JPH11166524A - Rolling bearing unit for wheel - Google Patents
Rolling bearing unit for wheelInfo
- Publication number
- JPH11166524A JPH11166524A JP9335500A JP33550097A JPH11166524A JP H11166524 A JPH11166524 A JP H11166524A JP 9335500 A JP9335500 A JP 9335500A JP 33550097 A JP33550097 A JP 33550097A JP H11166524 A JPH11166524 A JP H11166524A
- Authority
- JP
- Japan
- Prior art keywords
- ring
- peripheral surface
- wheel
- bearing unit
- rolling bearing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- 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
Landscapes
- Rolling Contact Bearings (AREA)
Abstract
Description
【0001】[0001]
【発明の属する技術分野】この発明に係る車輪用転がり
軸受ユニットは、所謂第四世代のハブユニットと呼ばれ
るもので、独立懸架式サスペンションに支持された駆動
輪{FF車(前置エンジン前輪駆動車)の前輪、FR車
(前置エンジン後輪駆動車)及びRR車(後置エンジン
後輪駆動車)の後輪、4WD車(四輪駆動車)の全輪}
を、懸架装置に対して回転自在に支持する為に利用す
る。BACKGROUND OF THE INVENTION A rolling bearing unit for a wheel according to the present invention is a so-called fourth-generation hub unit, and is provided with a drive wheel #FF vehicle (front engine front wheel drive vehicle) supported by an independent suspension type suspension. ) Front wheels, rear wheels of FR vehicles (front-engine rear-wheel drive vehicles) and RR vehicles (rear-engine rear-wheel drive vehicles), and all wheels of 4WD vehicles (four-wheel drive vehicles).
Is used to rotatably support the suspension device.
【0002】[0002]
【従来の技術】車輪を懸架装置に対して回転自在に支持
する為に、外輪と内輪とを転動体を介して回転自在に組
み合わせた車輪用転がり軸受ユニットが、各種使用され
ている。又、独立懸架式サスペンションに駆動輪を支持
する為の車輪用転がり軸受ユニットは、等速ジョイント
と組み合わせて、デファレンシャルギヤと駆動輪との相
対変位や車輪に付与された舵角に拘らず、駆動軸の回転
を上記車輪に対して円滑に(等速性を確保して)伝達す
る必要がある。この様な等速ジョイントと組み合わせ
て、しかも比較的小型且つ軽量に構成できる、所謂第四
世代のハブユニットと呼ばれる車輪用転がり軸受ユニッ
トとして従来から、特開平7−317754号公報に記
載されたものが知られている。2. Description of the Related Art In order to rotatably support a wheel with respect to a suspension device, various types of rolling bearing units for wheels are used in which an outer ring and an inner ring are rotatably combined via rolling elements. In addition, the rolling bearing unit for wheels for supporting the driving wheels on the independent suspension type suspension is combined with a constant velocity joint to drive the wheels regardless of the relative displacement between the differential gear and the driving wheels and the steering angle given to the wheels. It is necessary to transmit the rotation of the shaft to the wheels smoothly (with constant speed). A so-called fourth-generation hub rolling unit for a wheel, which can be constructed in combination with such a constant velocity joint and is relatively small and light, has been described in Japanese Patent Application Laid-Open No. 7-317754. It has been known.
【0003】図4は、この公報に記載された従来構造を
示している。車両への組み付け状態で、懸架装置に支持
した状態で回転しない外輪1(外輪相当部材)は、外周
面にこの懸架装置に支持する為の第一の取付フランジ2
を、内周面に複列の外輪軌道3、3を、それぞれ有す
る。上記外輪1の内側には、第一、第二の内輪部材4、
5を組み合わせて成るハブ6(内輪相当部材)を配置し
ている。このうちの第一の内輪部材4は、外周面の一端
寄り(図4の左寄り)部分に車輪を支持する為の第二の
取付フランジ7を、同じく他端寄り(図4の右寄り)部
分に第一の内輪軌道8を、それぞれ設けた円筒状に形成
している。これに対して、上記第二の内輪部材5は、一
端部(図4の左端部)を、上記第一の内輪部材4を外嵌
固定する為の円筒部9とし、他端部(図4の右端部)
を、ツェッパ型の等速ジョイント10の外輪となるハウ
ジング部11とし、中間部外周面に第二の内輪軌道12
を設けている。そして、上記各外輪軌道3、3と上記第
一、第二の内輪軌道8、12との間にそれぞれ複数個ず
つの転動体13、13を設ける事により、上記外輪1の
内側に上記ハブ6を、回転自在に支持している。FIG. 4 shows a conventional structure described in this publication. An outer ring 1 (an outer ring-equivalent member) that does not rotate in a state of being mounted on a vehicle and supported by a suspension device has a first mounting flange 2 on its outer peripheral surface for supporting the suspension device.
On the inner peripheral surface, respectively. Inside the outer ring 1, first and second inner ring members 4,
A hub 6 (member corresponding to an inner ring) formed by combining the five hubs 5 is disposed. The first inner race member 4 has a second mounting flange 7 for supporting the wheel at one end (leftward in FIG. 4) of the outer peripheral surface, and a second mounting flange 7 at the other end (rightward in FIG. 4). The first inner raceway 8 is formed in a cylindrical shape provided for each. On the other hand, the second inner race member 5 has one end (the left end in FIG. 4) as a cylindrical portion 9 for externally fitting and fixing the first inner race member 4, and the other end (FIG. 4). Right end)
Is a housing part 11 which becomes an outer ring of a zeppa type constant velocity joint 10, and a second inner ring raceway 12 is provided on the outer peripheral surface of the intermediate part.
Is provided. By providing a plurality of rolling elements 13, 13 between the outer raceways 3, 3 and the first and second inner raceways 8, 12, respectively, the hub 6 is provided inside the outer race 1. Is rotatably supported.
【0004】又、上記第一の内輪部材4の内周面と上記
第二の内輪部材5の外周面との互いに整合する位置に
は、それぞれ係止溝14、15を形成すると共に、止め
輪16を、これら両係止溝14、15に掛け渡す状態で
設けて、上記第一の内輪部材4が上記第二の内輪部材5
から抜け出るのを防止している。更に、上記第二の内輪
部材5の一端面(図4の左端面)外周縁部と、上記第一
の内輪部材4の内周面に形成した段部17の内周縁部と
の間に溶接18を施して、上記第一、第二の内輪部材
4、5同士を結合固定している。[0004] Locking grooves 14 and 15 are formed at positions where the inner peripheral surface of the first inner race member 4 and the outer peripheral surface of the second inner race member 5 are aligned with each other, and a retaining ring is provided. 16 are provided in such a manner as to extend over both of the locking grooves 14 and 15 so that the first inner ring member 4 is connected to the second inner ring member 5.
Prevents getting out of. Further, welding is performed between the outer peripheral edge of one end surface (the left end surface in FIG. 4) of the second inner race member 5 and the inner peripheral edge of the step 17 formed on the inner peripheral surface of the first inner race member 4. 18 to fix the first and second inner ring members 4 and 5 to each other.
【0005】更に、上記外輪1の両端開口部と上記ハブ
6の中間部外周面との間には、ステンレス鋼板等の金属
製で略円筒状のカバー19a、19bと、ゴム、エラス
トマー等の弾性材製で円環状のシールリング20a、2
0bとを設けている。これらカバー19a、19b及び
シールリング20a、20bは、上記複数の転動体1
3、13を設置した部分と外部とを遮断し、この部分に
存在するグリースが外部に漏出するのを防止すると共
に、この部分に雨水、塵芥等の異物が侵入する事を防止
する。又、上記第二の内輪部材5の中間部内側には、こ
の第二の内輪部材5の内側を塞ぐ隔板部21を設けて、
この第二の内輪部材5の剛性を確保すると共に、この第
二の内輪部材5の先端(図4の左端)開口からこの第二
の内輪部材5の内側に入り込んだ異物が、前記ハウジン
グ部11の内側に設けた等速ジョイント10部分にまで
達する事を防止している。Further, between the openings at both ends of the outer race 1 and the outer peripheral surface of the intermediate portion of the hub 6, a substantially cylindrical cover 19a, 19b made of a metal such as a stainless steel plate is provided. Annular seal ring 20a, 2
0b. The covers 19a and 19b and the seal rings 20a and 20b
The part where the parts 3 and 13 are installed is shielded from the outside, so that the grease existing in this part is prevented from leaking out, and foreign matters such as rainwater and dust are prevented from entering the part. Further, inside the middle portion of the second inner ring member 5, a partition plate portion 21 for closing the inside of the second inner ring member 5 is provided,
The rigidity of the second inner race member 5 is ensured, and foreign matter that has entered the inside of the second inner race member 5 from the opening (the left end in FIG. 4) of the second inner race member 5 is removed by the housing portion 11. To reach the portion of the constant velocity joint 10 provided inside the inside.
【0006】又、上記等速ジョイント10は、上記ハウ
ジング部11と、内輪22と、保持器23と、複数個の
玉24とから成る。このうちの内輪22は、エンジンに
よりトランスミッションを介して回転駆動される、図示
しない駆動軸の先端部に固定される。この内輪22の外
周面には、断面円弧形の内側係合溝25を6本、円周方
向に亙り等間隔に、それぞれ円周方向に対し直角方向に
形成している。又、上記ハウジング部11の内周面で上
記内側係合溝25と対向する位置には、やはり断面円弧
形の外側係合溝26を6本、円周方向に対し直角方向に
形成している。又、上記保持器23は、断面円弧状で全
体を円環状に形成しており、上記内輪22の外周面とハ
ウジング部11の内周面との間に挟持している。この保
持器23の円周方向6個所位置で、上記内側、外側両係
合溝25、26に整合する位置には、それぞれポケット
27を形成し、これら各ポケット27の内側にそれぞれ
1個ずつ、合計6個の上記玉24を保持している。これ
ら各玉24は、それぞれ上記各ポケット27に保持され
た状態で、上記内側、外側両係合溝25、26に沿い転
動自在である。The constant velocity joint 10 includes the housing portion 11, an inner ring 22, a retainer 23, and a plurality of balls 24. The inner ring 22 is fixed to a distal end of a drive shaft (not shown) that is rotationally driven by the engine via a transmission. On the outer peripheral surface of the inner ring 22, six inner engaging grooves 25 having an arc-shaped cross section are formed at regular intervals in the circumferential direction and at right angles to the circumferential direction. Also, at the position on the inner peripheral surface of the housing portion 11 facing the inner engaging groove 25, six outer engaging grooves 26 also having an arc-shaped cross section are formed in a direction perpendicular to the circumferential direction. I have. The retainer 23 has an arcuate cross section and is formed in an annular shape as a whole, and is held between the outer peripheral surface of the inner ring 22 and the inner peripheral surface of the housing portion 11. At the six positions in the circumferential direction of the retainer 23, pockets 27 are formed at positions corresponding to the inner and outer engagement grooves 25 and 26, and one pocket 27 is formed inside each of the pockets 27. A total of six balls 24 are held. These balls 24 are rollable along the inner and outer engagement grooves 25 and 26 while being held in the respective pockets 27.
【0007】上述の様に構成する車輪用転がり軸受ユニ
ットを車両に組み付ける際には、第一の取付フランジ2
により外輪1を懸架装置に支持し、第二の取付フランジ
7により駆動輪を第一の内輪部材4に固定する。又、エ
ンジンによりトランスミッションを介して回転駆動され
る、図示しない駆動軸の先端部を、等速ジョイントを構
成する内輪22の内側にスプライン係合させる。自動車
の走行時には、上記内輪22の回転を、複数の玉24を
介して第二の内輪部材5を含むハブ6に伝達し、上記駆
動輪を回転駆動する。When assembling the rolling bearing unit for a wheel configured as described above to a vehicle, the first mounting flange 2
To support the outer ring 1 on the suspension device, and the second mounting flange 7 fixes the drive wheel to the first inner ring member 4. Further, the tip of a drive shaft (not shown), which is rotationally driven by the engine via a transmission, is spline-engaged with the inside of the inner ring 22 constituting the constant velocity joint. When the automobile is running, the rotation of the inner wheel 22 is transmitted to the hub 6 including the second inner wheel member 5 via the plurality of balls 24, and the driving wheels are rotated.
【0008】[0008]
【発明が解決しようとする課題】図4に示した従来の車
輪用転がり軸受ユニットの場合、装置の小型・軽量化を
図る事が難しい。この理由は、次の通りである。上述し
た従来の車輪用転がり軸受ユニットに一体に組み込む等
速ジョイント10に設ける内側、外側両係合溝25、2
6と玉24との数は、通常、それぞれ6個ずつとしてい
る。この様な等速ジョイント10を一体に組み込んだ従
来の車輪用転がり軸受ユニットの場合、この等速ジョイ
ント10を構成する上記両係合溝25、26と各玉24
の転動面との転がり疲れ寿命を確保しつつ、必要とする
トルクの伝達を可能にする都合上、上記等速ジョイント
10を構成する各玉24の外径寸法を、或る程度大きく
する必要がある。In the case of the conventional rolling bearing unit for a wheel shown in FIG. 4, it is difficult to reduce the size and weight of the device. The reason is as follows. The inner and outer engagement grooves 25, 2 provided in the constant velocity joint 10 integrated with the above-described conventional rolling bearing unit for a wheel.
The number of balls 6 and balls 24 is usually six each. In the case of a conventional rolling bearing unit for a wheel in which such a constant velocity joint 10 is integrally incorporated, the two engagement grooves 25 and 26 and each ball 24 which constitute the constant velocity joint 10 are used.
The outer diameter of each ball 24 constituting the constant velocity joint 10 needs to be increased to a certain extent for the purpose of enabling transmission of the required torque while securing the rolling fatigue life with the rolling surface of the bearing. There is.
【0009】この為、上記従来の車輪用転がり軸受ユニ
ットの場合、上記等速ジョイント10部分が大型化し、
その分、装置全体の重量が嵩む。車輪用転がり軸受ユニ
ットの重量の増大は、自動車のばね下荷重の増大につな
がる為、この車輪用転がり軸受ユニットの小型・軽量化
が望まれる。本発明の車輪用転がり軸受ユニットは、上
述の様な事情に鑑みて、車輪用転がり軸受ユニットの小
型・軽量化を図るべく発明したものである。For this reason, in the case of the above-mentioned conventional rolling bearing unit for a wheel, the portion of the constant velocity joint 10 becomes large,
The weight of the entire apparatus increases accordingly. Since an increase in the weight of the wheel rolling bearing unit leads to an increase in unsprung load of the automobile, it is desired to reduce the size and weight of the wheel rolling bearing unit. The rolling bearing unit for a wheel according to the present invention has been invented in view of the above-described circumstances to reduce the size and weight of the rolling bearing unit for a wheel.
【0010】[0010]
【課題を解決するための手段】本発明の車輪用転がり軸
受ユニットは、前述した従来の車輪用転がり軸受ユニッ
トと同様に、外周面に懸架装置に支持する為の第一の取
付フランジを、内周面に外輪軌道を、それぞれ有し、使
用時にも回転しない外輪相当部材と、外周面の一端寄り
部分に車輪を支持する為の第二の取付フランジを、同じ
く中間部に内輪軌道を、それぞれ設け、他端部を等速ジ
ョイントの外輪となるハウジング部とした、使用時に回
転する内輪相当部材と、上記外輪軌道と上記内輪軌道と
の間に転動自在に設けられた複数個の転動体と、上記ハ
ウジング部の内周面に、円周方向に対し直角方向に形成
された断面円弧形の複数の外側係合溝とを備える。特
に、本発明の車輪用転がり軸受ユニットに於いては、上
記外側係合溝の数を8本としている。According to the rolling bearing unit for a wheel of the present invention, a first mounting flange for supporting a suspension device on an outer peripheral surface is provided inside the rolling bearing unit, similarly to the above-described conventional rolling bearing unit for a wheel. An outer ring raceway on the peripheral surface, a member equivalent to the outer ring that does not rotate even during use, a second mounting flange for supporting the wheel on a portion near one end of the outer peripheral surface, an inner ring raceway in the middle part, respectively An inner ring-equivalent member which rotates at the time of use, and a plurality of rolling elements rotatably provided between the outer ring raceway and the inner ring raceway, wherein the other end portion is a housing portion serving as an outer ring of the constant velocity joint. And a plurality of outer engagement grooves formed in the inner peripheral surface of the housing portion in a direction perpendicular to the circumferential direction and having an arc-shaped cross section. In particular, in the rolling bearing unit for a wheel according to the present invention, the number of the outer engagement grooves is eight.
【0011】[0011]
【作用】上述の様に構成する本発明の車輪用転がり軸受
ユニットの場合には、等速ジョイントを構成する外側係
合溝の数を8本としているので、車輪用転がり軸受ユニ
ットの使用時に、上記各外側係合溝を含んで構成する等
速ジョイントの各玉毎に加わる負荷の大きさを、前述し
た従来構造の場合よりも小さくできる。従って、その分
だけ、上記各玉の外径を小さくして、環状に配置したこ
れら各玉の外接円の直径、並びに上記複数の外側係合溝
の外接円の直径を小さくできる。そして、この様に外側
係合溝の外接円の直径を小さくした分、車輪用転がり軸
受ユニットの外径寸法を小さくして、装置全体の小型・
軽量化を図れる。In the case of the rolling bearing unit for a wheel according to the present invention configured as described above, since the number of outer engaging grooves constituting the constant velocity joint is eight, when the rolling bearing unit for a wheel is used, The magnitude of the load applied to each ball of the constant velocity joint including the outer engagement grooves can be made smaller than in the case of the conventional structure described above. Therefore, the outer diameter of each of the balls can be reduced by that much, and the diameter of the circumscribed circle of each of the balls and the diameter of the circumscribed circle of the plurality of outer engagement grooves can be reduced. In addition, the outer diameter of the wheel rolling bearing unit is reduced by an amount corresponding to the reduced diameter of the circumcircle of the outer engagement groove, thereby reducing the size and size of the entire device.
The weight can be reduced.
【0012】尚、上記外側係合溝の数を8本とした理由
は、上記等速ジョイントによる回転力の伝達を安定して
行なわせつつ、上記車輪用軸受ユニットの小型・軽量化
を図り、且つ、上記等速ジョイントの耐久性を確保する
為である。即ち、上記外側係合溝を含んで構成するツェ
ッパ型の等速ジョイントによる回転力の伝達を安定して
行なわせる為には、上記外側係合溝と内側係合溝と玉と
を、上記等速ジョイントの直径方向反対側に位置させる
べく、これら外側係合溝と内側係合溝と玉との数を偶数
個にする必要がある。従って、従来6本(個)であった
外側係合溝と内側係合溝と玉との数を増やして等速ジョ
イントの小型・軽量化を図る為には、この数を8本
(個)又は10本(個)にする必要がある。一方、小型
・軽量化を図る為には、この数を増やす程、玉の径を小
さくする必要があり、10個にした場合にはこの径が小
さくなり過ぎて、玉の負荷容量を確保する事が難しくな
る。そこで、上記内側係合溝及び玉の数と同じである、
上記外側係合溝の数を8本とした。The reason why the number of the outer engagement grooves is eight is that the wheel bearing unit is reduced in size and weight while stably transmitting the rotational force by the constant velocity joint. In addition, this is for ensuring the durability of the constant velocity joint. That is, in order to stably transmit the rotational force by the Zeppa-type constant velocity joint including the outer engagement groove, the outer engagement groove, the inner engagement groove, and the ball must be In order to be located on the diametrically opposite side of the speed joint, the number of the outer engagement groove, the inner engagement groove, and the number of balls must be an even number. Therefore, in order to increase the number of the outer engagement groove, the inner engagement groove, and the balls, which is conventionally six (pieces), and to reduce the size and weight of the constant velocity joint, the number is increased to eight (pieces). Or it is necessary to make ten pieces. On the other hand, in order to reduce the size and weight, it is necessary to reduce the diameter of the ball as the number is increased. When the number is 10, the diameter becomes too small, and the load capacity of the ball is secured. Things get harder. Therefore, the number of the inner engagement groove and the number of balls are the same.
The number of the outer engagement grooves was eight.
【0013】更に説明すると、等速ジョイントの剥離寿
命に影響する、この等速ジョイントの負荷容量は、玉の
直径が同じであると仮定した場合には、玉の数の2/3
乗に比例する。上記外側係合溝の数に合わせて玉の数を
6個から8個に増やした場合には、上記等速ジョイント
の負荷容量が(8/6)2/3 ≒1.21倍となる。この
様に、玉の数を増やす事により等速ジョイントの負荷容
量を約21%増大できるので、この負荷容量を同じとす
る場合には、上記各玉の径をその分小さくできる。そし
て、玉の径を小さくした分、ハウジング部の内周面に形
成する外側係合溝の断面積、並びに内輪の外周面に形成
する内側係合溝の断面積も小さくできる。これらによ
り、上記等速ジョイント部分の直径を小さくして、第四
世代のハブユニットである、車輪用転がり軸受ユニット
の小型・軽量化を図れる。More specifically, the load capacity of the constant velocity joint, which affects the separation life of the constant velocity joint, is 2/3 of the number of balls, assuming that the diameter of the balls is the same.
It is proportional to the power. When the number of balls is increased from six to eight in accordance with the number of the outer engagement grooves, the load capacity of the constant velocity joint becomes (8/6) 2/3 ≒ 1.21 times. As described above, by increasing the number of balls, the load capacity of the constant velocity joint can be increased by about 21%. Therefore, when the load capacity is the same, the diameter of each ball can be reduced accordingly. Then, the cross-sectional area of the outer engagement groove formed on the inner peripheral surface of the housing portion and the cross-sectional area of the inner engagement groove formed on the outer peripheral surface of the inner ring can be reduced by the reduced diameter of the ball. With these arrangements, the diameter of the constant velocity joint can be reduced, so that the wheel rolling bearing unit, which is the fourth generation hub unit, can be reduced in size and weight.
【0014】[0014]
【発明の実施の形態】図1〜3は、本発明の実施の形態
の1例を示している。懸架装置に支持した状態で回転し
ない外輪1(外輪相当部材)は、外周面にこの懸架装置
に支持する為の第一の取付フランジ2を、内周面に複列
の外輪軌道3a、3bを、それぞれ有する。上記外輪1
の内径側には、ハブ28と内輪29とから成る内輪相当
部材30を、この外輪1と同心に配置している。この内
輪相当部材30の外周面で上記各外輪軌道3a、3bに
対向する部分には、それぞれ第一、第二の内輪軌道8
a、12aを設けている。これら両内輪軌道8a、12
aのうち、第一の内輪軌道8aは、上記ハブ28の中間
部外周面に直接形成している。又、このハブ28の中間
部のうち、上記第一の内輪軌道8aを形成した部分より
も内端寄り(図1の右端寄り)部分に、上記内輪29を
外嵌している。上記第二の内輪軌道12aは、この内輪
29の外周面に形成している。そして、上記各外輪軌道
3a、3bと上記第一、第二の内輪軌道8a、12aと
の間に、それぞれ複数個ずつの転動体13、13を転動
自在に設ける事により、上記外輪1の内側に上記内輪相
当部材30を、回転自在に支持している。1 to 3 show an example of an embodiment of the present invention. The outer ring 1 (outer ring equivalent member) that does not rotate while being supported by the suspension device has a first mounting flange 2 for supporting the suspension device on the outer peripheral surface, and a double-row outer ring raceway 3a, 3b on the inner peripheral surface. , Respectively. Outer ring 1
An inner ring-equivalent member 30 including a hub 28 and an inner ring 29 is disposed concentrically with the outer ring 1 on the inner diameter side of the outer ring 1. A portion of the outer peripheral surface of the inner ring-equivalent member 30 facing each of the outer ring raceways 3a and 3b is provided with a first and a second inner raceway 8 respectively.
a and 12a are provided. These inner ring raceways 8a, 12
The first inner raceway 8a is formed directly on the outer peripheral surface of the intermediate portion of the hub 28. The inner ring 29 is externally fitted to an intermediate portion (closer to the right end in FIG. 1) of the intermediate portion of the hub 28 than the portion where the first inner raceway 8a is formed. The second inner raceway 12a is formed on the outer peripheral surface of the inner race 29. A plurality of rolling elements 13, 13 are provided between the outer raceways 3a, 3b and the first and second inner raceways 8a, 12a, respectively, so that the outer races 1a, 3b can rotate freely. The inner ring-equivalent member 30 is rotatably supported inside.
【0015】図示の例の場合には、上述の様に、上記第
一の内輪軌道8aを上記ハブ28の外周面に直接形成す
る事により、この第一の内輪軌道8aの直径を、上記内
輪29の外周面に形成した第二の内輪軌道12aの直径
よりも小さくしている。又、この様に第一の内輪軌道8
aの直径を第二の内輪軌道12aの直径よりも小さくし
た事に伴い、上記第一の内輪軌道8aと対向する外側
(自動車への組み付け状態で幅方向外側となる側を言
い、図1の左側)の外輪軌道3aの直径を、内側(自動
車への組み付け状態で幅方向中央側となる側を言い、図
1の右側)の外輪軌道3bの直径よりも小さくしてい
る。更に、この外側の外輪軌道3aを形成した、外輪1
の外半部の外径を、上記内側の外輪軌道3bを形成した
部分である、上記外輪1の内半部の外径よりも小さくし
ている。又、図示の例では、この様に第一の内輪軌道8
a及び外側の外輪軌道3aの直径を小さくした事に伴
い、これら第一の内輪軌道8aと外側の外輪軌道3aと
の間に設ける転動体13、13の数を、上記第二の内輪
軌道12aと内側の外輪軌道3bとの間に設ける転動体
13、13の数よりも少なくしている。In the case of the illustrated example, as described above, the first inner raceway 8a is formed directly on the outer peripheral surface of the hub 28 so that the diameter of the first inner raceway 8a is reduced. The diameter is smaller than the diameter of the second inner raceway 12a formed on the outer peripheral surface of the outer ring 29. Also, as described above, the first inner raceway 8
1 is smaller than the diameter of the second inner raceway 12a, the outer side facing the first inner raceway 8a (the outer side in the width direction when assembled to an automobile, and refers to the side shown in FIG. 1). The diameter of the outer raceway 3a (on the left side) is smaller than the diameter of the outer raceway 3b on the inner side (the side that is the center in the width direction when assembled to an automobile and on the right side in FIG. 1). Further, the outer race 1 having the outer race 3a formed thereon is formed.
The outer diameter of the outer half is smaller than the outer diameter of the inner half of the outer race 1, which is the part where the inner outer raceway 3b is formed. In the illustrated example, the first inner raceway 8
a and the number of the rolling elements 13 provided between the first inner raceway 8a and the outer raceway 3a are reduced by reducing the diameters of the outer raceway 3a and the outer raceway 3a. And the number of the rolling elements 13 provided between the inner race 3b and the inner race 3b.
【0016】又、上記ハブ28の外端部外周面には、こ
のハブ28に車輪を支持固定する為の第二の取付フラン
ジ7を、このハブ28と一体に設けており、この第二の
取付フランジ7に、上記車輪を結合する為の複数本のス
タッド31の基端部を固定している。図示の例の場合に
これら複数本のスタッド31のピッチ円直径は、上述の
様に外輪1の外半部の外径を、同じく内半部の外径より
も小さくした分だけ(上記各スタッド31の頭部32が
上記外輪1の外端部外周面と干渉しない程度に)小さく
している。尚、上記ハブ28の外周面のうちで、上記第
一の内輪軌道8aを形成した部分よりも軸方向内方に存
在する部分の直径は、この第一の内輪軌道8aに対応す
る転動体13、13の内接円の直径よりも小さくしてい
る。この理由は、車輪用転がり軸受ユニットの組み立て
時に、外輪1の外端部内周面に形成した外輪軌道3aの
内径側に複数の転動体13、13を組み付けると共に、
上記外輪1の外端部内周面にシールリング33を内嵌固
定した状態で、この外輪1の内径側に上記ハブ28を挿
入自在とする為である。又、上記ハブ28の中間部外周
面で、上記第一の内輪軌道8aと上記内輪29を外嵌し
た部分との間部分には、全周に亙り凹溝状の肉盗み部3
4を形成して、上記ハブ28の軽量化を図っている。Further, on the outer peripheral surface of the outer end of the hub 28, a second mounting flange 7 for supporting and fixing wheels to the hub 28 is provided integrally with the hub 28. The base ends of a plurality of studs 31 for connecting the wheels are fixed to the mounting flange 7. In the case of the illustrated example, the pitch circle diameter of the plurality of studs 31 is equal to the outer diameter of the outer half of the outer ring 1 smaller than the outer diameter of the inner half of the outer ring 1 as described above. The head 32 of the outer ring 1 is so small that it does not interfere with the outer peripheral surface of the outer end of the outer ring 1. The diameter of a portion of the outer peripheral surface of the hub 28 which is located inward in the axial direction from the portion where the first inner raceway 8a is formed has a rolling element 13 corresponding to the first inner raceway 8a. , 13 are smaller than the diameter of the inscribed circle. The reason for this is that at the time of assembling the rolling bearing unit for a wheel, the plurality of rolling elements 13 are assembled on the inner diameter side of the outer raceway 3a formed on the inner peripheral surface of the outer end of the outer race 1,
This is because the hub 28 can be freely inserted into the inner diameter side of the outer ring 1 in a state where the seal ring 33 is internally fitted and fixed to the inner peripheral surface of the outer end of the outer ring 1. In addition, on the outer peripheral surface of the intermediate portion of the hub 28, between the first inner raceway 8a and the portion where the inner race 29 is externally fitted, a groove-like stealing portion 3 is formed over the entire circumference.
4 to reduce the weight of the hub 28.
【0017】又、上記ハブ28に外嵌した内輪29が軸
方向内端側にずれ動くのを防止して、上記各外輪軌道3
a、3bと上記第一、第二の内輪軌道8a、12aとの
間にそれぞれ複数個ずつ転動自在に設けた、上記各転動
体13、13に付与した予圧を適正値に保持すべく、上
記ハブ28の外周面内端寄り部に全周に亙り形成した係
止凹溝35に、止め輪36を係止している。この止め輪
36は、それぞれが半円弧状である、1対の止め輪素子
により構成している。この様な止め輪36は、上記各転
動体13、13に適正な予圧を付与すべく、上記内輪2
9を上記ハブ28に対して軸方向外方に押圧しつつ、そ
の内周縁部を上記係止凹溝35に係合させる。上記内輪
29を軸方向外方に押圧している力を解除した状態でも
上記各転動体13、13に適正な予圧を付与したままに
すべく、上記止め輪36として、適切な厚さ寸法を有す
るものを選択使用する。即ち、上記止め輪36として、
厚さ寸法が僅かずつ異なるものを複数種類用意し、上記
係止凹溝35の溝幅等、転がり軸受ユニットの構成各部
材の寸法との関係で適切な厚さ寸法を有する止め輪36
を選択し、上記係止凹溝35に係合させる。従って、こ
の止め輪36を係止凹溝35に係止すれば、上記押圧し
ている力を解除しても、上記内輪29が軸方向内端側に
ずれ動くのを防止して、上記各転動体13、13に適切
な予圧を付与したままに保持できる。Further, the inner race 29 externally fitted to the hub 28 is prevented from shifting toward the inner end side in the axial direction, so that each of the outer raceways 3
a, 3b and the first and second inner ring raceways 8a, 12a, each of which is provided so as to be able to roll freely by a plurality of pieces, in order to maintain the preload applied to each of the rolling elements 13, 13 at an appropriate value. A retaining ring 36 is locked in a locking groove 35 formed over the entire circumference near the inner end of the outer peripheral surface of the hub 28. The retaining ring 36 is composed of a pair of retaining ring elements each having a semicircular arc shape. Such a retaining ring 36 is used to apply an appropriate preload to the rolling elements 13, 13 so that the inner ring 2
The inner peripheral edge portion is engaged with the locking groove 35 while pressing the hub 9 axially outward with respect to the hub 28. The retaining ring 36 should have an appropriate thickness dimension so as to keep the rolling elements 13 and 13 properly applied with a preload even when the force pressing the inner ring 29 outward in the axial direction is released. Select what you have. That is, as the retaining ring 36,
A plurality of types having slightly different thickness dimensions are prepared, and a retaining ring 36 having an appropriate thickness dimension in relation to the dimensions of the components of the rolling bearing unit, such as the groove width of the locking groove 35, is provided.
Is selected, and is engaged with the locking groove 35. Therefore, if the retaining ring 36 is locked in the locking groove 35, even if the pressing force is released, the inner ring 29 is prevented from shifting toward the inner end in the axial direction. The rolling elements 13, 13 can be maintained while being given an appropriate preload.
【0018】又、上記止め輪36を構成する1対の止め
輪素子が直径方向外方に変位し、この止め輪36が上記
係止凹溝35から不用意に抜け落ちる事を防止すべく、
この止め輪36の周囲に、間座50の一部を配置してい
る。この間座50は、上記ハブ28の内端部分に設けた
ハウジング部11aにより構成する等速ジョイント10
a内に、雨水、塵芥等の異物が入り込むのを防止する為
のブーツ37の外端部を外嵌支持する為のものである。
尚、このブーツ37は、ゴム、合成樹脂等の弾性材によ
り一体成形し、中間部を蛇腹状に、両端部を円筒状に、
それぞれ形成している。この様なブーツ37の外端部
は、上記ハブ28の内端部に締り嵌めにより外嵌固定し
た金属製の間座50に外嵌し、抑えバンド38によりこ
の間座50の外周面に抑え付けている。尚、上記ブーツ
37の外端部内周面は、上記間座50の外周面に形成し
た係合溝39に、全周に亙り係合させている。Further, in order to prevent the pair of retaining ring elements constituting the retaining ring 36 from being displaced radially outward and to prevent the retaining ring 36 from accidentally falling out of the retaining groove 35,
A part of the spacer 50 is disposed around the retaining ring 36. The spacer 50 is a constant velocity joint 10 constituted by a housing portion 11a provided at an inner end portion of the hub 28.
This is for externally fitting and supporting an outer end portion of the boot 37 for preventing foreign matters such as rainwater and dust from entering into the area a.
The boot 37 is integrally formed of an elastic material such as rubber or synthetic resin, and has a bellows-shaped intermediate portion and a cylindrical end portion.
Each is formed. The outer end of the boot 37 is externally fitted to a metal spacer 50 externally fixed to the inner end of the hub 28 by interference fit, and is pressed against the outer peripheral surface of the spacer 50 by a restraining band 38. ing. The inner peripheral surface of the outer end of the boot 37 is engaged with the engaging groove 39 formed on the outer peripheral surface of the spacer 50 over the entire circumference.
【0019】上記間座50の外端縁部で上記ブーツ37
よりも軸方向外方に突出した部分は断面クランク形に形
成して、全周に亙る抑え部40を構成している。この抑
え部40を構成する為に上記間座50は、上記ハブ28
の内端部に外嵌固定する小径円筒部41と、この小径円
筒部41の外端縁から直径方向外方に折れ曲がった円輪
部42と、この円輪部42の外周縁から軸方向外方に折
れ曲がった大径円筒部43とから成る。そして、このう
ちの円輪部42の外側面を上記止め輪36の内側面に当
接若しくは近接対向させると共に、上記大径円筒部43
の内周面を上記止め輪36の外周面に、当接若しくは近
接対向させている。又、前記外輪1の外端部内周面と上
記ハブ28の中間部外周面との間にはシールリング33
を、上記外輪1の内端部内周面と前記内輪29の内端部
外周面との間には組み合わせシールリング45を、それ
ぞれ設けて、前記複数の転動体13、13を設置した空
間46の両端開口部を塞いでいる。At the outer edge of the spacer 50, the boot 37
A portion protruding outward in the axial direction is formed in a crank shape in cross section, and constitutes a holding portion 40 over the entire circumference. In order to constitute the holding portion 40, the spacer 50 is attached to the hub 28.
A small-diameter cylindrical portion 41 externally fitted and fixed to the inner end portion, a circular portion 42 bent radially outward from the outer end edge of the small-diameter cylindrical portion 41, and an axially outer portion from the outer peripheral edge of the circular portion 42. And a large-diameter cylindrical portion 43 bent toward the center. The outer surface of the circular ring portion 42 abuts or approaches the inner surface of the retaining ring 36, and the large-diameter cylindrical portion 43.
Of the retaining ring 36 is in contact with or close to the outer peripheral surface of the retaining ring 36. A seal ring 33 is provided between the inner peripheral surface of the outer end of the outer race 1 and the outer peripheral surface of the intermediate portion of the hub 28.
A combination seal ring 45 is provided between the inner peripheral surface of the inner end of the outer race 1 and the outer peripheral surface of the inner end of the inner race 29 to form a space 46 in which the plurality of rolling elements 13 and 13 are installed. Both ends are closed.
【0020】更に、上記ハブ28の内端部で、上記内輪
29と上記ブーツ37の外端部とを外嵌した部分は、等
速ジョイント10aの外輪となるハウジング部11aと
している。このハウジング部11aの内周面には、それ
ぞれ断面形状が円弧形である8本の外側係合溝26a、
26aを、それぞれ円周方向に対し直角方向(図1の左
右方向、図2の表裏方向)に形成している。又、上記ハ
ウジング部11aの内側には、このハウジング部11a
と共に、ツェッパ型の上記等速ジョイント10aを構成
する為の内輪22aを配置している。そして、この内輪
22aの外周面に8本の内側係合溝25a、25aを、
それぞれ円周方向に対し直角方向に形成している。そし
て、これら各内側係合溝25a、25aと上記各外側係
合溝26a、26aとの間に、これら各係合溝25a、
26a毎に1個ずつ、合計8個の玉24、24を、保持
器23のポケット27内に保持した状態で転動自在に設
けている。更に、上記内輪22aの中心部には、スプラ
イン孔47を軸方向に亙り形成している。自動車への組
み付け状態でこのスプライン孔47には、図示しない駆
動軸の端部をスプライン係合させ、上記内輪22a及び
上記8個の玉24、24を介して、上記ハブ28を回転
駆動自在とする。Further, a portion of the inner end of the hub 28 where the inner race 29 and the outer end of the boot 37 are fitted to each other is a housing portion 11a which becomes the outer race of the constant velocity joint 10a. Eight outer engagement grooves 26a each having an arc-shaped cross section are formed on the inner peripheral surface of the housing portion 11a.
26a are formed at right angles to the circumferential direction (the left-right direction in FIG. 1 and the front and back directions in FIG. 2). Also, the housing portion 11a is provided inside the housing portion 11a.
At the same time, an inner ring 22a for constituting the above-mentioned constant velocity joint 10a of the Zeppa type is arranged. Eight inner engagement grooves 25a, 25a are formed on the outer peripheral surface of the inner race 22a.
Each is formed in a direction perpendicular to the circumferential direction. And between each of these inner engagement grooves 25a, 25a and each of the outer engagement grooves 26a, 26a, these engagement grooves 25a,
A total of eight balls 24, 24, one for each 26 a, are provided rotatably while being held in the pocket 27 of the holder 23. Further, a spline hole 47 is formed in the center of the inner ring 22a in the axial direction. An end of a drive shaft (not shown) is spline-engaged with the spline hole 47 in a state where the hub 28 is mounted on the automobile, and the hub 28 is rotatably driven via the inner ring 22a and the eight balls 24, 24. I do.
【0021】上述の様に構成する本例の車輪用転がり軸
受ユニットにより、車輪を懸架装置に対して回転自在に
支持する作用は、前述した従来の車輪用転がり軸受ユニ
ットの場合と同様である。特に、本発明の車輪用転がり
軸受ユニットの場合には、上記等速ジョイント10aを
構成する内側、外側両係合溝25a、26aの数を8本
とし、上記玉24、24の数を8個としているので、車
輪用転がり軸受ユニットの使用に伴う、内輪相当部材3
0と外輪1との間でのトルク伝達時に、上記等速ジョイ
ント10aを構成する各玉24、24毎に加わる負荷の
大きさを、前述した従来構造の場合よりも小さくでき
る。従って、その分だけ、上記各玉24、24の外径を
小さくして、環状に配置したこれら各玉24、24の外
接円の直径、並びに上記複数の外側係合溝26a、26
aの外接円の直径を小さくできる。そして、この様に外
側係合溝26a、26aの外接円の直径を小さくした
分、車輪用転がり軸受ユニットの外径寸法を小さくし
て、装置全体の小型・軽量化を図れる。特に、図示の例
の様に、上記各外側係合溝26a、26aの外半部を前
記第二の内輪軌道12aの内径側に配置すれば、車輪用
転がり軸受ユニットの外径寸法だけでなく軸方向寸法も
小さくして、装置全体の小型・軽量化をより有効に図れ
る。この様な本例の構造は、転がり軸受ユニット本体を
構成する第二の内輪軌道12aを、上記各外側係合溝2
6a、26aよりも大径にせざるを得ない。この様な本
例の構造では、上記転がり軸受ユニット本体の外径寸法
が大きくなる。この様な本例の構造では、上記玉24、
24の数を6個から8個に増やして、その分玉24、2
4の外径を小さくし、上記転がり軸受ユニットの外径寸
法を小さくできる本発明の効果が、特に大きくなる。The function of rotatably supporting the wheel with respect to the suspension device by the wheel rolling bearing unit of the present embodiment configured as described above is the same as that of the above-described conventional wheel rolling bearing unit. In particular, in the case of the wheel rolling bearing unit of the present invention, the number of the inner and outer engagement grooves 25a and 26a constituting the constant velocity joint 10a is eight, and the number of the balls 24 and 24 is eight. And the inner ring equivalent member 3 associated with the use of the rolling bearing unit for wheels.
At the time of torque transmission between 0 and the outer ring 1, the magnitude of the load applied to each of the balls 24 constituting the constant velocity joint 10a can be made smaller than in the case of the conventional structure described above. Therefore, the outer diameter of each of the balls 24, 24 is reduced by that much, the diameter of the circumscribed circle of each of the balls 24, 24 arranged in a ring, and the plurality of outer engagement grooves 26a, 26
The diameter of the circumcircle of a can be reduced. The outer diameter of the wheel rolling bearing unit is reduced by the reduced diameter of the circumcircle of the outer engagement grooves 26a, 26a, thus making it possible to reduce the size and weight of the entire apparatus. In particular, as shown in the illustrated example, if the outer halves of the outer engagement grooves 26a, 26a are arranged on the inner diameter side of the second inner raceway 12a, not only the outer diameter dimension of the wheel rolling bearing unit but also By reducing the axial dimension, the size and weight of the entire apparatus can be more effectively reduced. In such a structure of this example, the second inner raceway 12a constituting the rolling bearing unit main body is
The diameter must be larger than 6a and 26a. In such a structure of the present example, the outer diameter of the rolling bearing unit main body becomes large. In such a structure of this example, the ball 24,
Increase the number of 24 from 6 to 8
In particular, the effect of the present invention that the outer diameter of the rolling bearing unit 4 can be reduced and the outer diameter of the rolling bearing unit can be reduced.
【0022】更に、図示の例の場合には、前述した様
に、外側の転動体列を構成する各転動体13、13のピ
ッチ円直径を小さくする事により、外輪1の外半部の外
径を小さくできる。そして、この外輪1の外半部の外径
を小さくした分だけ、ハブ28の外周面に設けた第二の
取付フランジ7に固定した複数のスタッド31のピッチ
円直径を小さくできる。従って、上記ハブ28の軸方向
寸法を大きくする事なく、上記スタッド31を支持固定
する上記第二の取付フランジ7の外径を小さくして、車
輪用転がり軸受ユニットの小型・軽量化を、更に有効に
図れる。Furthermore, in the case of the illustrated example, as described above, the pitch circle diameter of each of the rolling elements 13 constituting the outer row of rolling elements is reduced so that the outer half of the outer ring 1 can be formed. The diameter can be reduced. Then, the pitch diameter of the plurality of studs 31 fixed to the second mounting flange 7 provided on the outer peripheral surface of the hub 28 can be reduced by the reduced outer diameter of the outer half of the outer ring 1. Therefore, without increasing the axial dimension of the hub 28, the outer diameter of the second mounting flange 7 for supporting and fixing the stud 31 is reduced, thereby further reducing the size and weight of the wheel rolling bearing unit. Effectively.
【0023】上述の様に、外側の転動体列を構成する各
転動体13、13のピッチ円直径を内側の転動体列を構
成する各転動体13、13のピッチ円直径よりも小さく
する事に伴い、外側の転動体列部分の基本動定格荷重が
内側の転動体列部分の基本動定格荷重よりも小さくな
る。従って、両列に加わる荷重が同じであれば、外側の
転動体列部分の寿命が内側の転動体列部分の寿命よりも
短くなる。これに対して、一般的な自動車では、外側の
転動体列部分に加わる荷重は内側の転動体列部分に加わ
る荷重よりも小さい。この為、上記両列部分の寿命をほ
ぼ同じにする設計が容易になって、無駄のない設計が可
能になる。尚、図示の例では、転動体13、13として
玉を使用しているが、重量の嵩む自動車用の転がり軸受
ユニットの場合には、転動体としてテーパころを使用す
る場合もある。本発明は、勿論、この様に転動体として
テーパころを使用する転がり軸受ユニットにも適用可能
である。As described above, the pitch circle diameter of each of the rolling elements 13 constituting the outer row of rolling elements should be smaller than the pitch circle diameter of each of the rolling elements 13 constituting the inner rolling element row. Accordingly, the basic dynamic load rating of the outer rolling element row portion becomes smaller than the basic dynamic load rating of the inner rolling element row portion. Therefore, if the load applied to both rows is the same, the life of the outer rolling element row is shorter than the life of the inner rolling element row. On the other hand, in a general automobile, the load applied to the outer rolling element row portion is smaller than the load applied to the inner rolling element row portion. For this reason, it is easy to design the two row portions to have almost the same life, and it is possible to design without waste. In the illustrated example, balls are used as the rolling elements 13 and 13. However, in the case of a heavy-duty rolling bearing unit for an automobile, tapered rollers may be used as the rolling elements. The present invention is, of course, also applicable to a rolling bearing unit using a tapered roller as a rolling element.
【0024】尚、本発明を実施する場合に、前記等速ジ
ョイント10aを構成する内側、外側両係合溝25a、
26aの断面の曲率半径R25a 、R26a と、各玉24、
24の外径d24との関係を、従来構造と同じにした場合
には、これら各玉24、24の転動面の剥離寿命を確保
できない場合が考えられる。この様な事情に鑑みて、本
発明を実施する場合には、各玉24、24の外径d24と
の関係で上記内側、外側両係合溝25a、26aの断面
の曲率半径R25a 、R26a を、従来構造の場合よりも少
し大きくする事が好ましい。この理由に就いて、図2〜
3により説明する。In practicing the present invention, both the inner and outer engagement grooves 25a, which constitute the constant velocity joint 10a,
The curvature radii R 25a and R 26a of the cross section of 26a and each ball 24,
The relationship between the outer diameter d 24 of 24, when the same as the conventional structure, when it is not possible to secure these flaking life of the rolling surface of the balls 24, 24 are contemplated. In view of such circumstances, when implementing the present invention, the curvature radius R 25a of the cross section of both the inner and outer engagement grooves 25a, 26a in relation to the outer diameter d 24 of each ball 24, 24 , It is preferable to make R 26a slightly larger than in the case of the conventional structure. For this reason, FIG.
3 will be described.
【0025】上記等速ジョイント10aを構成する内輪
29とハウジング部11aとの間での回転力の伝達時
に、上記内側、外側両係合溝25a、26aと各玉2
4、24とは、図2に誇張して示す様に、これら各玉2
4、24の転動面と上記各係合溝25a、26aの片側
面とが当接する方向に変位する。この変位に伴い、これ
ら各玉24、24は、上記内側、外側両係合溝25a、
26aの開口部に向け、乗り上げる様に変位する。同時
に、これら各玉24、24の転動面と上記内側、外側両
係合溝25a、26aの内面とは、上記等速ジョイント
10aの円周方向を長径とする接触楕円部分で互いに当
接する。例えば、上記各玉24、24の転動面と各外側
係合溝26aの内面とは、図3に示す様な接触楕円48
部分で互いに当接する。一方、上記内側、外側両係合溝
25a、26aにはそれぞれ面取り49a、49bを、
これら各係合溝25a、26aの全長に亙り形成してい
る。上記変位に基づいて上記各玉24、24に関する接
触楕円48が、上記両係合溝25a、26aの開口部に
向けて移動し、この接触楕円48が上記面取り49a、
49b部分に達すると、これら各面取り49a、49b
部分でエッヂロードが発生する。この様なエッヂロード
は、上記各玉24、24の転動面の剥離寿命を低下させ
て上記等速ジョイント10aの耐久性を損なう原因とな
る為、好ましくない。At the time of transmitting the rotational force between the inner ring 29 and the housing portion 11a constituting the constant velocity joint 10a, the inner and outer engagement grooves 25a and 26a and each ball 2
As shown exaggeratedly in FIG.
The rolling surfaces 4 and 24 are displaced in a direction in which the one side surface of each of the engagement grooves 25a and 26a abuts. With this displacement, these balls 24, 24 are connected to the inner and outer engagement grooves 25a,
It is displaced toward the opening 26a so as to ride up. At the same time, the rolling surfaces of the balls 24, 24 and the inner surfaces of the inner and outer engagement grooves 25a, 26a abut on each other at a contact elliptical portion whose major axis is in the circumferential direction of the constant velocity joint 10a. For example, the rolling surface of each ball 24, 24 and the inner surface of each outer engagement groove 26a are in contact ellipse 48 as shown in FIG.
Abut each other at the parts. On the other hand, the inner and outer engagement grooves 25a and 26a are provided with chamfers 49a and 49b, respectively.
The engaging grooves 25a and 26a are formed over the entire length. Based on the displacement, the contact ellipse 48 for each of the balls 24, 24 moves toward the openings of the two engagement grooves 25a, 26a, and the contact ellipse 48 becomes the chamfer 49a,
When reaching the portion 49b, these chamfers 49a, 49b
Edge loading occurs in the part. Such an edge load is not preferred because it reduces the peeling life of the rolling surfaces of the balls 24 and 24 and impairs the durability of the constant velocity joint 10a.
【0026】上述の様な原因による耐久性低下を防止す
る為には、上記接触楕円48が上記面取り部49a、4
9bに達しない様にする必要がある。これに対して、従
来の等速ジョイントの場合には、各係合溝の断面の曲率
半径を、各玉の外径の0.504〜0.51倍(50.
4〜51%)程度と、転動面の曲率半径よりも僅かに大
きくしていただけであった為、上記接触楕円の長径が大
きくなり、この接触楕円の端部が上記面取り部49a、
49bに達し易かった。そこで、本発明を実施する場合
に好ましくは、上記内側、外側両係合溝25a、26a
の断面の曲率半径R25a 、R26a を、上記各玉24、2
4の外径d24の0.51〜0.52倍(51〜52%)
程度と、転動面の曲率半径よりも大きくする程度を若干
著しくする。この様に、上記内側、外側両係合溝25
a、26aの断面の曲率半径R25a、R26a を、上記各
玉24、24の転動面の曲率半径よりも大きくする事に
より、上記接触楕円48の長径が小さくなって、この接
触楕円48の端部が上記面取り部49a、49bに達し
にくくなる。この結果、上記各玉24、24の転動面に
エッヂロードが加わりにくくなり、この転動面の剥離寿
命を高め、前記等速ジョイント10aの耐久性向上を図
れる。又、耐久性向上を図れる分、必要とする耐久性を
同じとした場合には、上記等速ジョイント10aを含め
た、車輪用転がり軸受ユニットの小型・軽量化を更に進
める事ができる。尚、上記接触楕円48の長径を短くす
る為には、上記両係合溝25a、26aの開口寄り部分
の断面の曲率半径を大きくすれば良い。これら各係合溝
25a、26aの中央部分の断面の曲率は、従来通りで
も良い。この為に、上記両係合溝25a、26aの断面
形状を、半楕円形、或はゴシック・アーチ形としても良
い。In order to prevent a decrease in durability due to the above-described causes, the contact ellipse 48 is formed by the chamfers 49a,
9b. On the other hand, in the case of the conventional constant velocity joint, the radius of curvature of the cross section of each engagement groove is set to 0.504 to 0.51 times the outer diameter of each ball (50.
4 to 51%), which is slightly larger than the radius of curvature of the rolling surface, so that the major axis of the contact ellipse becomes large, and the end of the contact ellipse becomes the chamfered portion 49a,
It was easy to reach 49b. Therefore, when practicing the present invention, preferably, the inner and outer engagement grooves 25a, 26a
The curvature radii R 25a and R 26a of the cross section of
From 0.51 to 0.52 times the 4 outer diameter d 24 (51~52%)
The degree and the degree to be larger than the radius of curvature of the rolling surface are made slightly remarkable. Thus, the inner and outer engagement grooves 25
a, the radius of curvature R 25a in 26a of the cross-section, a R 26a, to be larger than the radius of curvature of the rolling surface of the balls 24, 24, the major axis of the contact ellipse 48 is decreased, the contact ellipse 48 Is difficult to reach the chamfers 49a and 49b. As a result, an edge load is less likely to be applied to the rolling surfaces of the balls 24, 24, the separation life of the rolling surfaces is increased, and the durability of the constant velocity joint 10a can be improved. In addition, if the required durability is the same as the durability can be improved, the size and weight of the wheel rolling bearing unit including the constant velocity joint 10a can be further reduced. In order to shorten the major axis of the contact ellipse 48, the radius of curvature of the section of the engagement groove 25a, 26a near the opening may be increased. The curvature of the cross section of the central portion of each of the engagement grooves 25a and 26a may be the same as the conventional one. For this purpose, the cross-sectional shape of the two engaging grooves 25a and 26a may be a semi-elliptical shape or a Gothic arch shape.
【0027】[0027]
【発明の効果】本発明は、以上に述べた通り構成され作
用するので、車輪用転がり軸受ユニットの小型・軽量化
を図って、この車輪用転がり軸受ユニットを組み込んだ
自動車の性能向上を図れる。Since the present invention is constructed and operates as described above, it is possible to reduce the size and weight of the wheel rolling bearing unit and to improve the performance of a vehicle incorporating the wheel rolling bearing unit.
【図1】本発明の実施の形態の1例を示す断面図。FIG. 1 is a cross-sectional view illustrating an example of an embodiment of the present invention.
【図2】等速ジョイント部分のみを、保持器を省略した
状態で示す、図1のA−A断面に相当する図。FIG. 2 is a view corresponding to an AA cross section in FIG. 1, showing only a constant velocity joint part in a state in which a retainer is omitted.
【図3】玉の転動面と外側係合溝の内面との接触楕円を
示す、図2のB矢視図。FIG. 3 is a view taken in the direction of arrow B in FIG. 2, showing a contact ellipse between the rolling surface of the ball and the inner surface of the outer engagement groove.
【図4】従来構造の1例を示す部分断面図。FIG. 4 is a partial cross-sectional view showing one example of a conventional structure.
1 外輪 2 第一の取付フランジ 3、3a、3b 外輪軌道 4 第一の内輪部材 5 第二の内輪部材 6 ハブ 7 第二の取付フランジ 8、8a 第一の内輪軌道 9 円筒部 10、10a 等速ジョイント 11、11a ハウジング部 12、12a 第二の内輪軌道 13 転動体 14 係止溝 15 係止溝 16 止め輪 17 段部 18 溶接 19a、19b カバー 20a、20b シールリング 21 隔板部 22、22a 内輪 23 保持器 24 玉 25、25a 内側係合溝 26、26a 外側係合溝 27 ポケット 28 ハブ 29 内輪 30 内輪相当部材 31 スタッド 32 頭部 33 シールリング 34 肉盗み部 35 係止凹溝 36 止め輪 37 ブーツ 38 抑えバンド 39 係合溝 40 抑え部 41 小径円筒部 42 円輪部 43 大径円筒部 45 組み合わせシールリング 46 空間 47 スプライン 48 接触楕円 49a、49b 面取り 50 間座 Reference Signs List 1 outer ring 2 first mounting flange 3, 3a, 3b outer ring track 4 first inner ring member 5 second inner ring member 6 hub 7 second mounting flange 8, 8a first inner ring track 9 cylindrical portion 10, 10a, etc. Speed joint 11, 11a housing part 12, 12a second inner raceway 13 rolling element 14 locking groove 15 locking groove 16 retaining ring 17 stepped portion 18 welding 19a, 19b cover 20a, 20b seal ring 21 partition plate 22, 22a Inner ring 23 Retainer 24 Ball 25, 25a Inner engaging groove 26, 26a Outer engaging groove 27 Pocket 28 Hub 29 Inner ring 30 Inner ring equivalent member 31 Stud 32 Head 33 Seal ring 34 Meat steal part 35 Locking groove 36 Stop ring 37 Boots 38 Suppression band 39 Engagement groove 40 Suppression part 41 Small diameter cylindrical part 42 Ring part 43 Large diameter cylindrical part 45 Combination The seal ring 46 space 47 spline 48 contact ellipse 49a, between 49b chamfer 50 seats
─────────────────────────────────────────────────────
────────────────────────────────────────────────── ───
【手続補正書】[Procedure amendment]
【提出日】平成9年12月8日[Submission date] December 8, 1997
【手続補正1】[Procedure amendment 1]
【補正対象書類名】図面[Document name to be amended] Drawing
【補正対象項目名】図1[Correction target item name] Fig. 1
【補正方法】変更[Correction method] Change
【補正内容】[Correction contents]
【図1】 FIG.
Claims (1)
取付フランジを、内周面に外輪軌道を、それぞれ有し、
使用時にも回転しない外輪相当部材と、外周面の一端寄
り部分に車輪を支持する為の第二の取付フランジを、同
じく中間部に内輪軌道を、それぞれ設け、他端部を等速
ジョイントの外輪となるハウジング部とした、使用時に
回転する内輪相当部材と、上記外輪軌道と上記内輪軌道
との間に転動自在に設けられた複数個の転動体と、上記
ハウジング部の内周面に、円周方向に対し直角方向に形
成された断面円弧形の複数の外側係合溝とを備えた車輪
用転がり軸受ユニットに於いて、上記外側係合溝の数を
8本とした事を特徴とする車輪用転がり軸受ユニット。An outer peripheral surface has a first mounting flange for supporting the suspension device, and an inner peripheral surface has an outer raceway.
An outer ring-equivalent member that does not rotate during use, a second mounting flange for supporting the wheel at a portion near one end of the outer peripheral surface, an inner ring track is also provided at the intermediate portion, and the other end is an outer ring of a constant velocity joint An inner ring-equivalent member that rotates during use, a plurality of rolling elements rotatably provided between the outer raceway and the inner raceway, and an inner peripheral surface of the housing portion, In a rolling bearing unit for a wheel having a plurality of outer engaging grooves formed in a direction perpendicular to the circumferential direction and having an arc-shaped cross section, the number of the outer engaging grooves is eight. Rolling bearing unit for wheels.
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP33550097A JP4026206B2 (en) | 1997-12-05 | 1997-12-05 | Rolling bearing unit for wheels |
EP98305640A EP0892187B1 (en) | 1997-07-16 | 1998-07-15 | Constant velocity ratio joint |
EP03007209A EP1326027B1 (en) | 1997-07-16 | 1998-07-15 | Constant velocity joint for wheels |
DE69828467T DE69828467T2 (en) | 1997-07-16 | 1998-07-15 | Constant velocity joint for wheels |
DE69833340T DE69833340T2 (en) | 1997-07-16 | 1998-07-15 | Rolling bearing unit and constant velocity joint for wheels |
US09/116,527 US6368223B1 (en) | 1997-07-16 | 1998-07-16 | Rolling bearing unit and constant velocity joint for wheels |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP33550097A JP4026206B2 (en) | 1997-12-05 | 1997-12-05 | Rolling bearing unit for wheels |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH11166524A true JPH11166524A (en) | 1999-06-22 |
JP4026206B2 JP4026206B2 (en) | 2007-12-26 |
Family
ID=18289279
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP33550097A Expired - Lifetime JP4026206B2 (en) | 1997-07-16 | 1997-12-05 | Rolling bearing unit for wheels |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP4026206B2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2020246833A1 (en) * | 2019-06-04 | 2020-12-10 | 주식회사 일진글로벌 | Wheel bearing assembly |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR102064275B1 (en) * | 2018-04-02 | 2020-01-09 | 주식회사 일진글로벌 | Wheel bearing for vehicle |
-
1997
- 1997-12-05 JP JP33550097A patent/JP4026206B2/en not_active Expired - Lifetime
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2020246833A1 (en) * | 2019-06-04 | 2020-12-10 | 주식회사 일진글로벌 | Wheel bearing assembly |
Also Published As
Publication number | Publication date |
---|---|
JP4026206B2 (en) | 2007-12-26 |
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