JP4519004B2 - Wheel bearing device - Google Patents

Wheel bearing device Download PDF

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JP4519004B2
JP4519004B2 JP2005162383A JP2005162383A JP4519004B2 JP 4519004 B2 JP4519004 B2 JP 4519004B2 JP 2005162383 A JP2005162383 A JP 2005162383A JP 2005162383 A JP2005162383 A JP 2005162383A JP 4519004 B2 JP4519004 B2 JP 4519004B2
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inner ring
ring
hub
wheel
bearing device
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JP2006336760A (en
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啓 藤村
和則 久保田
浩司 松永
和雄 小森
哲也 橋本
政浩 木内
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NTN Corp
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NTN Corp
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Priority to JP2005162383A priority Critical patent/JP4519004B2/en
Priority to US11/444,343 priority patent/US7874734B2/en
Priority to EP06011320A priority patent/EP1729021B1/en
Priority to DE200660011816 priority patent/DE602006011816D1/en
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Description

この発明は、自動車等の駆動輪となる車輪を回転自在に支持する車輪用軸受装置に関する。   The present invention relates to a wheel bearing device that rotatably supports a wheel serving as a driving wheel of an automobile or the like.

従来、駆動輪支持用の車輪用軸受装置として、図５に示すものが提案されている（例えば特許文献１）。これは、外方部材２１と内方部材２２の対向する軌道面２３，２４間に複列にボール２５を介在させ、上記内方部材２２を、車輪取付用のハブフランジ２９ａを外周に有するハブ輪２９と、このハブ輪２９のインボード側端の外周に嵌合した内輪３０とで構成した形式のものである。ハブ輪２９の中央孔３１には、等速ジョイントの外輪３３のステム部３３ａが挿通されてスプライン嵌合され、等速ジョイント外輪３３の段面３３ｂが内輪３０のインボード側端面３０ａに押し当てられる。この状態で、前記ステム部３３ａの先端にナット３４を螺合させることにより、等速ジョイント外輪３３とナット３４とで内方部材２２が幅締めされる。   Conventionally, what is shown in FIG. 5 is proposed as a wheel bearing device for driving wheel support (for example, patent document 1). This is because a ball 25 is interposed in a double row between the raceway surfaces 23 and 24 of the outer member 21 and the inner member 22 facing each other, and the inner member 22 is a hub having a wheel mounting hub flange 29a on the outer periphery. This is a type constituted by a ring 29 and an inner ring 30 fitted to the outer periphery of the inboard side end of the hub ring 29. The stem portion 33a of the outer ring 33 of the constant velocity joint is inserted into the central hole 31 of the hub wheel 29 and is splined, and the step surface 33b of the constant velocity joint outer ring 33 is pressed against the inboard side end surface 30a of the inner ring 30. It is done. In this state, the inner member 22 is tightened by the constant velocity joint outer ring 33 and the nut 34 by screwing the nut 34 into the tip of the stem portion 33a.

この提案例では、ハブ輪２９のインボード側端部の外周に形成した段部３５に内輪３０を外嵌させると共に、内輪３０のインボード側端部の内周に段部３６を形成し、ハブ輪２９のインボード側端を前記内輪３０の段部３６に加締めている。
特開平９−１６４８０３号公報 In this proposed example, the inner ring 30 is externally fitted to the step 35 formed on the outer periphery of the end portion on the inboard side of the hub wheel 29, and the step portion 36 is formed on the inner periphery of the end portion on the inboard side of the inner ring 30. the inboard end of the hub 29 that are crimped to the stepped portion 36 of the inner ring 30.
JP-A-9-164803

しかし、上記した車輪用軸受装置では、以下のような問題が有る。
（１）ハブ輪２９の加締部２９ｂが大きいため、内輪３０のインボード側端部に形成する段部３６の径方向段差を、半径差で５〜７mm程度とする必要がある。このように段部３６の段差を大きくすると、内輪３０のインボード側端面３０ａの面積が小さくなるので、等速ジョイント外輪３３の段面３３ｂとの接触面圧が大きくなる。そのため、摩耗や異音の発生の原因となる。
（２）ハブ輪２９の加締部２９ｂを内輪３０のインボード側端より内側（アウトボード側）に収めようとすると、内輪３０の段部３６の軸方向長さを７〜８mm程度にする必要がある。このように内輪段部３６の軸方向長さが長くなると、ボール接触角を成す直線上に内輪段部３６が位置する傾向があり、そのため、運転時の負荷荷重による内輪変形が大きくなって短寿命となる可能性がある。また、内輪段部３６の軸方向長さが長くなると、それだけハブ輪２９に対する内輪３０の嵌め合い長さ（面積）が減少するので、内輪クリープが発生し、軸受寿命が低下する可能性がある。これらの問題は、内輪全体の幅寸法を長くすれば回避できるが、それでは軸方向に余分なスペースが必要になる。
（３）また、ハブ輪２９の加締部２９ｂが大きいことから、揺動加締加工において、加締工具が内輪３０と干渉し、加工が困難である。 However, the above-described wheel bearing device has the following problems.
(1) Since the caulking portion 29b of the hub wheel 29 is large, the radial step of the step portion 36 formed at the inboard side end portion of the inner ring 30 needs to have a radius difference of about 5 to 7 mm. When the step of the stepped portion 36 is increased in this way, the area of the inboard side end surface 30a of the inner ring 30 is reduced, so that the contact surface pressure with the stepped surface 33b of the constant velocity joint outer ring 33 is increased. Therefore, it causes wear and abnormal noise.
(2) When the caulking portion 29b of the hub ring 29 is to be stored inside (outboard side) from the inboard side end of the inner ring 30, the axial length of the step portion 36 of the inner ring 30 is set to about 7 to 8 mm. There is a need. When the axial length of the inner ring step portion 36 is increased in this way, the inner ring step portion 36 tends to be positioned on a straight line that forms the ball contact angle. Therefore, deformation of the inner ring due to a load load during operation becomes large and short. There is a possibility of end of life. Further, when the axial length of the inner ring step portion 36 is increased, the fitting length (area) of the inner ring 30 with respect to the hub ring 29 is reduced accordingly, so that inner ring creep occurs and the bearing life may be reduced. . These problems can be avoided by increasing the width of the entire inner ring, but this requires extra space in the axial direction.
(3) Further, since the caulking portion 29b of the hub wheel 29 is large, the caulking tool interferes with the inner ring 30 in the swing caulking process, and the machining is difficult.

この発明の目的は、軸受機能へ悪影響を及ぼすことなく、車両への組立工程における内輪抜けを防止できる車輪用軸受装置を提供することである。   An object of the present invention is to provide a wheel bearing device that can prevent an inner ring from being removed in an assembly process to a vehicle without adversely affecting the bearing function.

この発明の車輪用軸受装置は、内周に複列の軌道面を有する外方部材と、これら軌道面に対向する軌道面を有する内方部材と、対向する軌道面間に介在した複列の転動体とを備え、上記内方部材が、車輪取付用のハブフランジを外周に有し中心に貫通孔を有するハブ輪と、このハブ輪のインボード側端の外周に嵌合した内輪とでなり、これらハブ輪および内輪に前記各列の軌道面を形成し、前記ハブ輪が等速ジョイントの外輪と結合されて前記内輪のインボード側に向く端面が前記等速ジョイントの外輪に設けられたアウトボード側に向く段面に押し付けられる駆動輪支持用の車輪用軸受装置において、前記内輪の内周面におけるインボード側端、この内輪のインボード側の端面まで続き、車両への組立工程における内輪の抜けを防止し得る程度に小さな深さの段差部を設け、この段差部の内面を、円筒面からなるストレート部と、このストレート部の端部から内輪の内周面に続くテーパ面とでなる形状とし、前記ハブ輪の加締加工により前記内輪の前記段差部の前記テーパ面に係合する塑性変形部分を設け、この塑性変形部分は前記内輪の端面から突出しないものとし、前記テーパ面の軸受中心軸に対する傾斜角度を１２°以上としたことを特徴とする。
この構成によると、内輪の内周面に設けられてハブ輪の加締加工による塑性変形部分を係合させる段差部を、内輪の内周縁というごく限られた範囲のものとしたため、内輪の抜け耐力を確保しながら、段差部をできるだけ小さなものとできる。このため、段差部を設けながら内輪端面の面積の減少を少なくできて、等速ジョイント外輪の段面との接触面圧の増加が抑制され、摩耗や異音の発生を防止できる。
内輪の上記段差部の内面におけるハブ輪の塑性変形部分を係合させるテーパ面は、軸受中心軸に対する傾斜角度を１２°以上としたので、必要な内輪の抜け耐力を確保できる。また、テーパ面としたため、垂直面とした場合に比べて、ハブ輪の塑性変形部分が加締加工されるときに、隙間なく接触するように塑性変形し、段差部との係合の信頼性が優れたものとなる。
このように、この車輪用軸受装置では、軸受機能へ悪影響を及ぼすことなく、車両への組立工程における内輪抜けを防止できる。 The wheel bearing device of the present invention includes an outer member having a double-row raceway surface on the inner periphery, an inner member having a raceway surface facing these raceway surfaces, and a double-row interposed between the opposing raceway surfaces. A rolling element, and the inner member includes a hub wheel having a hub flange for wheel mounting on the outer periphery and a through hole in the center, and an inner ring fitted to the outer periphery of the inboard side end of the hub wheel. The hub wheel and the inner ring are formed with raceways of the respective rows, and the hub ring is connected to the outer ring of the constant velocity joint, and an end surface facing the inboard side of the inner ring is provided on the outer ring of the constant velocity joint. In the wheel bearing device for driving wheel support pressed against the stepped surface facing the outboard side, it continues to the inboard side end on the inner peripheral surface of the inner ring, the end surface on the inboard side of the inner ring, and the assembly process to the vehicle Can prevent the inner ring from coming off Every time a provided with a step portion of the small depth, the inner surface of the stepped portion, and a straight portion formed of the cylindrical surface, a shape formed by the end of the straight portion and the inner peripheral surface subsequent tapered surface of the inner ring, the hub only set plastic deformation portions for engagement by the caulking of the ring to the tapered surface of the stepped portion of the inner ring, the plastic deformation portion of this shall not protrude from the end face of the inner ring, the bearing center axis of the tapered surface The inclination angle with respect to the angle is 12 ° or more.
According to this configuration, the step portion provided on the inner peripheral surface of the inner ring and engaged with the plastically deformed portion by the caulking process of the hub ring has a limited range of the inner peripheral edge of the inner ring. The step portion can be made as small as possible while securing the proof stress. For this reason, the decrease in the area of the inner ring end face can be reduced while providing the stepped portion, the increase of the contact surface pressure with the stepped surface of the constant velocity joint outer ring is suppressed, and the occurrence of wear and noise can be prevented.
Since the taper surface that engages the plastic deformation portion of the hub ring on the inner surface of the step portion of the inner ring has an inclination angle of 12 ° or more with respect to the bearing center axis, it is possible to secure the necessary inner ring pull-out strength. Also, since it is a tapered surface, compared to a vertical surface, when the plastic deformation part of the hub wheel is crimped, it is plastically deformed so that it contacts without gaps, and the reliability of engagement with the stepped part Will be excellent.
Thus, in this wheel bearing device, it is possible to prevent the inner ring from being lost in the assembly process to the vehicle without adversely affecting the bearing function.

この発明において、前記ハブ輪の前記貫通孔は、等速ジョイントのステム部の外周のスプラインと噛み合うスプライン溝を内周面に有し、前記貫通孔の内周面における前記スプライン溝が形成された一般径部分よりもインボード側の部分を、前記塑性変形部分の内周面となる大径段差部と、この大径段差部よりも小径で前記一般径部分よりも大径となる中間径段差部とでなる２段の段付き形状としても良い。
上記のように貫通孔のインボード側端を２段の段付き形状とすると、中間径段差部が、等速ジョイントのステム部を挿入するときの案内となり、組立性がより向上する。 In the present invention, the through hole of the hub wheel has a spline groove that meshes with a spline on the outer periphery of the stem portion of the constant velocity joint on the inner peripheral surface, and the spline groove on the inner peripheral surface of the through hole is formed. A portion on the inboard side with respect to the general diameter portion, a large diameter step portion which becomes an inner peripheral surface of the plastic deformation portion, and an intermediate diameter step which is smaller in diameter than the large diameter step portion and larger in diameter than the general diameter portion. It is good also as a two-step stepped shape consisting of a part.
When the inboard side end of the through hole is formed in a two-stepped shape as described above, the intermediate diameter step portion serves as a guide when the stem portion of the constant velocity joint is inserted, and the assemblability is further improved.

この発明において、前記ハブ輪の軌道面は焼入れ処理した表面硬化処理面とし、前記加締加工部は非熱処理部とし、前記内輪は表面から芯部までの全体を焼入れ処理により硬化させても良い。
ハブ輪の軌道面は転動寿命の向上の点から、表面硬化処理面として硬度を高くすることが好ましいが、加締加工を行う部分は、加締加工の容易性の点から非熱処理部とすることが好ましい。内輪は、小部品であって軌道面を有し、かつハブ輪に内径面が嵌合することから、表面から芯部までの全体を焼入れ処理により硬化させたものとすることが、転動寿命や嵌合面の耐摩耗性の向上の点で好ましい。 In this invention, the raceway surface of the hub ring may be a hardened surface hardened surface, the caulking portion may be a non-heat treated portion, and the inner ring may be hardened by quenching the entire surface from the surface to the core portion. .
It is preferable that the raceway surface of the hub ring has a high hardness as a surface-hardened surface from the viewpoint of improving the rolling life. It is preferable to do. The inner ring is a small part, has a raceway surface, and the inner diameter surface is fitted to the hub ring. Therefore, the entire life from the surface to the core is hardened by quenching treatment. And the point of improving the wear resistance of the fitting surface.

この発明の車輪用軸受装置は、内周に複列の軌道面を有する外方部材と、これら軌道面に対向する軌道面を有する内方部材と、対向する軌道面間に介在した複列の転動体とを備え、上記内方部材が、車輪取付用のハブフランジを外周に有し中心に貫通孔を有するハブ輪と、このハブ輪のインボード側端の外周に嵌合した内輪とでなり、これらハブ輪および内輪に前記各列の軌道面を形成し、前記ハブ輪が等速ジョイントの外輪と結合されて前記内輪のインボード側に向く端面が前記等速ジョイントの外輪に設けられたアウトボード側に向く段面に押し付けられる駆動輪支持用の車輪用軸受装置において、前記内輪の内周面におけるインボード側端に、この内輪のインボード側の端面まで続き、車両への組立工程における内輪の抜けを防止し得る程度に小さな深さの段差部を設け、この段差部の内面を、円筒面からなるストレート部と、このストレート部の端部から内輪の内周面に続くテーパ面とでなる形状とし、前記ハブ輪の加締加工により前記内輪の前記段差部の前記テーパ面に係合する塑性変形部分を設け、この塑性変形部分は前記内輪の端面から突出しないものとし、前記テーパ面の軸受中心軸に対する傾斜角度を１２°以上としたため、軸受機能へ悪影響を及ぼすことなく、車両への組立工程における内輪抜けを防止できる。
The wheel bearing device of the present invention includes an outer member having a double-row raceway surface on the inner periphery, an inner member having a raceway surface facing these raceway surfaces, and a double-row interposed between the opposing raceway surfaces. A rolling element, and the inner member includes a hub wheel having a hub flange for wheel mounting on the outer periphery and a through hole in the center, and an inner ring fitted to the outer periphery of the inboard side end of the hub wheel. The hub ring and the inner ring are formed with raceways of the respective rows, and the hub ring is connected to the outer ring of the constant velocity joint, and the end surface facing the inboard side of the inner ring is provided on the outer ring of the constant velocity joint. In the wheel bearing device for driving wheel support that is pressed against the stepped surface facing the outboard side, it continues to the inboard side end of the inner peripheral surface of the inner ring up to the inboard side end surface of the inner ring, and is assembled to the vehicle. Can prevent the inner ring from coming off in the process Extent provided with a step portion of the small depth, the inner surface of the stepped portion, and a straight portion formed of the cylindrical surface, a shape formed by the end of the straight portion and the inner peripheral surface subsequent tapered surface of the inner ring, the hub the plastic deformation portion which engages the tapered surface of the stepped portion of the inner ring by caulking ring provided, this plastic deformation portion shall not protrude from the end face of the inner ring, before Symbol tapered surface bearing axis of Since the inclination angle with respect to is set to 12 ° or more, it is possible to prevent the inner ring from being lost in the assembly process to the vehicle without adversely affecting the bearing function.

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。この実施形態は、第３世代型の内輪回転タイプで、かつ駆動輪支持用の車輪用軸受装置に適用したものである。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外側寄りとなる側をアウトボード側と言い、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、内周に複列の軌道面３を形成した外方部材１と、これら各軌道面３に対向する軌道面４を形成した内方部材２と、これら外方部材１および内方部材２の軌道面３，４間に介在した複列の転動体５とで構成される。この車輪用軸受装置は、複列のアンギュラ玉軸受型とされていて、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。上記各軌道面３，４は断面円弧状であり、各軌道面３，４はボール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、シール７，８により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. This embodiment is a third generation type inner ring rotation type and is applied to a wheel bearing device 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.
The wheel bearing device includes an outer member 1 having a double-row raceway surface 3 formed on the inner periphery, an inner member 2 having a raceway surface 4 opposed to each raceway surface 3, and these outer members 1. And the double row rolling elements 5 interposed between the raceway surfaces 3 and 4 of the inner member 2. This wheel bearing device is a double-row angular ball bearing type, and the rolling elements 5 are formed of balls, and are held by a cage 6 for each row. Each of the raceway surfaces 3 and 4 has an arc shape in cross section, and each of the raceway surfaces 3 and 4 is formed so that the ball contact angle is aligned with the back surface. Both ends of the bearing space between the outer member 1 and the inner member 2 are sealed by seals 7 and 8, respectively.

外方部材１は固定側の部材となるものであって、車体の懸架装置（図示せず）におけるナックルに取付けるフランジ１ａを外周に有し、全体が一体の部品とされている。
内方部材２は回転側の部材となるものであって、外周に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のインボード側端の外周に嵌合した内輪１０とでなる。これらハブ輪９および内輪１０に前記各列の軌道面４が形成されている。ハブ輪９は中心に貫通孔１１を有し、その軌道面４は、焼入れ処理による表面硬化処理面とされている。内輪１０は、表面から芯部までの全体が焼入れ処理により硬化させてある。 The outer member 1 is a member on the fixed side, and has a flange 1a attached to the knuckle in the suspension device (not shown) of the vehicle body on the outer periphery, and the whole is an integral part.
The inner member 2 is a member on the rotation side, and has a hub wheel 9 having a hub flange 9a for wheel attachment on the outer periphery, and an inner ring 10 fitted to the outer periphery of the inboard side end of the hub wheel 9; It becomes. The hub ring 9 and the inner ring 10 are formed with the raceway surfaces 4 in each row. The hub wheel 9 has a through hole 11 in the center, and the raceway surface 4 is a surface-hardened surface by quenching. The entire inner ring 10 from the surface to the core is hardened by a quenching process.

図２および図３に拡大断面図で示すように、ハブ輪９のインボード側端の外周には、ハブ輪９の他の部分の外周よりも小径となった段差部状の内輪嵌合面部１５が形成され、この内輪嵌合面部１５に内輪１０が嵌合する。内輪１０の内周面におけるインボード側端には、この内輪１０のインボード側の端面１０ａまで続き、この端面１０ａの内周縁に相当する深さの段差部１６が設けられる。この段差部１６は、内輪１０の軌道面４の接触角を成す直線Ｌよりもインボード側に位置している。段差部１６の内面は、円筒面からなるストレート部１６ａと、このストレート部１６ａの端部から内輪１０の内周面に続くテーパ面１６ｂとでなる形状とされている。このテーパ面１６ｂの軸受中心軸Ｏ（図１）に対する傾斜角度αは１２°以上とされている。   As shown in enlarged sectional views in FIGS. 2 and 3, a stepped inner ring fitting surface portion having a smaller diameter than the outer periphery of the other portion of the hub wheel 9 is provided on the outer periphery of the inboard side end of the hub wheel 9. 15 is formed, and the inner ring 10 is fitted to the inner ring fitting surface portion 15. A stepped portion 16 having a depth corresponding to the inner peripheral edge of the end surface 10a is provided at the inboard side end of the inner ring 10 up to the end surface 10a on the inboard side of the inner ring 10. The step portion 16 is located on the inboard side with respect to the straight line L that forms the contact angle of the raceway surface 4 of the inner ring 10. The inner surface of the stepped portion 16 has a shape including a straight portion 16a formed of a cylindrical surface and a tapered surface 16b extending from the end portion of the straight portion 16a to the inner peripheral surface of the inner ring 10. The inclination angle α of the tapered surface 16b with respect to the bearing center axis O (FIG. 1) is 12 ° or more.

ハブ輪９のインボード側端には、加締加工により内輪１０の段差部１６のテーパ面１６ｂに係合する塑性変形部分９ｂを設けてある。なお、図２は塑性変形部分９ｂの加締加工前の状態を、図３は加締加工後の状態をそれぞれ示す。塑性変形部分９ｂは、内輪１０の段差部１６内をほぼ充足するが、内輪１０の端面１０ａから突出しないものとしてある。上記加締加工は、プレス加工等の方法で全周に渡り行われる。この加締加工は、ハブ輪９のインボード側端の全周を拡径させる拡径加締めによって行う。ハブ輪９の加締加工を行う塑性変形部分９ｂは非熱処理部とされている。   A plastic deformation portion 9b that engages with the tapered surface 16b of the step portion 16 of the inner ring 10 is provided at the inboard side end of the hub wheel 9 by caulking. 2 shows the state of the plastic deformation portion 9b before caulking, and FIG. 3 shows the state after caulking. The plastic deformation portion 9b substantially fills the inside of the step portion 16 of the inner ring 10, but does not protrude from the end face 10a of the inner ring 10. The caulking process is performed over the entire circumference by a method such as press working. This caulking process is performed by expanding caulking that expands the entire circumference of the inboard side end of the hub wheel 9. The plastic deformation portion 9b for performing the caulking process of the hub wheel 9 is a non-heat treated portion.

ハブ輪９の貫通孔１１の内周面における前記スプライン溝１１ａａが形成された一般径部分１１ａよりもインボード側の部分は、上記塑性変形部分９ｂの内周面となる大径段差部１１ｂと、この大径段差部１１ｂよりも小径で前記一般径部分よりも大径となる中間径段差部１１ｃとでなる２段の段付き形状とされている。   On the inner peripheral surface of the through hole 11 of the hub wheel 9, the portion on the inboard side of the general diameter portion 11a in which the spline groove 11aa is formed is a large-diameter step portion 11b serving as the inner peripheral surface of the plastic deformation portion 9b. The intermediate diameter step portion 11c is smaller in diameter than the large diameter step portion 11b and larger in diameter than the general diameter portion.

なお、この発明の車輪用軸受装置は、例えば小型乗用車から大型乗用車にわたる一般的な乗用車に適用されるものであり、これら一般的な乗用車に適用される各部の寸法のものとされている。   The wheel bearing device of the present invention is applied to, for example, a general passenger car ranging from a small passenger car to a large passenger car, and has a size of each part applied to these general passenger cars.

この車輪用軸受装置の車両への組付けにおいては、等速ジョイント１２の片方の継手部材となる外輪１３のステム部１３ａをハブ輪９の貫通孔１１に挿通させ、ステム部１３ａの外周のスプライン１３ａａと貫通孔１１の内周面のスプライン溝１１ａａとをスプライン嵌合させ、ステム部１３ａの先端に螺合するナット１４の締め付けにより、等速ジョイント外輪１３を内方部材２に結合する。このとき、等速ジョイント外輪１３に設けられたアウトボード側に向く段面１３ｂが、内輪１０のインボード側に向く端面１０ａに押し付けられ、等速ジョイント外輪１３とナット１４とで内方部材２が幅締めされる。
車輪取付用のハブフランジ９ａはハブ輪９のアウトボード側端に位置しており、このハブフランジ９ａにブレーキロータを介して車輪（いずれも図示せず）がボルト１７で取付けられる。 In assembling the wheel bearing device to the vehicle, the stem portion 13a of the outer ring 13 serving as one joint member of the constant velocity joint 12 is inserted into the through hole 11 of the hub wheel 9, and the spline on the outer periphery of the stem portion 13a. 13 aa and the spline groove 11 aa on the inner peripheral surface of the through hole 11 are spline-fitted, and the constant velocity joint outer ring 13 is coupled to the inner member 2 by tightening a nut 14 that is screwed to the tip of the stem portion 13 a. At this time, the step surface 13 b facing the outboard side provided in the constant velocity joint outer ring 13 is pressed against the end surface 10 a facing the inboard side of the inner ring 10, and the inner member 2 is formed by the constant velocity joint outer ring 13 and the nut 14. Is tightened.
The hub flange 9a for wheel attachment is located at the end of the hub wheel 9 on the outboard side, and a wheel (not shown) is attached to the hub flange 9a with a bolt 17 via a brake rotor.

この構成の車輪用軸受装置によると、内輪１０の内周面に段差部１６を設け、ハブ輪９の加締加工による塑性変形部分９ｂを前記段差部１６のテーパ面１６ｂに係合させたので、車両への組付工程において発生する外力による内輪１０のハブ輪９からの抜けを防止できる。
段差部１６は、内輪１０の内周縁というごく限られた範囲のものとしたため、内輪の抜け耐力を確保しながら、段差部１６をできるだけ小さなものとできる。このため、段差部１６を設けながら内輪１０の端面１０ａの面積の減少が少なく、等速ジョイント外輪１３の段面１３ｂとの接触面圧の増加が抑制され、摩耗や異音の発生を防止できる。 According to the wheel bearing device of this configuration, the step portion 16 is provided on the inner peripheral surface of the inner ring 10, and the plastic deformation portion 9 b by caulking processing of the hub wheel 9 is engaged with the tapered surface 16 b of the step portion 16. Further, it is possible to prevent the inner ring 10 from coming off from the hub wheel 9 due to an external force generated in the assembly process to the vehicle.
Since the stepped portion 16 has a very limited range of the inner periphery of the inner ring 10, the stepped portion 16 can be made as small as possible while ensuring the slip-off resistance of the inner ring. For this reason, there is little decrease in the area of the end surface 10a of the inner ring 10 while providing the stepped portion 16, the increase in contact surface pressure with the step surface 13b of the constant velocity joint outer ring 13 is suppressed, and the occurrence of wear and noise can be prevented. .

また、段差部１６における塑性変形部分９ｂを係合させる面をテーパ面１６ｂとしたので、この面１６ｂを垂直面とする場合に比べて、ハブ輪９の塑性変形部分９ｂが加締加工されるときに、隙間なく接触するように塑性変形し、段差部１６との係合の信頼性が優れたものとなる。そのため、塑性変形部分９ｂの加締加工が容易である。この場合に、テーパ面１６ｂの軸受中心軸Ｏに対する傾斜角度αが小さくなると、抜け耐力が低下すると考えられる。
しかし、この実施形態では、傾斜角度αを１２°以上としているので、必要な内輪抜け耐力を確保できる。すなわち、車輪用軸受装置を車両へ組付ける際の内輪抜けを防止するためには、２ｔｏｎ以上の内輪抜け耐力が必要であることが実験により分かっている。内輪段差部１６におけるテーパ面１６ｂの傾斜角度α（３０°，４５°，６０°）と内輪抜け耐力との関係について実験を行った結果、図４に示す値が得られた。同図から分かるように、テーパ面１６ｂの傾斜角度αを１２°以上とすれば、必要とされる２ｔｏｎ以上の内輪抜け耐力を確保できることが推定される。 Further, since the surface that engages the plastically deformed portion 9b in the step portion 16 is the tapered surface 16b, the plastically deformed portion 9b of the hub wheel 9 is crimped compared to the case where the surface 16b is a vertical surface. Sometimes, the plastic deformation is performed so as to be in contact with no gap, and the reliability of the engagement with the stepped portion 16 becomes excellent. Therefore, the caulking process of the plastic deformation portion 9b is easy. In this case, it is considered that when the inclination angle α of the tapered surface 16b with respect to the bearing center axis O becomes small, the slip-off resistance is reduced.
However, in this embodiment, since the inclination angle α is set to 12 ° or more, it is possible to secure the necessary inner ring slip-off resistance. In other words, it has been experimentally known that an inner ring slip-off resistance of 2 tons or more is necessary to prevent the inner ring slipping when the wheel bearing device is assembled to the vehicle. As a result of conducting an experiment on the relationship between the inclination angle α (30 °, 45 °, 60 °) of the tapered surface 16b in the inner ring step portion 16 and the inner ring slip-off resistance, the values shown in FIG. 4 were obtained. As can be seen from the figure, it is estimated that if the inclination angle α of the tapered surface 16b is set to 12 ° or more, the required inner ring slip-off resistance of 2 tons or more can be secured.

なお、第３世代型の車輪用軸受装置が採用される車輪用軸受装置は、一般的には乗用車であり、小型乗用車から大型乗用車までの一般的な乗用車に採用される車輪用軸受装置に適用できる範囲において、上記傾斜角度αが１２°が好ましい。
また、一般的な乗用車に採用される車輪用軸受装置では、各部の数値例を示すと、塑性変形部分９ｂが内輪段差部１６内に嵌まる軸方向長さＷは、０．２５mm以上、塑性変形部分９ｂの拡径加締めの前の厚さｔは０．１５〜０．４５mm、内輪段差部１６の深さは０．４〜２．５mmの範囲とされる。 In addition, the wheel bearing device in which the third generation type wheel bearing device is adopted is generally a passenger car, and is applied to a wheel bearing device adopted in a general passenger car from a small passenger car to a large passenger car. As far as possible, the inclination angle α is preferably 12 °.
Further, in the wheel bearing device employed in a general passenger car, numerical examples of each part are shown. An axial length W in which the plastically deformed portion 9b fits in the inner ring stepped portion 16 is 0.25 mm or more, plasticity The thickness t of the deformed portion 9b before the diameter expansion caulking is in the range of 0.15 to 0.45 mm, and the depth of the inner ring step portion 16 is in the range of 0.4 to 2.5 mm.

また、ハブ輪９の貫通孔１１は、スプライン溝１１ａａが形成された一般径部分１１ａよりもインボード側の部分を、塑性変形部分９ｂの内周面となる大径段差部１１ｂと、この大径段差部１１ｂよりも小径で前記一般径部分よりも大径となる中間径段差部１１ｃとでなる２段の段付き形状としたため、中間径段差部１１ｃが、等速ジョイント外輪１３のステム部１３ａを挿入するときの案内となり、組立性がより向上する。   In addition, the through hole 11 of the hub wheel 9 has a large-diameter step portion 11b which is an inner peripheral surface of the plastic deformation portion 9b, and a large-diameter step portion 11b on the inboard side of the general diameter portion 11a where the spline groove 11aa is formed. The intermediate stepped portion 11c has a stem portion of the constant velocity joint outer ring 13 because the intermediate stepped portion 11c has a stepped shape having an intermediate diameter stepped portion 11c having a diameter smaller than the diameter stepped portion 11b and larger than the general diameter portion. As a guide when inserting 13a, the assemblability is further improved.

また、この車輪用軸受装置では、ハブ輪９におけるる軌道面４を焼入れ処理した表面硬化処理面としているため、転動寿命を確保できる。加締加工部である塑性変形部分９ｂは非熱処理部としているため、加締加工を容易に行える。内輪１０は小部品であって軌道面４を有し、かつハブ輪９に内径面が嵌合することから、前記したように表面から芯部までの全体を焼入れ処理により硬化させたものとすることで、転動寿命に優れ、かつ嵌合面の耐摩耗性に優れたものとなる。   Moreover, in this wheel bearing device, since the raceway surface 4 of the hub wheel 9 is a hardened surface, the rolling life can be ensured. Since the plastic deformation part 9b which is a caulking part is a non-heat-treating part, the caulking process can be easily performed. Since the inner ring 10 is a small part and has the raceway surface 4 and the inner diameter surface is fitted to the hub ring 9, the entire surface from the surface to the core is hardened by quenching as described above. Thus, the rolling life is excellent and the wear resistance of the fitting surface is excellent.

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ハブ輪加締前の部分拡大断面図である。It is a partial expanded sectional view before hub wheel caulking of the bearing device for the wheels. 同車輪用軸受装置のハブ輪加締後の部分拡大断面図である。It is a partial expanded sectional view after hub wheel caulking of the bearing device for the wheels. 内輪段差部のテーパ面の傾斜角度と内輪抜け耐力との関係を示すグラフである。It is a graph which shows the relationship between the inclination-angle of the taper surface of an inner ring | wheel level | step-difference part, and an inner ring | wheel omission resistance. 従来例の断面図である。It is sectional drawing of a prior art example. 従来例の部分拡大断面図である。It is a partial expanded sectional view of a prior art example.

符号の説明Explanation of symbols

１…外方部材
２…内方部材
３…外方部材の軌道面
４…内方部材の軌道面
５…転動体
９…ハブ輪
９ａ…ハブフランジ
９ｂ…塑性変形部分
１０…内輪
１０ａ…内輪端面
１１…貫通孔
１１ａ…スプライン溝
１１ｂ…貫通孔の大径段差部
１１ｃ…貫通孔の中間径段差部
１３…等速ジョイント外輪
１３ａ…等速ジョイント外輪のステム部
１３ａａ…ステム部のスプライン
１６…内輪の段差部
１６ａ…内輪段差部のストレート部
１６ｂ…内輪段差部のテーパ面
α…テーパ面の傾斜角度 DESCRIPTION OF SYMBOLS 1 ... Outer member 2 ... Inner member 3 ... Outer member raceway surface 4 ... Inner member raceway surface 5 ... Rolling element 9 ... Hub ring 9a ... Hub flange 9b ... Plastic deformation part 10 ... Inner ring 10a ... End surface of inner ring DESCRIPTION OF SYMBOLS 11 ... Through-hole 11a ... Spline groove 11b ... Large diameter level | step-difference part 11c of a through-hole ... Middle diameter level | step-difference part 13 of a through-hole ... Constant velocity joint outer ring 13a ... Stem part 13aa of a constant velocity joint outer ring ... Spline 16 of a stem part ... Inner ring Step portion 16a ... Straight portion 16b of inner ring step portion ... Tapered surface α of inner ring step portion ... Angle of inclination of taper surface

Claims (3)

内周に複列の軌道面を有する外方部材と、これら軌道面に対向する軌道面を有する内方部材と、対向する軌道面間に介在した複列の転動体とを備え、上記内方部材が、車輪取付用のハブフランジを外周に有し中心に貫通孔を有するハブ輪と、このハブ輪のインボード側端の外周に嵌合した内輪とでなり、これらハブ輪および内輪に前記各列の軌道面を形成し、前記ハブ輪が等速ジョイントの外輪と結合されて前記内輪のインボード側に向く端面が前記等速ジョイントの外輪に設けられたアウトボード側に向く段面に押し付けられる駆動輪支持用の車輪用軸受装置において、
前記内輪の内周面におけるインボード側端に、この内輪のインボード側の端面まで続き、車両への組立工程における内輪の抜けを防止し得る程度に小さな深さの段差部を設け、この段差部の内面を、円筒面からなるストレート部と、このストレート部の端部から内輪の内周面に続くテーパ面とでなる形状とし、前記ハブ輪の加締加工により前記内輪の前記段差部の前記テーパ面に係合する塑性変形部分を設け、この塑性変形部分は前記内輪の端面から突出しないものとし、前記テーパ面の軸受中心軸に対する傾斜角度を１２°以上としたことを特徴とする車輪用軸受装置。 An outer member having a double-row raceway surface on the inner periphery, an inner member having a raceway surface facing these raceway surfaces, and a double-row rolling element interposed between the opposing raceway surfaces, The member includes a hub wheel having a hub flange for wheel mounting on the outer periphery and a through hole in the center, and an inner ring fitted to the outer periphery of the inboard side end of the hub wheel. A raceway surface of each row is formed, and the end surface facing the inboard side of the inner ring is coupled to the outer ring of the constant velocity joint, and the step surface facing the outboard side provided on the outer ring of the constant velocity joint In the wheel bearing device for driving wheel support to be pressed,
A stepped portion having a depth small enough to prevent the inner ring from coming off in the assembly process to the vehicle is provided at the inboard side end of the inner ring on the inner peripheral surface of the inner ring. The inner surface of the portion is formed by a straight portion made of a cylindrical surface and a tapered surface that continues from the end of the straight portion to the inner peripheral surface of the inner ring, and the stepped portion of the inner ring is formed by caulking the hub ring. provided plastic deformation portion to be engaged with the tapered surface, and wherein the the plastic deformation portion which was the shall not protrude from the end surface of the inner ring, the inclination angle 12 ° or more with respect to the bearing central axis before Symbol tapered surface Wheel bearing device. 請求項１において、前記ハブ輪の前記貫通孔は、等速ジョイントのステム部の外周のスプラインと噛み合うスプライン溝を内周面に有し、前記貫通孔の内周面における前記スプライン溝が形成された一般径部分よりもインボード側の部分を、前記塑性変形部分の内周面となる大径段差部と、この大径段差部よりも小径で前記一般径部分よりも大径となる中間径段差部とでなる２段の段付き形状とした車輪用軸受装置。   In Claim 1, the said through-hole of the said hub ring has the spline groove | channel which meshes with the spline of the outer periphery of the stem part of a constant velocity joint in an internal peripheral surface, and the said spline groove | channel in the internal peripheral surface of the said through-hole is formed. The portion on the inboard side of the general diameter portion is a large-diameter step portion that becomes an inner peripheral surface of the plastic deformation portion, and an intermediate diameter that is smaller than the large-diameter step portion and larger than the general-diameter portion. A wheel bearing device having a stepped shape with two steps formed by a stepped portion. 請求項１または請求項２において、前記ハブ輪の軌道面は焼入れ処理した表面硬化処理面とし、前記加締加工部は非熱処理部とし、前記内輪は表面から芯部までの全体を焼入れ処理により硬化させた車輪用軸受装置。   3. The hub ring according to claim 1, wherein the raceway surface of the hub wheel is a hardened surface-hardened surface, the crimping portion is a non-heat-treated portion, and the inner ring is entirely hardened by quenching. Hardened wheel bearing device.
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1178408A (en) * 1997-05-09 1999-03-23 Nippon Seiko Kk Roller bearing unit for wheel
JP2001001710A (en) * 1999-06-18 2001-01-09 Ntn Corp Axle bearing
US20020110300A1 (en) * 2000-10-24 2002-08-15 Delphi Technologies, Inc. Self-retained wheel bearing assembly
JP2005048839A (en) * 2003-07-31 2005-02-24 Ntn Corp Bearing device for wheel with parking brake

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1178408A (en) * 1997-05-09 1999-03-23 Nippon Seiko Kk Roller bearing unit for wheel
JP2001001710A (en) * 1999-06-18 2001-01-09 Ntn Corp Axle bearing
US20020110300A1 (en) * 2000-10-24 2002-08-15 Delphi Technologies, Inc. Self-retained wheel bearing assembly
JP2005048839A (en) * 2003-07-31 2005-02-24 Ntn Corp Bearing device for wheel with parking brake

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