JP2009220721A - Wheel bearing device - Google Patents

Wheel bearing device Download PDF

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JP2009220721A
JP2009220721A JP2008068006A JP2008068006A JP2009220721A JP 2009220721 A JP2009220721 A JP 2009220721A JP 2008068006 A JP2008068006 A JP 2008068006A JP 2008068006 A JP2008068006 A JP 2008068006A JP 2009220721 A JP2009220721 A JP 2009220721A
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wheel
hub
treatment layer
bearing device
peripheral surface
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Keiji Saito
恵司 齋藤
Kiyoshige Yamauchi
清茂 山内
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NTN Corp
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NTN Corp
NTN Toyo Bearing Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel bearing device enabling prevention of peeling off and scratching of a rust-proofing film in a production step, formation of the rust-proofing film by a simple step and improved productivity and reliability regarding rust-proofing treatment of a hub wheel pilot part. <P>SOLUTION: The present invention is applied to the wheel bearing device in which a rolling body 5 is interposed between rolling surfaces 3, 4 of an outer member 1 and an inner member 2. A rotation side member of the outer member 1 and the inner member 2 makes a hub wheel 9 as a constitution part. The hub wheel 9 has a wheel mounting hub flange 9a; and a cylindrical pilot part 13 projected from a neighborhood to a flange base part to an outboard side and guiding a brake rotor mounted to the hub flange 9a and the wheel. A chemical processing layer such as a manganese phosphate treatment layer 17 is formed on a peripheral surface of the pilot part 13. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

この発明は、乗用自動車用や貨物自動車用などの車輪用軸受装置に関する。   The present invention relates to a wheel bearing device for passenger cars and trucks.

従来の車輪用軸受装置では、ハブ輪のパイロット部に防錆を目的とした塗装膜が形成されており、刷毛塗り塗装、吹付け塗装、電着塗装等により塗装膜を形成しているものが知られている。（例えば特許文献１）。
特開２００７−２２３６００号公報 In conventional wheel bearing devices, a coating film is formed on the pilot part of the hub wheel for the purpose of preventing rust, and the coating film is formed by brush coating, spray coating, electrodeposition coating, etc. Are known. (For example, patent document 1).
JP 2007-223600 A

しかし、従来の刷毛塗り塗装や吹付け塗装では、塗装膜が完全に硬化するまでに４〜５日必要であり、塗装膜が完全に硬化するまでの生産工程において、製品取扱時の塗装の剥がれや傷付き等の問題が生じていた。また、電着塗装の場合は、電着前の前処理、電着後の焼付け、乾燥が必要であり、多くの工程を要していた。   However, with conventional brush painting and spray painting, it takes 4 to 5 days for the coating film to fully cure, and in the production process until the coating film is completely cured, the coating is peeled off during product handling. There were problems such as scratches. In the case of electrodeposition coating, pretreatment before electrodeposition, baking after electrodeposition, and drying are necessary, and many processes are required.

この発明の目的は、ハブ輪パイロット部の防錆処理につき、生産工程における防錆膜の剥がれや傷付きを防止し、さらに簡単な工程で防錆膜を形成できて、生産性および信頼性を向上させることができる車輪用軸受装置を提供することである。   The object of the present invention is to prevent the rust preventive film from being peeled off or damaged in the production process for the rust preventive treatment of the hub wheel pilot part, and to form a rust preventive film in a simpler process, thereby improving productivity and reliability. It is providing the wheel bearing apparatus which can be improved.

この発明の車輪用軸受装置は、内周に複列の転走面が形成された外方部材と、前記各転走面に対向する転走面が外周に形成された内方部材と、これら対向する転走面の間に介在した複列の転動体とを備え、車体に対して車輪を回転自在に支持する車輪用軸受装置において、上記外方部材および内方部材のうちの回転側部材は、車輪取付用のハブフランジと、このハブフランジの根元部付近からアウトボード側に突出し、前記ハブフランジに取付けられるブレーキロータおよびホイールを案内する円筒状のパイロット部とを有するハブ輪を有し、前記パイロット部の周面に、化成処理層を形成したことを特徴とする。
化成処理は、化学的処理によって金属表面に安定な化合物を生成させる表面処理方法を言う。上記化成処理層は、この化成処理により形成した化合物の層である。上記化成処理層としては、リン酸マンガン処理層やリン酸亜鉛処理層などのリン酸塩処理層、黒染め処理層、クロメート処理層等が採用できる。 The wheel bearing device of the present invention includes an outer member in which a double row rolling surface is formed on the inner periphery, an inner member in which a rolling surface facing each rolling surface is formed on the outer periphery, and these A wheel bearing device comprising a double row rolling element interposed between opposing rolling surfaces and rotatably supporting the wheel with respect to the vehicle body, wherein the rotation side member is one of the outer member and the inner member. Has a hub ring having a wheel mounting hub flange, and a cylindrical pilot portion that projects from the vicinity of the base portion of the hub flange to the outboard side and that is mounted on the hub flange and guides the wheel. A chemical conversion treatment layer is formed on the peripheral surface of the pilot portion.
Chemical conversion treatment refers to a surface treatment method in which a stable compound is generated on a metal surface by chemical treatment. The chemical conversion treatment layer is a compound layer formed by this chemical conversion treatment. As the chemical conversion treatment layer, a phosphate treatment layer such as a manganese phosphate treatment layer or a zinc phosphate treatment layer, a black dye treatment layer, a chromate treatment layer, or the like can be adopted.

この構成によると、パイロット部の周面に化成処理層を形成したため、この化成処理層が防錆膜となり、パイロット部の防錆効果が得られる。化成処理層は皮膜自体に耐食性を有するが、これだけでは防錆効果が不十分な場合は、化成処理層の上にさらに防錆油を塗布しても良い。
化成処理層は、塗装膜に比べて硬く剥離することもない。加えて、焼付け塗装のような焼付・乾燥工程が不要なため、生産工程中における剥がれや傷付きを防止できる。また、リン酸マンガン処理等の化成処理層の処理温度は１００℃を超えないため、製品への熱影響が少なく、ハブ輪の単体の状態で化成処理を行なっても、組立などの後工程への影響が少ない。また、リン酸マンガン処理層等の化成処理層の膜厚は５〜１５μｍ程度であるため、化成処理後の後加工が不要で、パイロット部の厳しい寸法公差の要求にも対応が可能である。これらのことから、パイロット部周面への化成処理層の形成を、従来の塗装の場合に比べて簡単な工程で形成でき、防錆膜となる化成処理層でパイロット部の周面を被覆できる。その結果、ハブ輪パイロット部の防錆処理につき、生産性および信頼性を向上させることができる。 According to this configuration, since the chemical conversion treatment layer is formed on the peripheral surface of the pilot portion, the chemical conversion treatment layer becomes a rust prevention film, and the rust prevention effect of the pilot portion is obtained. The chemical conversion treatment layer has corrosion resistance on the coating itself, but if this alone is insufficient in the rust prevention effect, a rust prevention oil may be further applied on the chemical conversion treatment layer.
The chemical conversion treatment layer is harder than the coated film and does not peel off. In addition, since a baking / drying process such as baking coating is not required, peeling and scratches during the production process can be prevented. In addition, since the treatment temperature of the chemical conversion treatment layer such as manganese phosphate treatment does not exceed 100 ° C, there is little heat influence on the product, and even if chemical conversion treatment is performed in the state of a single hub wheel, it can be moved to a subsequent process such as assembly. Is less affected. Moreover, since the film thickness of the chemical conversion treatment layer such as the manganese phosphate treatment layer is about 5 to 15 μm, post-processing after the chemical conversion treatment is unnecessary, and it is possible to meet the demand for strict dimensional tolerance of the pilot part. From these things, the formation of the chemical conversion treatment layer on the peripheral surface of the pilot part can be formed by a simple process compared to the case of conventional coating, and the peripheral surface of the pilot part can be covered with a chemical conversion treatment layer that becomes a rust preventive film . As a result, productivity and reliability can be improved for the rust prevention treatment of the hub wheel pilot portion.

この発明において、前記ハブ輪の化成処理層を、少なくとも前記パイロット部の外周面のホイール嵌合部位に形成しても良い。パイロット部のホイール嵌合部位は、錆が発生するとホイールの着脱の障害となる部位であるため、上記のような信頼性の高い化成処理層で防錆することが好ましい。   In this invention, you may form the chemical conversion treatment layer of the said hub ring at least in the wheel fitting part of the outer peripheral surface of the said pilot part. Since the wheel fitting part of the pilot part is a part that becomes an obstacle to the attachment and detachment of the wheel when rust occurs, it is preferable to prevent the rust with the above highly reliable chemical conversion treatment layer.

この発明において、前記ハブ輪の化成処理層を、少なくとも前記パイロット部の内周面に形成しても良い。パイロット部の内周面は、錆の発生し易い部位であり、また錆が発生すると、等速ジョイントを結合するものでは、結合用のナット座面等に影響する。そのため、化成処理層による信頼性の高い防錆処理が効果的となる。   In this invention, the chemical conversion treatment layer of the hub wheel may be formed at least on the inner peripheral surface of the pilot portion. The inner peripheral surface of the pilot portion is a portion where rust is likely to occur, and when rust is generated, the joint seat of the constant velocity joint affects the coupling nut seat surface and the like. Therefore, highly reliable rust prevention treatment by the chemical conversion treatment layer is effective.

この発明において、前記ハブ輪の化成処理層を、前記パイロット部の内周面、端面、および外周面のホイール嵌合部位にわたって形成しても良い。この範囲にわたり化成処理層を形成すると、より優れた防錆性が得られる。   In this invention, you may form the chemical conversion treatment layer of the said hub ring over the wheel fitting part of the inner peripheral surface of the said pilot part, an end surface, and an outer peripheral surface. When the chemical conversion treatment layer is formed over this range, more excellent rust prevention properties can be obtained.

この発明において、前記ハブ輪の化成処理層を、前記パイロット部の内周面、端面、外周面のホイール嵌合部位、およびブレーキロータ嵌合部位にわたって形成しても良い。ブレーキロータ嵌合部位は、ホイール嵌合部位に比べると防錆処理の必要性が少ないが、ブレーキロータ嵌合部位まで上記化成処理層を設けることで、ブレーキロータの着脱性の向上と、さらに優れた防錆性が確保される。   In this invention, you may form the chemical conversion treatment layer of the said hub ring over the inner peripheral surface of the said pilot part, an end surface, the wheel fitting site | part of an outer peripheral surface, and a brake rotor fitting site | part. The brake rotor mating site requires less rust prevention compared to the wheel mating site, but by providing the chemical conversion treatment layer up to the brake rotor mating site, the brake rotor can be attached and detached more efficiently. Rust prevention is ensured.

この発明において、前記ハブ輪の化成処理層は、車輪用軸受装置を組み立てた状態で形成しても良い。
リン酸マンガン処理等の化成処理層は浸漬法によりできるので、車輪用軸受装置を組み立てた状態でも化成処理層を形成することができる。 In this invention, you may form the chemical conversion treatment layer of the said hub ring in the state which assembled the wheel bearing apparatus.
Since the chemical conversion treatment layer such as manganese phosphate treatment can be performed by a dipping method, the chemical conversion treatment layer can be formed even when the wheel bearing device is assembled.

この発明の車輪用軸受装置は、内周に複列の転走面が形成された外方部材と、前記各転走面に対向する転走面が外周に形成された内方部材と、これら対向する転走面の間に介在した複列の転動体とを備え、車体に対して車輪を回転自在に支持する車輪用軸受装置において、上記外方部材および内方部材のうちの回転側部材は、車輪取付用のハブフランジと、このハブフランジの根元部付近からアウトボード側に突出し、前記ハブフランジに取付けられるブレーキロータおよびホイールを案内する円筒状のパイロット部とを有するハブ輪を有し、前記パイロット部の周面に、化成処理層を形成したため、ハブ輪パイロット部の防錆処理につき、生産工程における防錆膜の剥がれや傷付きを防止し、さらに簡単な工程で防錆膜を形成できて、生産性および信頼性を向上させることができる。   The wheel bearing device of the present invention includes an outer member in which a double row rolling surface is formed on the inner periphery, an inner member in which a rolling surface facing each rolling surface is formed on the outer periphery, and these A wheel bearing device comprising a double row rolling element interposed between opposing rolling surfaces and rotatably supporting the wheel with respect to the vehicle body, wherein the rotation side member is one of the outer member and the inner member. Has a hub ring having a hub flange for wheel mounting and a cylindrical pilot portion that projects from the vicinity of the base portion of the hub flange to the outboard side and that is mounted on the hub flange and guides the wheel. Since the chemical conversion treatment layer is formed on the peripheral surface of the pilot part, the rust prevention treatment of the hub wheel pilot part is prevented and the rust prevention film is prevented from being peeled off or damaged in the production process. Can be formed and produced And thereby improving the reliability.

この発明の第１の実施形態を図１および図２と共に説明する。この実施形態の車輪用軸受装置は、自動車用であって、第１世代型に分類される複列のアンギュラ玉軸受型であり、内輪回転タイプでかつ駆動輪支持用のものである。なお、この明細書において、車両に取付けた状態で車両の車幅方向の外側寄りとなる側をアウトボード側と呼び、車両の中央寄りとなる側をインボード側と呼ぶ。
この車輪用軸受装置は、図１に断面図で示すように、内周に複列の転走面３を形成した外方部材１と、これら各転走面３に対向する転走面４を外周に形成した内方部材２と、これら外方部材１および内方部材２の転走面３，４間に介在した複列の転動体５とで構成される。転動体５はボールからなり、各列毎に保持器６で保持されている。上記転走面３，４は断面円弧状であり、各転走面３，４は接触角が背面合わせとなるように形成されている。外方部材１と内方部材２との間の軸受空間の両端は、密封装置となるシール７，８によってそれぞれ密封されている。 A first embodiment of the present invention will be described with reference to FIGS. The wheel bearing device of this embodiment is for automobiles, is a double row angular contact ball bearing type classified as a first generation type, is an inner ring rotating type, and is for driving wheel support. In this specification, the side closer to the outer side in the vehicle width direction of the vehicle when attached to the vehicle is referred to as the outboard side, and the side closer to the center of the vehicle is referred to as the inboard side.
As shown in a sectional view in FIG. 1, the wheel bearing device includes an outer member 1 in which a double row rolling surface 3 is formed on the inner periphery, and a rolling surface 4 facing each of the rolling surfaces 3. The inner member 2 is formed on the outer periphery, and the outer member 1 and the double row rolling elements 5 interposed between the rolling surfaces 3 and 4 of the inner member 2. The rolling elements 5 are formed of balls and are held by the cage 6 for each row. The rolling surfaces 3 and 4 have a circular arc shape in cross section, and the rolling surfaces 3 and 4 are formed so that the contact angles are back to back. Both ends of the bearing space between the outer member 1 and the inner member 2 are respectively sealed by seals 7 and 8 serving as sealing devices.

外方部材１は固定側部材となるものであって、全体が一体の外輪となる部品である。外方部材１の外径面は全体にわたって円筒状面とされ、車体の懸架装置における円筒状のナックル（図示せず）の内径面に嵌合することで、外方部材１がナックルに固定される。
内方部材２は回転側部材となるものであって、車輪取付用のハブフランジ９ａを有するハブ輪９と、このハブ輪９の軸部９ｂの外周に嵌合した２個並ぶ内輪１０とでなる。これら内輪１０に、前記各列の転走面４が形成されている。ハブ輪９のインボード側端の外周には段差を持って小径となる内輪嵌合面１２が設けられ、この内輪嵌合面１２に２個の内輪１０が嵌合している。ハブ輪９の中心にはスプライン１１が設けられている。このスプライン１１に、等速ジョイントの外輪のステム部（図示せず）に形成されたスプラインを係合し、ステム部の基端周辺の段面と先端に螺合するナット（図示せず）との間で内方部材２を挟むことで、車輪用軸受装置と等速ジョイントとが連結される。ハブフランジ９ａには、周方向複数箇所にハブボルト１５の圧入孔１６が設けられている。ハブ輪９のハブフランジ９ａの根元部付近には、ブレーキロータとホイール（図示せず）を案内する円筒状のパイロット部１３がアウトボード側に突出している。パイロット部１３の外周部分は、ハブフランジ９ａに対する先端側の部分がホイール嵌合部位１３ｃとなり、根元部寄りの部分がブレーキロータ嵌合部位１３ｄとなる。ホイール嵌合部位１３ｃはブレーキロータ嵌合部位１３ｄよりも若干小径である。このパイロット部１３の案内により、前記ハブフランジ９ａにブレーキロータとホイールとを重ね、ハブボルト１５で固定する。 The outer member 1 is a fixed-side member, and is a part that is an integral outer ring as a whole. The outer diameter surface of the outer member 1 is a cylindrical surface as a whole, and the outer member 1 is fixed to the knuckle by fitting with an inner diameter surface of a cylindrical knuckle (not shown) in the suspension device of the vehicle body. The
The inner member 2 is a rotating side member, and includes a hub wheel 9 having a hub flange 9a for wheel mounting and two aligned inner rings 10 fitted to the outer periphery of the shaft portion 9b of the hub wheel 9. Become. These inner rings 10 are formed with the rolling surfaces 4 of the respective rows. An inner ring fitting surface 12 having a step and a small diameter is provided on the outer periphery of the inboard side end of the hub wheel 9, and the two inner rings 10 are fitted to the inner ring fitting surface 12. A spline 11 is provided at the center of the hub wheel 9. A spline 11 is engaged with a spline formed on the stem portion (not shown) of the outer ring of the constant velocity joint, and a nut (not shown) screwed to the step surface around the proximal end of the stem portion and the tip. By sandwiching the inner member 2 therebetween, the wheel bearing device and the constant velocity joint are connected. The hub flange 9a is provided with press-fit holes 16 for hub bolts 15 at a plurality of locations in the circumferential direction. In the vicinity of the base portion of the hub flange 9a of the hub wheel 9, a cylindrical pilot portion 13 for guiding a brake rotor and a wheel (not shown) protrudes toward the outboard side. In the outer peripheral portion of the pilot portion 13, the tip side portion with respect to the hub flange 9a becomes a wheel fitting portion 13c, and the portion near the root portion becomes a brake rotor fitting portion 13d. The wheel fitting part 13c has a slightly smaller diameter than the brake rotor fitting part 13d. The pilot rotor 13 guides the hub flange 9 a so that the brake rotor and the wheel are overlapped with each other and fixed with the hub bolt 15.

ハブ輪９の断面図を示す図２のように、前記パイロット部１３の周面には、化成処理層の一種であるリン酸マンガン処理層１７が形成されている。具体的には、ここではパイロット部１３の外周面における前記ハブフランジ９ａの根元部からアウトボード側寄りの半部であるホイールの嵌合部位１３ｃに、前記リン酸マンガン処理層１７が形成されている。   As shown in FIG. 2 showing a cross-sectional view of the hub wheel 9, a manganese phosphate treatment layer 17, which is a kind of chemical conversion treatment layer, is formed on the peripheral surface of the pilot portion 13. Specifically, here, the manganese phosphate treatment layer 17 is formed on the fitting portion 13c of the wheel, which is a half portion closer to the outboard side from the base portion of the hub flange 9a on the outer peripheral surface of the pilot portion 13. Yes.

この構成の車輪用軸受装置によると、パイロット部１３の周面にリン酸マンガン処理層１７を形成したため、このリン酸マンガン処理層１７が防錆膜となり、パイロット部１３の防錆効果が得られる。リン酸マンガン処理層１７は皮膜自体に耐食性を有するが、これだけでは防錆効果が不十分な場合は、リン酸マンガン処理層１７の上にさらに防錆油を塗布しても良い。
また、リン酸マンガン処理層１７は、塗装膜に比べて硬く剥離することもない。加えて、焼付け塗装のような焼付・乾燥工程が不要なため、生産工程中における剥がれや傷付きを防止できる。また、リン酸マンガン処理の処理温度は１００℃を超えないため、製品への熱影響が少なく、ハブ輪９の単体の状態でリン酸マンガン処理を行なっても、組立などの後工程への影響が少ない。また、リン酸マンガン処理層１７の膜厚は５〜１５μｍ程度であるため、リン酸マンガン処理後の後加工が不要で、パイロット部１３の厳しい寸法公差の要求にも対応が可能である。これらのことから、この車輪用軸受装置によると、パイロット部１３の外周面へのリン酸マンガン処理層１７の形成を、従来の塗装の場合に比べて簡単な工程で形成でき、防錆膜となるリン酸マンガン処理層１７でパイロット部１３の外周面を被覆することができる。 According to the wheel bearing device of this configuration, since the manganese phosphate treatment layer 17 is formed on the peripheral surface of the pilot portion 13, the manganese phosphate treatment layer 17 becomes a rust preventive film, and the rust prevention effect of the pilot portion 13 is obtained. . The manganese phosphate treatment layer 17 has corrosion resistance on the coating itself, but if this alone is insufficient in the rust prevention effect, a rust prevention oil may be further applied on the manganese phosphate treatment layer 17.
Further, the manganese phosphate treatment layer 17 is harder than the coated film and does not peel off. In addition, since a baking / drying process such as baking coating is not required, peeling and scratches during the production process can be prevented. In addition, since the processing temperature of the manganese phosphate treatment does not exceed 100 ° C., there is little thermal influence on the product, and even if the manganese phosphate treatment is performed with the hub wheel 9 alone, it affects the subsequent processes such as assembly. Less is. Further, since the thickness of the manganese phosphate treatment layer 17 is about 5 to 15 μm, post-processing after the manganese phosphate treatment is not necessary, and it is possible to meet the demands for the strict tolerance of the pilot portion 13. From these things, according to this wheel bearing device, the formation of the manganese phosphate treatment layer 17 on the outer peripheral surface of the pilot portion 13 can be formed by a simple process as compared with the case of conventional coating, The outer peripheral surface of the pilot portion 13 can be covered with the manganese phosphate treatment layer 17.

なお、ハブ輪９におけるパイロット部１３の周面へのリン酸マンガン処理は、ハブ輪９の単体の状態で行なっても良いが、リン酸マンガン処理は浸漬法によりできるので、車輪用軸受装置として組み立てた後においても行うことができる。   In addition, the manganese phosphate treatment on the peripheral surface of the pilot portion 13 in the hub wheel 9 may be performed in a state where the hub wheel 9 is a single body, but the manganese phosphate treatment can be performed by a dipping method. This can be done after assembly.

なお、図１および図２では、前記パイロット部１３の外周面のホイール嵌合部位１３ｃにリン酸マンガン処理層１７を形成した例を示したが、リン酸マンガン処理層１７を図３〜図５に示す範囲に形成しても良い。図３は、パイロット部１３の内周面１３ａにリン酸マンガン処理層１７を形成した例を示す。図４は、パイロット部１３の内周面１３ａ、端面１３ｂ、および外周面のホイール嵌合部位１３ｃにわたってリン酸マンガン処理層１７を形成した例を示す。図５は、パイロット部１３の内周面１３ａ、端面１３ｂ、外周面のホイール嵌合部位１３ｃおよびブレーキロータ嵌合部位１３ｄにリン酸マンガン処理層１７を形成した例を示す。   1 and 2 show an example in which the manganese phosphate treatment layer 17 is formed on the wheel fitting portion 13c on the outer peripheral surface of the pilot portion 13, the manganese phosphate treatment layer 17 is shown in FIGS. You may form in the range shown. FIG. 3 shows an example in which the manganese phosphate treatment layer 17 is formed on the inner peripheral surface 13 a of the pilot portion 13. FIG. 4 shows an example in which the manganese phosphate treatment layer 17 is formed over the inner peripheral surface 13a, the end surface 13b, and the wheel fitting portion 13c on the outer peripheral surface of the pilot portion 13. FIG. 5 shows an example in which the manganese phosphate treatment layer 17 is formed on the inner peripheral surface 13a, the end surface 13b, the wheel fitting portion 13c and the brake rotor fitting portion 13d on the outer peripheral surface of the pilot portion 13.

図６は、この発明の他の実施形態を示す。この実施形態の車輪用軸受装置は、第２世代型に分類される複列のアンギュラ玉軸受型であり、内輪回転タイプでかつ駆動輪支持用のものである。外方部材１は、車体の懸架装置におけるナックル（図示せず）に取付ける車体取付用のフランジ１ａを外周に有し、全体が一体の部品とされている。フランジ１ａには、周方向の複数箇所に車体取付用のボルト孔１４が設けられ、インボード側からナックルのボルト挿通孔に挿通したナックルボルト（いずれも図示せず）を前記ボルト孔１４に螺合することにより、フランジ１ａがナックルにボルト止めされる。ハブ輪９のパイロット部１３には、その内周面１３ａ、端面１３ｂ、および外周面におけるホイール嵌合部位１３ｃにわたってリン酸マンガン処理層１７が形成されている。その他の構成は図１および図２に示す実施形態の場合と同様である。   FIG. 6 shows another embodiment of the present invention. The wheel bearing device of this embodiment is a double-row angular contact ball bearing type classified as a second generation type, and is an inner ring rotating type and for driving wheel support. The outer member 1 has a flange 1a for mounting a vehicle body attached to a knuckle (not shown) in the suspension device of the vehicle body on the outer periphery, and the whole is an integral part. The flange 1a is provided with bolt holes 14 for mounting on the vehicle body at a plurality of locations in the circumferential direction, and knuckle bolts (both not shown) inserted into the bolt insertion holes of the knuckle from the inboard side are screwed into the bolt holes 14. By joining, the flange 1a is bolted to the knuckle. The pilot portion 13 of the hub wheel 9 is formed with a manganese phosphate treatment layer 17 over the inner peripheral surface 13a, the end surface 13b, and the wheel fitting portion 13c on the outer peripheral surface. Other configurations are the same as those of the embodiment shown in FIGS.

図７は、この発明のさらに他の実施形態を示す。この実施形態の車輪用軸受装置は、第３世代型に分類される複列のアンギュラ玉軸受型であり、内輪回転タイプでかつ駆動輪支持用のものである。内方部材２は、車輪取付用のハブフランジ９ａを有するハブ輪９と、このハブ輪９の軸部９ｂのインボード側端の外周に嵌合した単列の内輪１０とでなる。これらハブ輪９および内輪１０に、内方部材２の各列の転走面４が形成されている。ハブ輪９のインボード側端には、内輪１０を加締固定する加締部９ｂａが形成されている。これにより、等速ジョイントの外輪のステム部先端に螺合するナットと前記加締部９ｂａとの間で内方部材２が挟まれ、車輪用軸受装置と等速ジョイントとが連結される。外方部材１の外周に、車体の懸架装置におけるナックル（図示せず）に取付ける車体取付用のフランジ１ａを有すること、およびハブ輪９のパイロット部１３における内周面１３ａ、端面１３ｂ、外周面におけるホイール嵌合部位１３ｃにわたってリン酸マンガン処理層１７が形成されていることは、図６の実施形態の場合と同様である。その他の構成は図１および図２に示す実施形態の場合と同様である。   FIG. 7 shows still another embodiment of the present invention. The wheel bearing device of this embodiment is a double-row angular contact ball bearing type classified as a third generation type, and is an inner ring rotating type and for driving wheel support. The inner member 2 includes a hub wheel 9 having a hub flange 9a for wheel mounting, and a single row of inner rings 10 fitted to the outer periphery of the inboard side end of the shaft portion 9b of the hub wheel 9. The hub wheel 9 and the inner ring 10 are formed with rolling surfaces 4 in each row of the inner member 2. A caulking portion 9ba for caulking and fixing the inner ring 10 is formed at the inboard side end of the hub wheel 9. As a result, the inner member 2 is sandwiched between the nut screwed to the tip of the stem portion of the outer ring of the constant velocity joint and the caulking portion 9ba, and the wheel bearing device and the constant velocity joint are connected. On the outer periphery of the outer member 1, a flange 1a for mounting a vehicle body attached to a knuckle (not shown) in the suspension device of the vehicle body is provided. The manganese phosphate treatment layer 17 is formed over the wheel fitting portion 13c in the same manner as in the embodiment of FIG. Other configurations are the same as those of the embodiment shown in FIGS.

図８は、この発明のさらに他の実施形態を示す。この実施形態では、図７に示した実施形態の車輪用軸受装置において、ハブ輪９の軸部９ｂのインボート側端に加締部を形成せず、等速ジョイントの外輪のステム部の基端周辺の段面と先端に螺合するナット（いずれも図示せず）との間で内方部材２を挟み込むことで、車輪用軸受装置と等速ジョイントとが連結される。その他の構成は図７の実施形態の場合と同様である。   FIG. 8 shows still another embodiment of the present invention. In this embodiment, in the wheel bearing device of the embodiment shown in FIG. 7, a caulking portion is not formed at the inboard side end of the shaft portion 9b of the hub wheel 9, and the stem portion of the outer ring of the constant velocity joint is not formed. The wheel bearing device and the constant velocity joint are connected by sandwiching the inner member 2 between a step surface around the end and a nut (not shown) that is screwed to the tip. Other configurations are the same as those in the embodiment of FIG.

図９は、この発明のさらに他の実施形態を示す。この実施形態の車輪用軸受装置は、第３世代型に分類される複列のアンギュラ玉軸受型であり、内輪回転タイプでかつ従動輪支持用のものである。回転側部材である内方部材２は、車輪取付用フランジ９ａを有するハブ輪９と、このハブ輪９の軸部９ｂのインボード側端の外周に嵌合した内輪１０とでなり、ハブ輪９の軸部９ｂのインボード側端に内輪１０を加締固定する加締部９ｂａを形成している。ハブ輪９は中実状のものであって、図７の実施形態の場合のようなスプライン１１がなく、車輪用軸受装置には等速ジョイントが連結されない。図７における車体取付用のフランジ１ａのボルト孔１４はボルト挿通孔１４Ａに、また図７におけるハブフランジ９ａの圧入孔１６はボルト孔１６Ａにそれぞれ代えられている。その他の構成は図７の実施形態の場合と同様である。   FIG. 9 shows still another embodiment of the present invention. The wheel bearing device of this embodiment is a double row angular contact ball bearing type classified as a third generation type, and is an inner ring rotating type and for supporting a driven wheel. The inner member 2 which is a rotation side member is composed of a hub wheel 9 having a wheel mounting flange 9a and an inner ring 10 fitted on the outer periphery of the inboard side end of the shaft portion 9b of the hub wheel 9. A caulking portion 9ba for caulking and fixing the inner ring 10 is formed on the inboard side end of the shaft portion 9b. The hub wheel 9 is solid, has no spline 11 as in the embodiment of FIG. 7, and no constant velocity joint is connected to the wheel bearing device. The bolt hole 14 of the vehicle body mounting flange 1a in FIG. 7 is replaced with a bolt insertion hole 14A, and the press-fitting hole 16 of the hub flange 9a in FIG. 7 is replaced with a bolt hole 16A. Other configurations are the same as those in the embodiment of FIG.

上記した各実施形態では、ハブ輪９におけるパイロット部１３の周面にリン酸マンガン処理層１７を形成した場合を示したが、リン酸マンガン処理層１７に代えて、その他の各種の化成処理層を形成しても良い。この化成処理層として、例えば、各種のリン酸塩処理の層を形成しても良く、また黒染め処理の層や、クロメート処理の層を形成しても良い。これらの場合も、ハブ輪パイロット部の防錆処理につき、生産工程における防錆膜の剥がれや傷付きを防止し、さらに簡単な工程で防錆膜を形成できて、生産性および信頼性を向上させることができる。
また、上記各実施形態では、軸受の転動体としてボールを使用する例を示したが、円錐ころを使用したものであってもよい。 In each of the above-described embodiments, the case where the manganese phosphate treatment layer 17 is formed on the peripheral surface of the pilot portion 13 in the hub wheel 9 is shown, but instead of the manganese phosphate treatment layer 17, various other chemical conversion treatment layers. May be formed. As this chemical conversion treatment layer, for example, various phosphate treatment layers may be formed, or a black dye treatment layer or a chromate treatment layer may be formed. In these cases as well, the anti-rust treatment of the hub wheel pilot part prevents the anti-rust film from being peeled off and damaged during the production process, and the anti-rust film can be formed in a simpler process, improving productivity and reliability. Can be made.
In each of the above embodiments, an example in which a ball is used as a rolling element of a bearing has been described. However, a tapered roller may be used.

以上、本発明の実施形態について説明したが、本発明はこうした実施形態に限定されることなく、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。   As mentioned above, although embodiment of this invention was described, this invention is not limited to such embodiment, It is an illustration to the last, Comprising: In the range which does not deviate from the summary of this invention, it can implement with a various form. Of course, the scope of the present invention is indicated by the description of the scope of claims, and further includes the equivalent meanings of the scope of claims and all modifications within the scope.

この発明の一実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning one Embodiment of this invention. 同車輪用軸受装置の構成部品であるハブ輪の断面図である。It is sectional drawing of the hub ring which is a component of the bearing apparatus for the wheels. パイロット部へのリン酸マンガン処理層の他の形成例を示す断面図である。It is sectional drawing which shows the other example of formation of the manganese phosphate process layer to a pilot part. パイロット部へのリン酸マンガン処理層のさらに他の形成例を示す断面図である。It is sectional drawing which shows the further another example of formation of the manganese phosphate process layer to a pilot part. パイロット部へのリン酸マンガン処理層のさらに他の形成例を示す断面図である。It is sectional drawing which shows the further another example of formation of the manganese phosphate process layer to a pilot part. この発明の他の実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning other embodiment of this invention. この発明のさらに他の実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning other embodiment of this invention. この発明のさらに他の実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning other embodiment of this invention. この発明のさらに他の実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning other embodiment of this invention.

符号の説明Explanation of symbols

１…外方部材
２…内方部材
３，４…転走面
５…転動体
９…ハブ輪
９ａ…ハブフランジ
１３…パイロット部
１３ａ…パイロット部の内周面
１３ｂ…パイロット部の端面
１３ｃ…パイロット部のホイール嵌合部位
１３ｄ…パイロット部のブレーキロータ嵌合部位
１７…リン酸マンガン処理層（化成処理層） DESCRIPTION OF SYMBOLS 1 ... Outer member 2 ... Inner member 3, 4 ... Rolling surface 5 ... Rolling body 9 ... Hub wheel 9a ... Hub flange 13 ... Pilot part 13a ... Inner peripheral surface 13b of pilot part ... End face 13c of pilot part ... Pilot Wheel fitting part 13d of the part ... Brake rotor fitting part 17 of the pilot part ... Manganese phosphate treatment layer (chemical conversion treatment layer)

Claims (7)

内周に複列の転走面が形成された外方部材と、前記各転走面に対向する転走面が外周に形成された内方部材と、これら対向する転走面の間に介在した複列の転動体とを備え、車体に対して車輪を回転自在に支持する車輪用軸受装置において、
上記外方部材および内方部材のうちの回転側部材は、車輪取付用のハブフランジと、このハブフランジの根元部付近からアウトボード側に突出し、前記ハブフランジに取付けられるブレーキロータおよびホイールを案内する円筒状のパイロット部とを有するハブ輪を有し、前記パイロット部の周面に、化成処理層を形成したことを特徴とする車輪用軸受装置。 An outer member in which a double row rolling surface is formed on the inner periphery, an inner member in which a rolling surface facing each of the rolling surfaces is formed on the outer periphery, and an intermediate between these facing rolling surfaces A double-row rolling element, and a wheel bearing device for rotatably supporting the wheel with respect to the vehicle body,
Of the outer member and the inner member, the rotating side member projects to the hub flange for mounting the wheel and the brake rotor and wheel mounted on the hub flange, protruding from the base portion of the hub flange to the outboard side. A wheel bearing device comprising: a hub ring having a cylindrical pilot portion, and a chemical conversion treatment layer formed on a peripheral surface of the pilot portion. 請求項１において、前記化成処理層がリン酸マンガン処理層である車輪用軸受装置。   The wheel bearing device according to claim 1, wherein the chemical conversion treatment layer is a manganese phosphate treatment layer. 請求項１または請求項２において、前記ハブ輪の前記化成処理層を、少なくとも前記パイロット部の外周面のホイール嵌合部位に形成した車輪用軸受装置。   The wheel bearing device according to claim 1 or 2, wherein the chemical conversion treatment layer of the hub wheel is formed at least on a wheel fitting portion on an outer peripheral surface of the pilot portion. 請求項１または請求項２において、前記ハブ輪の前記化成処理層を、少なくとも前記パイロット部の内周面に形成した車輪用軸受装置。   3. The wheel bearing device according to claim 1, wherein the chemical conversion treatment layer of the hub wheel is formed at least on an inner peripheral surface of the pilot portion. 請求項１または請求項２において、前記ハブ輪の前記化成処理層を、前記パイロット部の内周面、端面、および外周面のホイール嵌合部位にわたって形成した車輪用軸受装置。   3. The wheel bearing device according to claim 1, wherein the chemical conversion treatment layer of the hub wheel is formed over an inner peripheral surface, an end surface, and a wheel fitting portion of the outer peripheral surface of the pilot portion. 請求項１または請求項２において、前記ハブ輪の化成処理層を、前記パイロット部の内周面、端面、外周面のホイール嵌合部位、およびブレーキロータ嵌合部位にわたって形成した車輪用軸受装置。   3. The wheel bearing device according to claim 1, wherein the chemical conversion treatment layer of the hub wheel is formed over an inner peripheral surface, an end surface, a wheel fitting portion of the outer peripheral surface, and a brake rotor fitting portion of the pilot portion. 請求項１ないし請求項６のいずれか１項において、前記ハブ輪の前記化成処理層は、車輪用軸受装置を組み立てた状態で形成した車輪用軸受装置。   The wheel bearing device according to any one of claims 1 to 6, wherein the chemical conversion treatment layer of the hub wheel is formed in a state in which the wheel bearing device is assembled.
JP2008068006A 2008-03-17 2008-03-17 Wheel bearing device Pending JP2009220721A (en)

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