内側転走面の肉厚が、その部位の直径の０．２〜０．３の範囲に設定されている請求項４に記載の車輪用軸受装置。   The wheel bearing device according to claim 4, wherein a thickness of the inner raceway surface of the hub wheel is set in a range of 0.2 to 0.3 of a diameter of the portion.
JP2006173724A 2006-05-26 2006-06-23 Wheel bearing device Active JP4994717B2 (en)

Priority Applications (5)

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JP2006173724A JP4994717B2 (en) 2006-06-23 2006-06-23 Wheel bearing device
CN200780019433XA CN101454587B (en) 2006-05-26 2007-05-23 Bearing device for wheel
DE112007001272.2T DE112007001272B4 (en) 2006-05-26 2007-05-23 Bearing device for a vehicle wheel
PCT/JP2007/000554 WO2007138740A1 (en) 2006-05-26 2007-05-23 Bearing device for wheel
US12/277,427 US7641394B2 (en) 2006-05-26 2008-11-25 Bearing apparatus for a wheel of vehicle

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100316323A1 (en) * 2008-03-13 2010-12-16 Kiyotake Shibata Method of manufacturing outer ring, outer ring for double row angular contact bearing, double row angular contact bearing, and bearing device for wheel
US20150110430A1 (en) * 2013-10-21 2015-04-23 Schaeffler Technologies Gmbh & Co. Kg Bearing assembly including tapered rollers and spherical rolling elements

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JP2000289403A (en) * 1999-04-05 2000-10-17 Nsk Ltd Rolling bearing unit for wheel support and manufacture thereof
JP2002139060A (en) * 2000-08-24 2002-05-17 Ntn Corp Wheel bearing device
JP2004108449A (en) * 2002-09-17 2004-04-08 Koyo Seiko Co Ltd Rolling bearing device
US20050111771A1 (en) * 2003-10-14 2005-05-26 Shevket Cengiz R. Asymmetric hub assembly
JP2006076346A (en) * 2004-09-07 2006-03-23 Ntn Corp Bearing device for wheel

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JP2000289403A (en) * 1999-04-05 2000-10-17 Nsk Ltd Rolling bearing unit for wheel support and manufacture thereof
JP2002139060A (en) * 2000-08-24 2002-05-17 Ntn Corp Wheel bearing device
JP2004108449A (en) * 2002-09-17 2004-04-08 Koyo Seiko Co Ltd Rolling bearing device
US20050111771A1 (en) * 2003-10-14 2005-05-26 Shevket Cengiz R. Asymmetric hub assembly
JP2006076346A (en) * 2004-09-07 2006-03-23 Ntn Corp Bearing device for wheel

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100316323A1 (en) * 2008-03-13 2010-12-16 Kiyotake Shibata Method of manufacturing outer ring, outer ring for double row angular contact bearing, double row angular contact bearing, and bearing device for wheel
US9889493B2 (en) * 2008-03-13 2018-02-13 Ntn Corporation Wheel bearing device with a clearance formed between the inner race and the hub wheel
US20150110430A1 (en) * 2013-10-21 2015-04-23 Schaeffler Technologies Gmbh & Co. Kg Bearing assembly including tapered rollers and spherical rolling elements
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