WO2010058719A1 - Bearing device for wheel - Google Patents

Bearing device for wheel Download PDF

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Publication number
WO2010058719A1
WO2010058719A1 PCT/JP2009/069161 JP2009069161W WO2010058719A1 WO 2010058719 A1 WO2010058719 A1 WO 2010058719A1 JP 2009069161 W JP2009069161 W JP 2009069161W WO 2010058719 A1 WO2010058719 A1 WO 2010058719A1
Authority
WO
WIPO (PCT)
Prior art keywords
convex
wheel
hole
hub wheel
fitting
Prior art date
Application number
PCT/JP2009/069161
Other languages
French (fr)
Japanese (ja)
Inventor
仁博 小澤
光 梅木田
祐一 淺野
亮 中川
Original Assignee
Ntn株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from JP2008294533A external-priority patent/JP5430909B2/en
Priority claimed from JP2008317238A external-priority patent/JP2010137766A/en
Priority claimed from JP2008325935A external-priority patent/JP2010143529A/en
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2010058719A1 publication Critical patent/WO2010058719A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/06—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end
    • F16D1/064—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end non-disconnectable
    • F16D1/072—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end non-disconnectable involving plastic deformation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0005—Hubs with ball bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0015—Hubs for driven wheels
    • B60B27/0021—Hubs for driven wheels characterised by torque transmission means from drive axle
    • B60B27/0026—Hubs for driven wheels characterised by torque transmission means from drive axle of the radial type, e.g. splined key
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0015—Hubs for driven wheels
    • B60B27/0036—Hubs for driven wheels comprising homokinetic joints
    • B60B27/0042—Hubs for driven wheels comprising homokinetic joints characterised by the fixation of the homokinetic joint to the hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0078—Hubs characterised by the fixation of bearings
    • B60B27/0084—Hubs characterised by the fixation of bearings caulking to fix inner race
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0094—Hubs one or more of the bearing races are formed by the hub
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F16C19/186—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement with three raceways provided integrally on parts other than race rings, e.g. third generation hubs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C35/00—Rigid support of bearing units; Housings, e.g. caps, covers
    • F16C35/04—Rigid support of bearing units; Housings, e.g. caps, covers in the case of ball or roller bearings
    • F16C35/06—Mounting or dismounting of ball or roller bearings; Fixing them onto shaft or in housing
    • F16C35/063—Fixing them on the shaft
    • F16C35/0635—Fixing them on the shaft the bore of the inner ring being of special non-cylindrical shape which co-operates with a complementary shape on the shaft, e.g. teeth, polygonal sections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/06—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end
    • F16D1/08—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key
    • F16D1/0852—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key with radial clamping between the mating surfaces of the hub and shaft
    • F16D1/0858—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key with radial clamping between the mating surfaces of the hub and shaft due to the elasticity of the hub (including shrink fits)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D3/2237—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts where the grooves are composed of radii and adjoining straight lines, i.e. undercut free [UF] type joints
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D3/224—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts the groove centre-lines in each coupling part lying on a sphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/52—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions
    • F16C19/527—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions related to vibration and noise
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D2001/103—Quick-acting couplings in which the parts are connected by simply bringing them together axially the torque is transmitted via splined connections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D2003/22326—Attachments to the outer joint member, i.e. attachments to the exterior of the outer joint member or to the shaft of the outer joint member

Definitions

  • the present invention relates to a wheel bearing device for rotatably supporting a wheel with respect to a vehicle body in a vehicle such as an automobile.
  • the wheel bearing device has evolved from a structure referred to as the first generation in which two rolling bearings are used in combination to a second generation in which a body mounting flange is integrally provided on the outer member.
  • the two inner raceway surfaces of the rolling bearing one is formed on the outer periphery of the hub ring, and further, one of the two inner raceway surfaces of the double row rolling bearing is formed on the outer periphery of the hub ring.
  • the fourth generation in which the other is formed on the outer periphery of the outer joint member of the constant velocity universal joint.
  • Patent Document 1 describes what is called a third generation.
  • a wheel bearing device called a third generation includes a hub wheel 152 having a flange 151 extending in the outer diameter direction, and a constant velocity universal joint 154 to which an outer joint member 153 is fixed. And an outer member 155 disposed on the outer peripheral side of the hub wheel 152.
  • the constant velocity universal joint 154 is disposed between the outer joint member 153, the inner joint member 158 disposed in the mouth portion 157 of the outer joint member 153, and the inner joint member 158 and the outer joint member 153. And a cage 160 for holding the ball 159.
  • a female spline 161 is formed on the inner peripheral surface of the center hole of the inner joint member 158, and a male spline formed at the end of the shaft (not shown) is inserted into the center hole.
  • the hub wheel 152 has a cylindrical portion 163 and the flange 151, and a short cylindrical shape for mounting a wheel and a brake rotor (not shown) on the outer end surface 164 (end surface on the outboard side) of the flange 151.
  • the pilot portion 165 is projected.
  • the pilot portion 165 includes a large diameter portion 165a and a small diameter portion 165b, and a brake rotor is externally fitted to the large diameter portion 165a, and a wheel is externally fitted to the small diameter portion 165b.
  • the fitting part 166 is provided in the outer peripheral surface of the inboard side edge part of the cylinder part 163, and the inner ring 167 is fitted to this fitting part 166.
  • a first inner raceway surface 168 is provided in the vicinity of the flange 151 on the outer peripheral surface of the cylindrical portion 163, and a second inner raceway surface 169 is provided on the outer peripheral surface of the inner ring 167.
  • the flange 151 of the hub wheel 152 is provided with a bolt mounting hole 162, and a hub bolt for fixing the wheel and the brake rotor to the flange 151 is mounted in the bolt mounting hole 162.
  • the outer member 155 of the rolling bearing is provided with two rows of outer raceways 170 and 171 on the inner periphery thereof and a flange (vehicle body mounting flange) 182 on the outer periphery thereof.
  • the first outer raceway surface 170 of the outer member 155 and the first inner raceway surface 168 of the hub wheel 152 face each other, and the second outer raceway surface 171 of the outer member 155 and the raceway surface 169 of the inner ring 167 face each other.
  • the rolling elements 172 are interposed between these.
  • the shaft portion 173 of the outer joint member 153 is inserted into the tube portion 163 of the hub wheel 152.
  • a screw portion 174 is formed at the shaft end of the shaft portion 173, and a male spline 175 is formed at the outer diameter portion on the inboard side of the screw portion 174.
  • a female spline 176 is formed on the inner diameter surface of the cylindrical portion 163 of the hub wheel 152, and the shaft portion 173 is press-fitted into the cylindrical portion 163 of the hub wheel 152, so The female spline 176 is fitted.
  • the nut member 177 is screwed to the screw portion 174 of the shaft portion 173, and the hub wheel 152 and the outer joint member 153 are fixed.
  • the seat surface 178 of the nut member 177 and the outer end surface 179 of the cylindrical portion 163 come into contact with each other, and the end surface 180 on the outboard side of the mouse portion 157 and the end surface 181 of the inner ring 167 come into contact with each other.
  • the hub wheel 152 is sandwiched between the nut member 177 and the mouth portion 157 via the inner ring 167.
  • the outer joint member 153 and the hub wheel 152 are coupled by press-fitting the male spline 175 provided on the shaft portion 173 into the female spline 176 provided on the hub wheel 152. For this reason, it is necessary to perform spline processing on both the shaft portion 173 and the hub wheel 152, which increases the cost. Further, at the time of press-fitting, it is necessary to match the unevenness of the male spline 175 of the shaft portion 173 and the female spline 176 of the hub wheel 152. At this time, if press-fitting is performed by tooth surface alignment, the tooth surface may be damaged due to peeling or the like.
  • the present invention can suppress circumferential backlash, and is excellent in connection workability between the hub wheel and the outer joint member of the constant velocity universal joint, and at the same time with the hub wheel and the constant velocity.
  • a wheel bearing device in which an outer joint member of a universal joint is firmly coupled.
  • the wheel bearing device of the present invention has an outer member having a double row raceway surface on the inner periphery, a double row raceway surface facing the raceway surface on the outer periphery, and a wheel mounting flange on the outer periphery.
  • a constant velocity universal joint having a wheel bearing including an inner member, a double row rolling element interposed between the outer member and the raceway surface of the inner member, and an outer joint member including a mouth portion and a shaft portion
  • a wheel bearing device in which a shaft portion of an outer joint member inserted into a hole portion of the hub wheel is coupled to the hub wheel, and one of the shaft portion of the outer joint member and the hole portion of the hub wheel.
  • a concave-convex fitting structure in which a convex portion extending in the axial direction provided on one side is press-fitted into the other, and a concave portion is formed by the convex portion on the other side so that the entire fitting portion between the convex portion and the concave portion is in close contact with each other.
  • a taper hole is formed, and the outboard side end portion of the shaft portion of the outer joint member is plastically deformed and engaged with the inner diameter surface of the taper hole, thereby restricting the shaft portion from being removed from the hub wheel, and
  • the taper angle ⁇ with respect to the joint axis of the tapered hole is set to 20 ° ⁇ ⁇ 60 °.
  • the convex portion when the convex portion is press-fitted to the other side, the convex portion forms a concave portion by cutting out or extruding a part of the other member, and thereby the concave and convex fitting. Structure is constructed. If the convex part bites into the hole inner diameter surface of the hub wheel, the hole part is slightly expanded in diameter, allowing the axial movement of the convex part and stopping the axial movement, The diameter of the hole is reduced to return to the original diameter.
  • the whole fitting part (continuous area
  • the taper angle ⁇ with respect to the joint axis of the taper hole is 20 ° ⁇ ⁇ ⁇ 60 °, so that the inboard side end portion of the bearing portion and the mouth portion of the bearing portion are maintained while maintaining the slip-proof load of the uneven fitting structure. It is possible to prevent the surface pressure with the back surface from becoming excessively high.
  • the tip surface of the plastically deformed portion is a surface that is not molded into a jig for plastically deforming. That is, the tip surface is a non-molded surface that is not constrained by a molding jig.
  • the tip surface of the plastically deformed portion becomes a surface with no trace of contact with the jig, and the surface form before plastic deformation remains as it is on the tip surface (if the tip surface 86 is finished by forging, the forged surface is cut When finished by machining, the cut surface will remain, and when polished, the polished surface will remain.)
  • the force in the diameter increasing direction predominantly acts on the end portion on the outboard side of the shaft portion, so that the end portion of the shaft portion becomes the inner diameter surface of the tapered hole. It can be firmly engaged. Therefore, the retaining effect can be stably maintained over a long period of time.
  • the hardness of the end portion on the outboard side of the shaft portion of the outer joint member can be HRc 40 or less.
  • the inner member can be composed of a hub wheel having a flange for mounting the wheel on the outer periphery and an inner ring press-fitted to the outer periphery of the end portion on the inboard side of the hub wheel.
  • the raceway surfaces are formed on the outer periphery of the hub wheel and the outer periphery of the inner ring, respectively.
  • the convex portion forming the concave-convex fitting structure can be formed on the shaft portion of the outer joint member.
  • the convex portion forming the concave-convex fitting structure can be formed on the inner diameter surface of the hole portion of the hub wheel. In this case, for the same reason as described above, it is desirable that the hardness of the end portion on the press-fitting start side of the convex portion is made higher than the outer diameter portion of the shaft portion of the outer joint member, and the hardness difference be HRc20 or more.
  • the shaft portion of the outer joint member can be provided with a pocket portion that accommodates the protruding portion generated by the formation of the concave portion by the press-fitting.
  • the pocket portion can be formed as a hole load of the hub wheel.
  • the protruding portion is an amount of material corresponding to the volume of the concave portion formed by the convex portion, and is extruded from the formed concave portion, cut to form the concave portion, or extruded. It consists of both the cut and the cut.
  • the protruding portion can be held in the pocket portion, and the protruding portion does not enter the vehicle outside the apparatus.
  • the protruding portion can be kept stored in the pocket portion, and it is not necessary to perform the removal processing of the protruding portion, the number of assembling work can be reduced, the assembling workability is improved, and the cost is reduced. Can be achieved.
  • the inner diameter dimension of the inner diameter surface of the hole part of the hub wheel is smaller than the diameter dimension of the circle connecting the apexes of the convex part, and the diameter dimension of the valley bottom between the convex parts. Can also be set larger.
  • the outer diameter size of the shaft portion of the outer joint member is larger than the diameter size of the arc connecting the vertices of the plurality of convex portions of the hub ring. It is made smaller than the diameter dimension of the valley bottom between the parts.
  • the circumferential direction of the convex portion is at the intermediate portion in the height direction of the convex portion. It is preferable to make the total thickness smaller than the total groove width between adjacent convex portions. In this case, since the mating meat entering the groove between the adjacent convex portions has a large thickness in the circumferential direction, the shear area of the meat can be increased, and the torsional strength can be improved. And since the tooth thickness of a convex part is small, a press-fit load can be made small and a press-fit property can be aimed at.
  • the back surface of the outer joint member and the inner member can be contacted in the axial direction.
  • the hub wheel, the outer joint member, and the shaft portion are positioned in the axial direction, so that the dimensional accuracy of the wheel bearing device is stabilized.
  • the axial length of the concave-convex fitting structure can be made uniform, and the torque transmission can be stabilized.
  • the present invention is an outer member having a double-row raceway surface on the inner periphery, a double-row raceway surface facing the raceway surface on the outer periphery, and an inner member having a wheel mounting flange on the outer periphery, And a wheel bearing device in which a wheel bearing having a double row rolling element interposed between raceways of the outer member and the inner member and a constant velocity universal joint having an outer joint member are joined.
  • a convex portion extending in the axial direction is provided on one of the parts to be joined including the hole portion of the hub ring of the inner member and the shaft portion of the outer joint member, and the shaft portion is pivoted on the hole portion.
  • the convex portion when the convex portion is press-fitted into the mating side, the convex portion forms a concave portion by cutting out or extruding a part of the other member to constitute the concave-convex fitting structure. If the convex part bites into the hole inner diameter surface of the hub wheel, the hole part is slightly expanded in diameter, allowing the axial movement of the convex part and stopping the axial movement, The diameter of the hole is reduced to return to the original diameter.
  • the whole fitting part (continuous area
  • the shaft portion and the hole portion of the outer joint member are aligned while being centered with respect to the portion concentric with the hole portion in the hub wheel. Since the portion is press-fitted into the hole portion, the shaft portion can be accurately reached at the position to be fitted in the hole portion, and a fitting structure with high dimensional accuracy can be obtained. If the alignment between the shaft and the hole is inaccurate, the dimensions of the resulting fitting structure will be inaccurate. In particular, when the hub wheel hole is to be fitted to the shaft part on the outboard side, and the inboard side has a slightly larger diameter than the shaft part, the shaft part and the hole part are inaccurate. When trying to insert by alignment, there is an interference phenomenon that the shaft part comes into contact with the large diameter part, and there is a problem that the insertion stops or the member is scratched. .
  • a holding portion that engages with the outer peripheral portion of the flange of the hub wheel, and the holding state in the engaged state
  • a jig provided with a slide part slidable in the axial direction of the hub wheel with respect to the part, the holding part is engaged with an outer peripheral part of a flange of the hub wheel, and the slide part is engaged with the outer joint member
  • the shaft portion can be press-fitted into the hole portion while being engaged with the central portion in the radial direction at the end portion of the shaft portion.
  • the reference can be set at a part concentric with the hole in the hub wheel. Then, by engaging the slide portion with the end portion of the shaft portion, the press-fit can be performed by accurately guiding the shaft portion.
  • the holding portion can be engaged with a wheel pilot or a brake pilot in the hub wheel, and in these cases as well, a reference for press-fitting in a portion concentric with the hole in the hub wheel. Can be put.
  • the present invention is also a joining jig for a wheel bearing device joined to a universal joint, wherein a joint target portion comprising a hole portion of a hub ring of the inner member and a shaft portion of the outer joint member is provided.
  • a convex portion provided on one side and extending in the axial direction is press-fitted into the hole portion in the axial direction, and a concave portion corresponding to the convex portion is formed on the other of the joining target portions, whereby the convex portion and the concave portion Used to construct a concave-convex fitting structure in which the entire fitting part is closely attached, a holding part that engages with the outer peripheral part of the flange in the hub ring, and the axial direction of the hub ring with respect to the holding part in the engaged state And a sliding portion that contacts the end of the shaft portion of the outer joint member and positions the shaft portion in the radial direction.
  • the wheel bearing device in the wheel bearing device, it is possible to suppress the occurrence of backlash during use, and the connection workability between the hub wheel and the outer joint member is excellent. Moreover, the fitting of the hub wheel and the outer joint member of the constant velocity universal joint is stable, and a wheel bearing device excellent in strength can be provided.
  • FIG. 10B is a side view of FIG. It is a side view of FIG.9 (c).
  • FIG. 10B is a side view of FIG. It is a side view of FIG.9 (c).
  • FIG. 10B is a side view of FIG. It is a side view of FIG.9 (c).
  • FIG. 10B is a side view of FIG. It is a side view of FIG.9 (c).
  • FIG. 10B is a side view of FIG.
  • FIG. It is a side view of FIG. It is a side view which shows the other example of the convex part of an uneven
  • FIG. 23 It is sectional drawing which shows the other example of the convex part of an uneven
  • FIG. 25 is an enlarged cross-sectional view when an O-ring is used as a seal member of the wheel bearing device of FIG. 24. It is an expanded sectional view when a gasket is used as a seal member of the wheel bearing device of FIG. It is a figure which shows an example of the assembly method which concerns on this invention, and a jig
  • FIG. 27 is a cross-sectional view showing a step following FIG. 26.
  • FIG. 28 is a cross-sectional view showing a step following FIG. 27.
  • FIG. 35 is a cross-sectional view of the wheel bearing device of FIG. 34 before assembly. It is a principal part expanded sectional view of the bearing apparatus for wheels of FIG. It is sectional drawing which shows the isolation
  • FIG. 1 shows a wheel bearing device according to a first embodiment.
  • a double row wheel bearing 2 including a hub wheel 1 and a constant velocity universal joint 3 are integrated.
  • the inboard side means the side that is inside the vehicle width direction of the vehicle when attached to the vehicle
  • the outboard side means the vehicle width direction of the vehicle when attached to the vehicle. This means the outside side.
  • the constant velocity universal joint 3 is interposed between the outer joint member 5, the inner joint member 6 disposed inside the outer joint member 5, and the outer joint member 5 and the inner joint member 6.
  • the ball 7 and the cage 8 that is interposed between the outer joint member 5 and the inner joint member 6 and holds the ball 7 are configured as main members.
  • the inner joint member 6 is coupled to the end portion 10a of the shaft 10 press-fitted into the hole inner diameter 6a through a spline fitting so that torque can be transmitted.
  • a retaining ring 9 for retaining the shaft is fitted to the end portion 10a of the shaft 10.
  • the outer joint member 5 includes a mouth portion 11 and a shaft portion (also referred to as a stem portion) 12.
  • the mouth portion 11 has a bowl shape opened at one end, and has a plurality of track grooves extending in the axial direction on the inner spherical surface 13 thereof. 14 are formed at equal intervals in the circumferential direction.
  • the track groove 14 extends to the open end of the mouse portion 11.
  • a plurality of track grooves 16 extending in the axial direction are formed on the outer spherical surface 15 at equal intervals in the circumferential direction.
  • the track groove 14 of the outer joint member 5 and the track groove 16 of the inner joint member 6 form a pair, and one ball 7 as a torque transmission element is provided for each ball track constituted by each pair of track grooves 14, 16. It is incorporated so that it can roll.
  • the ball 7 is interposed between the track groove 14 of the outer joint member 5 and the track groove 16 of the inner joint member 6 to transmit torque.
  • the cage 8 is slidably interposed between the outer joint member 5 and the inner joint member 6, and is fitted to the inner spherical surface 13 of the outer joint member 5 at the outer spherical surface 8a, and the inner joint member 6 at the inner spherical surface 8b.
  • the outer spherical surface 15 is fitted.
  • the opening of the mouse part 11 is closed with a boot 60.
  • the boot 60 includes a large-diameter portion 60a, a small-diameter portion 60b, and a bellows portion 60c that connects the large-diameter portion 60a and the small-diameter portion 60b.
  • the large-diameter portion 60a is fitted around the opening of the mouse portion 11, and is fastened by the boot band 61 in this state.
  • the small-diameter portion 60b is externally fitted to the boot mounting portion 10b of the shaft 10, and is fastened by the boot band 62 in this state.
  • the hub wheel 1 has a cylindrical portion 20 and a wheel mounting flange 21 provided at an end portion of the cylindrical portion 20 on the outboard side.
  • the hole portion 22 of the cylindrical portion 20 includes a shaft portion fitting hole 22a in the middle portion in the axial direction, a tapered hole 22b on the outboard side, and a large diameter hole 22c on the inboard side.
  • the diameter of the tapered hole 22b increases toward the outboard end, and the taper angle ⁇ of the tapered hole 22b with respect to the joint axis is 20 ° ⁇ ⁇ ⁇ 60 °.
  • the shaft portion 12 of the outer joint member 5 and the hub wheel 1 are coupled to each other through an uneven fitting structure M described later.
  • a tapered portion (tapered hole) 22d is provided between the shaft portion fitting hole 22a and the large diameter hole 22c.
  • the tapered portion 22 d is reduced in diameter toward the shaft end side of the shaft portion 12 of the outer joint member 5.
  • the taper angle ⁇ 3 of the taper portion 22d is, for example, 15 ° to 75 °.
  • a small-diameter step portion 23 is formed on the outer peripheral surface of the hub wheel 1 on the inboard side.
  • An inner member having double-row inner raceways (inner races) 28 and 29 is formed by fitting the inner ring 24 to the stepped portion 23.
  • the outboard side inner raceway surface 28 is formed on the outer peripheral surface of the hub wheel 1
  • the inboard side inner raceway surface 29 is formed on the outer peripheral surface of the inner ring 24.
  • the wheel bearing 2 is disposed on the outer diameter side of the inner member, the inner member, and an outer member 25 having double-row outer raceways (outer races) 26 and 27 on the inner periphery, and the outer member 25.
  • the outer member 25 is attached to a knuckle 34 (see FIGS. 37 and 38) extending from the suspension device of the vehicle body. Since the hub ring 1 and the inner ring 24 press-fitted into the outer periphery of the hub ring 1 constitute an inner member having the inner raceways 28 and 29, the wheel bearing device can be reduced in weight and size. Seal members S1 and S2 are attached to both openings of the outer member 25.
  • the wheel bearing 2 has a structure in which a cylindrical end portion on the inboard side of the hub wheel 1 is swaged and a preload is applied to the inside of the bearing by pressing the inner ring 24 with a swaged portion 31 formed by swaged. is there. Thereby, the inner ring 24 can be fixed to the hub ring 1.
  • preload is applied to the bearing 2 by the crimped portion 31 formed at the end of the hub wheel 1, it is not necessary to apply preload at the mouth portion 11 of the outer joint member 5. Therefore, the shaft portion 12 of the outer joint member 5 can be press-fitted without considering the amount of preload, and the connectivity (assembly property) between the hub wheel 1 and the outer joint member 5 can be improved.
  • the caulking portion 31 of the hub wheel 1 and the shoulder portion (back surface) 11a of the mouse portion 11 are in contact with each other.
  • the shaft portion 12 of the outer joint member 5 since the shaft portion 12 of the outer joint member 5 is positioned, the dimensional accuracy of the wheel bearing device is stabilized, and the axial length of the concave-convex fitting structure M is stabilized to improve torque transmission. Can be achieved.
  • the contact surface pressure between them is 100 MPa or less. When the contact surface pressure exceeds 100 MPa, the caulking portion 31 and the back surface 11a are difficult to slip.
  • the shaft portion of the outer joint member 5 is in close contact with the caulking portion 31 at the time of torque load, and a sudden slip may occur at the contact portion at the time of a large torque load, which may cause abnormal noise.
  • the contact surface pressure is set to 100 MPa or less, the caulking portion 31 and the back surface 11a are easily slipped, so that an abnormal noise can be prevented and a quiet wheel bearing device can be provided.
  • a bolt mounting hole 32 is provided in the flange 21 of the hub wheel 1, and a hub bolt 33 for fixing the wheel and the brake rotor to the flange 21 is mounted in the bolt mounting hole 32.
  • the hub wheel 1 is not provided with the pilot portion 165 provided in the hub wheel of the conventional wheel bearing device (see FIG. 42).
  • the concave-convex fitting structure M includes, for example, a convex portion 35 provided in an end portion of the shaft portion 12 on the outboard side and extending in the axial direction, and a hub wheel. It is comprised with the recessed part 36 formed in the internal-diameter surface (In this embodiment, the internal-diameter surface 37 of the shaft part fitting hole 22a) of the 1 hole part 22. As shown in FIG. The entire fitting portion 38 between the convex portion 35 and the concave portion 36 of the hub wheel 1 fitted to the convex portion 35 is in close contact.
  • a plurality of convex portions 35 extending in the axial direction are arranged at a predetermined pitch along the circumferential direction, and the hole of the hub wheel 1 is formed.
  • a plurality of axially recessed portions 36 into which the protruding portions 35 are fitted are formed along the circumferential direction on the inner diameter surface 37 of the shaft portion fitting hole 22a of the portion 22.
  • the convex portion 35 and the concave portion 36 are tight-fitted over the entire circumference.
  • each convex portion 35 has a triangular shape (mountain shape) having a convex round-shaped top, and the fitting region of each convex portion 35 with the concave portion is A range A shown in FIG.
  • Each convex part 35 and the recessed part 36 are fitted in the range from the middle part to the top part on both sides in the circumferential direction of the convex part 35 in the cross section.
  • a gap 40 is formed on the inner diameter side with respect to the inner diameter surface 37 of the hub wheel 1, so that the side surface 35 b of each convex portion 35 does not fit into the concave portion 36. Is formed.
  • the convex portion 35 has a non-rounded corner portion 39 at the edge of the end surface 35a on the press-fitting start side.
  • the “corner portion 39” is a mountain-shaped ridge formed by linearly intersecting the end surface 35a and the peripheral surface 35b of the convex portion 35 (side formed by two adjacent surfaces of a polyhedron intersecting each other). Means. Therefore, C-chamfered corners are excluded, but even if it is recognized that there is no C-chamfer with the naked eye, a C-chamfered shape is formed if observed microscopically. May be allowed. In addition, the corners are assumed to be “unrounded”.
  • an R chamfer is formed microscopically.
  • a corner where an R chamfer of 0.1 mm or less or a C chamfer of 0.1 mm or less is formed is included in the “corner without roundness”.
  • the R chamfering is about R0.02 to 0.05 mm
  • the C chamfering is about C0.02 to 0.05 mm.
  • the module is a pitch circle diameter divided by the number of teeth.
  • a convex portion having a flat surface 44 as shown in FIG. 4B can be used.
  • a retaining structure M ⁇ b> 1 is provided between the end of the shaft portion 12 of the outer joint member 5 and the inner diameter surface 37 of the hub wheel 1 to restrict the shaft portion from coming off.
  • the retaining structure M1 includes a tapered locking piece 65 that extends from the end of the shaft portion 12 of the outer joint member 5 to the outboard side and engages with the tapered hole 22b in the axial direction.
  • the tapered locking piece 65 is a ring-shaped body whose diameter increases from the inboard side to the outboard side, and at least a part of the outer peripheral surface 65a is in pressure contact with or in contact with the tapered hole 22b.
  • the inner ring 24 of the wheel bearing 2 and the back surface 11a of the outer joint member 5 of the constant velocity universal joint 3 are increased.
  • a stick-slip sound may be generated as an abnormal noise between the back surface 11a of the joint member 5.
  • the taper angle ⁇ with respect to the joint axis of the tapered hole 22b is 20 ° ⁇ ⁇ ⁇ 60 °, the end portion on the inboard side of the wheel bearing 2 and It can prevent that the surface pressure with the back surface 11a of the mouse
  • the foreign matter intrusion preventing means W2 for the concave / convex fitting structure M is provided on the outboard side of the concave / convex fitting structure M.
  • the outboard-side foreign matter intrusion preventing means W2 can be constituted by a tapered locking piece 65 as an engaging portion and a sealing material (not shown) interposed between the inner diameter surface of the tapered hole 22b. .
  • the sealing material is applied to the tapered locking piece 65. That is, a sealing material made of various resins that can be cured after application and can exhibit sealing performance between the tapered locking piece 65 and the inner diameter surface of the tapered hole 22 b may be applied to the tapered locking piece 65.
  • this sealing material the thing which does not deteriorate in the atmosphere where this wheel bearing apparatus is used is selected.
  • a foreign material intrusion prevention means W may be configured by interposing a sealing material between the convex portion 35 and the concave portion 36.
  • a sealing material made of various resins that can be cured after application and exhibit sealing properties between the fitting contact portions 38 may be applied to the surface of the convex portion 35.
  • the uneven fitting structure M can be obtained by the following procedure.
  • a male spline 41 having a large number of teeth extending in the axial direction is formed on the shaft portion 12 of the outer joint member 5 using a known processing method (rolling, cutting, pressing, drawing, etc.). To do. As shown in FIG. 3 (b), in the male spline 41, a circle surrounded by the root 41 b, the tooth tip 41 a, and a region surrounded by both side surfaces connected to the tooth tip 41 a becomes the convex portion 35. As shown in FIG. 5, a short cylindrical portion 66 for forming the tapered locking piece 65 is formed on the end surface 12a of the shaft portion 12 so as to protrude from the outer peripheral edge portion along the axial direction.
  • the outer diameter D4 of the short cylindrical portion 66 is set smaller than the inner diameter dimension D of the fitting hole 22a of the hole portion 22.
  • the short cylindrical portion 66 serves as an alignment member at the time of press-fitting into the hole 22 of the hub wheel 1 of the shaft portion 12.
  • the male spline 41 has a module of 0.5 or less, and preferably has a smaller tooth than a normally used spline module. As a result, the moldability of the spline 41 can be improved, and the press-fit load when the male spline 41 is press-fitted into the shaft portion fitting hole 22a of the hub wheel 1 can be reduced.
  • the convex portion 35 of the shaft portion 12 with the male spline 41 it is possible to utilize processing equipment for forming a spline on this type of shaft, and the convex portion 35 can be formed at low cost. is there.
  • thermosetting treatment is performed on the outer diameter surface of the shaft portion 12 to form a hardened layer H.
  • the hardened layer H is continuously formed in the circumferential direction including the entire convex portion 35 and the tooth bottom 41b.
  • the range in which the hardened layer H is formed in the axial direction includes at least a continuous region from the edge on the outboard side of the male spline 41 to the inner diameter portion of the bottom wall of the mouth portion 11 of the outer joint member 5.
  • the short cylindrical portion 66 is not subjected to thermosetting treatment and is set to HRc 40 or less. By making it HRc40 or less, it is possible to prevent cracking during plastic deformation. As long as HRc 40 or less is maintained, the short cylindrical portion 66 may be subjected to thermosetting treatment.
  • thermosetting treatment various heat treatments such as induction hardening and carburizing and quenching can be employed.
  • induction hardening is a hardening method that applies the principle of heating a conductive object by placing Joule heat in a coil through which high-frequency current flows, and generating Joule heat by electromagnetic induction. is there.
  • carburizing and quenching is a method in which carbon is infiltrated / diffused from the surface of a low carbon material and then quenched.
  • the inner diameter side of the hub wheel 1 is maintained in an unbaked state. That is, the inner diameter surface 37 of the hole portion 22 of the hub wheel 1 is an uncured portion (unburned state) that is not subjected to thermosetting.
  • the hardness difference between the hardened layer H of the shaft portion 12 of the outer joint member 5 and the uncured portion of the hub wheel 1 is 20 points or more in HRC.
  • the hardness of the hardened layer H is about 50 HRC to 65 HRC
  • the hardness of the uncured portion is about 10 HRC to about 30 HRC.
  • the inner diameter surface 37 of the hub wheel 1 it is sufficient that at least the inner diameter surface 37 of the shaft portion fitting hole 22 a is an uncured portion, and the other inner diameter surface may be subjected to thermosetting treatment. Further, if the hardness difference is ensured, the region to be the “uncured portion” may be subjected to a heat curing treatment.
  • the intermediate portion in the height direction of the convex portion 35 is made to correspond to the position of the inner diameter surface 37 of the shaft portion fitting hole 22 of the hub wheel 1 before the concave portion is formed. That is, as shown in FIGS. 5 and 8, the inner diameter dimension D of the inner diameter surface 37 of the shaft fitting hole 22 a is set to the maximum outer diameter dimension of the convex portion 35 of the male spline 41 (the tooth tip 41 a of the male spline 41 is passed. It is set so as to be smaller than the diameter dimension D1 of the circumscribed circle and larger than the diameter dimension D2 of the circle connecting the tooth bottom of the male spline 41 (D2 ⁇ D ⁇ D1). Accordingly, at least the non-rounded corner portion 39 is disposed in a portion of the edge of the end surface 35a of the convex portion where the concave portion 36 is formed.
  • a short cylindrical portion 66 for forming the tapered locking piece 65 is formed on the end surface 12a of the shaft portion 12 so as to protrude from the outer peripheral edge portion along the axial direction.
  • the outer diameter D4 of the short cylindrical portion 66 is set smaller than the inner diameter dimension D of the fitting hole 22a of the hole portion 22.
  • the short cylindrical portion 66 serves as an alignment member at the time of press-fitting into the hole 22 of the hub wheel 1 of the shaft portion 12.
  • the shaft portion of the outer joint member 5 is inserted into the hole 22 of the hub wheel 1 in a state where the shaft center of the hub wheel 1 is aligned with the shaft center of the outer joint member 5 of the constant velocity universal joint 3. 12 is press-fitted.
  • a seal material is previously applied to the outer diameter surface of the outboard side region including the male spline portion 41 and the short cylindrical portion 66 in the shaft portion 12.
  • the tapered portion 22d having a diameter reduced along the press-fitting direction is formed in the hole portion 22 of the hub wheel 1, the tapered portion 22d is provided with the hub ring hole portion 22 and the shaft portion 12 at the start of press-fitting. Perform centering.
  • the shaft section 12 Is inserted into the shaft fitting hole 22a of the hub wheel 1 so that the convex portion 35 bites into the inner diameter portion of the end face on the inboard side of the hub wheel 1 and cuts the meat of the hub wheel 1.
  • the inner diameter surface 37 of the shaft portion fitting hole 22 a of the hub wheel 1 is cut out or extruded by the convex portion 35, and the shape corresponding to the convex portion 35 of the shaft portion 12 is formed on the inner diameter surface 37.
  • a recess 36 is formed.
  • the hub wheel 1 is smoothly cut by the convex portion 35, and an increase in press-fit load can be prevented.
  • the hardness of the convex portion 35 of the shaft portion 12 is 20 points or more higher than the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1, it is easy to form a recess on the inner diameter surface 37 of the hub wheel 1. It becomes.
  • the torsional strength of the shaft portion 12 can be improved by increasing the hardness of the shaft portion side.
  • a concave portion 36 that fits into the convex portion 35 of the shaft portion 12 is formed.
  • the hole portion 22 is slightly expanded in diameter, and the convex portion 35 is allowed to move in the axial direction.
  • the inner diameter surface 37 is reduced in diameter to return to the original diameter.
  • the hub wheel 1 when the convex portion 35 is press-fitted, the hub wheel 1 is elastically deformed in the outer diameter direction, and a preload corresponding to the elastic deformation is applied to the surface of a portion of the convex portion 35 that fits the concave portion 36. For this reason, the recessed part 36 closely_contact
  • the tapered portion 22d can function as a guide when starting the press-fitting of the shaft portion 12. Therefore, the shaft portion 12 of the outer joint member 5 can be pressed into the hole portion 22 of the hub wheel 1 without causing misalignment. Further, since the outer diameter D4 of the short cylindrical portion 66 is set to be smaller than the inner diameter dimension D of the fitting hole 22a of the hole portion 22, the short cylindrical portion 66 can function as an alignment member, and misalignment occurs. It is possible to press-fit the shaft portion 12 into the hub wheel 1 while preventing the above-described problem, and more stable press-fitting is possible.
  • the concave / convex fitting structure M is required to be disposed avoiding the inner diameter side of the raceway surfaces 26, 27, 28, and 29 of the bearing 2 as much as possible.
  • production of the hoop stress in a bearing raceway surface can be suppressed. Therefore, it is possible to prevent bearing failures such as a decrease in rolling fatigue life, occurrence of cracks, and stress corrosion cracking, and a high-quality bearing can be provided.
  • a press-fitting load (axial load) may be applied from the press-fitting jig K to the side wall 18 by engaging a press-fitting jig K indicated by a virtual line as shown in FIG.
  • channel 16 you may provide in the circumferential direction whole periphery, and may be provided in the predetermined pitch along the circumferential direction.
  • the press-fitting jig to be used may be any one that can apply an axial load corresponding to the shape of the circumferential grooves 16.
  • the short cylindrical portion 66 is plastically deformed in the diameter expansion direction using a jig 67.
  • the jig 67 includes a columnar main body 68 and a truncated cone 69 connected to the tip of the main body 68.
  • the frustoconical part 69 of the jig 67 has an inclined surface 69a whose inclination angle is substantially the same as that of the tapered hole 22b, and whose outer diameter at the tip is the same as or slightly shorter than the inner diameter of the short cylindrical part 66.
  • the dimension is set smaller than the inner diameter of the cylindrical portion 66.
  • the jig 67 includes a stepped portion 84 between the first truncated cone portion 83 and the second truncated cone portion 85 of the main body. It is also possible to use. In this case, at the time of caulking, the tip surface 86 of the short cylindrical portion 66 is constrained and molded by the stepped portion 84, so that the arrow A in FIG. In addition to the load in the direction, a load in the direction indicated by the arrow B is also applied.
  • the pushing load applied to the end portion of the shaft portion 12 is dispersed, so that the end portion of the shaft portion 12 cannot be firmly coupled to the inner diameter surface of the tapered hole 22b, and a stable retaining effect over a long period of time. Can't keep up. Therefore, in order to avoid such a problem, it is desirable to use the jig 67 having the configuration shown in FIGS. 6, 7, and 23A.
  • the sealing material previously applied to the outer diameter surface of the short cylindrical portion 66 is brought into close contact with the inner diameter surface of the tapered hole 22b to constitute the foreign matter intrusion prevention means W2. Further, the plastically deformed short cylindrical portion 66 becomes a tapered locking piece 65 that engages with the inner diameter surface of the tapered hole 22b, and constitutes a retaining structure M1 of the shaft portion 12.
  • the constant velocity universal joint 3 and the like may be supported by a fixing member (not shown) to receive the load.
  • the inner cylindrical surface of the short cylindrical portion 66 may have a tapered shape that expands toward the shaft end. With such a shape, the inner diameter surface of the shaft portion 12 can be formed by forging, which leads to cost reduction.
  • the short cylindrical portion 66 may be notched, and the conical surface of the truncated cone portion 69 of the jig 67 is partially arranged in the circumferential direction. Things can be used.
  • the short cylindrical portion 66 When the short cylindrical portion 66 is notched, the short cylindrical portion 66 can be easily expanded in diameter.
  • the conical surface of the truncated cone part 69 of the jig 67 is partially arranged in the circumferential direction, a part where the diameter of the short cylindrical part 66 is enlarged becomes a part on the circumference. The indentation load can be reduced.
  • the press-fitting allowance of the convex portion 35 to the hub wheel 1 is ⁇ d
  • the height of the convex portion is h
  • the press-fitting allowance ⁇ d is the maximum outer diameter D1 of the shaft portion 12 (the circumscribed circle diameter passing through the tooth tip 41a of the convex portion 35) and the shaft portion fitting hole 22a of the hub wheel 1.
  • a male spline 41 having a module of 0.48 and 59 teeth was formed on the shaft portion 12, and ⁇ d / 2h was changed to measure the press-fitting load. Moreover, while performing the torsional strength test about each uneven
  • FIG. 39 shows the measurement result of the press-fit load
  • FIG. 40 shows the result of the torsional strength test
  • FIG. 41 shows the evaluation result of the formability of the concave-convex fitting structure.
  • the deterioration means that “the entire fitting contact portion between the convex portion and the concave portion is in close contact with each other, so that no gap in which play occurs in the radial direction and the circumferential direction is not formed in this fitting structure”. It means that it is a fitting structure in which an operational effect cannot be obtained.
  • the productivity is excellent and the phase alignment between the splines is not required, so that the assemblability can be improved. Furthermore, damage to the tooth surface during press-fitting can be avoided, and a stable fitting state can be maintained. Further, since the inner diameter side of the hub wheel 1 is relatively soft, the concave portion of the hub wheel 1 is fitted with the convex portion 35 of the shaft portion 12 with high adhesion. Therefore, it becomes more effective by preventing play in the radial direction and the circumferential direction.
  • the pitch circle diameter of the protrusions 35 is PCD
  • the number of protrusions is Z, so that 0.30 ⁇ PCD / Z ⁇ 1.0.
  • the PCD / Z is too small, the application range of the press-fitting allowance of the convex portion 35 to the member (for example, the hub wheel 1) where the concave portion 36 is to be formed is very narrow, and the dimensional tolerance is also narrowed.
  • the projection 35 can be sharp without using special steel or surface treatment as a material. Even if it is not made into a shape, the concave portion 36 can be formed by the convex portion 35 at the time of press-fitting using general mechanical structural steel, and the amount of expansion of the outer diameter of the hub wheel after press-fitting can be kept low.
  • the convex portion 35 can be formed by rolling.
  • the outer joint member 5 is press-contacted or brought into contact with the inner diameter surface of the taper hole 22b by extending the tapered locking piece 65 extending from the end of the shaft portion 12 of the outer joint member 5 to the outboard side.
  • a retaining structure M ⁇ b> 1 for the shaft portion 12 is provided between the end portion of the shaft portion 12 of the member 5 and the inner diameter surface 37 of the hub wheel 1. With this retaining structure M1, it is possible to prevent the shaft portion 12 of the outer joint member 5 from coming off from the hub wheel 1 to the inboard side and maintain a stable connected state.
  • the retaining structure M1 is the tapered locking piece 65, conventional screw fastening can be omitted.
  • the foreign matter intrusion prevention means W2 is provided on the inboard side and the outboard side of the concave / convex fitting structure M, respectively. Intrusion of rainwater or foreign matter is prevented, and the adhesion between the convex portion 35 and the concave portion 36 can be stably maintained for a long period of time.
  • a projection having a notch 53 at the top of the end surface 35a on the press-fitting start side of the convex portion 35 is also used.
  • 9A illustrates a notch 53 (see FIG. 10A) formed by C chamfering
  • FIG. 9B illustrates a notch 53 (see FIG. 10B) formed by R chamfering.
  • a C-chamfered cutout 53 may be formed in one corner portion on the outer diameter side.
  • the rounded corner portion 39 can be constituted by both oblique sides of the end surface 35a excluding the cutout portion 53 in the case of FIGS. 9A and 9B, and in the case of FIG. 9C. It can be constituted by both the oblique sides and the apex side of the end surface 35a excluding the notch 53.
  • the radial length a from the top portion 54 of the convex portion 35 to the end edge 53a on the opposite top side of the cutout portion 53 is .
  • the press-fitting allowance of the convex portion 35 to the hub wheel 1 is represented by ⁇ d (the difference in diameter (D1-D) between the maximum outer diameter dimension D1 of the shaft section 12 and the inner diameter dimension D of the shaft section fitting hole 22a of the hub ring 1). Is set to a range of 0 ⁇ a ⁇ d / 2. This is because when the projection 35 is projected onto the plane of the TUVW shown in FIGS.
  • the corner portion 39 without roundness is formed on the outer diameter side with respect to the inner diameter surface 37, the inner diameter surface 37 can be cut reliably.
  • the radial length a from the top of the convex portion 35 to the edge on the opposite side of the notch 53 is 0.3 mm or less.
  • the inclination angle of C chamfering shown in FIGS. 9A and 9C and the radius of curvature of R chamfering shown in FIG. 9B are arbitrarily set within the range satisfying the relational expression of 0 ⁇ a ⁇ d / 2. Can be set.
  • the crossing angle formed by the press-fitting start side end surface 35a of the convex portion 35 and the axis in the axial section is 90 °, but FIG. 11 and FIG.
  • the intersection angle ⁇ 1 can be made smaller than 90 °, or ⁇ 1 can be set larger than 90 ° as shown in FIG.
  • This crossing angle ⁇ 1 is desirably set in a range of 50 ° ⁇ ⁇ 1 ⁇ 110 °. If the crossing angle ⁇ 1 is less than 50 °, the press-fit load increases and the moldability of the concave-convex fitting structure M deteriorates. If the crossing angle ⁇ 1 exceeds 110 °, the end face 35a is excessively inclined toward the press-fitting direction. This is because the portion 35 may be chipped. More preferably, the intersection angle ⁇ 1 is set in a range of 70 ° ⁇ ⁇ 1 ⁇ 110 °.
  • the convex pitch circle refers to a top 41a of the convex portion 35 from a circle C1 passing through a boundary portion between a region fitted into the concave portion 36 and a region not fitted into the concave portion 36 in the side surface 35b of the convex portion 35. It is a circle C2 that passes through the midpoint of the distance to reach. In FIG. 13A, ⁇ 2 is about 30 °.
  • FIG. 13A illustrates a triangular shape with a rounded top, but other shapes as shown in FIG. 13B and FIG. 13C.
  • the convex portion 35 can be employed.
  • FIG. 13B shows a case where the cross-sectional shape of the convex portion 35 is a rectangular shape
  • FIG. 13C shows a triangular shape whose tooth tips form about 90 °.
  • ⁇ 2 is about 0 °
  • ⁇ 2 is about 45 °.
  • FIG. 14 shows another configuration example of the retaining structure M1.
  • the shaft portion 12 does not form the short cylindrical portion 66 shown in FIG. 5, and the shaft portion 12 is provided with a tapered locking piece 70 projecting in the outer diameter direction at one solid end portion of the shaft portion 12.
  • a retaining structure M1 of the portion 12 is configured.
  • the tapered locking piece 70 can be formed using a jig 71 shown in FIG.
  • the jig 71 includes a columnar main body 72 and a cylindrical portion 73 provided continuously to the distal end portion of the main body portion 72, and a cylindrical portion 73 is provided by providing a notch 74 at the distal end of the outer peripheral surface of the cylindrical portion 73.
  • a wedge part 75 is formed at the tip of the part 73. If the wedge portion 75 is driven into the end portion of the shaft portion 12 on the outboard side (if a load in the direction of arrow ⁇ is applied), the outer diameter of the shaft end of the shaft portion 12 is caused by the notch 74 as shown in FIG. The side region is plastically deformed to the outer diameter side.
  • a tapered locking piece 70 is formed, and at least a part of the tapered locking piece 70 comes into pressure contact with or comes into contact with the inner diameter surface of the tapered hole 22b.
  • the notched portion 74 is provided on the outer diameter surface of the cylindrical portion 73 to form the wedge portion 75, but the wedge portion 75 may be formed by providing a notched portion on the inner diameter surface.
  • the foreign matter intrusion preventing means W2 can be configured by interposing a sealing material between the outer diameter surface of the tapered locking piece 70 and the inner diameter surface of the tapered hole portion 22b.
  • the tapered locking piece 70 can reliably prevent the shaft portion 12 from coming off from the hub wheel 1 in the same manner as the tapered locking piece 65 shown in FIG.
  • the foreign matter intrusion prevention means W2 may be configured by interposing a sealing material between the tapered locking piece 70 and the tapered hole portion 22b.
  • the material protrudes from the recessed portion 36 by the cutting or pushing action of the protruding portion 35, and the protruding portion 45. Is formed.
  • the protruding portion 45 has an amount corresponding to the volume of the portion of the convex portion 35 that fits into the concave portion 36.
  • this protruding part 45 may fall off and enter the inside of the vehicle.
  • the pocket portion 50 that accommodates the protruding portion 45 is formed on the outer diameter surface of the shaft portion 12, the protruding portion 45 is curled in the pocket portion 50. Since it is stored and held, it is possible to prevent the protrusion 45 from falling off and to solve the above problems.
  • the pocket portion 50 can be formed, for example, by providing a circumferential groove 51 on the outer diameter surface on the outboard side of the male spline 41 of the shaft portion 12.
  • the hardened layer H is not provided in the pocket portion 50, but is provided on the bottom wall of the mouth portion 11 of the outer joint member 5 from the edge of the male spline 41 on the outboard side. It is formed in a continuous area up to the part.
  • the hardened layer H does not reach the pocket portion 50, but the hardened layer H may reach the pocket portion. Even in this case, no hardened layer is formed on the short cylindrical portion 66 forming the tapered locking piece 65.
  • the pitch of the convex portion 35 and the pitch of the concave portion 36 are set to the same value.
  • the circumferential thickness L of the convex portion 35 and the groove width L0 between the adjacent convex portions are substantially the same at the intermediate portion in the height direction of the convex portion 35. It has become.
  • the circumferential thickness L2 of the convex portion 35 is smaller than the groove width L1 between the adjacent convex portions at the intermediate portion in the height direction of the convex portion 35. May be.
  • the circumferential thickness (tooth thickness) L2 of the convex portion 35 on the shaft portion 12 side is set to the circumferential thickness of the convex portion 43 on the hub wheel 1 side ( Tooth thickness) is smaller than L1.
  • the shear area of the convex portion 43 on the hub wheel 1 side can be increased, and the torsional strength can be ensured.
  • the tooth thickness of the convex part 35 is small, a press-fit load can be made small and a press-fit property can be aimed at.
  • L2 L1 or L2> L1 can be set.
  • the convex portion 35 is formed in a trapezoidal cross section, but may be formed in an involute-shaped cross section as shown in FIG.
  • the convex portion 35 may be formed on the hub wheel 1 side by forming a female spline 61 on the inner diameter surface of the hole portion 22 of the hub wheel 1.
  • the hardness of the convex portion 35 of the hub wheel 1 is made 20 points or more harder by HRC than the outer diameter surface of the shaft portion.
  • the female spline 61 can be formed by various processing methods such as known rolling, cutting, pressing, and drawing.
  • various heat treatments such as induction hardening and carburizing and quenching can be employed.
  • a corner 39 having no roundness is formed on the edge of the end face on the press-fitting start side of the convex part 35.
  • the convex portion 35 on the hub wheel 1 side forms a concave portion 36 that fits the convex portion 35 on the outer peripheral surface of the shaft portion 12.
  • the concave-convex fitting structure M is configured in which the entire fitting portion of the convex portion 35 and the concave portion 36 is in close contact.
  • the fitting part 38 of the convex part 35 and the recessed part 36 is the range A shown in FIG.21 (b).
  • the other region of the convex portion 35 is a region B that does not fit into the concave portion 36.
  • a gap 62 is formed between the convex portions 35 that are on the outer diameter side of the outer peripheral surface of the shaft portion 12 and adjacent in the circumferential direction.
  • the intermediate portion in the height direction of the convex portion 35 corresponds to the position of the outer diameter surface of the shaft portion 12 before the concave portion is formed. That is, the outer diameter dimension D10 of the shaft portion 12 is larger than the minimum inner diameter dimension D8 of the convex portion 35 of the female spline 61 (the diameter dimension of the circumscribed circle passing through the tooth tip 61a of the female spline 61). It is set smaller than the dimension D9 (diameter dimension of a circle connecting the tooth bottom 61b of the female spline 61) (D8 ⁇ D10 ⁇ D9). As shown in FIGS.
  • the press-fitting allowance ⁇ d includes the outer diameter D10 of the shaft portion 12, the minimum inner diameter D8 of the hub wheel (the diameter of a circle passing through the tooth tip 61a of the convex portion 35), and The diameter difference (D10 ⁇ D8).
  • the convex portion 35 has a convex portion from a circle C ⁇ b> 1 passing through a boundary portion between a region fitted in the concave portion 36 and a region not fitted in the concave portion 36.
  • a circle C2 passing through the midpoint of the distance to the top 61a of 35 is defined as a pitch circle, and an angle ⁇ 2 formed by the radial line and the side surface of the convex portion is set to 0 ° ⁇ ⁇ 2 ⁇ 45 ° on the pitch circle. Is done.
  • the diameter of the pitch circle C2 of the convex portion 35 is PCD and the number of the convex portions 35 is Z, 0.30 ⁇ PCD / Z ⁇ 1.0 is set.
  • the protruding portion 45 is formed by press-fitting, it is preferable to provide a pocket portion 50 for storing the protruding portion 45. Since the protruding portion 45 is formed on the inboard side of the shaft portion 12, the pocket portion is provided on the inboard side with respect to the uneven fitting structure M and on the hub wheel 1 side.
  • convex portions 35 having various cross-sectional shapes such as a semicircular shape, a semi-elliptical shape, and a rectangular shape can be employed.
  • the number, the circumferential arrangement pitch, and the like can be arbitrarily changed.
  • the convex portion 35 can also be formed of a key separate from the shaft portion 12 and the hub wheel 11.
  • the hole portion 22 of the hub wheel 1 may be a deformed hole such as a polygonal hole other than a circular hole, and the cross-sectional shape of the end portion of the shaft portion 12 to be inserted into the hole portion 22 may be other than a circular cross section.
  • An irregular cross section such as a square may be used.
  • Small recesses arranged at a predetermined pitch along the circumferential direction may be provided in advance on the recess forming surface of the member where the recess is formed.
  • the small recess needs to be smaller than the volume of the recess 36.
  • the capacity of the protruding portion 45 formed when the convex portion 35 is press-fitted can be reduced, so that the press-fit resistance can be reduced.
  • the protrusion part 45 can be decreased, the volume of the pocket part 50 can be made small and the workability of the pocket part 50 and the intensity
  • the shape of a small recessed part can employ
  • the present invention is applied to the third-generation wheel bearing device, but it can be similarly applied to the first-generation, second-generation, and fourth-generation wheel bearing devices.
  • the side where the convex portion 35 is reversed. It may be fixed and moved on the side where the recess 36 is formed. Alternatively, both may be moved.
  • the inner ring 6 and the shaft 10 may be integrated through the concave-convex fitting structure M described in each of the above embodiments.
  • the shape of the pocket portion 50 is not particularly limited as long as it can accommodate (accommodate) the protruding portion 45 that occurs. Further, the capacity of the pocket portion 50 is set to be larger than at least an expected amount of the protruding portion 45 generated.
  • the concave-convex fitting structure M is formed by press-fitting the shaft portion 12 of the outer joint member 5 into the hole portion 22 of the hub wheel 1. At the time of this press-fitting, it is desirable to press-fit while the shaft portion 12 of the outer joint member 5 and the hole portion 22 of the hub wheel 1 are aligned.
  • the press-fitting method improved press-fitting method
  • the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11 are in contact with each other. 24 will be described based on a wheel bearing device provided with a gap 98 between the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11 as shown in FIG.
  • the seal member 99 is provided in the gap 98 between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouth portion 11.
  • the seal member 99 constitutes the inboard foreign matter intrusion prevention means W1.
  • the gap 98 is formed from the space between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouth portion 11 to the space between the large-diameter hole 22 c of the hub wheel 1 and the shaft portion 12.
  • the seal member 99 is disposed at the corner portion of the gap 98, that is, at the boundary portion between the caulking portion 31 of the hub wheel 1 and the large diameter portion 12c, and the end portion of the hub wheel 1 and the bottom portion of the mouth portion 11 are located.
  • the seal member 99 for example, a commercially available O-ring as shown in FIG.
  • Any seal member 99 can be used as long as it can be interposed between the end portion of the hub wheel 1 and the bottom portion of the mouth portion 11, and other than the O-ring, for example, as shown in FIG. Something like a gasket can also be used.
  • the concave-convex fitting structure M is formed by the following procedure.
  • a male spline 41 having a large number of teeth extending in the axial direction is formed on the shaft portion 12 of the outer joint member 5 using a known processing method (rolling, cutting, pressing, drawing, etc.). To do.
  • a known processing method rolling, cutting, pressing, drawing, etc.
  • the outer diameter surface of the shaft portion 12 is subjected to thermosetting treatment to form a hardened layer H, while the inner diameter side of the hub wheel 1 is maintained in an unbaked state.
  • a seal member 99 such as an O-ring is externally fitted to the base portion (mouse portion side) of the shaft portion 12 of the outer joint member 5.
  • the bearing 2 and the outer joint member 5 of the constant velocity universal joint are mounted on the fixed portion 131 and the movable portion 132 of the pressing device, respectively.
  • the illustrated jig 140 is used.
  • the jig 140 includes a holding portion 141 that engages with the bearing 2 and a slide portion 142 that is slidably attached to the holding portion.
  • the holding portion 141 includes a disc-shaped engaging portion 143 that engages with the outer peripheral portion of the flange 21 of the hub wheel 1 in the bearing 2, and a distal end that extends in a direction opposite to the engaging side from the radial central portion of the engaging portion.
  • a cylindrical support portion 144 having a closed portion and a compression coil spring 145 accommodated in the support portion are provided.
  • the engaging portion 143 includes an annular portion 143 a that protrudes in the axial direction from the outer peripheral edge, and engages so that the annular portion 143 a receives the flange 21.
  • the engaging portion 143 is formed with a through hole 143b through which the hub bolt 33 is passed.
  • the slide part 142 is formed by a rod extending in a straight line having a diameter that can be loosely inserted into the shaft part fitting hole 22a of the hub wheel 1, and has a locking end 142a at the tip.
  • a through hole 143c is formed in the center of the engaging portion 143 of the holding portion 141, and the slide portion 142 slides while being guided in the axial direction by the through hole 143c.
  • the slide portion 142 has a base end portion extending into the support portion 144 and has an end surface in contact with the compression coil spring 145.
  • the flange 21 is engaged with the annular portion 143a of the engaging portion 143 while the slide portion 142 is inserted into the shaft portion fitting hole 22a, and the end surfaces of the flange 21 and the annular portion 143a are brought into contact with each other. Abut.
  • the hub wheel 1 is positioned on the jig 140 with reference to the outer peripheral surface of the flange 21.
  • the jig 140 is positioned and fixed with respect to the fixing portion 131 by appropriate means such as uneven fitting or screw tightening.
  • the stepped surface G is provided on the outer diameter surface of the mouse unit 11, and the movable unit 132 is engaged with the stepped surface G.
  • the stepped surface G may be provided on the entire circumference in the circumferential direction or at a predetermined pitch along the circumferential direction.
  • the movable part 132 may also be anything that can apply an axial load corresponding to the shape of these stepped surfaces G.
  • the movable portion may be brought into contact with the opening-side end surface 11b of the mouth portion 11 of the outer joint member 5 without using the step G.
  • the hub wheel 1 and the outer joint member 5 are held so that their central axes are located on the same straight line. Then, the movable portion 132 is brought close to the fixed portion 131, and the locking end 142a is brought into contact with the center portion of the end surface 12a of the outer joint member 5, thereby performing centering. In order to ensure this, it is desirable to use the center hole for cutting the outer joint member 5 provided in the end surface 12a and engage the locking end 142a with the center hole.
  • the movable part 132 of the pressing device is operated so as to approach the fixed part 131.
  • the shaft portion 12 of the outer joint member 5 enters the hole portion 22 of the hub wheel 1 and contacts the inner surface of the large-diameter hole 22c under accurate centering. Without reaching the shaft fitting hole 22a.
  • the slide portion 142 is guided by the holding portion 141 and advances straight in the axial direction, and slides into the support portion 144 against the spring force of the compression coil spring 145.
  • press-fitting load (axial load) is applied by operating the pressing device in the same direction.
  • the shaft portion 12 moves forward along the shaft portion fitting hole 22a and reaches a position where the seal member 99 is sandwiched between the outer joint member 5 and the caulking portion 31 as shown in FIG.
  • the shaft section 12 is connected to the hub.
  • the convex portion 35 bites into the inner diameter portion of the end surface on the inboard side of the hub wheel 1 and cuts the meat of the hub wheel 1.
  • the inner diameter surface 37 of the shaft portion fitting hole 22 a of the hub wheel 1 is cut out or extruded by the convex portion 35, and the shape corresponding to the convex portion 35 of the shaft portion 12 is formed on the inner diameter surface 37.
  • a recess 36 is formed.
  • the hardness of the convex portion 35 of the shaft portion 12 by 20 points or more higher than the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1, it is easy to form a recess on the inner diameter surface 37 of the hub wheel 1. It becomes.
  • the torsional strength of the shaft portion 12 can be improved.
  • the centering action by the jig 140 prevents contact with the inner surface of the hole 22 even when the short cylindrical portion 66 advances in the hole 22.
  • the short cylindrical portion 66 66 can also function as an alignment member, and more stable press-fitting is possible.
  • the tapered portion 22d of the hole portion 22 can also function as a guide when starting press-fitting of the shaft portion 12 in addition to the centering action by the jig 140.
  • a concave portion 36 that fits into the convex portion 35 of the shaft portion 12 is formed.
  • the hole portion 22 is slightly expanded in diameter, and the convex portion 35 is allowed to move in the axial direction.
  • the inner diameter surface 37 is reduced in diameter to return to the original diameter.
  • the hub wheel 1 when the convex portion 35 is press-fitted, the hub wheel 1 is elastically deformed in the outer diameter direction, and a preload corresponding to the elastic deformation is applied to the surface of a portion of the convex portion 35 that fits the concave portion 36. For this reason, the recessed part 36 closely_contact
  • FIG. 29 shows an example in which a jig 140 a based on the brake pilot 211 in the hub wheel 1 is used.
  • the hub wheel 1 to which the jig 140a is applied includes an annular convex portion 21a that protrudes from the end face of the flange 21 to the outboard side.
  • the annular convex portion 21a has a shape in which the outer peripheral surface forms a step of a large diameter portion and a small diameter portion and extends concentrically with the shaft portion fitting hole 22a, and the inner peripheral surface extends from the tapered hole 22b to the outboard side. It has become.
  • the large diameter portion of the annular convex portion 21a functions as the brake pilot 211, and the small diameter portion functions as the wheel pilot 212.
  • the jig 140a shown in FIG. 29 has substantially the same shape as the jig 140 shown in FIG. 26, and only the shape of the engaging portion in the engaging portion of the holding portion 141 is different. That is, the engaging portion of the engaging portion 147 includes an inner peripheral surface 147 a that contacts the outer peripheral surface of the brake pilot 211 and a front end surface 147 b that contacts the end surface of the flange 21.
  • the inner peripheral surface 147a of the engaging portion 147 is fitted to the outer peripheral surface of the brake pilot 211 of the hub wheel 1 while the slide portion 142 is inserted into the hole portion 22, and the front end surface 147b is fitted.
  • FIG. 30 shows an example in which the concave / convex fitting structure M is obtained using a jig 140b based on the wheel pilot 212 in the hub wheel 1 as another example.
  • the same one as shown in FIG. 29 can be used.
  • the jig 140b has substantially the same shape as that of the jig 140 shown in FIG. 26, and only the shape of the engaging portion in the engaging portion of the holding portion 141 is different. That is, the engaging portion of the engaging portion 148 includes an inner peripheral surface 148 a that contacts the outer peripheral surface of the wheel pilot 212 and a tip surface 148 b that contacts the stepped portion of the brake pilot 211.
  • the inner peripheral surface 148a of the engaging portion 148 is fitted to the outer peripheral surface of the wheel pilot 212 of the hub wheel 1 while the slide portion 142 is inserted into the hole portion 22 in the same manner as described above.
  • the wheel pilot 212 is inserted into the engaging portion 148 until the front end surface 148b contacts the step portion of the brake pilot 211.
  • the hub wheel 1 is positioned on the jig 140b with the wheel pilot 212 as a reference.
  • Other operations are the same as those in the embodiment shown in FIG.
  • the pressing device for mounting the bearing 2 and the outer joint member 5 may employ a structure in which the fixed portion and the movable portion are reversed.
  • a movable structure may be used.
  • FIG. 31 shows another configuration example of the retaining structure M1 to which the improved press-fitting method can be applied.
  • the retaining structure M ⁇ b> 1 constitutes an outer hook-shaped locking piece 76 by crimping a part of the shaft portion 12 so as to protrude in the outer diameter direction.
  • a stepped surface 22e is interposed between the shaft portion fitting hole 22a and the taper hole 22b of the hub wheel 1, and an outer hook-shaped locking piece 76 is pressed against or brought into contact with the stepped surface 22e.
  • the outer hook-shaped locking piece 76 can be formed using a jig 77 shown in FIG.
  • the jig 77 includes a cylindrical body 78.
  • the outer diameter D5 of the cylindrical body 78 is set larger than the outer diameter D7 of the end portion of the shaft portion 12, and the inner diameter D6 of the cylindrical body 78 is set smaller than the outer diameter D7 of the end portion of the shaft portion 12.
  • the outer hook-shaped locking piece 76 is engaged with the stepped surface 22e in the axial direction, so that the shaft portion 12 can be securely removed from the hub wheel 1 in the same manner as the tapered locking piece 65 shown in FIG. Can be prevented.
  • the foreign matter intrusion prevention means W2 may be configured by interposing a sealing material between the outer hook-shaped locking piece 76 and the stepped surface 22e.
  • the outer hook-like locking piece 76 is formed continuously in an annular shape, and as shown in FIG. 33 (b), a plurality of outer hook-like locking pieces 76 are arranged in the circumferential direction. May be intermittently arranged at a predetermined pitch.
  • the outer hook-shaped locking piece 76 shown in FIG. 33B can be formed by using a jig in which the pressing portions are arranged at a predetermined pitch (for example, 90 ° pitch) along the circumferential direction. .
  • the improved press-fitting method can be similarly applied to a wheel bearing device that allows separation of the shaft portion 12 of the outer joint member 5 and the hub wheel 1.
  • the hub wheel 1 includes a cylindrical portion 20 and a flange 21 provided at an end portion of the cylindrical portion 20 on the outboard side.
  • the hole portion 22 of the cylindrical portion 20 has a shaft portion fitting hole 22a in the intermediate portion in the axial direction and a taper hole 22b on the outboard side, and has an inner diameter between the shaft portion fitting hole 22a and the tapered hole 22b.
  • An inner wall 22g protruding in the direction is provided.
  • the shaft portion 12 of the outer joint member 5 and the hub wheel 1 are coupled to each other through an uneven fitting structure M.
  • a recessed portion 91 is provided on the end face of the inner wall 22g on the outboard side.
  • the hole portion 22 has a large-diameter portion 86 on the inboard side with respect to the shaft portion fitting hole 22a, and has a small-diameter portion 88 on the outboard side with respect to the shaft portion fitting hole 22a.
  • a tapered portion (tapered hole) 89a is provided between the large diameter portion 86 and the shaft portion fitting hole 22a.
  • the tapered portion 89a is reduced in diameter along the press-fitting direction when the hub wheel 1 and the shaft portion 12 of the outer joint member 5 are coupled.
  • the taper angle ⁇ 3 of the taper portion 89a is, for example, 15 ° to 75 °.
  • a tapered portion 89 b is also provided between the shaft portion fitting hole 22 a and the small diameter portion 88.
  • the concave-convex fitting portion M is configured in the same manner as described above. That is, after the convex portion 35 is formed on the shaft portion 12, the shaft portion 12 is press-fitted into the shaft portion fitting hole 22 a of the hub wheel 1, and the inner diameter surface 37 of the shaft portion fitting hole 22 a of the hub wheel 1 is A concave portion 36 is formed to closely fit with the convex portion 35.
  • a bolt member 94 is screwed into the screw hole 90 of the shaft portion 12 from the outboard side.
  • the bolt member 94 includes a flanged head portion 94a and a screw shaft portion 94b.
  • the screw shaft portion 94b has a large-diameter base portion 95a, a small-diameter main body portion 95b, and a tip-side screw portion 95c.
  • a through hole 96 is provided in the inner wall 22g, the shaft portion 94b of the bolt member 94 is inserted into the through hole 96, and the screw portion 95c is screwed into the screw hole 90 of the shaft portion 12. As shown in FIG.
  • the hole diameter d1 of the through hole 96 is set to be slightly larger than the outer diameter d2 of the large base portion 95a of the shaft portion 94b. Specifically, it is about 0.05 mm ⁇ d1-d2 ⁇ 0.5 mm.
  • the maximum outer diameter of the screw portion 95c is set to be the same as or slightly smaller than the outer diameter of the large-diameter base portion 95a.
  • the flange portion 100 of the head portion 94a of the bolt member 94 comes into contact with the recessed portion 91 of the inner wall 22g.
  • the inner wall 22g is sandwiched between the end surface 92 of the shaft portion 12 on the outboard side and the head portion 94a of the bolt member 94, and the hub wheel 1 and the outer joint member 5 are positioned in the axial direction.
  • a pocket portion 97 (FIG. 36) is formed in a space surrounded by the outer diameter surface of the small diameter portion 12d of the shaft portion, the end surface of the inner wall 22g, and the small diameter portion 88 of the inner diameter surface of the hub wheel 1.
  • the inner wall 22g is sandwiched between the end surface 92 of the shaft portion 12 on the outboard side and the head portion 94a of the bolt member 94.
  • the hub wheel 1 can be positioned by the portion 94a and the concave-convex fitting structure M.
  • the caulking portion 31 of the hub wheel 1 is brought into contact with the back surface 11a of the mouse portion 11 (see FIG. 1), the head 94a of the bolt member 94 and the back surface 11a of the mouse portion 11
  • the hub wheel 1 may be held. Thereby, the bending rigidity of an axial direction improves, it becomes strong to bending, and the high-quality wheel bearing apparatus excellent in durability can be provided.
  • the hub wheel 1 can be positioned by press-fitting by this contact, the dimensional accuracy of the wheel bearing device can be stabilized, and the axial length of the concave-convex fitting structure M can be stabilized. Torque transmission can be improved. Further, since the seal structure can be configured by this contact, the entry of foreign matter from the crimped portion 31 side can be prevented, and the fitting state of the concave-convex fitting structure M can be stably maintained for a long time.
  • the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the material scraped off or pushed out from the inner diameter surface of the hole portion 22 by the convex portion 35 becomes the protruding portion 45, as shown in FIG.
  • the shaft portion 12 is stored in a curled state in a pocket portion 97 provided on the outer diameter side of the small diameter portion 12 d of the shaft portion 12. In this way, by providing the storage portion 97 for storing the protruding portion 45, the protruding portion 45 can be held (maintained) in the storage portion 97, and the protruding portion 45 can enter the vehicle outside the apparatus or the like. There is nothing to do.
  • the protruding portion 45 can be kept stored in the storage portion 97, and it is not necessary to perform the removal process of the protruding portion 45, and the assembly workability is improved and the cost is reduced by reducing the number of assembling operations. be able to.
  • the jig 120 includes a base 121, a pressing bolt member 123 that is screwed into the screw hole 122 of the base 121, and a screw shaft 126 that is screwed into the screw hole 90 of the shaft portion 12.
  • a through hole 124 is provided in the base 121, and the bolt 33 of the hub wheel 1 is inserted into the through hole 124, and the nut member 125 is screwed into the bolt 33. At this time, the base 121 and the flange 21 of the hub wheel 1 are overlapped, and the base 121 is attached to the hub wheel 1.
  • the screw shaft 126 is screwed into the screw hole 90 of the shaft portion 12 so that the base 126a protrudes from the inner wall 22g to the outboard side.
  • the protruding amount of the base 126a is set longer than the axial length of the concave-convex fitting structure M.
  • the screw shaft 126 and the pressing bolt member 123 are disposed on the same axis.
  • the pressing bolt member 123 is screwed into the screw hole 122 of the base 121 from the outboard side, and in this state, the bolt member 123 is screwed in the direction of the arrow.
  • the bolt member 123 presses the screw shaft 126 toward the inboard side.
  • the outer joint member 5 moves toward the inboard side with respect to the hub wheel 1, and the outer joint member 5 is detached from the hub wheel 1.
  • the hub wheel 1 and the outer joint member 5 can be connected again using, for example, the bolt member 94 shown in FIG. That is, the base 121 is removed from the hub wheel 1 and the screw shaft 126 is removed from the shaft 12, and the bolt member 94 is screwed into the screw hole 90 of the shaft 12 through the through hole 96.
  • the phases of the male spline 41 on the shaft portion 12 side and the female spline 42 of the hub wheel 1 formed by the previous press fitting are matched.
  • the bolt member 94 is screwed into the screw hole 90.
  • the shaft portion 12 is fitted into the hub wheel 1.
  • the hole portion 22 is slightly expanded in diameter, allowing the shaft portion 12 to enter in the axial direction and stopping the movement in the axial direction, the hole portion 22 is compressed to return to the original diameter. Will be diameter.
  • the concave-convex fitting structure M in which the entire fitting portion of the convex portion 35 with the concave portion is in close contact with the corresponding concave portion 36 is configured again, and the outer joint member 5 and the hub wheel 1 are Recombined. Separation and recombination of the hub wheel 1 and the outer joint member 5 described above are performed with the outer member 25 of the bearing 2 still attached to the knuckle 34 of the vehicle, as shown in FIGS. be able to.
  • the base portion 95a of the bolt member 94 is in a state corresponding to the through hole 96 as shown in FIG.
  • the hole diameter d1 of the through hole 96 is set slightly larger than the outer diameter d2 of the large base portion 95a of the shaft portion 94b (specifically, 0.05 mm ⁇ d1 ⁇ d2 ⁇ about 0.5 mm), the outer diameter of the base 95a of the bolt member 94 and the inner diameter of the through hole 96 constitute a guide when the bolt member 94 is screwed through the screw hole 90.
  • the shaft portion 12 can be press-fitted into the hole portion 22 of the hub wheel 1 without misalignment.
  • the through-hole 96 is determined in consideration of the above circumstances.
  • the press-fitting load is relatively large. Therefore, a press machine or the like needs to be used for press-fitting the shaft portion 12.
  • the shaft 12 can be stably and accurately inserted into the hole of the hub wheel 1 without using a press machine or the like. 22 can be press-fitted. For this reason, the outer joint member 5 and the hub wheel 1 can be separated and connected in the field.
  • the sealing material interposed between the seat surface 100 a of the bolt member 94 that fixes the bolt between the hub wheel 1 and the shaft portion 12 and the inner wall 22 g is the seat surface 100 a of the bolt member 94.
  • the resin may be applied on the inner wall 22g side.
  • the adhesion with the seating surface 100a of the bolt member 94 is improved, so that it is possible to omit application of the sealing material.
  • the grinding process to the recessed portion 91 can be omitted, and the forged skin and the turning finish state can be left as they are.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Rolling Contact Bearings (AREA)

Abstract

Multiple convex parts (35) are provided on the axle part (12) of an outside joint member (5), this axle part (12) is press-fitted into the hole part (22) of a hub ring (1), and concave parts are formed on the inner circumference of the hub ring (1) by means of the aforementioned convex parts, thus forming a concavo-convex mating structure (M) for which the entire region where the aforementioned convex parts and the aforementioned concave parts mate is in close contact. A tapered hole (22b) the diameter of which increases toward the outboard side is provided at the outboard side end part of the hole part (22) of the hub ring (1), and the outboard side end part of the axle part (12) of the outside joint member (5) is plastically deformed to engage the bore of the tapered hole (22b), restricting the detachment of the axle part (12) from the hub ring (1). The taper angle (θ) of the tapered hole (22b) with respect to the axis line of the joint is set such that 20° ≦ θ ≦ 60°.

Description

車輪用軸受装置Wheel bearing device
　本発明は、自動車等の車両において車輪を車体に対して回転自在に支持するための車輪用軸受装置に関する。 The present invention relates to a wheel bearing device for rotatably supporting a wheel with respect to a vehicle body in a vehicle such as an automobile.
　車輪用軸受装置には、２つの転がり軸受を組み合わせて使用する第１世代と称される構造から、外方部材に車体取付フランジを一体に設けた第２世代に進化し、さらに、複列の転がり軸受の２つの内側軌道面のうち、一方をハブ輪の外周に形成した第３世代、さらには、複列の転がり軸受の２つの内側軌道面のうち、一方をハブ輪の外周に形成すると共に、他方を等速自在継手の外側継手部材の外周に形成した第４世代のものまで開発されている。 The wheel bearing device has evolved from a structure referred to as the first generation in which two rolling bearings are used in combination to a second generation in which a body mounting flange is integrally provided on the outer member. Of the two inner raceway surfaces of the rolling bearing, one is formed on the outer periphery of the hub ring, and further, one of the two inner raceway surfaces of the double row rolling bearing is formed on the outer periphery of the hub ring. At the same time, it has been developed to the fourth generation in which the other is formed on the outer periphery of the outer joint member of the constant velocity universal joint.
　例えば、特許文献１には、第３世代と呼ばれるものが記載されている。第３世代と呼ばれる車輪用軸受装置は、図４２に示すように、外径方向に延びるフランジ１５１を有するハブ輪１５２と、このハブ輪１５２に外側継手部材１５３が固定される等速自在継手１５４と、ハブ輪１５２の外周側に配設される外方部材１５５とを備える。 For example, Patent Document 1 describes what is called a third generation. As shown in FIG. 42, a wheel bearing device called a third generation includes a hub wheel 152 having a flange 151 extending in the outer diameter direction, and a constant velocity universal joint 154 to which an outer joint member 153 is fixed. And an outer member 155 disposed on the outer peripheral side of the hub wheel 152.
　等速自在継手１５４は、外側継手部材１５３と、この外側継手部材１５３のマウス部１５７内に配設される内側継手部材１５８と、この内側継手部材１５８と外側継手部材１５３との間に配設されるボール１５９と、このボール１５９を保持する保持器１６０とを備える。また、内側継手部材１５８の中心孔の内周面には雌スプライン１６１が形成され、この中心孔に図示省略のシャフトの端部に形成した雄スプラインが挿入される。内側継手部材１５８側の雌スプライン１６１とシャフト側の雄スプラインとを嵌合することで、内側継手部材１５８とシャフトがトルク伝達可能に結合される。 The constant velocity universal joint 154 is disposed between the outer joint member 153, the inner joint member 158 disposed in the mouth portion 157 of the outer joint member 153, and the inner joint member 158 and the outer joint member 153. And a cage 160 for holding the ball 159. A female spline 161 is formed on the inner peripheral surface of the center hole of the inner joint member 158, and a male spline formed at the end of the shaft (not shown) is inserted into the center hole. By fitting the female spline 161 on the inner joint member 158 side and the male spline on the shaft side, the inner joint member 158 and the shaft are coupled so that torque can be transmitted.
　また、ハブ輪１５２は、筒部１６３と前記フランジ１５１とを有し、フランジ１５１の外端面１６４（アウトボード側の端面）には、図示省略のホイールおよびブレーキロータを装着するための短筒状のパイロット部１６５が突設されている。パイロット部１６５は、大径部１６５ａと小径部１６５ｂとからなり、大径部１６５ａにブレーキロータが外嵌され、小径部１６５ｂにホイールが外嵌される。 The hub wheel 152 has a cylindrical portion 163 and the flange 151, and a short cylindrical shape for mounting a wheel and a brake rotor (not shown) on the outer end surface 164 (end surface on the outboard side) of the flange 151. The pilot portion 165 is projected. The pilot portion 165 includes a large diameter portion 165a and a small diameter portion 165b, and a brake rotor is externally fitted to the large diameter portion 165a, and a wheel is externally fitted to the small diameter portion 165b.
　筒部１６３のインボード側端部の外周面に嵌合部１６６が設けられ、この嵌合部１６６に内輪１６７が嵌合されている。筒部１６３の外周面のフランジ１５１近傍には第１内側軌道面１６８が設けられ、内輪１６７の外周面に第２内側軌道面１６９が設けられている。また、ハブ輪１５２のフランジ１５１にはボルト装着孔１６２が設けられており、フランジ１５１にホイールおよびブレーキロータを固定するためのハブボルトがボルト装着孔１６２に装着される。 The fitting part 166 is provided in the outer peripheral surface of the inboard side edge part of the cylinder part 163, and the inner ring 167 is fitted to this fitting part 166. A first inner raceway surface 168 is provided in the vicinity of the flange 151 on the outer peripheral surface of the cylindrical portion 163, and a second inner raceway surface 169 is provided on the outer peripheral surface of the inner ring 167. The flange 151 of the hub wheel 152 is provided with a bolt mounting hole 162, and a hub bolt for fixing the wheel and the brake rotor to the flange 151 is mounted in the bolt mounting hole 162.
　転がり軸受の外方部材１５５は、その内周に２列の外側軌道面１７０、１７１が設けられると共に、その外周にフランジ（車体取付フランジ）１８２が設けられている。外方部材１５５の第１外側軌道面１７０とハブ輪１５２の第１内側軌道面１６８とが対向し、外方部材１５５の第２外側軌道面１７１と、内輪１６７の軌道面１６９とが対向し、これらの間に転動体１７２が介装される。 The outer member 155 of the rolling bearing is provided with two rows of outer raceways 170 and 171 on the inner periphery thereof and a flange (vehicle body mounting flange) 182 on the outer periphery thereof. The first outer raceway surface 170 of the outer member 155 and the first inner raceway surface 168 of the hub wheel 152 face each other, and the second outer raceway surface 171 of the outer member 155 and the raceway surface 169 of the inner ring 167 face each other. The rolling elements 172 are interposed between these.
　ハブ輪１５２の筒部１６３に外側継手部材１５３の軸部１７３が挿入される。軸部１７３の軸端部にはねじ部１７４が形成され、このねじ部１７４よりもインボード側の外径部に雄スプライン１７５が形成されている。また、ハブ輪１５２の筒部１６３の内径面に雌スプライン１７６が形成され、軸部１７３をハブ輪１５２の筒部１６３に圧入することで、軸部１７３側の雄スプライン１７５とハブ輪１５２側の雌スプライン１７６とが嵌合する。 The shaft portion 173 of the outer joint member 153 is inserted into the tube portion 163 of the hub wheel 152. A screw portion 174 is formed at the shaft end of the shaft portion 173, and a male spline 175 is formed at the outer diameter portion on the inboard side of the screw portion 174. Further, a female spline 176 is formed on the inner diameter surface of the cylindrical portion 163 of the hub wheel 152, and the shaft portion 173 is press-fitted into the cylindrical portion 163 of the hub wheel 152, so The female spline 176 is fitted.
　そして、軸部１７３のねじ部１７４にナット部材１７７が螺着され、ハブ輪１５２と外側継手部材１５３とが固定される。この際、ナット部材１７７の座面１７８と筒部１６３の外端面１７９とが当接し、マウス部１５７のアウトボード側の端面１８０と内輪１６７の端面１８１とが当接する。これにより、ハブ輪１５２が内輪１６７を介してナット部材１７７とマウス部１５７とで挟持される。 Then, the nut member 177 is screwed to the screw portion 174 of the shaft portion 173, and the hub wheel 152 and the outer joint member 153 are fixed. At this time, the seat surface 178 of the nut member 177 and the outer end surface 179 of the cylindrical portion 163 come into contact with each other, and the end surface 180 on the outboard side of the mouse portion 157 and the end surface 181 of the inner ring 167 come into contact with each other. As a result, the hub wheel 152 is sandwiched between the nut member 177 and the mouth portion 157 via the inner ring 167.
特開２００４－３４０３１１号公報JP 2004340403 A
　従来では、前記したように、外側継手部材１５３とハブ輪１５２は、軸部１７３に設けられた雄スプライン１７５を、ハブ輪１５２に設けられた雌スプライン１７６に圧入することで結合される。このため、軸部１７３及びハブ輪１５２の両者にスプライン加工を施す必要があって、コスト高となる。また、圧入時には、軸部１７３の雄スプライン１７５とハブ輪１５２の雌スプライン１７６との凹凸を合わせる必要がある。この際、歯面合わせで圧入すれば、歯面がむしれ等によって損傷するおそれがある。また、大径合わせで圧入すれば、円周方向のガタが生じやすい。円周方向のガタがあると、回転トルクの伝達性に劣るとともに、異音が発生するおそれがある。このように、スプライン嵌合による場合、圧入時の歯面の損傷、及び使用時のガタの発生という問題があり、両者を同時に回避することは困難であった。 Conventionally, as described above, the outer joint member 153 and the hub wheel 152 are coupled by press-fitting the male spline 175 provided on the shaft portion 173 into the female spline 176 provided on the hub wheel 152. For this reason, it is necessary to perform spline processing on both the shaft portion 173 and the hub wheel 152, which increases the cost. Further, at the time of press-fitting, it is necessary to match the unevenness of the male spline 175 of the shaft portion 173 and the female spline 176 of the hub wheel 152. At this time, if press-fitting is performed by tooth surface alignment, the tooth surface may be damaged due to peeling or the like. Moreover, if it press-fits by large diameter matching, it will be easy to produce the play of the circumferential direction. If there is play in the circumferential direction, the transmission performance of the rotational torque is inferior and abnormal noise may be generated. Thus, in the case of spline fitting, there are problems of tooth surface damage during press-fitting and generation of play during use, and it is difficult to avoid both at the same time.
　また、筒部１６３から突出した軸部１７３のねじ部１７４にナット部材１７７を螺着する必要がある。このため、組立時にはねじ締結作業を有し、作業性に劣るとともに、部品点数も多く、部品管理性も劣ることになっていた。 Also, it is necessary to screw the nut member 177 to the screw portion 174 of the shaft portion 173 protruding from the tube portion 163. For this reason, it has a screw fastening operation at the time of assembly, which is inferior in workability, has a large number of parts, and inferior in part manageability.
　本発明は、上記課題に鑑みて、円周方向のガタの抑制を図ることができ、しかも、ハブ輪と等速自在継手の外側継手部材との連結作業性に優れるとともに、ハブ輪と等速自在継手の外側継手部材とが強固に結合された車輪用軸受装置を提供する。 In view of the above problems, the present invention can suppress circumferential backlash, and is excellent in connection workability between the hub wheel and the outer joint member of the constant velocity universal joint, and at the same time with the hub wheel and the constant velocity. Provided is a wheel bearing device in which an outer joint member of a universal joint is firmly coupled.
　本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、前記軌道面に対向する複列の軌道面を外周に有し、外周に車輪取り付け用のフランジを有する内方部材と、これら外方部材と内方部材の軌道面間に介在した複列の転動体とを備えた車輪用軸受と、マウス部及び軸部からなる外側継手部材を有する等速自在継手とを備え、ハブ輪の孔部に嵌挿される外側継手部材の軸部がハブ輪と結合された車輪用軸受装置であって、外側継手部材の軸部とハブ輪の孔部のうち、どちらか一方に設けられた軸方向に延びる凸部を他方に圧入し、他方に前記凸部により凹部を形成することで、前記凸部と前記凹部との嵌合部位全域が密着する凹凸嵌合構造を構成し、前記ハブ輪の孔部のアウトボード側端部に、アウトボード側に向かって拡径するテーパ孔を設け、外側継手部材の軸部のアウトボード側端部を塑性変形させて前記テーパ孔の内径面に係合させることで、軸部のハブ輪からの抜けを規制し、かつ前記テーパ孔の継手軸線に対するテーパ角度θを２０°≦θ≦６０°に設定したものである。 The wheel bearing device of the present invention has an outer member having a double row raceway surface on the inner periphery, a double row raceway surface facing the raceway surface on the outer periphery, and a wheel mounting flange on the outer periphery. A constant velocity universal joint having a wheel bearing including an inner member, a double row rolling element interposed between the outer member and the raceway surface of the inner member, and an outer joint member including a mouth portion and a shaft portion A wheel bearing device in which a shaft portion of an outer joint member inserted into a hole portion of the hub wheel is coupled to the hub wheel, and one of the shaft portion of the outer joint member and the hole portion of the hub wheel. A concave-convex fitting structure in which a convex portion extending in the axial direction provided on one side is press-fitted into the other, and a concave portion is formed by the convex portion on the other side so that the entire fitting portion between the convex portion and the concave portion is in close contact with each other. At the end on the outboard side of the hole of the hub wheel. A taper hole is formed, and the outboard side end portion of the shaft portion of the outer joint member is plastically deformed and engaged with the inner diameter surface of the taper hole, thereby restricting the shaft portion from being removed from the hub wheel, and The taper angle θ with respect to the joint axis of the tapered hole is set to 20 ° ≦ θ ≦ 60 °.
　本発明の車輪用軸受装置によれば、凸部を相手側に圧入した際に、凸部が、他方の部材の一部を切り出し、あるいは押出すことで凹部を形成し、これによって凹凸嵌合構造が構成される。凸部がハブ輪の孔部内径面に食い込んでいくことによって、孔部が僅かに拡径した状態となって、凸部の軸方向の移動を許容し、軸方向の移動が停止すれば、孔部が元の径に戻ろうとして縮径することになる。これによって、凸部のうち、凹部との嵌合部位の全体（凸部の頂部からその両側の側面に至るまでの連続領域）が凹部に対して密着し、径方向及び円周方向の双方で、ガタを生じるような隙間が形成されない。そのため、嵌合部位の全てが回転トルク伝達に寄与し、安定したトルク伝達が可能であり、しかも、異音も生じない。さらには、凸部と凹部が隙間無く密着しているので、トルク伝達部位の強度が向上する。このため、車輪用軸受装置を軽量、コンパクトにすることができる。凹部が形成される部材には、予めスプライン部等を形成しておく必要がないので生産性を向上させ、かつスプライン同士の位相合わせを必要としないので、組立性の向上を図ることができる。また、圧入時の歯面の損傷を回避することができ、安定した嵌合状態を維持できる。 According to the wheel bearing device of the present invention, when the convex portion is press-fitted to the other side, the convex portion forms a concave portion by cutting out or extruding a part of the other member, and thereby the concave and convex fitting. Structure is constructed. If the convex part bites into the hole inner diameter surface of the hub wheel, the hole part is slightly expanded in diameter, allowing the axial movement of the convex part and stopping the axial movement, The diameter of the hole is reduced to return to the original diameter. Thereby, the whole fitting part (continuous area | region from the top part of a convex part to the side surface of the both sides) is closely_contact | adhered with respect to a recessed part among convex parts, and both radial direction and the circumferential direction , No gaps that cause play are formed. Therefore, all the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, and no abnormal noise is generated. Furthermore, since the convex portion and the concave portion are in close contact with each other with no gap, the strength of the torque transmitting portion is improved. For this reason, the wheel bearing device can be made lightweight and compact. Since it is not necessary to previously form a spline portion or the like on the member in which the concave portion is formed, productivity is improved, and phase alignment between the splines is not required, so that the assembling property can be improved. Moreover, damage to the tooth surface during press-fitting can be avoided, and a stable fitting state can be maintained.
　軸部のハブ輪からの抜けを規制することによって、ハブ輪と外側継手部材の安定した連結状態が維持される。また、本発明ではテーパ孔の継手軸線に対するテーパ角度θを２０°≦θ≦６０°としているので、凹凸嵌合構造の耐抜け荷重を維持しつつ軸受部のインボード側端部とマウス部のバック面との面圧が過度に高くなるのを防止することができる。例えば車両発進時において、軸受部の内輪と等速自在継手の外側継手部材の肩部（バック面）との面圧が高くなると、軸受部の内輪と等速自在継手の外側継手部材のバック面との間で、異音としてスティックスリップ音が発生するおそれがあるが、テーパ角度を上記の範囲に規制することで、異音の発生を防止でき、しかも効果的に抜け止め効果を発揮できる。θが２０°未満では、軸受部の内方部材のインボード側端部と等速自在継手の外側継手部材のバック面との面圧を低減できるが、必要な耐抜け荷重が得られない。また、θが６０°を超えると、耐抜け荷重は高くなるが、抜け止め部からハブ輪に付与される軸方向の押し付け力が大きくなって、軸受部の内方部材のインボード側端部と等速自在継手の外側継手部材のバック面との面圧が高くなり、異音の発生する可能性が高くなる。しかも、円筒面をテーパ形状に拡径するため、先端部（抜け止め部の大径側）の肉厚が薄くなり、期待通りの耐抜け荷重を得ることができない。 規 制 By controlling the shaft from coming off from the hub wheel, a stable connection between the hub wheel and the outer joint member is maintained. Further, in the present invention, the taper angle θ with respect to the joint axis of the taper hole is 20 ° ≦ θ ≦ 60 °, so that the inboard side end portion of the bearing portion and the mouth portion of the bearing portion are maintained while maintaining the slip-proof load of the uneven fitting structure. It is possible to prevent the surface pressure with the back surface from becoming excessively high. For example, when the surface pressure between the inner ring of the bearing portion and the shoulder (back surface) of the outer joint member of the constant velocity universal joint increases when the vehicle starts, the back surface of the inner ring of the bearing portion and the outer joint member of the constant velocity universal joint However, by controlling the taper angle within the above range, it is possible to prevent the generation of abnormal noise and to effectively exhibit the retaining effect. If θ is less than 20 °, the surface pressure between the inboard side end portion of the inner member of the bearing portion and the back surface of the outer joint member of the constant velocity universal joint can be reduced, but the required load resistance cannot be obtained. Further, if θ exceeds 60 °, the anti-slip load increases, but the axial pressing force applied from the retaining part to the hub wheel increases, and the inboard side end of the inner member of the bearing part The contact pressure between the outer joint member of the constant velocity universal joint and the back surface of the constant velocity universal joint increases, and the possibility of noise generation increases. Moreover, since the diameter of the cylindrical surface is increased to a tapered shape, the thickness of the tip end portion (large diameter side of the retaining portion) becomes thin, and an expected anti-extraction load cannot be obtained.
　外側継手部材の軸部のアウトボード側端部を塑性変形させる際、塑性変形部分の先端面は、塑性変形させるための治具に成形されていない面にする。すなわち、先端面は、成形用の治具によって拘束されていない非成形面とする。これにより、塑性変形部分の先端面が治具との接触痕のない面となり、先端面には塑性変形前の表面形態がそのまま残る（先端面８６を鍛造で仕上げた場合は鍛造面が、切削加工で仕上げた場合は切削面が、研摩で仕上げた場合は研摩面がそのまま残る）。この構成であれば、治具から荷重を受けた際に、軸部のアウトボード側端部に拡径方向の力が支配的に作用するので、軸部の端部をテーパ孔の内径面に強固に係合させることができる。そのため、長期にわたって安定して抜け止め効果を維持することができる。 ¡When plastically deforming the outboard side end of the shaft portion of the outer joint member, the tip surface of the plastically deformed portion is a surface that is not molded into a jig for plastically deforming. That is, the tip surface is a non-molded surface that is not constrained by a molding jig. As a result, the tip surface of the plastically deformed portion becomes a surface with no trace of contact with the jig, and the surface form before plastic deformation remains as it is on the tip surface (if the tip surface 86 is finished by forging, the forged surface is cut When finished by machining, the cut surface will remain, and when polished, the polished surface will remain.) With this configuration, when receiving a load from the jig, the force in the diameter increasing direction predominantly acts on the end portion on the outboard side of the shaft portion, so that the end portion of the shaft portion becomes the inner diameter surface of the tapered hole. It can be firmly engaged. Therefore, the retaining effect can be stably maintained over a long period of time.
　前記外側継手部材の軸部のアウトボード側の端部の硬度は、ＨＲｃ４０以下とすることができる。これにより、外側継手部材の軸部のアウトボード側端部を塑性変形させて、テーパ孔の内径面に係合させる際、軸部のアウトボード側端部が割れるのを防止することができ、長期にわたって安定して抜け止め効果を維持することができる。 The hardness of the end portion on the outboard side of the shaft portion of the outer joint member can be HRc 40 or less. Thereby, when the outboard side end portion of the shaft portion of the outer joint member is plastically deformed and engaged with the inner diameter surface of the tapered hole, it is possible to prevent the outboard side end portion of the shaft portion from cracking, The retaining effect can be maintained stably over a long period of time.
　前記内方部材は、外周に前記車輪取り付け用のフランジを有するハブ輪と、前記ハブ輪のインボード側の端部の外周に圧入される内輪とで構成することができる。この場合、前記ハブ輪の外周および内輪の外周にそれぞれ前記軌道面が形成される。ハブ輪のインボード側端部を加締めてハブ輪と内輪とを一体化させ、いわゆるセルフリテイン構造とすることにより、従来のようにナット等で緊締して予圧量を管理する場合に比べ、車両への組込を簡便にすることができるし、かつ予圧量を長期間維持することができる。 The inner member can be composed of a hub wheel having a flange for mounting the wheel on the outer periphery and an inner ring press-fitted to the outer periphery of the end portion on the inboard side of the hub wheel. In this case, the raceway surfaces are formed on the outer periphery of the hub wheel and the outer periphery of the inner ring, respectively. By tightening the inboard side end of the hub wheel and integrating the hub wheel and the inner ring, and making a so-called self-retain structure, compared with the conventional case where the preload is controlled by tightening with a nut or the like. Incorporation into the vehicle can be simplified, and the amount of preload can be maintained for a long time.
　凹凸嵌合構造を形成する凸部は、外側継手部材の軸部に形成することができる。この場合、凸部の食い込み性を向上させるため、凸部の圧入開始側の端部の硬度は、ハブ輪の孔部内径部よりも高くし、その硬度差を、ＨＲｃ２０以上とするのが望ましい。 The convex portion forming the concave-convex fitting structure can be formed on the shaft portion of the outer joint member. In this case, in order to improve the bite property of the convex part, it is desirable that the hardness of the end part on the press-fitting start side of the convex part is higher than the inner diameter part of the hole part of the hub wheel, and the hardness difference is HRc20 or more. .
　凹凸嵌合構造を形成する凸部は、ハブ輪の孔部の内径面に形成することもできる。この場合、上記と同様の理由から、凸部の圧入開始側の端部の硬度を外側継手部材の軸部の外径部よりも高くし、その硬度差を、ＨＲｃ２０以上とするのが望ましい。 The convex portion forming the concave-convex fitting structure can be formed on the inner diameter surface of the hole portion of the hub wheel. In this case, for the same reason as described above, it is desirable that the hardness of the end portion on the press-fitting start side of the convex portion is made higher than the outer diameter portion of the shaft portion of the outer joint member, and the hardness difference be HRc20 or more.
　凸部を外側継手部材の軸部に形成した場合、外側継手部材の軸部には、前記圧入による凹部の形成によって生じるはみ出し部を収納するポケット部を設けることができる。凸部をハブ輪の孔部の内径面に形成した場合には、前記ポケット部をハブ輪の孔部荷形成することができる。ここで、はみ出し部は、凸部によって形成された凹部の容積に相当する量の材料分であって、形成される凹部から押し出されたもの、凹部を形成するために切削されたもの、又は押し出されたものと切削されたものの両者等から構成される。ポケット部を設けることによって、はみ出し部をこのポケット部内に保持することができ、はみ出し部が装置外の車両内等へ入り込んだりすることがない。この場合、はみ出し部をポケット部に収納したままにしておくことができ、はみ出し部の除去処理を行う必要がなく、組立作業工数の減少を図ることができて、組立作業性の向上及びコスト低減を図ることができる。 When the convex portion is formed on the shaft portion of the outer joint member, the shaft portion of the outer joint member can be provided with a pocket portion that accommodates the protruding portion generated by the formation of the concave portion by the press-fitting. When the convex portion is formed on the inner diameter surface of the hole portion of the hub wheel, the pocket portion can be formed as a hole load of the hub wheel. Here, the protruding portion is an amount of material corresponding to the volume of the concave portion formed by the convex portion, and is extruded from the formed concave portion, cut to form the concave portion, or extruded. It consists of both the cut and the cut. By providing the pocket portion, the protruding portion can be held in the pocket portion, and the protruding portion does not enter the vehicle outside the apparatus. In this case, the protruding portion can be kept stored in the pocket portion, and it is not necessary to perform the removal processing of the protruding portion, the number of assembling work can be reduced, the assembling workability is improved, and the cost is reduced. Can be achieved.
　凸部を外側継手部材の軸部に形成した場合、ハブ輪の孔部の内径面の内径寸法を、凸部の頂点を結ぶ円の直径寸法よりも小さく、凸部間の谷底の直径寸法よりも大きく設定することができる。また、凸部をハブ輪の孔部の内径面に形成した場合、外側継手部材の軸部の外径寸法を、ハブ輪の複数の凸部の頂点を結ぶ円弧の直径寸法よりも大きく、凸部間の谷底の直径寸法よりも小さくする。 When the convex part is formed on the shaft part of the outer joint member, the inner diameter dimension of the inner diameter surface of the hole part of the hub wheel is smaller than the diameter dimension of the circle connecting the apexes of the convex part, and the diameter dimension of the valley bottom between the convex parts. Can also be set larger. In addition, when the convex portion is formed on the inner diameter surface of the hole portion of the hub ring, the outer diameter size of the shaft portion of the outer joint member is larger than the diameter size of the arc connecting the vertices of the plurality of convex portions of the hub ring. It is made smaller than the diameter dimension of the valley bottom between the parts.
　凸部を外側継手部材の軸部に形成した場合、および凸部をハブ輪の孔部の内径面に形成した場合の何れでも、凸部の高さ方向の中間部において、凸部の周方向厚さの総和を、隣接する凸部との間の溝幅の総和よりも小さくするのが好ましい。この場合、隣接する凸部間の溝に入り込んだ相手側の肉が周方向で大きな厚さを有するため、前記肉のせん断面積を大きくすることができ、ねじり強度の向上を図ることができる。しかも、凸部の歯厚が小であるので、圧入荷重を小さくでき、圧入性の向上を図ることができる。 In both the case where the convex portion is formed on the shaft portion of the outer joint member and the case where the convex portion is formed on the inner diameter surface of the hole portion of the hub wheel, the circumferential direction of the convex portion is at the intermediate portion in the height direction of the convex portion. It is preferable to make the total thickness smaller than the total groove width between adjacent convex portions. In this case, since the mating meat entering the groove between the adjacent convex portions has a large thickness in the circumferential direction, the shear area of the meat can be increased, and the torsional strength can be improved. And since the tooth thickness of a convex part is small, a press-fit load can be made small and a press-fit property can be aimed at.
　外側継手部材のバック面と内方部材とを軸方向で当接させることができる。これによりハブ輪と外側継手部材と軸部との軸方向の位置決めが行われので、車輪用軸受装置の寸法精度が安定する。また、凹凸嵌合構造の軸方向長さを均一化し、トルク伝達性の安定化を図ることができる。 The back surface of the outer joint member and the inner member can be contacted in the axial direction. As a result, the hub wheel, the outer joint member, and the shaft portion are positioned in the axial direction, so that the dimensional accuracy of the wheel bearing device is stabilized. Further, the axial length of the concave-convex fitting structure can be made uniform, and the torque transmission can be stabilized.
　また、本発明は、内周に複列の軌道面を有する外方部材、前記軌道面に対向する複列の軌道面を外周に有し、外周に車輪取り付け用のフランジを有する内方部材、及びこれら外方部材と内方部材の軌道面間に介在した複列の転動体とを備えた車輪用軸受と、外側継手部材を有する等速自在継手とを接合した車輪用軸受装置のための接合方法であって、前記内方部材のハブ輪の孔部及び前記外側継手部材の軸部からなる接合対象部分の一方に軸方向に延びる凸部を設け、前記孔部に前記軸部を軸方向に圧入し、前記接合対象部分の他方に前記凸部に対応した凹部を形成することにより、前記凸部と前記凹部との嵌合部位全域が密着した凹凸嵌合構造を構成し、該凹凸嵌合構造を構成するにあたり、前記ハブ輪における前記孔部と同心の部分を基準として、前記外側継手部材の軸部と前記孔部との芯合わせをしつつ、前記軸部を前記孔部に圧入することを特徴とする接合方法を提供するものである。 Further, the present invention is an outer member having a double-row raceway surface on the inner periphery, a double-row raceway surface facing the raceway surface on the outer periphery, and an inner member having a wheel mounting flange on the outer periphery, And a wheel bearing device in which a wheel bearing having a double row rolling element interposed between raceways of the outer member and the inner member and a constant velocity universal joint having an outer joint member are joined. In the joining method, a convex portion extending in the axial direction is provided on one of the parts to be joined including the hole portion of the hub ring of the inner member and the shaft portion of the outer joint member, and the shaft portion is pivoted on the hole portion. By pressing in the direction and forming a concave portion corresponding to the convex portion on the other of the joining target portions, thereby forming a concave-convex fitting structure in which the entire fitting portion between the convex portion and the concave portion is closely adhered. In configuring the fitting structure, a portion concentric with the hole in the hub wheel As standards, while the centering of the shaft portion and the hole portion of the outer joint member, it is intended to provide a bonding method comprising press-fitting the shaft portion into the hole.
　上記接合方法によれば、凸部を相手側に圧入した際に、凸部は、他方の部材の一部を切り出し、あるいは押出すことで凹部を形成し、凹凸嵌合構造を構成する。凸部がハブ輪の孔部内径面に食い込んでいくことによって、孔部が僅かに拡径した状態となって、凸部の軸方向の移動を許容し、軸方向の移動が停止すれば、孔部が元の径に戻ろうとして縮径することになる。これによって、凸部のうち、凹部との嵌合部位の全体（凸部の頂部からその両側の側面に至るまでの連続領域）が凹部に対して密着し、径方向及び円周方向の双方で、ガタを生じるような隙間が形成されない。そのため、嵌合部位の全てが回転トルク伝達に寄与し、安定したトルク伝達が可能であり、しかも、異音も生じない。さらには、凸部と凹部が隙間無く密着しているので、トルク伝達部位の強度が向上する。このため、車輪用軸受装置を軽量、コンパクトにすることができる。凹部が形成される部材には、予めスプライン部等を形成しておく必要がないので生産性を向上させ、かつスプライン同士の位相合わせを必要としないので、組立性の向上を図ることができる。また、圧入時の歯面の損傷を回避することができ、安定した嵌合状態を維持できる。 According to the above joining method, when the convex portion is press-fitted into the mating side, the convex portion forms a concave portion by cutting out or extruding a part of the other member to constitute the concave-convex fitting structure. If the convex part bites into the hole inner diameter surface of the hub wheel, the hole part is slightly expanded in diameter, allowing the axial movement of the convex part and stopping the axial movement, The diameter of the hole is reduced to return to the original diameter. Thereby, the whole fitting part (continuous area | region from the top part of a convex part to the side surface of the both sides) is closely_contact | adhered with respect to a recessed part among convex parts, and both radial direction and the circumferential direction , No gaps that cause play are formed. Therefore, all the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, and no abnormal noise is generated. Furthermore, since the convex portion and the concave portion are in close contact with each other with no gap, the strength of the torque transmitting portion is improved. For this reason, the wheel bearing device can be made lightweight and compact. Since it is not necessary to previously form a spline portion or the like on the member in which the concave portion is formed, productivity is improved, and phase alignment between the splines is not required, so that the assembling property can be improved. Moreover, damage to the tooth surface during press-fitting can be avoided, and a stable fitting state can be maintained.
　また、上記接合方法によれば、前記凹凸嵌合構造を構成するにあたり、ハブ輪における孔部と同心の部分を基準として、外側継手部材の軸部と孔部との芯合わせをしつつ、軸部を孔部に圧入するので、孔部における嵌合すべき位置に軸部を正確に到達させることができ、寸法精度の高い嵌合構造が得られる。軸部と孔部との芯合わせが不正確であると、得られる嵌合構造の寸法が不正確になる。特に、ハブ輪の孔部において軸部と嵌合すべき位置がアウトボード側にあり、インボード側が軸部より僅かに大径となっている場合は、軸部と孔部との不正確な位置合わせで挿入しようとすると軸部が大径部に接触するという干渉現象を生じ、挿入が停止したり、部材に傷が付くという支障があるが、上記芯合わせによれば、その畏れがない。 Further, according to the above-described joining method, in configuring the concave-convex fitting structure, the shaft portion and the hole portion of the outer joint member are aligned while being centered with respect to the portion concentric with the hole portion in the hub wheel. Since the portion is press-fitted into the hole portion, the shaft portion can be accurately reached at the position to be fitted in the hole portion, and a fitting structure with high dimensional accuracy can be obtained. If the alignment between the shaft and the hole is inaccurate, the dimensions of the resulting fitting structure will be inaccurate. In particular, when the hub wheel hole is to be fitted to the shaft part on the outboard side, and the inboard side has a slightly larger diameter than the shaft part, the shaft part and the hole part are inaccurate. When trying to insert by alignment, there is an interference phenomenon that the shaft part comes into contact with the large diameter part, and there is a problem that the insertion stops or the member is scratched. .
　前記外側継手部材の軸部と前記ハブ輪の孔部との芯合わせの基準とした圧入を行なうにあたっては、前記ハブ輪におけるフランジの外周部に係合する保持部と、係合状態の該保持部に対してハブ輪の軸線方向に摺動可能なスライド部とを備えた治具を用い、前記保持部を前記ハブ輪におけるフランジの外周部に係合させ、前記スライド部を前記外側継手部材の軸部端部における径方向中心部に係合させた状態で、前記軸部を前記孔部に圧入することができる。 When performing press-fitting based on the centering alignment between the shaft portion of the outer joint member and the hole portion of the hub wheel, a holding portion that engages with the outer peripheral portion of the flange of the hub wheel, and the holding state in the engaged state A jig provided with a slide part slidable in the axial direction of the hub wheel with respect to the part, the holding part is engaged with an outer peripheral part of a flange of the hub wheel, and the slide part is engaged with the outer joint member The shaft portion can be press-fitted into the hole portion while being engaged with the central portion in the radial direction at the end portion of the shaft portion.
　上記治具を用いて、保持部をフランジの外周部に係合させることにより、ハブ輪における孔部と同心の部分に基準を置くことができる。そして、スライド部を軸部端部に係合させることにより、軸部を正確に誘導して上記圧入を行なうことができる。 By using the above jig to engage the holding part with the outer peripheral part of the flange, the reference can be set at a part concentric with the hole in the hub wheel. Then, by engaging the slide portion with the end portion of the shaft portion, the press-fit can be performed by accurately guiding the shaft portion.
　前記治具を用いた圧入にあたっては、前記保持部を前記ハブ輪におけるホイルパイロット又はブレーキパイロットに係合させることもでき、これらの場合にも、ハブ輪における孔部と同心の部分に圧入の基準を置くことができる。 In press-fitting using the jig, the holding portion can be engaged with a wheel pilot or a brake pilot in the hub wheel, and in these cases as well, a reference for press-fitting in a portion concentric with the hole in the hub wheel. Can be put.
　前記スライド部を前記外側継手部材の軸部端部における径方向中心部に係合させるためにあたっては、前記外側継手部材施削用のセンタ穴に前記スライド部の先端を係合させるのが望ましい。これにより、中心部への係合及びその保持をより確実にすることができる。 In engaging the slide portion with the center portion in the radial direction at the end portion of the shaft portion of the outer joint member, it is desirable to engage the tip of the slide portion with the center hole for cutting the outer joint member. Thereby, engagement to the center part and its holding | maintenance can be made more reliable.
　本発明はまた、自在継手とを接合した車輪用軸受装置のための接合用治具であって、前記内方部材のハブ輪の孔部及び前記外側継手部材の軸部からなる接合対象部分の一方に設けられた軸方向に延びる凸部を、前記孔部に軸方向に圧入し、前記接合対象部分の他方に前記凸部に対応した凹部を形成することにより、前記凸部と前記凹部との嵌合部位全域が密着した凹凸嵌合構造を構成するために使用され、ハブ輪におけるフランジの外周部に係合する保持部と、係合状態の該保持部に対してハブ輪の軸線方向に摺動可能であり、前記外側継手部材の軸部端部に当接して該軸部を径方向に位置決めするスライド部とを備えたことを特徴とする接合用治具を提供するものである。 The present invention is also a joining jig for a wheel bearing device joined to a universal joint, wherein a joint target portion comprising a hole portion of a hub ring of the inner member and a shaft portion of the outer joint member is provided. A convex portion provided on one side and extending in the axial direction is press-fitted into the hole portion in the axial direction, and a concave portion corresponding to the convex portion is formed on the other of the joining target portions, whereby the convex portion and the concave portion Used to construct a concave-convex fitting structure in which the entire fitting part is closely attached, a holding part that engages with the outer peripheral part of the flange in the hub ring, and the axial direction of the hub ring with respect to the holding part in the engaged state And a sliding portion that contacts the end of the shaft portion of the outer joint member and positions the shaft portion in the radial direction. .
　本発明によれば、車輪用軸受装置において、使用時のガタの発生を抑制を図ることができ、しかも、ハブ輪と外側継手部材との連結作業性に優れる。また、ハブ輪と等速自在継手の外側継手部材との嵌合が安定しており、強度的にも優れた車輪用軸受装置を提供することができる。 According to the present invention, in the wheel bearing device, it is possible to suppress the occurrence of backlash during use, and the connection workability between the hub wheel and the outer joint member is excellent. Moreover, the fitting of the hub wheel and the outer joint member of the constant velocity universal joint is stable, and a wheel bearing device excellent in strength can be provided.
車輪用軸受装置の実施形態を示す断面図である。It is sectional drawing which shows embodiment of the wheel bearing apparatus. 車輪用軸受装置の組立前における軸受とハブ輪の断面図である。It is sectional drawing of the bearing and hub wheel before the assembly of the wheel bearing apparatus. 車輪用軸受装置の凹凸嵌合構造の拡大断面図である。It is an expanded sectional view of the uneven | corrugated fitting structure of the bearing apparatus for wheels. 図３（ａ）のＸ部拡大図である。It is the X section enlarged view of Drawing 3 (a). 凸部の斜視図である。It is a perspective view of a convex part. 凹凸嵌合構造の凸部の他例を示す斜視図である。It is a perspective view which shows the other examples of the convex part of an uneven | corrugated fitting structure. 車輪用軸受装置の組立前を示す断面図である。It is sectional drawing which shows before the assembly of the wheel bearing apparatus. 車輪用軸受装置の組立方法を示す断面図である。It is sectional drawing which shows the assembly method of the bearing apparatus for wheels. 車輪用軸受装置の組立方法を示す断面図である。It is sectional drawing which shows the assembly method of the bearing apparatus for wheels. 車輪用軸受装置の凹凸嵌合構造の拡大断面図である。It is an expanded sectional view of the uneven | corrugated fitting structure of the bearing apparatus for wheels. 凸部の他例を示す斜視図である。It is a perspective view which shows the other examples of a convex part. 凸部の他例を示す斜視図である。It is a perspective view which shows the other examples of a convex part. 凸部の他例を示す斜視図である。It is a perspective view which shows the other examples of a convex part. 図９（ａ）の側面図である。It is a side view of Fig.9 (a). 図９（ｂ）の側面図である。FIG. 10B is a side view of FIG. 図９（ｃ）の側面図である。It is a side view of FIG.9 (c). 凹凸嵌合構造の凸部の他例を示す斜視図である。It is a perspective view which shows the other examples of the convex part of an uneven | corrugated fitting structure. 図１１の側面図である。It is a side view of FIG. 凹凸嵌合構造の凸部の他例を示す側面図である。It is a side view which shows the other example of the convex part of an uneven | corrugated fitting structure. 図４（ａ）に示す凸部の正面図である。It is a front view of the convex part shown to Fig.4 (a). 凸部の他例を示す正面図である。It is a front view which shows the other example of a convex part. 凸部の他例を示す正面図である。It is a front view which shows the other example of a convex part. 車輪用軸受装置の他の実施形態を示す断面図である。It is sectional drawing which shows other embodiment of the wheel bearing apparatus. 図１５の車輪用軸受装置の組立方法を示す断面図である。It is sectional drawing which shows the assembly method of the wheel bearing apparatus of FIG. 図１５の車輪用軸受装置の組立方法を示す断面図である。It is sectional drawing which shows the assembly method of the wheel bearing apparatus of FIG. 車輪用軸受装置の他の実施形態を示す断面図である。It is sectional drawing which shows other embodiment of the wheel bearing apparatus. 図１７の車輪用軸受装置の要部拡大断面図である。It is a principal part expanded sectional view of the wheel bearing apparatus of FIG. 図１７の車輪用軸受装置の組立前における外側継手部材の断面図である。It is sectional drawing of the outer joint member before the assembly of the wheel bearing apparatus of FIG. 凹凸嵌合構造の凸部の他例を示す断面図である。It is sectional drawing which shows the other example of the convex part of an uneven | corrugated fitting structure. 凹凸嵌合構造の凸部の他例を示す断面図である。It is sectional drawing which shows the other example of the convex part of an uneven | corrugated fitting structure. 凹凸嵌合構造の他例を示す断面図である。It is sectional drawing which shows the other example of an uneven | corrugated fitting structure. 図２１ａにおけるＹ部の拡大図である。It is an enlarged view of the Y section in FIG. 図２１ａにおけるＹ部の拡大図である。It is an enlarged view of the Y section in FIG. 治具による加締め工程を示す拡大断面図である。It is an expanded sectional view which shows the caulking process by a jig | tool. 図２３（ａ）中の丸印の拡大断面図である。It is an expanded sectional view of a circle mark in Drawing 23 (a). 他の治具による加締め工程を示す要部拡大断面図である。It is a principal part expanded sectional view which shows the crimping process by another jig | tool. 図２３ｃ中の丸印の拡大断面図である。It is an expanded sectional view of the circle mark in Drawing 23c. 車輪用軸受装置の他の実施形態を示す断面図である。It is sectional drawing which shows other embodiment of the wheel bearing apparatus. 図２４の車輪用軸受装置のシール部材としてＯリングを用いたときの拡大断面図である。FIG. 25 is an enlarged cross-sectional view when an O-ring is used as a seal member of the wheel bearing device of FIG. 24. 図２４の車輪用軸受装置のシール部材としてガスケットを用いたときの拡大断面図である。It is an expanded sectional view when a gasket is used as a seal member of the wheel bearing device of FIG. 本発明に係る組立方法及びこれに使用する治具の一例を示す図であり、接合方法の初期工程を示す断面図である。It is a figure which shows an example of the assembly method which concerns on this invention, and a jig | tool used for this, and is sectional drawing which shows the initial stage process of a joining method. 図２６に続く工程を示す断面図である。FIG. 27 is a cross-sectional view showing a step following FIG. 26. 図２７に続く工程を示す断面図である。FIG. 28 is a cross-sectional view showing a step following FIG. 27. 本発明に係る組立方法及びこれに使用する治具の他の例を示す図であり、接合方法の初期工程を示す断面図である。It is a figure which shows the other example of the assembly method which concerns on this invention, and the jig | tool used for this, and is sectional drawing which shows the initial stage of a joining method. 本発明に係る組立方法及びこれに使用する治具のさらに他の例を示す図であり、接合方法の初期工程を示す断面図である。It is a figure which shows the further another example of the assembly method which concerns on this invention, and the jig | tool used for this, and is sectional drawing which shows the initial stage of a joining method. 車輪用軸受装置の他の組立方法を示す断面図である。It is sectional drawing which shows the other assembly method of the wheel bearing apparatus. 車輪用軸受装置の他の組立方法を示す断面図である。It is sectional drawing which shows the other assembly method of the wheel bearing apparatus. 軸部の端面の全周にわたって形成したテーパ状係止部の正面図である。It is a front view of the taper-shaped latching | locking part formed over the perimeter of the end surface of an axial part. 軸部の端面の周方向に沿って所定ピッチで配設したテーパ状係止部の正面図である。It is a front view of the taper-shaped latching | locking part arrange | positioned with the predetermined pitch along the circumferential direction of the end surface of an axial part. 車輪用軸受装置の他の実施形態を示す断面図である。It is sectional drawing which shows other embodiment of the wheel bearing apparatus. 図３４の車輪用軸受装置の組立前を示す断面図である。FIG. 35 is a cross-sectional view of the wheel bearing device of FIG. 34 before assembly. 図３４の車輪用軸受装置の要部拡大断面図である。It is a principal part expanded sectional view of the bearing apparatus for wheels of FIG. 図３４の車輪用軸受装置における凹凸嵌合構造の分離工程を示す断面図である。It is sectional drawing which shows the isolation | separation process of the uneven | corrugated fitting structure in the wheel bearing apparatus of FIG. 図３４の車輪用軸受装置における再圧入工程を示す断面図である。It is sectional drawing which shows the re-pressing process in the wheel bearing apparatus of FIG. Δｄ／２ｈを変化させた時の、圧入荷重の測定結果を示すグラフである。It is a graph which shows the measurement result of press-fit load when (DELTA) d / 2h is changed. Δｄ／２ｈを変化させた時の、捩り強度の測定結果を示すグラフである。It is a graph which shows the measurement result of torsional strength when (DELTA) d / 2h is changed. Δｄ／２ｈを変化させた時の、凹凸嵌合構造の成形性の評価結果を示す表である。It is a table | surface which shows the evaluation result of the moldability of an uneven | corrugated fitting structure when (DELTA) d / 2h is changed. 従来の車輪用軸受装置の断面図である。It is sectional drawing of the conventional wheel bearing apparatus.
１　　　ハブ輪
２　　　軸受
３　　　等速自在継手
５　　　外側継手部材
１１　　マウス部
１１ａ　バック面
１２　　軸部
２２　　孔部
２２ｇ　内壁
２６，２７　外側軌道面（アウタレース）
２８，２９　内側軌道面（インナレース）
３０　　転動体
３１　　加締部
３５　　凸部
３５ａ　凸部端面
３５ｂ　凸部側面
３６　　凹部
３７　　内径面
３８　　嵌合部位
３９　　角部
４５　　はみ出し部
５０　　ポケット部
５２　　鍔部
５３　　切欠部
９０　　ねじ孔
９４　　ボルト部材
９４ａ　頭部
９８　　隙間
９９　　シール部材
１００ａ　座面
Ｍ　　　凹凸嵌合構造
Ｍ１　　抜け止め構造 DESCRIPTION OF SYMBOLS 1 Hub wheel 2 Bearing 3 Constant velocity universal joint 5 Outer joint member 11 Mouse | mouth part 11a Back surface 12 Shaft part 22 Hole part 22g Inner wall 26, 27 Outer raceway surface (outer race)
28, 29 Inner raceway surface (inner race)
30 Rolling element 31 Caulking part 35 Protruding part 35a Convex part end face 35b Convex part side face 36 Concave part 37 Inner diameter surface 38 Fitting part 39 Corner part 45 Projection part 50 Pocket part 52 Gutter part 53 Notch part 90 Screw hole 94 Bolt member 94a Head Part 98 Clearance 99 Seal member 100a Seat surface M Concave / concave fitting structure M1 Retaining structure
　以下本発明の実施の形態を図１～図４１に基づいて説明する。図１に第１実施形態の車輪用軸受装置を示す。この車輪用軸受装置は、ハブ輪１を含む複列の車輪用軸受２と、等速自在継手３とが一体化されてなる。なお、以下の説明において、インボード側とは、車両に取り付けた状態で、車両の車幅方向内側となる側を意味し、アウトボード側とは、車両に取り付けた状態で車両の車幅方向外側となる側を意味する。 Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIG. 1 shows a wheel bearing device according to a first embodiment. In this wheel bearing device, a double row wheel bearing 2 including a hub wheel 1 and a constant velocity universal joint 3 are integrated. In the following description, the inboard side means the side that is inside the vehicle width direction of the vehicle when attached to the vehicle, and the outboard side means the vehicle width direction of the vehicle when attached to the vehicle. This means the outside side.
　等速自在継手３は、外側継手部材５と、外側継手部材５の内側に配された内側継手部材６と、外側継手部材５と内側継手部材６との間に介在してトルクを伝達する複数のボール７と、外側継手部材５と内側継手部材６との間に介在してボール７を保持するケージ８とを主要な部材として構成される。内側継手部材６は、その孔部内径６ａに圧入したシャフト１０の端部１０ａとスプライン嵌合を介してトルク伝達可能に結合されている。なお、シャフト１０の端部１０ａには、シャフト抜け止め用の止め輪９が嵌合されている。 The constant velocity universal joint 3 is interposed between the outer joint member 5, the inner joint member 6 disposed inside the outer joint member 5, and the outer joint member 5 and the inner joint member 6. The ball 7 and the cage 8 that is interposed between the outer joint member 5 and the inner joint member 6 and holds the ball 7 are configured as main members. The inner joint member 6 is coupled to the end portion 10a of the shaft 10 press-fitted into the hole inner diameter 6a through a spline fitting so that torque can be transmitted. Note that a retaining ring 9 for retaining the shaft is fitted to the end portion 10a of the shaft 10.
　外側継手部材５はマウス部１１と軸部（ステム部とも呼ばれる）１２とからなり、マウス部１１は一端にて開口した椀状で、その内球面１３に、軸方向に延びた複数のトラック溝１４が円周方向等間隔に形成されている。そのトラック溝１４はマウス部１１の開口端まで延びている。内側継手部材６は、その外球面１５に、軸方向に延びた複数のトラック溝１６が円周方向等間隔に形成されている。 The outer joint member 5 includes a mouth portion 11 and a shaft portion (also referred to as a stem portion) 12. The mouth portion 11 has a bowl shape opened at one end, and has a plurality of track grooves extending in the axial direction on the inner spherical surface 13 thereof. 14 are formed at equal intervals in the circumferential direction. The track groove 14 extends to the open end of the mouse portion 11. In the inner joint member 6, a plurality of track grooves 16 extending in the axial direction are formed on the outer spherical surface 15 at equal intervals in the circumferential direction.
　外側継手部材５のトラック溝１４と内側継手部材６のトラック溝１６とは対をなし、各対のトラック溝１４，１６で構成されるボールトラックに１個ずつ、トルク伝達要素としてのボール７が転動可能に組み込んである。ボール７は外側継手部材５のトラック溝１４と内側継手部材６のトラック溝１６との間に介在してトルクを伝達する。ケージ８は外側継手部材５と内側継手部材６との間に摺動可能に介在し、外球面８ａにて外側継手部材５の内球面１３と嵌合し、内球面８ｂにて内側継手部材６の外球面１５と嵌合する。なお、図１では、等速自在継手３として、マウス部１１の開口側で外輪トラック溝１４を直線状とし、マウス部１１の奥部側で内側継手部材トラック溝１６をストレートにしたアンダーカットフリー型を示しているが、ツェパー型等の他の等速自在継手を使用することもできる。 The track groove 14 of the outer joint member 5 and the track groove 16 of the inner joint member 6 form a pair, and one ball 7 as a torque transmission element is provided for each ball track constituted by each pair of track grooves 14, 16. It is incorporated so that it can roll. The ball 7 is interposed between the track groove 14 of the outer joint member 5 and the track groove 16 of the inner joint member 6 to transmit torque. The cage 8 is slidably interposed between the outer joint member 5 and the inner joint member 6, and is fitted to the inner spherical surface 13 of the outer joint member 5 at the outer spherical surface 8a, and the inner joint member 6 at the inner spherical surface 8b. The outer spherical surface 15 is fitted. In FIG. 1, as the constant velocity universal joint 3, an undercut free in which the outer ring track groove 14 is linear on the opening side of the mouth portion 11 and the inner joint member track groove 16 is straight on the back side of the mouth portion 11. Although a type is shown, other constant velocity universal joints such as a Zepper type can also be used.
　また、マウス部１１の開口部はブーツ６０にて塞がれている。ブーツ６０は、大径部６０ａと、小径部６０ｂと、大径部６０ａと小径部６０ｂとを連結する蛇腹部６０ｃとからなる。大径部６０ａがマウス部１１の開口部に外嵌され、この状態でブーツバンド６１にて締結される。また、小径部６０ｂがシャフト１０のブーツ装着部１０ｂに外嵌され、この状態でブーツバンド６２にて締結されている。 In addition, the opening of the mouse part 11 is closed with a boot 60. The boot 60 includes a large-diameter portion 60a, a small-diameter portion 60b, and a bellows portion 60c that connects the large-diameter portion 60a and the small-diameter portion 60b. The large-diameter portion 60a is fitted around the opening of the mouse portion 11, and is fastened by the boot band 61 in this state. Further, the small-diameter portion 60b is externally fitted to the boot mounting portion 10b of the shaft 10, and is fastened by the boot band 62 in this state.
　図２に示すように、ハブ輪１は、筒部２０と、筒部２０のアウトボード側の端部に設けられる車輪取り付け用のフランジ２１とを有する。筒部２０の孔部２２は、軸方向中間部の軸部嵌合孔２２ａと、アウトボード側のテーパ孔２２ｂと、インボード側の大径孔２２ｃとを備える。テーパ孔２２ｂは、アウトボード端部側に向かって拡径し、このテーパ孔２２ｂの継手軸線に対するテーパ角度θを２０°≦θ≦６０°としている。軸部嵌合孔２２ａにおいて、後述する凹凸嵌合構造Ｍを介して外側継手部材５の軸部１２とハブ輪１とが結合される。また、軸部嵌合孔２２ａと大径孔２２ｃとの間には、テーパ部（テーパ孔）２２ｄが設けられている。このテーパ部２２ｄは、外側継手部材５の軸部１２の軸端側に向けて縮径している。テーパ部２２ｄのテーパ角度θ３は、例えば１５°～７５°とされる。 As shown in FIG. 2, the hub wheel 1 has a cylindrical portion 20 and a wheel mounting flange 21 provided at an end portion of the cylindrical portion 20 on the outboard side. The hole portion 22 of the cylindrical portion 20 includes a shaft portion fitting hole 22a in the middle portion in the axial direction, a tapered hole 22b on the outboard side, and a large diameter hole 22c on the inboard side. The diameter of the tapered hole 22b increases toward the outboard end, and the taper angle θ of the tapered hole 22b with respect to the joint axis is 20 ° ≦ θ ≦ 60 °. In the shaft portion fitting hole 22a, the shaft portion 12 of the outer joint member 5 and the hub wheel 1 are coupled to each other through an uneven fitting structure M described later. A tapered portion (tapered hole) 22d is provided between the shaft portion fitting hole 22a and the large diameter hole 22c. The tapered portion 22 d is reduced in diameter toward the shaft end side of the shaft portion 12 of the outer joint member 5. The taper angle θ3 of the taper portion 22d is, for example, 15 ° to 75 °.
　ハブ輪１のインボード側の外周面には、小径の段差部２３が形成される。この段差部２３に内輪２４を嵌合することで複列の内側軌道面（インナレース）２８，２９を有する内方部材が構成される。複列の内側軌道面のうち、アウトボード側の内側軌道面２８はハブ輪１の外周面に形成され、インボード側の内側軌道面２９は、内輪２４の外周面に形成されている。車輪用軸受２は、この内方部材と、内方部材の外径側に配置され、内周に複列の外側軌道面（アウタレース）２６，２７を有する外方部材２５と、外方部材２５のアウトボード側の外側軌道面２６とハブ輪１の内側軌道面２８との間、および外方部材２５のインボード側の外側軌道面２７と内輪２４の内側軌道面２９との間に配置された転動体３０としてのボールとで構成される。外方部材２５は、車体の懸架装置から延びるナックル３４（図３７及び図３８参照）に取り付けられる。ハブ輪１と、ハブ輪１の外周に圧入される内輪２４とで、内側軌道面２８，２９を有する内方部材を構成するので、車輪用軸受装置の軽量・コンパクト化を図ることができる。なお、外方部材２５の両開口部にはシール部材Ｓ１、Ｓ２が装着されている。 A small-diameter step portion 23 is formed on the outer peripheral surface of the hub wheel 1 on the inboard side. An inner member having double-row inner raceways (inner races) 28 and 29 is formed by fitting the inner ring 24 to the stepped portion 23. Of the double-row inner raceway surfaces, the outboard side inner raceway surface 28 is formed on the outer peripheral surface of the hub wheel 1, and the inboard side inner raceway surface 29 is formed on the outer peripheral surface of the inner ring 24. The wheel bearing 2 is disposed on the outer diameter side of the inner member, the inner member, and an outer member 25 having double-row outer raceways (outer races) 26 and 27 on the inner periphery, and the outer member 25. Between the outer raceway surface 26 on the outboard side and the inner raceway surface 28 of the hub wheel 1, and between the outer raceway surface 27 on the inboard side of the outer member 25 and the inner raceway surface 29 of the inner ring 24. And a ball as the rolling element 30. The outer member 25 is attached to a knuckle 34 (see FIGS. 37 and 38) extending from the suspension device of the vehicle body. Since the hub ring 1 and the inner ring 24 press-fitted into the outer periphery of the hub ring 1 constitute an inner member having the inner raceways 28 and 29, the wheel bearing device can be reduced in weight and size. Seal members S1 and S2 are attached to both openings of the outer member 25.
　この車輪用軸受２は、ハブ輪１のインボード側の円筒状端部を加締め、加締めによって形成された加締部３１で内輪２４を押圧することによって軸受内部に予圧を付与する構造である。これによって、内輪２４をハブ輪１に固定することができる。ハブ輪１の端部に形成した加締め部３１で軸受２に予圧を付与した場合、外側継手部材５のマウス部１１で予圧を付与する必要がない。従って、予圧量を考慮せずに外側継手部材５の軸部１２を圧入することができ、ハブ輪１と外側継手部材５との連結性（組み付け性）の向上を図ることができる。 The wheel bearing 2 has a structure in which a cylindrical end portion on the inboard side of the hub wheel 1 is swaged and a preload is applied to the inside of the bearing by pressing the inner ring 24 with a swaged portion 31 formed by swaged. is there. Thereby, the inner ring 24 can be fixed to the hub ring 1. When preload is applied to the bearing 2 by the crimped portion 31 formed at the end of the hub wheel 1, it is not necessary to apply preload at the mouth portion 11 of the outer joint member 5. Therefore, the shaft portion 12 of the outer joint member 5 can be press-fitted without considering the amount of preload, and the connectivity (assembly property) between the hub wheel 1 and the outer joint member 5 can be improved.
　ハブ輪１の加締め部３１とマウス部１１の肩部（バック面）１１ａとは当接させている。この場合、外側継手部材５の軸部１２の位置決めが行われるので、車輪軸受装置の寸法精度が安定すると共に、凹凸嵌合構造Ｍの軸方向長さを安定化させて、トルク伝達性の向上を図ることができる。このようにハブ輪１の加締め部３１とマウス部１１のバック面１１ａとを当接させる場合、両者の接触面圧は１００ＭＰａ以下とするのが望ましい。接触面圧が１００ＭＰａを超えると、加締め部３１とバック面１１ａが滑り難くなる。そのため、トルク負荷時に外側継手部材５の軸部が加締め部３１に密着した状態となり、大トルク負荷時に接触部に急激なスリップが生じて異音を発生するおそれがある。接触面圧を１００ＭＰａ以下とすることで、加締め部３１とバック面１１ａが滑り易くなるので、異音の発生を防止して静粛な車輪用軸受装置を提供することができる。 The caulking portion 31 of the hub wheel 1 and the shoulder portion (back surface) 11a of the mouse portion 11 are in contact with each other. In this case, since the shaft portion 12 of the outer joint member 5 is positioned, the dimensional accuracy of the wheel bearing device is stabilized, and the axial length of the concave-convex fitting structure M is stabilized to improve torque transmission. Can be achieved. Thus, when the caulking part 31 of the hub wheel 1 and the back surface 11a of the mouse part 11 are brought into contact with each other, it is desirable that the contact surface pressure between them is 100 MPa or less. When the contact surface pressure exceeds 100 MPa, the caulking portion 31 and the back surface 11a are difficult to slip. For this reason, the shaft portion of the outer joint member 5 is in close contact with the caulking portion 31 at the time of torque load, and a sudden slip may occur at the contact portion at the time of a large torque load, which may cause abnormal noise. By setting the contact surface pressure to 100 MPa or less, the caulking portion 31 and the back surface 11a are easily slipped, so that an abnormal noise can be prevented and a quiet wheel bearing device can be provided.
　ハブ輪１のフランジ２１にはボルト装着孔３２が設けられて、ホイールおよびブレーキロータをこのフランジ２１に固定するためのハブボルト３３がこのボルト装着孔３２に装着される。ハブ輪１には、従来の車輪軸受装置のハブ輪に設けられていたパイロット部１６５が設けられていない（図４２参照）。 A bolt mounting hole 32 is provided in the flange 21 of the hub wheel 1, and a hub bolt 33 for fixing the wheel and the brake rotor to the flange 21 is mounted in the bolt mounting hole 32. The hub wheel 1 is not provided with the pilot portion 165 provided in the hub wheel of the conventional wheel bearing device (see FIG. 42).
　凹凸嵌合構造Ｍは、図３（ａ）および図３（ｂ）に示すように、例えば、軸部１２のアウトボード側の端部に設けられた軸方向に延びる凸部３５と、ハブ輪１の孔部２２の内径面（本実施形態では、軸部嵌合孔２２ａの内径面３７）に形成される凹部３６とで構成される。凸部３５とその凸部３５に嵌合するハブ輪１の凹部３６との嵌合部位３８全域が密着している。軸部１２のアウトボード側の端部の外周面に雄スプライン４１を形成することで、軸方向に延びる複数の凸部３５が周方向に沿って所定ピッチで配設され、ハブ輪１の孔部２２の軸部嵌合孔２２ａの内径面３７に、凸部３５が嵌合する軸方向の複数の凹部３６が周方向に沿って形成されている。凸部３５と凹部３６とは、周方向全周にわたってタイトフィットしている。 As shown in FIGS. 3A and 3B, the concave-convex fitting structure M includes, for example, a convex portion 35 provided in an end portion of the shaft portion 12 on the outboard side and extending in the axial direction, and a hub wheel. It is comprised with the recessed part 36 formed in the internal-diameter surface (In this embodiment, the internal-diameter surface 37 of the shaft part fitting hole 22a) of the 1 hole part 22. As shown in FIG. The entire fitting portion 38 between the convex portion 35 and the concave portion 36 of the hub wheel 1 fitted to the convex portion 35 is in close contact. By forming the male spline 41 on the outer peripheral surface of the end portion on the outboard side of the shaft portion 12, a plurality of convex portions 35 extending in the axial direction are arranged at a predetermined pitch along the circumferential direction, and the hole of the hub wheel 1 is formed. A plurality of axially recessed portions 36 into which the protruding portions 35 are fitted are formed along the circumferential direction on the inner diameter surface 37 of the shaft portion fitting hole 22a of the portion 22. The convex portion 35 and the concave portion 36 are tight-fitted over the entire circumference.
　この場合、各凸部３５は、図４（ａ）に示すように、その断面が凸アール状の頂部を有する三角形状（山形状）であり、各凸部３５の凹部との嵌合領域は、図３（ｂ）に示す範囲Ａである。断面における凸部３５の円周方向両側の中腹部から頂部に至る範囲で各凸部３５と凹部３６が嵌合している。周方向の隣り合う凸部３５間において、ハブ輪１の内径面３７よりも内径側に隙間４０が形成されており、そのため各凸部３５の側面３５ｂには、凹部３６と嵌合しない領域Ｂが形成されている。 In this case, as shown in FIG. 4A, each convex portion 35 has a triangular shape (mountain shape) having a convex round-shaped top, and the fitting region of each convex portion 35 with the concave portion is A range A shown in FIG. Each convex part 35 and the recessed part 36 are fitted in the range from the middle part to the top part on both sides in the circumferential direction of the convex part 35 in the cross section. Between the adjacent convex portions 35 in the circumferential direction, a gap 40 is formed on the inner diameter side with respect to the inner diameter surface 37 of the hub wheel 1, so that the side surface 35 b of each convex portion 35 does not fit into the concave portion 36. Is formed.
　凸部３５は、その圧入開始側の端面３５ａの縁に丸みのない角部３９を有する。ここで、「角部３９」とは、端面３５ａと凸部３５の周面３５ｂとが直線的に交わることによって構成された山形の稜（多面体の隣り合った二つの面が交わってなす辺）を意味する。よって、角部にＣ面取りを施したものは除外されることとなるが、肉眼でＣ面取りがないと認められても、微視的に観察すればＣ面取り状のものが形成されていると認められる場合がある。また、角部は「丸みのない」ものとするが、同様に肉眼では確認できなくても、微視的にはＲ面取り状のものが形成されていると認められる場合がある。以上の事情から、本発明において、０．１ｍｍ以下のＲ面取りあるいは０．１ｍｍ以下のＣ面取りが形成された角部は、「丸みのない角部」に含まれるものとする。例えばモジュール０．４８で歯数５８枚の雄スプライン４１を構成した場合に、Ｒ面取りの場合ではＲ０．０２～０．０５ｍｍ程度のもの、Ｃ面取りの場合ではＣ０．０２～０．０５ｍｍ程度のものは「丸みのない角部」に含める。ここで、モジュールとは、ピッチ円直径を歯数で割ったものである。 The convex portion 35 has a non-rounded corner portion 39 at the edge of the end surface 35a on the press-fitting start side. Here, the “corner portion 39” is a mountain-shaped ridge formed by linearly intersecting the end surface 35a and the peripheral surface 35b of the convex portion 35 (side formed by two adjacent surfaces of a polyhedron intersecting each other). Means. Therefore, C-chamfered corners are excluded, but even if it is recognized that there is no C-chamfer with the naked eye, a C-chamfered shape is formed if observed microscopically. May be allowed. In addition, the corners are assumed to be “unrounded”. However, even if the corners cannot be confirmed with the naked eye, it may be recognized that an R chamfer is formed microscopically. In view of the above circumstances, in the present invention, a corner where an R chamfer of 0.1 mm or less or a C chamfer of 0.1 mm or less is formed is included in the “corner without roundness”. For example, when the male spline 41 having 58 teeth is configured with the module 0.48, the R chamfering is about R0.02 to 0.05 mm, and the C chamfering is about C0.02 to 0.05 mm. Include things in the “round corners”. Here, the module is a pitch circle diameter divided by the number of teeth.
　凸部３５としては、図４（ｂ）に示すようにその頂部が平坦面４４で形成されたものも使用することができる。 As the convex portion 35, a convex portion having a flat surface 44 as shown in FIG. 4B can be used.
　図１に示すように、外側継手部材５の軸部１２の端部とハブ輪１の内径面３７との間に軸部の抜けを規制するための抜け止め構造Ｍ１が設けられている。この抜け止め構造Ｍ１は、外側継手部材５の軸部１２の端部からアウトボード側に延びてテーパ孔２２ｂと軸方向で係合するテーパ状係止片６５で構成される。テーパ状係止片６５は、インボード側からアウトボード側に向かって拡径するリング状体からなり、その外周面６５ａの少なくとも一部がテーパ孔２２ｂに面で圧接もしくは接触している。 As shown in FIG. 1, a retaining structure M <b> 1 is provided between the end of the shaft portion 12 of the outer joint member 5 and the inner diameter surface 37 of the hub wheel 1 to restrict the shaft portion from coming off. The retaining structure M1 includes a tapered locking piece 65 that extends from the end of the shaft portion 12 of the outer joint member 5 to the outboard side and engages with the tapered hole 22b in the axial direction. The tapered locking piece 65 is a ring-shaped body whose diameter increases from the inboard side to the outboard side, and at least a part of the outer peripheral surface 65a is in pressure contact with or in contact with the tapered hole 22b.
　例えば車両発進時、車輪用軸受２の内輪２４と等速自在継手３の外側継手部材５のバック面１１ａとの面圧が高くなると、車輪用軸受２の内輪２４と等速自在継手３の外側継手部材５のバック面１１ａとの間で、異音としてスティックスリップ音が発生するおそれがある。しかしながら、本発明ではテーパ孔２２ｂの継手軸線に対するテーパ角度θを２０°≦θ≦６０°としているので、凹凸嵌合構造の耐抜け荷重を維持しつつ車輪用軸受２のインボード側端部とマウス部１１のバック面１１ａとの面圧が高くなるのを防止することができる。これにより、異音の発生を防止でき、しかも効果的に抜け止め効果を発揮できる。θが２０°未満では、車輪用軸受２の内輪２４のインボード側端部と等速自在継手３の外側継手部材５のバック面１１ａとの面圧を低減できるが、抜け止め効果が不十分となる。また、６０°を超えると、耐抜け荷重は高くなるが、抜け止め部がハブ輪１を軸方向に押し付ける力が大きくなって、内輪２４のインボード側端部と外側継手部材５のバック面１１ａとの面圧が高くなるため、異音が大きくなる。しかも、円筒面をテーパ形状に拡径するため、先端部（抜け止め部の大径側）の肉厚が薄くなり、期待通りの耐抜け荷重を得ることができなくなる。 For example, when the surface pressure between the inner ring 24 of the wheel bearing 2 and the back surface 11a of the outer joint member 5 of the constant velocity universal joint 3 increases when the vehicle starts, the inner ring 24 of the wheel bearing 2 and the outer side of the constant velocity universal joint 3 are increased. There is a possibility that a stick-slip sound may be generated as an abnormal noise between the back surface 11a of the joint member 5. However, in the present invention, since the taper angle θ with respect to the joint axis of the tapered hole 22b is 20 ° ≦ θ ≦ 60 °, the end portion on the inboard side of the wheel bearing 2 and It can prevent that the surface pressure with the back surface 11a of the mouse | mouth part 11 becomes high. Thereby, generation | occurrence | production of unusual noise can be prevented and the fall-out prevention effect can be exhibited effectively. When θ is less than 20 °, the surface pressure between the inboard side end portion of the inner ring 24 of the wheel bearing 2 and the back surface 11a of the outer joint member 5 of the constant velocity universal joint 3 can be reduced, but the retaining effect is insufficient. It becomes. Further, if the angle exceeds 60 °, the load resistance increases, but the force with which the retaining portion presses the hub wheel 1 in the axial direction increases, and the inboard side end portion of the inner ring 24 and the back surface of the outer joint member 5 are increased. Since the surface pressure with 11a becomes high, abnormal noise becomes large. In addition, since the diameter of the cylindrical surface is increased to a tapered shape, the thickness of the tip portion (large diameter side of the retaining portion) becomes thin, and it is impossible to obtain an expected anti-slip load.
　この車輪用軸受装置では、凹凸嵌合構造Ｍへの異物侵入防止手段Ｗ２を、凹凸嵌合構造Ｍよりもアウトボード側に設けている。 In this wheel bearing device, the foreign matter intrusion preventing means W2 for the concave / convex fitting structure M is provided on the outboard side of the concave / convex fitting structure M.
　アウトボード側の異物侵入防止手段Ｗ２は、係合部であるテーパ状係止片６５と、テーパ孔２２ｂの内径面との間に介在されるシール材（図示省略）とで構成することができる。この場合、テーパ状係止片６５にシール材が塗布されることになる。すなわち、塗布後に硬化してテーパ状係止片６５と、テーパ孔２２ｂの内径面の間において密封性を発揮できる種々の樹脂からなるシール材をテーパ状係止片６５に塗布すればよい。なお、このシール材としては、この車輪用軸受装置が使用される雰囲気中において劣化しないものが選択される。 The outboard-side foreign matter intrusion preventing means W2 can be constituted by a tapered locking piece 65 as an engaging portion and a sealing material (not shown) interposed between the inner diameter surface of the tapered hole 22b. . In this case, the sealing material is applied to the tapered locking piece 65. That is, a sealing material made of various resins that can be cured after application and can exhibit sealing performance between the tapered locking piece 65 and the inner diameter surface of the tapered hole 22 b may be applied to the tapered locking piece 65. In addition, as this sealing material, the thing which does not deteriorate in the atmosphere where this wheel bearing apparatus is used is selected.
　凸部３５と凹部３６との間にシール材を介在させ、これによって、異物侵入防止手段Ｗ（Ｗ３）を構成してもよい。この場合、凸部３５の表面に、塗布後に硬化して、嵌合接触部位３８間において密封性を発揮できる種々の樹脂からなるシール材を塗布すればよい。 A foreign material intrusion prevention means W (W3) may be configured by interposing a sealing material between the convex portion 35 and the concave portion 36. In this case, a sealing material made of various resins that can be cured after application and exhibit sealing properties between the fitting contact portions 38 may be applied to the surface of the convex portion 35.
　上記凹凸嵌合構造Ｍは、以下の手順で得ることができる。 The uneven fitting structure M can be obtained by the following procedure.
　先ず、外側継手部材５の軸部１２に、公知の加工方法（転造加工、切削加工、プレス加工、引き抜き加工等）を用いて、軸方向に延びた多数の歯を有する雄スプライン４１を形成する。図３（ｂ）に示すように、雄スプライン４１のうち、歯底４１ｂを通る円、歯先４１ａ、および歯先４１ａにつながる両側面で囲まれた領域が凸部３５となる。図５に示すように、軸部１２の端面１２ａには、その外周縁部から前記テーパ状係止片６５を構成するための短円筒部６６が軸方向に沿って突出して形成される。短円筒部６６の外径Ｄ４は孔部２２の嵌合孔２２ａの内径寸法Ｄよりも小さく設定されている。この短円筒部６６は、後述するように、軸部１２のハブ輪１の孔部２２への圧入時の調芯部材となる。 First, a male spline 41 having a large number of teeth extending in the axial direction is formed on the shaft portion 12 of the outer joint member 5 using a known processing method (rolling, cutting, pressing, drawing, etc.). To do. As shown in FIG. 3 (b), in the male spline 41, a circle surrounded by the root 41 b, the tooth tip 41 a, and a region surrounded by both side surfaces connected to the tooth tip 41 a becomes the convex portion 35. As shown in FIG. 5, a short cylindrical portion 66 for forming the tapered locking piece 65 is formed on the end surface 12a of the shaft portion 12 so as to protrude from the outer peripheral edge portion along the axial direction. The outer diameter D4 of the short cylindrical portion 66 is set smaller than the inner diameter dimension D of the fitting hole 22a of the hole portion 22. As will be described later, the short cylindrical portion 66 serves as an alignment member at the time of press-fitting into the hole 22 of the hub wheel 1 of the shaft portion 12.
　雄スプライン４１は、モジュールを０．５以下とし、通常使用されるスプラインのモジュールよりも小さい歯とするのが望ましい。これにより、スプライン４１の成形性の向上を図ることができるとともに、雄スプライン４１をハブ輪１の軸部嵌合孔２２ａに圧入する際の圧入荷重を小さくすることができる。軸部１２の凸部３５を雄スプライン４１で形成することにより、この種のシャフトにスプラインを形成するための加工設備を活用することができ、低コストに凸部３５を形成することが可能である。 The male spline 41 has a module of 0.5 or less, and preferably has a smaller tooth than a normally used spline module. As a result, the moldability of the spline 41 can be improved, and the press-fit load when the male spline 41 is press-fitted into the shaft portion fitting hole 22a of the hub wheel 1 can be reduced. By forming the convex portion 35 of the shaft portion 12 with the male spline 41, it is possible to utilize processing equipment for forming a spline on this type of shaft, and the convex portion 35 can be formed at low cost. is there.
　次いで、図５にクロスハッチングで示すように、軸部１２の外径面に熱硬化処理を施して硬化層Ｈを形成する。硬化層Ｈは、凸部３５の全体および歯底４１ｂも含めて円周方向に連続して形成される。なお、硬化層Ｈの軸方向の形成範囲は、少なくとも雄スプライン４１のアウトボード側の端縁から、外側継手部材５のマウス部１１の底壁の内径部に至るまでの連続領域を含んだ範囲とする。短円筒部６６には熱硬化処理を施さず、ＨＲｃ４０以下とする。ＨＲｃ４０以下にすることで、塑性変形時の割れを防止することができる。ＨＲｃ４０以下が維持されるのであれば、短円筒部６６に熱硬化処理を施しても構わない。 Next, as shown by cross hatching in FIG. 5, a thermosetting treatment is performed on the outer diameter surface of the shaft portion 12 to form a hardened layer H. The hardened layer H is continuously formed in the circumferential direction including the entire convex portion 35 and the tooth bottom 41b. The range in which the hardened layer H is formed in the axial direction includes at least a continuous region from the edge on the outboard side of the male spline 41 to the inner diameter portion of the bottom wall of the mouth portion 11 of the outer joint member 5. And The short cylindrical portion 66 is not subjected to thermosetting treatment and is set to HRc 40 or less. By making it HRc40 or less, it is possible to prevent cracking during plastic deformation. As long as HRc 40 or less is maintained, the short cylindrical portion 66 may be subjected to thermosetting treatment.
　熱硬化処理としては、高周波焼入れや浸炭焼入れ等の種々の熱処理を採用することができる。ここで、高周波焼入れとは、高周波電流の流れているコイル中に焼入れに必要な部分を入れ、電磁誘導作用により、ジュール熱を発生させて、伝導性物体を加熱する原理を応用した焼入れ方法である。また、浸炭焼入れとは、低炭素材料の表面から炭素を浸入／拡散させ、その後に焼入れを行う方法である。 As the thermosetting treatment, various heat treatments such as induction hardening and carburizing and quenching can be employed. Here, induction hardening is a hardening method that applies the principle of heating a conductive object by placing Joule heat in a coil through which high-frequency current flows, and generating Joule heat by electromagnetic induction. is there. In addition, carburizing and quenching is a method in which carbon is infiltrated / diffused from the surface of a low carbon material and then quenched.
　その一方、ハブ輪１の内径側は未焼き状態に維持される。すなわち、ハブ輪１の孔部２２の内径面３７は熱硬化処理を行わない未硬化部（未焼き状態）とする。外側継手部材５の軸部１２の硬化層Ｈとハブ輪１の未硬化部との硬度差は、ＨＲＣで２０ポイント以上とする。例えば、硬化層Ｈの硬度を５０ＨＲＣから６５ＨＲＣ程度とし、未硬化部の硬度を１０ＨＲＣから３０ＨＲＣ程度とする。ハブ輪１の内径面３７のうち、少なくとも軸部嵌合孔２２ａの内径面３７が未硬化部であれば足り、その他の内径面には熱硬化処理を施しても構わない。また、上記硬度差が確保されるのであれば、「未硬化部」とすべき上記領域に熱硬化処理を施してもよい。 On the other hand, the inner diameter side of the hub wheel 1 is maintained in an unbaked state. That is, the inner diameter surface 37 of the hole portion 22 of the hub wheel 1 is an uncured portion (unburned state) that is not subjected to thermosetting. The hardness difference between the hardened layer H of the shaft portion 12 of the outer joint member 5 and the uncured portion of the hub wheel 1 is 20 points or more in HRC. For example, the hardness of the hardened layer H is about 50 HRC to 65 HRC, and the hardness of the uncured portion is about 10 HRC to about 30 HRC. Of the inner diameter surface 37 of the hub wheel 1, it is sufficient that at least the inner diameter surface 37 of the shaft portion fitting hole 22 a is an uncured portion, and the other inner diameter surface may be subjected to thermosetting treatment. Further, if the hardness difference is ensured, the region to be the “uncured portion” may be subjected to a heat curing treatment.
　この際、凸部３５の高さ方向の中間部を、凹部形成前のハブ輪１の軸部嵌合孔２２の内径面３７の位置に対応させる。すなわち、図５および図８に示すように、軸部嵌合孔２２ａの内径面３７の内径寸法Ｄを、雄スプライン４１の凸部３５の最大外径寸法（雄スプライン４１の歯先４１ａをとおる外接円の直径寸法）Ｄ１よりも小さく、雄スプライン４１の歯底を結ぶ円の直径寸法Ｄ２よりも大きくなるように設定する（Ｄ２＜Ｄ＜Ｄ１）。これにより、少なくとも丸みのない角部３９は凸部の端面３５ａの縁のうち、凹部３６を形成する部位に配置される。 At this time, the intermediate portion in the height direction of the convex portion 35 is made to correspond to the position of the inner diameter surface 37 of the shaft portion fitting hole 22 of the hub wheel 1 before the concave portion is formed. That is, as shown in FIGS. 5 and 8, the inner diameter dimension D of the inner diameter surface 37 of the shaft fitting hole 22 a is set to the maximum outer diameter dimension of the convex portion 35 of the male spline 41 (the tooth tip 41 a of the male spline 41 is passed. It is set so as to be smaller than the diameter dimension D1 of the circumscribed circle and larger than the diameter dimension D2 of the circle connecting the tooth bottom of the male spline 41 (D2 <D <D1). Accordingly, at least the non-rounded corner portion 39 is disposed in a portion of the edge of the end surface 35a of the convex portion where the concave portion 36 is formed.
　図５に示すように、軸部１２の端面１２ａには、その外周縁部から前記テーパ状係止片６５を構成するための短円筒部６６が軸方向に沿って突出して形成される。短円筒部６６の外径Ｄ４は孔部２２の嵌合孔２２ａの内径寸法Ｄよりも小さく設定されている。この短円筒部６６は、後述するように、軸部１２のハブ輪１の孔部２２への圧入時の調芯部材となる。 As shown in FIG. 5, a short cylindrical portion 66 for forming the tapered locking piece 65 is formed on the end surface 12a of the shaft portion 12 so as to protrude from the outer peripheral edge portion along the axial direction. The outer diameter D4 of the short cylindrical portion 66 is set smaller than the inner diameter dimension D of the fitting hole 22a of the hole portion 22. As will be described later, the short cylindrical portion 66 serves as an alignment member at the time of press-fitting into the hole 22 of the hub wheel 1 of the shaft portion 12.
　次いで、図６に示すように、ハブ輪１の軸心と等速自在継手３の外側継手部材５の軸心とを合わせた状態で、ハブ輪１の孔２２に外側継手部材５の軸部１２を圧入する。この際、軸部１２のうち、雄スプライン部４１および短円筒部６６を含むアウトボード側領域の外径面に予めシール材を塗布しておく。上記のように、ハブ輪１の孔部２２に圧入方向に沿って縮径するテーパ部２２ｄを形成しているので、このテーパ部２２ｄが圧入開始時のハブ輪孔部２２と軸部１２との芯出しを行なう。また、軸部嵌合孔２２ａの内径寸法Ｄ、凸部３５の最大外径寸法Ｄ１、および雄スプライン４１の歯底の最小外径寸法Ｄ２とが前記のような関係であるので、軸部１２をハブ輪１の軸部嵌合孔２２ａに圧入することにより、この凸部３５がハブ輪１のインボード側端面の内径部に食い込み、ハブ輪１の肉を切り込む。軸部１２を押し進めることで、ハブ輪１の軸部嵌合孔２２ａの内径面３７が凸部３５で切り出され、又は押出されて、内径面３７に軸部１２の凸部３５に対応した形状の凹部３６が形成される。この際、凸部３５の端面３５ａの縁に丸みのない角部３９が形成されているので、凸部３５によるハブ輪１の切り込みがスムーズに行われ、圧入荷重の増大を防止することができる。また、軸部１２の凸部３５の硬度をハブ輪１の軸部嵌合孔２２ａの内径面３７よりも２０ポイント以上高くしているので、ハブ輪１の内径面３７への凹部形成が容易となる。また、軸部側の硬度を高くすることで、軸部１２の捩り強度を向上させることができる。 Next, as shown in FIG. 6, the shaft portion of the outer joint member 5 is inserted into the hole 22 of the hub wheel 1 in a state where the shaft center of the hub wheel 1 is aligned with the shaft center of the outer joint member 5 of the constant velocity universal joint 3. 12 is press-fitted. At this time, a seal material is previously applied to the outer diameter surface of the outboard side region including the male spline portion 41 and the short cylindrical portion 66 in the shaft portion 12. As described above, since the tapered portion 22d having a diameter reduced along the press-fitting direction is formed in the hole portion 22 of the hub wheel 1, the tapered portion 22d is provided with the hub ring hole portion 22 and the shaft portion 12 at the start of press-fitting. Perform centering. Further, since the inner diameter dimension D of the shaft fitting hole 22a, the maximum outer diameter dimension D1 of the convex portion 35, and the minimum outer diameter dimension D2 of the tooth bottom of the male spline 41 are as described above, the shaft section 12 Is inserted into the shaft fitting hole 22a of the hub wheel 1 so that the convex portion 35 bites into the inner diameter portion of the end face on the inboard side of the hub wheel 1 and cuts the meat of the hub wheel 1. By pushing the shaft portion 12 forward, the inner diameter surface 37 of the shaft portion fitting hole 22 a of the hub wheel 1 is cut out or extruded by the convex portion 35, and the shape corresponding to the convex portion 35 of the shaft portion 12 is formed on the inner diameter surface 37. A recess 36 is formed. At this time, since the rounded corner portion 39 is formed at the edge of the end surface 35a of the convex portion 35, the hub wheel 1 is smoothly cut by the convex portion 35, and an increase in press-fit load can be prevented. . Further, since the hardness of the convex portion 35 of the shaft portion 12 is 20 points or more higher than the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1, it is easy to form a recess on the inner diameter surface 37 of the hub wheel 1. It becomes. Moreover, the torsional strength of the shaft portion 12 can be improved by increasing the hardness of the shaft portion side.
　この圧入工程を経ることによって、図３（ａ）および図３（ｂ）に示すように、軸部１２の凸部３５で、これに嵌合する凹部３６が形成される。凸部３５が、ハブ輪１の内径面３７に食い込んでいくことによって、孔部２２が僅かに拡径した状態となり、凸部３５の軸方向の移動を許容する。その一方で、軸方向の移動が停止すれば、内径面３７が元の径に戻ろうとして縮径することになる。言い換えれば、凸部３５の圧入時にハブ輪１が外径方向に弾性変形し、この弾性変形分の予圧が凸部３５のうち、凹部３６と嵌合する部分の表面に付与される。このため、凹部３６は、その軸方向全体にわたって凸部３５の表面と密着する。これによって凹凸嵌合構造Ｍが構成される。凸部３５と凹部３６の嵌合部３８には、シール材が介在しているので、この嵌合部３８への異物の侵入防止を図ることができる。この際、上記嵌合する部分のごく一部領域に、凸部による凹部成形過程で不可避的に隙間を生じることがある。 Through this press-fitting step, as shown in FIG. 3A and FIG. 3B, a concave portion 36 that fits into the convex portion 35 of the shaft portion 12 is formed. As the convex portion 35 bites into the inner diameter surface 37 of the hub wheel 1, the hole portion 22 is slightly expanded in diameter, and the convex portion 35 is allowed to move in the axial direction. On the other hand, if the movement in the axial direction stops, the inner diameter surface 37 is reduced in diameter to return to the original diameter. In other words, when the convex portion 35 is press-fitted, the hub wheel 1 is elastically deformed in the outer diameter direction, and a preload corresponding to the elastic deformation is applied to the surface of a portion of the convex portion 35 that fits the concave portion 36. For this reason, the recessed part 36 closely_contact | adheres to the surface of the convex part 35 over the whole axial direction. Thereby, the concave-convex fitting structure M is configured. Since a sealing material is interposed in the fitting portion 38 of the convex portion 35 and the concave portion 36, it is possible to prevent foreign matter from entering the fitting portion 38. At this time, a gap may be inevitably generated in a very small area of the fitting portion in the process of forming the concave portion by the convex portion.
　また、軸部１２の圧入に伴い、凹部３６の表面には加工硬化が生じる。このため、凹部３６側のハブ輪１の内径面３７が硬化して、回転トルク伝達性の向上を図ることができる。 Also, as the shaft portion 12 is press-fitted, work hardening occurs on the surface of the recess 36. For this reason, the inner diameter surface 37 of the hub wheel 1 on the concave portion 36 side is hardened, and the rotational torque transmission can be improved.
　テーパ部２２ｄは、軸部１２の圧入を開始する際のガイドとして機能させることができる。そのため、ハブ輪１の孔部２２に対して外側継手部材５の軸部１２を、芯ずれを生じさせることなく圧入させることができる。また、短円筒部６６の外径Ｄ４を、孔部２２の嵌合孔２２ａの内径寸法Ｄよりも小さく設定しているので、短円筒部６６を調芯部材として機能させることができ、芯ずれを防止しつつ軸部１２をハブ輪１に圧入することができ、より安定した圧入が可能となる。 The tapered portion 22d can function as a guide when starting the press-fitting of the shaft portion 12. Therefore, the shaft portion 12 of the outer joint member 5 can be pressed into the hole portion 22 of the hub wheel 1 without causing misalignment. Further, since the outer diameter D4 of the short cylindrical portion 66 is set to be smaller than the inner diameter dimension D of the fitting hole 22a of the hole portion 22, the short cylindrical portion 66 can function as an alignment member, and misalignment occurs. It is possible to press-fit the shaft portion 12 into the hub wheel 1 while preventing the above-described problem, and more stable press-fitting is possible.
　凹凸嵌合構造Ｍは、極力、軸受２の軌道面２６、２７、２８、２９の内径側を避けて配置することが求められる。特にインナレース２８、２９上における接触角が通る線との交点の内径側を避け、これらの交点の間の軸方向一部領域に凹凸嵌合構造Ｍを形成することが望まれる。これにより、軸受軌道面におけるフープ応力の発生を抑えることができる。従って、転がり疲労寿命の低下、クラック発生、及び応力腐食割れ等の軸受の不具合発生を防止することができ、高品質な軸受を提供することができる。 The concave / convex fitting structure M is required to be disposed avoiding the inner diameter side of the raceway surfaces 26, 27, 28, and 29 of the bearing 2 as much as possible. In particular, it is desirable to avoid the inner diameter side of the intersection with the line through which the contact angle passes on the inner races 28 and 29, and to form the concave / convex fitting structure M in a partial region in the axial direction between these intersections. Thereby, generation | occurrence | production of the hoop stress in a bearing raceway surface can be suppressed. Therefore, it is possible to prevent bearing failures such as a decrease in rolling fatigue life, occurrence of cracks, and stress corrosion cracking, and a high-quality bearing can be provided.
　外側継手部材５の軸部１２をハブ輪１の孔部２２に圧入する際には、外側継手部材５のマウス部１１の外径面に設けられた周方向溝１６の側壁１８に、図１７に示すような仮想線で示す圧入用治具Ｋを係合させて、この圧入用治具Ｋから側壁１８に圧入荷重（軸方向荷重）を付与すればよい。なお、周方向溝１６としては周方向全周に設けても、周方向に沿って所定ピッチで設けてもよい。使用する圧入用治具も、これらの周方向溝１６の形状に対応して軸方向荷重を付与できるものであればよい。 When the shaft portion 12 of the outer joint member 5 is press-fitted into the hole portion 22 of the hub wheel 1, the side wall 18 of the circumferential groove 16 provided on the outer diameter surface of the mouth portion 11 of the outer joint member 5 is shown in FIG. A press-fitting load (axial load) may be applied from the press-fitting jig K to the side wall 18 by engaging a press-fitting jig K indicated by a virtual line as shown in FIG. In addition, as the circumferential groove | channel 16, you may provide in the circumferential direction whole periphery, and may be provided in the predetermined pitch along the circumferential direction. The press-fitting jig to be used may be any one that can apply an axial load corresponding to the shape of the circumferential grooves 16.
　凹凸嵌合構造Ｍを介して外側継手部材５の軸部１２とハブ輪１とが一体化された状態では、図６に示すように、短円筒部６６が嵌合孔２２ａからアウトボード側に突出する。 In a state in which the shaft portion 12 of the outer joint member 5 and the hub wheel 1 are integrated through the concave-convex fitting structure M, as shown in FIG. 6, the short cylindrical portion 66 extends from the fitting hole 22a to the outboard side. Protruding.
　この短円筒部６６は、治具６７を使用して拡径方向に塑性変形される。治具６７は、円柱状の本体部６８と、この本体部６８の先端部に連設される円錐台部６９とを備える。治具６７の円錐台部６９は、その傾斜面６９ａの傾斜角度がテーパ孔２２ｂの傾斜角度と略同一とされ、かつ、その先端の外径が短円筒部６６の内径と同一乃至僅かに短円筒部６６の内径よりも小さい寸法に設定されている。治具６７の円錐台部６９を、テーパ孔２２ｂを介してアウトボード側から嵌入することによって矢印α方向の荷重を付加し、これによって、図７に示すように、短円筒部６６に矢印β方向の拡径力を付与する。この際、治具６７の円錐台部６９によって、短円筒部６６が外径側に塑性変形し、テーパ孔２２ｂの内径面に押し付けされる。軸部１２のアウトボード側の先端面８６は、治具６７に拘束されておらず、治具６７によって成形されることがない（図２３ａ、図２３ｂ参照）。そのため、先端面８６には治具６７との接触痕が形成されず、先端面８６は塑性変形前の表面形態でそのまま残る（先端面８６を鍛造で仕上げた場合は鍛造面が、切削加工で仕上げた場合は切削面が、研摩で仕上げた場合は研摩面がそのまま残る）。 The short cylindrical portion 66 is plastically deformed in the diameter expansion direction using a jig 67. The jig 67 includes a columnar main body 68 and a truncated cone 69 connected to the tip of the main body 68. The frustoconical part 69 of the jig 67 has an inclined surface 69a whose inclination angle is substantially the same as that of the tapered hole 22b, and whose outer diameter at the tip is the same as or slightly shorter than the inner diameter of the short cylindrical part 66. The dimension is set smaller than the inner diameter of the cylindrical portion 66. By inserting the truncated cone part 69 of the jig 67 from the outboard side through the taper hole 22b, a load in the direction of arrow α is applied, and as shown in FIG. Gives direction expansion force. At this time, the short cylindrical portion 66 is plastically deformed to the outer diameter side by the truncated cone portion 69 of the jig 67 and is pressed against the inner diameter surface of the tapered hole 22b. The distal end face 86 on the outboard side of the shaft portion 12 is not restrained by the jig 67 and is not formed by the jig 67 (see FIGS. 23a and 23b). Therefore, no contact mark with the jig 67 is formed on the tip surface 86, and the tip surface 86 remains as it is in the surface form before plastic deformation (if the tip surface 86 is finished by forging, the forged surface is cut by machining. If finished, the cut surface will remain, and if polished, the polished surface will remain.)
　治具６７として、図２３（ｃ）および図２３（ｄ）に示すように、本体部の第１円錐台部８３と第２円錐台部８５との間に段付き部８４を備える治具６７を用いることも考えられる。この場合、加締めに際して、段付き部８４によって短円筒部６６の先端面８６が拘束され、かつ成形されるため、軸部１２のアウトボード側端部には、図２３（ｄ）の矢印Ａ方向の荷重だけでなく、矢印Ｂに示す方向の荷重も負荷される。これによって、軸部１２の端部に負荷された押し込み荷重が分散するので、軸部１２の端部をテーパ孔２２ｂの内径面に強固に結合させることができず、長期にわたって安定した抜け止め効果を維持することができない。従って、このような不具合を回避するためにも、図６、図７、および図２３（ａ）に示す形態の治具６７を使用するのが望ましい。 As shown in FIGS. 23 (c) and 23 (d), the jig 67 includes a stepped portion 84 between the first truncated cone portion 83 and the second truncated cone portion 85 of the main body. It is also possible to use. In this case, at the time of caulking, the tip surface 86 of the short cylindrical portion 66 is constrained and molded by the stepped portion 84, so that the arrow A in FIG. In addition to the load in the direction, a load in the direction indicated by the arrow B is also applied. As a result, the pushing load applied to the end portion of the shaft portion 12 is dispersed, so that the end portion of the shaft portion 12 cannot be firmly coupled to the inner diameter surface of the tapered hole 22b, and a stable retaining effect over a long period of time. Can't keep up. Therefore, in order to avoid such a problem, it is desirable to use the jig 67 having the configuration shown in FIGS. 6, 7, and 23A.
　軸部１２の端部の塑性変形に伴い、予め短円筒部６６の外径面に塗布されたシール材がテーパ孔２２ｂの内径面に密着し、異物侵入防止手段Ｗ２を構成する。また、塑性変形した短円筒部６６がテーパ孔２２ｂの内径面と係合するテーパ状係止片６５となり、軸部１２の抜け止め構造Ｍ１を構成する。なお、治具６７により矢印α方向の荷重を付加する際には、ハブ輪１や等速自在継手３等の一部を図示しない固定部材で支持して荷重を受ければよい。短円筒部６６の内径面は軸端側に拡径するテーパ形状でも良い。このような形状にしておけば、鍛造で軸部１２の内径面を成形することが可能となり、コスト低減に繋がる。 With the plastic deformation of the end portion of the shaft portion 12, the sealing material previously applied to the outer diameter surface of the short cylindrical portion 66 is brought into close contact with the inner diameter surface of the tapered hole 22b to constitute the foreign matter intrusion prevention means W2. Further, the plastically deformed short cylindrical portion 66 becomes a tapered locking piece 65 that engages with the inner diameter surface of the tapered hole 22b, and constitutes a retaining structure M1 of the shaft portion 12. In addition, when applying the load in the direction of the arrow α by the jig 67, a part of the hub wheel 1, the constant velocity universal joint 3 and the like may be supported by a fixing member (not shown) to receive the load. The inner cylindrical surface of the short cylindrical portion 66 may have a tapered shape that expands toward the shaft end. With such a shape, the inner diameter surface of the shaft portion 12 can be formed by forging, which leads to cost reduction.
　また、治具６７の矢印α方向の荷重を低減させるため、短円筒部６６に切り欠きを入れても良いし、治具６７の円錐台部６９の円錐面を周方向で部分的に配置するものでも良い。短円筒部６６に切り欠きを入れた場合、短円筒部６６を拡径し易くなる。また、治具６７の円錐台部６９の円錐面を周方向で部分的に配置するものである場合、短円筒部６６を拡径させる部位が円周上の一部になるため、治具６７の押し込み荷重を低減させることができる。 Further, in order to reduce the load of the jig 67 in the direction of the arrow α, the short cylindrical portion 66 may be notched, and the conical surface of the truncated cone portion 69 of the jig 67 is partially arranged in the circumferential direction. Things can be used. When the short cylindrical portion 66 is notched, the short cylindrical portion 66 can be easily expanded in diameter. Further, in the case where the conical surface of the truncated cone part 69 of the jig 67 is partially arranged in the circumferential direction, a part where the diameter of the short cylindrical part 66 is enlarged becomes a part on the circumference. The indentation load can be reduced.
　この凹凸嵌合構造Ｍでは、図８に示すように、ハブ輪１に対する凸部３５の圧入代をΔｄとし、凸部の高さをｈとして、０．３＜Δｄ／２ｈ＜０．８６の範囲に設定する。ここで、圧入代Δｄは、図８に示すように、軸部１２の最大外径寸法Ｄ１（凸部３５の歯先４１ａを通る外接円直径）と、ハブ輪１の軸部嵌合孔２２ａの内径寸法Ｄとの径差（Ｄ１－Ｄ）で表される。これにより、凸部３５の高さ方向中間部付近がハブ輪１の内径面に食い込むことになるので、凸部３５の圧入代を十分に確保することができ、凹部３６を確実に形成することが可能となる。 In this concave-convex fitting structure M, as shown in FIG. 8, the press-fitting allowance of the convex portion 35 to the hub wheel 1 is Δd, the height of the convex portion is h, and 0.3 <Δd / 2h <0.86. Set to range. Here, as shown in FIG. 8, the press-fitting allowance Δd is the maximum outer diameter D1 of the shaft portion 12 (the circumscribed circle diameter passing through the tooth tip 41a of the convex portion 35) and the shaft portion fitting hole 22a of the hub wheel 1. It is represented by a diameter difference (D1-D) from the inner diameter dimension D of Thereby, since the vicinity of the intermediate portion in the height direction of the convex portion 35 bites into the inner diameter surface of the hub wheel 1, a sufficient press-fitting allowance for the convex portion 35 can be ensured, and the concave portion 36 can be reliably formed. Is possible.
　Δｄ／２ｈが０．３以下である場合、捩り強度が低くなり、また、Δｄ／２ｈが０．８６を越えれば、微小な圧入時の芯ずれや圧入傾きにより、凸部３５の全体が相手側に食い込み、凹凸嵌合構造Ｍの成形性が悪化し、圧入荷重が急激に増大するおそれがある。凹凸嵌合構造Ｍの成形性が悪化した場合、捩り強度が低下するだけでなく、ハブ輪外径の膨張量も増大するため、ハブ輪１に装着される軸受２の機能に影響し、回転寿命が低下する等の問題もある。これに対して、Δｄ／２ｈを０．３～０．８６の範囲に設定することにより、凹凸嵌合構造Ｍの成形性が安定し、圧入荷重のばらつきも無く、安定した捩り強度が得られる。 When Δd / 2h is 0.3 or less, the torsional strength is low, and when Δd / 2h exceeds 0.86, the entire convex portion 35 is not mated due to a slight misalignment or press-fit inclination. There is a possibility that the moldability of the concave-convex fitting structure M is deteriorated and the press-fitting load is rapidly increased. When the formability of the concave-convex fitting structure M is deteriorated, not only the torsional strength is reduced, but also the expansion amount of the outer diameter of the hub wheel is increased, which affects the function of the bearing 2 attached to the hub wheel 1 and rotates. There is also a problem such as a decrease in life. On the other hand, by setting Δd / 2h in the range of 0.3 to 0.86, the formability of the concave-convex fitting structure M is stable, there is no variation in press-fit load, and stable torsional strength is obtained. .
　軸部１２にモジュール０．４８、歯数５９の雄スプライン４１を成形し、Δｄ／２ｈを変化させて圧入荷重を測定した。また、それぞれの凹凸嵌合構造について捩り強度試験を行うと共に、凹凸嵌合構造の成形性を評価した。圧入荷重の測定結果を図３９に、捩り強度試験の結果を図４０に、凹凸嵌合構造の成形性の評価結果を図４１に示す。 A male spline 41 having a module of 0.48 and 59 teeth was formed on the shaft portion 12, and Δd / 2h was changed to measure the press-fitting load. Moreover, while performing the torsional strength test about each uneven | corrugated fitting structure, the moldability of the uneven | corrugated fitting structure was evaluated. FIG. 39 shows the measurement result of the press-fit load, FIG. 40 shows the result of the torsional strength test, and FIG. 41 shows the evaluation result of the formability of the concave-convex fitting structure.
　図３９と図４０から明らかなように、Δｄ／２ｈが０．８６を越えれば、圧入荷重が急激に増加するとともに、捩り強度が低下する。また、Δｄ／２ｈが０．３以下では捩り強度が低下する。このため、０．３＜Δｄ／２ｈ＜０．８６が好ましい。なお、圧入荷重のみを考慮すれば、０．３以下のほうがよいが、捩り強度が低下するので、０．３以下は避けるべきである。また、図４１から明らかなように、凹凸嵌合構造Ｍの成形性についても、Δｄ／２ｈが０．２８から０．８６の範囲において良好であった。これに対して、０．８６を越えた０．８９や０．９５では悪化していた。ここで、悪化とは、「凸部と凹部との嵌合接触部位の全体が密着しているので、この嵌合構造において、径方向及び円周方向においてガタが生じる隙間が形成されない。」という作用効果が得られない嵌合構造であることを意味する。 As is apparent from FIGS. 39 and 40, if Δd / 2h exceeds 0.86, the press-fit load increases rapidly and the torsional strength decreases. Further, when Δd / 2h is 0.3 or less, the torsional strength is lowered. For this reason, 0.3 <Δd / 2h <0.86 is preferable. If only the press-fit load is taken into consideration, 0.3 or less is better, but since the torsional strength is reduced, 0.3 or less should be avoided. As is clear from FIG. 41, the moldability of the concave-convex fitting structure M was also good when Δd / 2h was in the range of 0.28 to 0.86. On the other hand, it worsened at 0.89 and 0.95 exceeding 0.86. Here, the deterioration means that “the entire fitting contact portion between the convex portion and the concave portion is in close contact with each other, so that no gap in which play occurs in the radial direction and the circumferential direction is not formed in this fitting structure”. It means that it is a fitting structure in which an operational effect cannot be obtained.
　以上に述べた凹凸嵌合構造Ｍでは、凸部３５と凹部３６との嵌合部位３８の全体が密着しているので、径方向及び円周方向においてガタが生じる隙間が形成されない。このため、嵌合部位の全てが回転トルク伝達に寄与し、安定したトルク伝達が可能であり、しかも、異音の発生もない。 In the concave / convex fitting structure M described above, since the entire fitting portion 38 of the convex portion 35 and the concave portion 36 is in close contact with each other, there is no gap in which play occurs in the radial direction and the circumferential direction. For this reason, all the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, and no abnormal noise is generated.
　また、凹部３６が形成される部材（この場合、ハブ輪１）には、雌スプライン等を予め形成しておく必要がない。従って、生産性に優れ、かつスプライン同士の位相合わせを必要としないことから組立性の向上を図ることができる。さらに、圧入時の歯面の損傷を回避することができ、安定した嵌合状態を維持できる。また、ハブ輪１の内径側は比較的軟らかいため、ハブ輪１の凹部は、軸部１２の凸部３５と高い密着性をもって嵌合する。そのため、径方向及び円周方向におけるガタの防止により一層有効となる。 Further, it is not necessary to previously form a female spline or the like on the member (in this case, the hub wheel 1) in which the recess 36 is formed. Therefore, the productivity is excellent and the phase alignment between the splines is not required, so that the assemblability can be improved. Furthermore, damage to the tooth surface during press-fitting can be avoided, and a stable fitting state can be maintained. Further, since the inner diameter side of the hub wheel 1 is relatively soft, the concave portion of the hub wheel 1 is fitted with the convex portion 35 of the shaft portion 12 with high adhesion. Therefore, it becomes more effective by preventing play in the radial direction and the circumferential direction.
　特に、凸部３５に設けた丸みのない角部３９によって、ハブ輪１の孔部２２の内径面３７を切り出す、又は押出すことができるので、圧入荷重の増大を防止できる。 Particularly, since the inner surface 37 of the hole 22 of the hub wheel 1 can be cut out or extruded by the non-round corner 39 provided on the convex portion 35, an increase in press-fit load can be prevented.
　また、本発明では、凸部３５のピッチ円径をＰＣＤとし、凸部数をＺとして、０．３０≦ＰＣＤ／Ｚ≦１．０にしている。ＰＣＤ／Ｚが小さすぎる場合、凹部３６を形成すべき部材（例えばハブ輪１）に対する凸部３５の圧入代の適用範囲が非常に狭く、寸法公差も狭くなるため、圧入が困難となる。また、ハブ輪１の孔部２２と外側継手部材５の軸部１２との芯出しが難しく、圧入時に少しでも傾きが出た場合、圧入した凸部全域が他方に食い込むおそれがある。ＰＣＤ／Ｚが１．０以上の場合、１つの凸部３５で加工する体積（除体積）が大きくなるため、凸部３５による凹部３６の成形性が悪化し、圧入荷重も高くなる。 In the present invention, the pitch circle diameter of the protrusions 35 is PCD, and the number of protrusions is Z, so that 0.30 ≦ PCD / Z ≦ 1.0. When the PCD / Z is too small, the application range of the press-fitting allowance of the convex portion 35 to the member (for example, the hub wheel 1) where the concave portion 36 is to be formed is very narrow, and the dimensional tolerance is also narrowed. In addition, it is difficult to center the hole portion 22 of the hub wheel 1 and the shaft portion 12 of the outer joint member 5, and if there is a slight inclination during press-fitting, there is a possibility that the entire press-fitted convex portion may bite into the other. When PCD / Z is 1.0 or more, the volume (removed volume) processed by one convex portion 35 is increased, so that the formability of the concave portion 36 by the convex portion 35 is deteriorated and the press-fit load is also increased.
　特に、２０°≦θ１≦３５°とするとともに、０．３３≦ＰＣＤ／Ｚ≦０．７とすることによって、凸部３５において材料に特殊鋼や表面処理を用いなくても、また、鋭利な形状にしなくても、一般的な機械構造用鋼を用いて圧入時に凸部３５による凹部３６の成形が可能となり、圧入後のハブ輪の外径の拡径量を低く抑えることが出来る。しかも、θ１を２０°以上とすることにより、軸部１２側に凸部３５を設ける場合、転造加工による凸部３５の成形が可能となる。 In particular, by setting 20 ° ≦ θ1 ≦ 35 ° and 0.33 ≦ PCD / Z ≦ 0.7, the projection 35 can be sharp without using special steel or surface treatment as a material. Even if it is not made into a shape, the concave portion 36 can be formed by the convex portion 35 at the time of press-fitting using general mechanical structural steel, and the amount of expansion of the outer diameter of the hub wheel after press-fitting can be kept low. In addition, by setting θ1 to 20 ° or more, when the convex portion 35 is provided on the shaft portion 12 side, the convex portion 35 can be formed by rolling.
　以上に述べた車輪用軸受装置では、外側継手部材５の軸部１２の端部からアウトボード側に延びるテーパ状係止片６５をテーパ孔２２ｂの内径面に圧接もしくは接触させることで、外側継手部材５の軸部１２の端部とハブ輪１の内径面３７との間に軸部１２の抜け止め構造Ｍ１を設けている。この抜け止め構造Ｍ１によって、ハブ輪１からの外側継手部材５の軸部１２のインボード側への抜けを防止し、安定した連結状態を維持することができる。また、抜け止め構造Ｍ１がテーパ状係止片６５であるので、従来のようなねじ締結を省略できる。このため、軸部１２にハブ輪１の孔部２２から突出するねじ部を形成する必要がなく、軽量化を図ることができるとともに、ねじ締結作業を省略でき、組立作業性の向上を図ることができる。しかも、テーパ状係止片６５では、外側継手部材５の軸部１２の一部を拡径させればよく、抜け止め構造Ｍ１の形成を容易に行うことができる。なお、外側継手部材５の軸部１２のアウトボード側への移動は、軸部１２をさらに圧入する方向への押圧力が必要であり、外側継手部材５のマウス部１１の底部がハブ輪１の加締部３１に当接しているので、ハブ輪１から外側継手部材５の軸部１２が抜けることがない。 In the wheel bearing device described above, the outer joint member 5 is press-contacted or brought into contact with the inner diameter surface of the taper hole 22b by extending the tapered locking piece 65 extending from the end of the shaft portion 12 of the outer joint member 5 to the outboard side. A retaining structure M <b> 1 for the shaft portion 12 is provided between the end portion of the shaft portion 12 of the member 5 and the inner diameter surface 37 of the hub wheel 1. With this retaining structure M1, it is possible to prevent the shaft portion 12 of the outer joint member 5 from coming off from the hub wheel 1 to the inboard side and maintain a stable connected state. Moreover, since the retaining structure M1 is the tapered locking piece 65, conventional screw fastening can be omitted. For this reason, it is not necessary to form the screw part which protrudes from the hole part 22 of the hub wheel 1 in the shaft part 12, and while being able to achieve weight reduction, a screw fastening operation | work can be abbreviate | omitted and aiming at the improvement of assembly workability Can do. Moreover, in the tapered locking piece 65, it is only necessary to increase the diameter of a part of the shaft portion 12 of the outer joint member 5, and the retaining structure M1 can be easily formed. The movement of the shaft portion 12 of the outer joint member 5 toward the outboard side requires a pressing force in a direction in which the shaft portion 12 is further press-fitted, and the bottom portion of the mouth portion 11 of the outer joint member 5 is the hub wheel 1. Therefore, the shaft portion 12 of the outer joint member 5 does not come off from the hub wheel 1.
　また、以上に述べた車輪用軸受装置では、凹凸嵌合構造Ｍのインボード側およびアウトボード側にそれぞれ異物侵入防止手段Ｗ２を設けているので、凹凸嵌合構造Ｍへの軸方向両端側からの雨水や異物の侵入が防止され、凸部３５と凹部３６との密着性を長期間安定して維持することが可能となる。 Further, in the wheel bearing device described above, the foreign matter intrusion prevention means W2 is provided on the inboard side and the outboard side of the concave / convex fitting structure M, respectively. Intrusion of rainwater or foreign matter is prevented, and the adhesion between the convex portion 35 and the concave portion 36 can be stably maintained for a long period of time.
　軸部１２に形成される凸部３５として、図９（ａ）～図９（ｃ）に示すように、凸部３５の圧入開始側の端面３５ａの頂部に切欠部５３を設けたものも使用することができる。図９（ａ）はＣ面取りで形成した切欠部５３（図１０（ａ）参照）、図９（ｂ）はＲ面取りで形成した切欠部５３（図１０（ｂ）参照）を例示している。この他、図９（ｃ）及び図１０（ｃ）に示すように、外径側の一つのコーナ部にＣ面取り状の切欠部５３を形成してもよい。なお、丸みのない角部３９は、図９（ａ）、９（ｂ）の場合には切欠部５３を除く端面３５ａの両斜辺で構成することができ、図９（ｃ）の場合には切欠部５３を除く端面３５ａの両斜辺および頂辺で構成することができる。 As the convex portion 35 formed on the shaft portion 12, as shown in FIGS. 9 (a) to 9 (c), a projection having a notch 53 at the top of the end surface 35a on the press-fitting start side of the convex portion 35 is also used. can do. 9A illustrates a notch 53 (see FIG. 10A) formed by C chamfering, and FIG. 9B illustrates a notch 53 (see FIG. 10B) formed by R chamfering. . In addition, as shown in FIGS. 9C and 10C, a C-chamfered cutout 53 may be formed in one corner portion on the outer diameter side. The rounded corner portion 39 can be constituted by both oblique sides of the end surface 35a excluding the cutout portion 53 in the case of FIGS. 9A and 9B, and in the case of FIG. 9C. It can be constituted by both the oblique sides and the apex side of the end surface 35a excluding the notch 53.
　このように切欠部５３を設けることによって、圧入時等における凸部３５の圧入開始側の端面３５ａにおいて、頂部の欠けや変形等の損傷を防止することができる。このため、雄スプライン４１の取扱いが容易となり、凸部３５の圧入開始端において保護対策を別途施す必要がなく、管理工数を削減できて低コスト化を図ることができる。しかも、凸部３５に硬度をあげるための焼入れ処理を行う場合、焼き割れの発生を防止することもできる。 By providing the cutout portion 53 in this way, it is possible to prevent damage such as chipping or deformation of the top portion of the end surface 35a on the press-fitting start side of the convex portion 35 at the time of press-fitting. For this reason, the handling of the male spline 41 is facilitated, and it is not necessary to separately take a protective measure at the press-fitting start end of the convex portion 35, so that the number of management steps can be reduced and the cost can be reduced. In addition, when a quenching process for increasing the hardness of the convex portion 35 is performed, the occurrence of quenching cracks can be prevented.
　切欠部５３を設けた場合、図１０（ａ）～図１０（ｃ）に示すように、凸部３５の頂部５４から切欠部５３の反頂部側の端縁５３ａまでの径方向長さａは、ハブ輪１に対する凸部３５の圧入代をΔｄ（軸部１２の最大外径寸法Ｄ１と、ハブ輪１の軸部嵌合孔２２ａの内径寸法Ｄとの径差（Ｄ１－Ｄ）で表される：図８参照）として、０＜ａ＜Δｄ／２の範囲に設定される。これは、図９（ａ）～図９（ｃ）に示すＴＵＶＷの平面上に凸部３５を投影したとき、図１０（ａ）～図１０（ｃ）に示すように、ハブ輪１の内径面３７よりも外径側に、切欠部５３の反頂部側の端縁５３ａが存在することを意味する。この場合、丸みのない角部３９が内径面３７よりも外径側に形成されるので、内径面３７を確実に切り込むことができる。具体的には、凸部３５の頂部から切欠部５３の反頂部側の端縁までの径方向長さａは０．３ｍｍ以下とするのが好ましい。図９（ａ）および図９（ｃ）に示すＣ面取りの傾斜角度や、図９（ｂ）に示すＲ面取りの曲率半径は、０＜ａ＜Δｄ／２の関係式を満たす範囲で任意に設定できる。 When the cutout portion 53 is provided, as shown in FIGS. 10A to 10C, the radial length a from the top portion 54 of the convex portion 35 to the end edge 53a on the opposite top side of the cutout portion 53 is , The press-fitting allowance of the convex portion 35 to the hub wheel 1 is represented by Δd (the difference in diameter (D1-D) between the maximum outer diameter dimension D1 of the shaft section 12 and the inner diameter dimension D of the shaft section fitting hole 22a of the hub ring 1). Is set to a range of 0 <a <Δd / 2. This is because when the projection 35 is projected onto the plane of the TUVW shown in FIGS. 9 (a) to 9 (c), the inner diameter of the hub wheel 1 as shown in FIGS. 10 (a) to 10 (c). This means that an edge 53 a on the opposite side of the notch 53 is present on the outer diameter side of the surface 37. In this case, since the corner portion 39 without roundness is formed on the outer diameter side with respect to the inner diameter surface 37, the inner diameter surface 37 can be cut reliably. Specifically, it is preferable that the radial length a from the top of the convex portion 35 to the edge on the opposite side of the notch 53 is 0.3 mm or less. The inclination angle of C chamfering shown in FIGS. 9A and 9C and the radius of curvature of R chamfering shown in FIG. 9B are arbitrarily set within the range satisfying the relational expression of 0 <a <Δd / 2. Can be set.
　図１０（ａ）～図１０（ｃ）では、軸方向の断面において凸部３５の圧入開始側端面３５ａと軸線とがなす交差角を９０°としているが、図１１と図１２（ａ）に示すように、交差角θ１を９０°よりも小さくし、あるいは図１２（ｂ）に示すように、θ１を９０°よりも大きく設定することも可能である。 10 (a) to 10 (c), the crossing angle formed by the press-fitting start side end surface 35a of the convex portion 35 and the axis in the axial section is 90 °, but FIG. 11 and FIG. As shown, the intersection angle θ1 can be made smaller than 90 °, or θ1 can be set larger than 90 ° as shown in FIG.
　この交差角θ１は、５０°≦θ１≦１１０°の範囲に設定するのが望ましい。交差角θ１が５０°未満では、圧入荷重が増大すると共に、凹凸嵌合構造Ｍの成形性が悪化し、交差角θ１が１１０°を越えれば、端面３５ａが圧入方向側へ傾斜しすぎて凸部３５に欠けが生じるおそれがあるからである。より好ましくは、交差角θ１を７０°≦θ１≦１１０°の範囲に設定する。 This crossing angle θ1 is desirably set in a range of 50 ° ≦ θ1 ≦ 110 °. If the crossing angle θ1 is less than 50 °, the press-fit load increases and the moldability of the concave-convex fitting structure M deteriorates. If the crossing angle θ1 exceeds 110 °, the end face 35a is excessively inclined toward the press-fitting direction. This is because the portion 35 may be chipped. More preferably, the intersection angle θ1 is set in a range of 70 ° ≦ θ1 ≦ 110 °.
　凹凸嵌合構造Ｍでは、図１３（ａ）に示すように、凸部３５のピッチ円上において、径方向線（半径線）と凸部の側面３５ｂとが成す角度をθ２としたときに、０°＜θ２＜４５°とする。ここで、凸部ピッチ円とは、凸部３５の側面３５ｂのうち、凹部３６に嵌合する領域と凹部３６に嵌合しない領域との境界部を通る円Ｃ１から、凸部３５の頂部４１ａに至るまでの距離の中間点を通る円Ｃ２である。なお、図１３（ａ）では、θ２を３０°程度としている。 In the concave-convex fitting structure M, as shown in FIG. 13A, when the angle formed by the radial line (radial line) and the side surface 35b of the convex portion is θ2 on the pitch circle of the convex portion 35, It is assumed that 0 ° <θ2 <45 °. Here, the convex pitch circle refers to a top 41a of the convex portion 35 from a circle C1 passing through a boundary portion between a region fitted into the concave portion 36 and a region not fitted into the concave portion 36 in the side surface 35b of the convex portion 35. It is a circle C2 that passes through the midpoint of the distance to reach. In FIG. 13A, θ2 is about 30 °.
　凸部３５の断面形状として、前記図１３（ａ）では、頂部をアール状にした断面三角形状を例示しているが、図１３（ｂ），図１３（ｃ）に示すような他の形状の凸部３５を採用することもできる。図１３（ｂ）は、凸部３５の断面形状を矩形状としたもの、図１３（ｃ）は歯先が約９０°をなす三角形状としたものである。図１３（ｂ）の例ではθ２は約０°であり、図１３（ｃ）の例ではθ２は約４５°である。 As the cross-sectional shape of the convex portion 35, FIG. 13A illustrates a triangular shape with a rounded top, but other shapes as shown in FIG. 13B and FIG. 13C. Alternatively, the convex portion 35 can be employed. FIG. 13B shows a case where the cross-sectional shape of the convex portion 35 is a rectangular shape, and FIG. 13C shows a triangular shape whose tooth tips form about 90 °. In the example of FIG. 13B, θ2 is about 0 °, and in the example of FIG. 13C, θ2 is about 45 °.
　図１４に、抜け止め構造Ｍ１の他の構成例を示す。この車輪用軸受装置では、軸部１２に図５に示す短円筒部６６を形成せず、軸部１２の中実状の一端部に外径方向へ突出するテーパ状係止片７０を設けて軸部１２の抜け止め構造Ｍ１を構成している。 FIG. 14 shows another configuration example of the retaining structure M1. In this wheel bearing device, the shaft portion 12 does not form the short cylindrical portion 66 shown in FIG. 5, and the shaft portion 12 is provided with a tapered locking piece 70 projecting in the outer diameter direction at one solid end portion of the shaft portion 12. A retaining structure M1 of the portion 12 is configured.
　このテーパ状係止片７０は、図１５に示す治具７１を使用して形成することができる。治具７１は、円柱状の本体部７２と、この本体部７２の先端部に連設される円筒部７３とを備え、円筒部７３の外周面の先端に切欠部７４を設けることで、円筒部７３の先端にくさび部７５が形成されている。くさび部７５を軸部１２のアウトボード側の端部に打ち込めば(矢印α方向の荷重を付加すれば)、切欠部７４によって、図１６に示すように、軸部１２の軸端の外径側領域が外径側に塑性変形する。これによって、テーパ状係止片７０が形成され、テーパ状係止片７０の少なくとも一部がテーパ孔２２ｂの内径面に圧接もしくは接触することになる。このため、図１等に示すテーパ状係止片６５と同様に、ハブ輪１からの軸部１２の抜けを確実に防止することができる。図示例では、円筒部７３の外径面に切欠部７４を設けてくさび部７５を形成しているが、内径面に切欠部を設けてくさび部７５を形成してもよい。テーパ状係止片７０の外径面とテーパ孔部２２ｂの内径面との間にシール材を介在させて異物侵入防止手段Ｗ２を構成することもできる。 The tapered locking piece 70 can be formed using a jig 71 shown in FIG. The jig 71 includes a columnar main body 72 and a cylindrical portion 73 provided continuously to the distal end portion of the main body portion 72, and a cylindrical portion 73 is provided by providing a notch 74 at the distal end of the outer peripheral surface of the cylindrical portion 73. A wedge part 75 is formed at the tip of the part 73. If the wedge portion 75 is driven into the end portion of the shaft portion 12 on the outboard side (if a load in the direction of arrow α is applied), the outer diameter of the shaft end of the shaft portion 12 is caused by the notch 74 as shown in FIG. The side region is plastically deformed to the outer diameter side. As a result, a tapered locking piece 70 is formed, and at least a part of the tapered locking piece 70 comes into pressure contact with or comes into contact with the inner diameter surface of the tapered hole 22b. For this reason, similarly to the tapered locking piece 65 shown in FIG. 1 and the like, it is possible to reliably prevent the shaft portion 12 from coming off from the hub wheel 1. In the illustrated example, the notched portion 74 is provided on the outer diameter surface of the cylindrical portion 73 to form the wedge portion 75, but the wedge portion 75 may be formed by providing a notched portion on the inner diameter surface. The foreign matter intrusion preventing means W2 can be configured by interposing a sealing material between the outer diameter surface of the tapered locking piece 70 and the inner diameter surface of the tapered hole portion 22b.
　このテーパ状係止片７０は、図１等に示すテーパ状係止片６５と同様に、ハブ輪１からの軸部１２の抜けを確実に防止することができる。テーパ状係止片７０とテーパ孔部２２ｂとの間にシール材を介在させて、異物侵入防止手段Ｗ２を構成してもよい。 The tapered locking piece 70 can reliably prevent the shaft portion 12 from coming off from the hub wheel 1 in the same manner as the tapered locking piece 65 shown in FIG. The foreign matter intrusion prevention means W2 may be configured by interposing a sealing material between the tapered locking piece 70 and the tapered hole portion 22b.
　ハブ輪１に対して外側継手部材５の軸部１２を圧入する際には、図１８および図１９に示すように、凸部３５の切り出しまたは押し出し作用で凹部３６から材料がはみ出し、はみ出し部４５が形成される。はみ出し部４５は、凸部３５のうち、凹部３６と嵌合する部分の容積に相当する量が生じる。 When the shaft portion 12 of the outer joint member 5 is press-fitted into the hub wheel 1, as shown in FIGS. 18 and 19, the material protrudes from the recessed portion 36 by the cutting or pushing action of the protruding portion 35, and the protruding portion 45. Is formed. The protruding portion 45 has an amount corresponding to the volume of the portion of the convex portion 35 that fits into the concave portion 36.
　このはみ出し部４５を放置すれば、これが脱落して車両の内部に入り込むおそれがある。これに対し、図１８および図１９に示すように、軸部１２の外径面に、はみ出し部４５を収納するポケット部５０を形成すれば、はみ出し部４５は、カールしつつポケット部５０内に収納され、保持されるため、はみ出し部４５の脱落を防止して、上記不具合を解消することができる。 If this protruding part 45 is left unattended, it may fall off and enter the inside of the vehicle. On the other hand, as shown in FIGS. 18 and 19, if the pocket portion 50 that accommodates the protruding portion 45 is formed on the outer diameter surface of the shaft portion 12, the protruding portion 45 is curled in the pocket portion 50. Since it is stored and held, it is possible to prevent the protrusion 45 from falling off and to solve the above problems.
　ポケット部５０は、例えば軸部１２の雄スプライン４１よりもアウトボード側の外径面に周方向溝５１を設けることによって形成することができる。この場合、硬化層Ｈは、図１９のクロスハッチングで示すように、ポケット部５０には設けず、雄スプライン４１のアウトボード側の端縁から外側継手部材５のマウス部１１の底壁の一部までの連続領域に形成する。図１９では、硬化層Ｈをポケット部５０まで到達させていないが、ポケット部にまで硬化層Ｈを到達させてもよい。この場合でも、テーパ状係止片６５を形成する短円筒部６６には硬化層を形成しない。 The pocket portion 50 can be formed, for example, by providing a circumferential groove 51 on the outer diameter surface on the outboard side of the male spline 41 of the shaft portion 12. In this case, as shown by cross hatching in FIG. 19, the hardened layer H is not provided in the pocket portion 50, but is provided on the bottom wall of the mouth portion 11 of the outer joint member 5 from the edge of the male spline 41 on the outboard side. It is formed in a continuous area up to the part. In FIG. 19, the hardened layer H does not reach the pocket portion 50, but the hardened layer H may reach the pocket portion. Even in this case, no hardened layer is formed on the short cylindrical portion 66 forming the tapered locking piece 65.
　図３に示す雄スプライン４１では、一例として、凸部３５のピッチと凹部３６のピッチとが同一値に設定されている。このため、図３（ｂ）に示すように、凸部３５の高さ方向の中間部において、凸部３５の周方向厚さＬと、隣接する凸部間の溝幅Ｌ０とがほぼ同一となっている。 In the male spline 41 shown in FIG. 3, as an example, the pitch of the convex portion 35 and the pitch of the concave portion 36 are set to the same value. For this reason, as shown in FIG. 3B, the circumferential thickness L of the convex portion 35 and the groove width L0 between the adjacent convex portions are substantially the same at the intermediate portion in the height direction of the convex portion 35. It has become.
　これに対して、図２０（ａ）に示すように、凸部３５の高さ方向の中間部において、凸部３５の周方向厚さＬ２を、隣接する凸部間の溝幅Ｌ１よりも小さくしてもよい。換言すれば、凸部３５の高さ方向の中間部において、軸部１２側の凸部３５の周方向厚さ（歯厚）Ｌ２を、ハブ輪１側の凸部４３の周方向厚さ（歯厚）Ｌ１よりも小さくする。 On the other hand, as shown in FIG. 20A, the circumferential thickness L2 of the convex portion 35 is smaller than the groove width L1 between the adjacent convex portions at the intermediate portion in the height direction of the convex portion 35. May be. In other words, in the intermediate portion of the convex portion 35 in the height direction, the circumferential thickness (tooth thickness) L2 of the convex portion 35 on the shaft portion 12 side is set to the circumferential thickness of the convex portion 43 on the hub wheel 1 side ( Tooth thickness) is smaller than L1.
　各凸部３５において上記関係を満たすことにより、軸部１２側の凸部３５の周方向厚さＬ２の総和Σ（Ｂ１＋Ｂ２＋Ｂ３＋・・・）を、ハブ輪１側の凸部４３の周方向厚さの総和Σ（Ａ１＋Ａ２＋Ａ３＋・・・）よりも小さく設定することが可能となる。これによって、ハブ輪１側の凸部４３のせん断面積を大きくすることができ、ねじり強度を確保することができる。しかも、凸部３５の歯厚が小であるので、圧入荷重を小さくでき、圧入性の向上を図ることができる。 By satisfying the above relationship in each convex portion 35, the sum Σ (B1 + B2 + B3 +...) Of the circumferential thickness L2 of the convex portion 35 on the shaft portion 12 side is obtained as the circumferential thickness of the convex portion 43 on the hub wheel 1 side. Can be set smaller than the total sum Σ (A1 + A2 + A3 +...). As a result, the shear area of the convex portion 43 on the hub wheel 1 side can be increased, and the torsional strength can be ensured. And since the tooth thickness of the convex part 35 is small, a press-fit load can be made small and a press-fit property can be aimed at.
　この場合、全ての凸部３５，４３について、Ｌ２＜Ｌ１の関係を満足させる必要はなく、周方向厚さの総和がハブ輪１側の凸部４３における周方向厚さの総和よりも小さくなる限り、一部の凸部３５、４３については、Ｌ２＝Ｌ１とし、あるいはＬ２＞Ｌ１に設定することができる。 In this case, it is not necessary to satisfy the relationship of L2 <L1 for all the convex portions 35 and 43, and the sum of the circumferential thicknesses is smaller than the sum of the circumferential thicknesses of the convex portions 43 on the hub wheel 1 side. As long as some of the convex portions 35 and 43 are set, L2 = L1 or L2> L1 can be set.
　図２０（ａ）では、凸部３５を断面台形に形成しているが、図２０（ｂ）に示すように、インボリュート形状の断面に形成することもできる。 20A, the convex portion 35 is formed in a trapezoidal cross section, but may be formed in an involute-shaped cross section as shown in FIG.
　以上の各実施形態では、軸部１２に雄スプライン４１を形成することで、軸部側に凸部３５を形成した場合を例示しているが、これとは逆に、図２１（ａ）及び２１（ｂ）に示すように、ハブ輪１の孔部２２の内径面に雌スプライン６１を形成することで、ハブ輪１側に凸部３５を形成してもよい。この場合、軸部１２に雄スプライン４１を形成した場合と同様に、例えば、ハブ輪１に雌スプライン６１に熱硬化処理を施し、軸部１２の外径面は未焼き状態とする等の手段で、ハブ輪１の凸部３５の硬度を軸部の外径面よりもＨＲＣで２０ポイント以上硬くする。雌スプライン６１は、公知の転造、切削加工、プレス加工、引き抜き加工等の種々の加工方法によって、形成することができる。熱硬化処理としても、高周波焼入れ、浸炭焼入れ等の種々の熱処理を採用することができる。凸部３５のうち、圧入開始側の端面の縁には、丸みのない角部３９を形成する。 In each of the above-described embodiments, the case where the male spline 41 is formed on the shaft portion 12 and the convex portion 35 is formed on the shaft portion side is illustrated, but conversely, FIG. 21A and FIG. As shown in 21 (b), the convex portion 35 may be formed on the hub wheel 1 side by forming a female spline 61 on the inner diameter surface of the hole portion 22 of the hub wheel 1. In this case, as in the case where the male spline 41 is formed on the shaft portion 12, for example, a means for subjecting the hub wheel 1 to a thermosetting treatment on the female spline 61 and setting the outer diameter surface of the shaft portion 12 to an unbaked state, etc. Thus, the hardness of the convex portion 35 of the hub wheel 1 is made 20 points or more harder by HRC than the outer diameter surface of the shaft portion. The female spline 61 can be formed by various processing methods such as known rolling, cutting, pressing, and drawing. As the thermosetting treatment, various heat treatments such as induction hardening and carburizing and quenching can be employed. A corner 39 having no roundness is formed on the edge of the end face on the press-fitting start side of the convex part 35.
　その後、軸部１２をハブ輪１の孔部２２に圧入すれば、ハブ輪１側の凸部３５で、軸部１２の外周面に凸部３５と嵌合する凹部３６が形成され、これによって、凸部３５と凹部３６の嵌合部位全体を密着させた凹凸嵌合構造Ｍが構成される。凸部３５と凹部３６の嵌合部位３８は、図２１（ｂ）に示す範囲Ａである。凸部３５のうち、その他の領域は凹部３６と嵌合しない領域Ｂとなる。軸部１２の外周面よりも外径側で、かつ周方向に隣合う凸部３５間には隙間６２が形成される。 Thereafter, when the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the convex portion 35 on the hub wheel 1 side forms a concave portion 36 that fits the convex portion 35 on the outer peripheral surface of the shaft portion 12. The concave-convex fitting structure M is configured in which the entire fitting portion of the convex portion 35 and the concave portion 36 is in close contact. The fitting part 38 of the convex part 35 and the recessed part 36 is the range A shown in FIG.21 (b). The other region of the convex portion 35 is a region B that does not fit into the concave portion 36. A gap 62 is formed between the convex portions 35 that are on the outer diameter side of the outer peripheral surface of the shaft portion 12 and adjacent in the circumferential direction.
　凸部３５の高さ方向の中間部が、凹部形成前の軸部１２の外径面の位置に対応する。すなわち、軸部１２の外径寸法Ｄ１０は、雌スプライン６１の凸部３５の最小内径寸法Ｄ８（雌スプライン６１の歯先６１ａをとおる外接円の直径寸法）よりも大きく、雌スプライン６１の最大内径寸法Ｄ９（雌スプライン６１の歯底６１ｂを結ぶ円の直径寸法）よりも小さく設定される（Ｄ８＜Ｄ１０＜Ｄ９）。圧入代Δｄは、図２１（ｂ）および図２２に示すように、軸部１２の外径寸法Ｄ１０と、ハブ輪の最小内径寸法Ｄ８（凸部３５の歯先６１ａを通る円の直径）との径差（Ｄ１０－Ｄ８）で表される。これにより、凸部３５の高さ方向中間部付近が軸部１２の外径面に食い込むことになるので、凸部３５の圧入代を十分に確保することができ、凹部３６を確実に形成することが可能となる。 The intermediate portion in the height direction of the convex portion 35 corresponds to the position of the outer diameter surface of the shaft portion 12 before the concave portion is formed. That is, the outer diameter dimension D10 of the shaft portion 12 is larger than the minimum inner diameter dimension D8 of the convex portion 35 of the female spline 61 (the diameter dimension of the circumscribed circle passing through the tooth tip 61a of the female spline 61). It is set smaller than the dimension D9 (diameter dimension of a circle connecting the tooth bottom 61b of the female spline 61) (D8 <D10 <D9). As shown in FIGS. 21B and 22, the press-fitting allowance Δd includes the outer diameter D10 of the shaft portion 12, the minimum inner diameter D8 of the hub wheel (the diameter of a circle passing through the tooth tip 61a of the convex portion 35), and The diameter difference (D10−D8). Thereby, since the vicinity of the intermediate portion in the height direction of the convex portion 35 bites into the outer diameter surface of the shaft portion 12, a sufficient press-fitting allowance for the convex portion 35 can be secured, and the concave portion 36 is reliably formed. It becomes possible.
　この凹凸嵌合構造Ｍでも、図２１（ｂ）に示すように、凸部３５のうち、凹部３６に嵌合する領域と凹部３６に嵌合しない領域との境界部を通る円Ｃ１から凸部３５の頂部６１ａに至るまでの距離の中間点を通る円Ｃ２をピッチ円とし、このピッチ円上において、径方向線と凸部の側面とがなす角度θ２が０°≦θ２≦４５°に設定される。また、凸部３５のピッチ円Ｃ２の直径をＰＣＤとし、凸部３５の数をＺとして、０．３０≦ＰＣＤ／Ｚ≦１．０に設定される。 Also in the concave / convex fitting structure M, as shown in FIG. 21B, the convex portion 35 has a convex portion from a circle C <b> 1 passing through a boundary portion between a region fitted in the concave portion 36 and a region not fitted in the concave portion 36. A circle C2 passing through the midpoint of the distance to the top 61a of 35 is defined as a pitch circle, and an angle θ2 formed by the radial line and the side surface of the convex portion is set to 0 ° ≦ θ2 ≦ 45 ° on the pitch circle. Is done. Further, assuming that the diameter of the pitch circle C2 of the convex portion 35 is PCD and the number of the convex portions 35 is Z, 0.30 ≦ PCD / Z ≦ 1.0 is set.
　この場合であっても、圧入によってはみ出し部４５が形成されるので、このはみ出し部４５を収納するポケット部５０を設けるのが好ましい。はみ出し部４５は軸部１２のインボード側に形成されるので、ポケット部は、凹凸嵌合構造Ｍよりもインボード側で、かつハブ輪１側に設ける。 Even in this case, since the protruding portion 45 is formed by press-fitting, it is preferable to provide a pocket portion 50 for storing the protruding portion 45. Since the protruding portion 45 is formed on the inboard side of the shaft portion 12, the pocket portion is provided on the inboard side with respect to the uneven fitting structure M and on the hub wheel 1 side.
　このように、ハブ輪１の孔部２２の内径面に凹凸嵌合構造Ｍの凸部３５を設ける場合、軸部１２側の熱硬化処理を行う必要がないので、等速自在継手３の外側継手部材５の生産性に優れる、という利点が得られる。 As described above, when the convex portion 35 of the concave-convex fitting structure M is provided on the inner diameter surface of the hole portion 22 of the hub wheel 1, it is not necessary to perform the thermosetting treatment on the shaft portion 12 side. The advantage that the productivity of the joint member 5 is excellent is obtained.
　以上、本発明の実施形態につき説明したが、本発明は前記実施形態に限定されることなく種々の変形が可能であって、例えば、凹凸嵌合構造Ｍの凸部３５の断面形状として、図３（ｂ）、図２１（ｂ）に示す形状以外にも、半円形状、半楕円形状、矩形形状等の種々の断面形状を有する凸部３５を採用することができ、凸部３５の面積、数、周方向配設ピッチ等も任意に変更できる。凸部３５は、軸部１２やハブ輪１１とは別体のキーのようなもので形成することもできる。 As described above, the embodiment of the present invention has been described. However, the present invention is not limited to the above-described embodiment, and various modifications can be made. In addition to the shapes shown in 3 (b) and FIG. 21 (b), convex portions 35 having various cross-sectional shapes such as a semicircular shape, a semi-elliptical shape, and a rectangular shape can be employed. The number, the circumferential arrangement pitch, and the like can be arbitrarily changed. The convex portion 35 can also be formed of a key separate from the shaft portion 12 and the hub wheel 11.
　また、ハブ輪１の孔部２２としては円孔以外の多角形孔等の異形孔であってよく、この孔部２２に嵌挿する軸部１２の端部の断面形状も円形断面以外の多角形等の異形断面であってもよい。さらに、ハブ輪１に軸部１２を圧入する際には、凸部３５の少なくとも圧入開始側の端面を含む端部領域の硬度が、圧入される側の硬度よりも高ければよく、必ずしも凸部３５の全体の硬度を高くする必要がない。図３（ｂ）および図２１（ｂ）では、スプラインの歯底と凹部３６が形成された部材との間に隙間４０，６２が形成されているが、凸部３５間の溝の全体を相手側の部材で充足させてもよい。 Further, the hole portion 22 of the hub wheel 1 may be a deformed hole such as a polygonal hole other than a circular hole, and the cross-sectional shape of the end portion of the shaft portion 12 to be inserted into the hole portion 22 may be other than a circular cross section. An irregular cross section such as a square may be used. Further, when the shaft portion 12 is press-fitted into the hub wheel 1, it is sufficient that the hardness of the end region including at least the end surface on the press-fitting start side of the convex portion 35 is higher than the hardness of the press-fitted side. It is not necessary to increase the overall hardness of 35. In FIG. 3B and FIG. 21B, gaps 40 and 62 are formed between the spline root and the member in which the concave portion 36 is formed. You may make it satisfy with the member of the side.
　凹部が形成される部材の凹部形成面には、予め、周方向に沿って所定ピッチで配設される小凹部を設けてもよい。小凹部としては、凹部３６の容積よりも小さくする必要がある。このように小凹部を設けることによって、凸部３５の圧入時に形成されるはみ出し部４５の容量を減少させることができるので、圧入抵抗の低減を図ることができる。また、はみ出し部４５を少なくできるので、ポケット部５０の容積を小さくでき、ポケット部５０の加工性及び軸部１２の強度の向上を図ることができる。なお、小凹部の形状は、三角形状、半楕円状、矩形等の種々のものを採用でき、数も任意に設定できる。 Small recesses arranged at a predetermined pitch along the circumferential direction may be provided in advance on the recess forming surface of the member where the recess is formed. The small recess needs to be smaller than the volume of the recess 36. By providing such a small concave portion, the capacity of the protruding portion 45 formed when the convex portion 35 is press-fitted can be reduced, so that the press-fit resistance can be reduced. Moreover, since the protrusion part 45 can be decreased, the volume of the pocket part 50 can be made small and the workability of the pocket part 50 and the intensity | strength of the axial part 12 can be aimed at. In addition, the shape of a small recessed part can employ | adopt various things, such as a triangle shape, semi-ellipse shape, and a rectangle, and can also set the number arbitrarily.
　前記実施形態では、本発明を第３世代の車輪用軸受装置に適用しているが、第１世代や第２世代、さらには第４世代の車輪軸受装置にも同様に適用することができる。なお、凸部３５を圧入する場合、凹部３６が形成される側を固定して、凸部３５を形成している側を移動させても、逆に、凸部３５を形成している側を固定して、凹部３６が形成される側を移動させてもよい。あるいは、両者を移動させてもよい。等速自在継手３において、内輪６とシャフト１０とを前記各実施形態に記載した凹凸嵌合構造Ｍを介して一体化してもよい。 In the above embodiment, the present invention is applied to the third-generation wheel bearing device, but it can be similarly applied to the first-generation, second-generation, and fourth-generation wheel bearing devices. In addition, when press-fitting the convex portion 35, even if the side where the concave portion 36 is formed is fixed and the side where the convex portion 35 is formed is moved, the side where the convex portion 35 is formed is reversed. It may be fixed and moved on the side where the recess 36 is formed. Alternatively, both may be moved. In the constant velocity universal joint 3, the inner ring 6 and the shaft 10 may be integrated through the concave-convex fitting structure M described in each of the above embodiments.
　また、ポケット部５０の形状は、生じるはみ出し部４５を収納（収容）できるものであれば足り、その形状は問わない。また、ポケット部５０の容量は、少なくとも予想されるはみ出し部４５の発生量よりも、大きくする。 The shape of the pocket portion 50 is not particularly limited as long as it can accommodate (accommodate) the protruding portion 45 that occurs. Further, the capacity of the pocket portion 50 is set to be larger than at least an expected amount of the protruding portion 45 generated.
　以上に述べたように、凹凸嵌合構造Ｍは、外側継手部材５の軸部１２をハブ輪１の孔部２２に圧入することで形成される。この圧入に際しては、外側継手部材５の軸部１２とハブ輪１の孔部２２とを芯合わせしながら圧入するのが望ましい。以下、この圧入方法（改良圧入方法）を図２４～図３０に基づいて説明する。 As described above, the concave-convex fitting structure M is formed by press-fitting the shaft portion 12 of the outer joint member 5 into the hole portion 22 of the hub wheel 1. At the time of this press-fitting, it is desirable to press-fit while the shaft portion 12 of the outer joint member 5 and the hole portion 22 of the hub wheel 1 are aligned. Hereinafter, the press-fitting method (improved press-fitting method) will be described with reference to FIGS.
　なお、図１～図２３に基づいて説明した車輪用軸受装置では、ハブ輪１の加締部３１とマウス部１１のバック面１１ａとが当接した状態にあるが、以下に述べる改良圧入法の説明は、図２４に示すように、ハブ輪１の加締部３１とマウス部１１のバック面１１ａとの間の隙間９８を設けた車輪用軸受装置に基づいて行う。この場合、インボード側では、図２５（ａ）及び図２５（ｂ）に示すように、ハブ輪１の加締部３１とマウス部１１のバック面１１ａとの間の隙間９８にシール部材９９が嵌着され、このシール部材９９でインボード側の異物侵入防止手段Ｗ１が構成されている。隙間９８は、ハブ輪１の加締部３１とマウス部１１のバック面１１ａとの間から、ハブ輪１の大径孔２２ｃと軸部１２との間に至るまで形成される。このように、隙間９８のコーナ部、すなわちハブ輪１の加締部３１と大径部１２ｃとの境界部分にシール部材９９を配置し、ハブ輪１の端部とマウス部１１の底部との間の隙間９８を塞ぐことで、この隙間９８からの凹凸嵌合構造Ｍへの雨水や異物の侵入を防止することができる。シール部材９９としては、例えば、図２５（ａ）に示すような市販のＯリング等を使用することができる。シール部材９９は、ハブ輪１の端部とマウス部１１の底部との間に介在可能である限り任意のものが使用可能であり、Ｏリング以外にも、例えば図２５（ｂ）に示すようなガスケット等のようなものも使用可能である。 In the wheel bearing device described with reference to FIGS. 1 to 23, the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11 are in contact with each other. 24 will be described based on a wheel bearing device provided with a gap 98 between the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11 as shown in FIG. In this case, on the inboard side, as shown in FIGS. 25A and 25B, the seal member 99 is provided in the gap 98 between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouth portion 11. The seal member 99 constitutes the inboard foreign matter intrusion prevention means W1. The gap 98 is formed from the space between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouth portion 11 to the space between the large-diameter hole 22 c of the hub wheel 1 and the shaft portion 12. In this way, the seal member 99 is disposed at the corner portion of the gap 98, that is, at the boundary portion between the caulking portion 31 of the hub wheel 1 and the large diameter portion 12c, and the end portion of the hub wheel 1 and the bottom portion of the mouth portion 11 are located. By closing the gap 98 therebetween, it is possible to prevent rainwater and foreign matter from entering the concave-convex fitting structure M from the gap 98. As the seal member 99, for example, a commercially available O-ring as shown in FIG. 25 (a) can be used. Any seal member 99 can be used as long as it can be interposed between the end portion of the hub wheel 1 and the bottom portion of the mouth portion 11, and other than the O-ring, for example, as shown in FIG. Something like a gasket can also be used.
　因みにこの改良圧入方法は、ハブ輪１の加締め部３１とマウス部１１のバック面１１ａとの間に隙間９８を設けた車輪用軸受装置のみならず、図１に示すように、ハブ輪１の加締め部３１とマウス部１１のバック面１１ａとを当接させた車輪用軸受装置の組み立てにも同様に適用することができる。隙間９８の存在を除き、車輪用軸受装置の基本的構成は、図１に示す車輪用軸受装置と共通するので、以下の説明では、重複した説明を省略している。 Incidentally, in this improved press-fitting method, not only the wheel bearing device in which a gap 98 is provided between the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11, but also the hub wheel 1 as shown in FIG. The present invention can be similarly applied to the assembly of the wheel bearing device in which the caulking portion 31 and the back surface 11a of the mouse portion 11 are in contact with each other. Except for the existence of the gap 98, the basic configuration of the wheel bearing device is the same as that of the wheel bearing device shown in FIG. 1, and therefore, redundant description is omitted in the following description.
　この改良圧入方法によれば、以下の手順で凹凸嵌合構造Ｍが形成される。 According to this improved press-fitting method, the concave-convex fitting structure M is formed by the following procedure.
　先ず、外側継手部材５の軸部１２に、公知の加工方法（転造加工、切削加工、プレス加工、引き抜き加工等）を用いて、軸方向に延びた多数の歯を有する雄スプライン４１を形成する。次いで、図５にクロスハッチングで示すように、軸部１２の外径面に熱硬化処理を施して硬化層Ｈを形成する一方、ハブ輪１の内径側は未焼き状態に維持する。 First, a male spline 41 having a large number of teeth extending in the axial direction is formed on the shaft portion 12 of the outer joint member 5 using a known processing method (rolling, cutting, pressing, drawing, etc.). To do. Next, as shown by cross-hatching in FIG. 5, the outer diameter surface of the shaft portion 12 is subjected to thermosetting treatment to form a hardened layer H, while the inner diameter side of the hub wheel 1 is maintained in an unbaked state.
　次いで、図２６に示すように、外側継手部材５の軸部１２の付け根部（マウス部側）にＯリング等のシール部材９９を外嵌する。そして、軸受２と等速自在継手の外側継手部材５とを押圧装置の固定部１３１及び可動部１３２に各々に装着する。軸受２を固定部１３１に装着するにあたっては、図示の治具１４０を用いる。治具１４０は、軸受２に係合する保持部１４１と、該保持部に対して摺動可能に装着されたスライド部１４２とを備えている。 Next, as shown in FIG. 26, a seal member 99 such as an O-ring is externally fitted to the base portion (mouse portion side) of the shaft portion 12 of the outer joint member 5. Then, the bearing 2 and the outer joint member 5 of the constant velocity universal joint are mounted on the fixed portion 131 and the movable portion 132 of the pressing device, respectively. When mounting the bearing 2 on the fixed portion 131, the illustrated jig 140 is used. The jig 140 includes a holding portion 141 that engages with the bearing 2 and a slide portion 142 that is slidably attached to the holding portion.
　保持部１４１は、軸受２におけるハブ輪１のフランジ２１の外周部に係合する円盤状の係合部１４３と、該係合部の径方向中央部から係合側とは逆方向に延び先端部が閉じた筒状をなす支承部１４４と、該支承部内に納められた圧縮コイルばね１４５とを備えている。係合部１４３は、外周縁から軸線方向に突出した環状部１４３ａを備え、環状部１４３ａがフランジ２１を受け入れるようにして係合する。係合部１４３には、ハブボルト３３を通すための貫通孔１４３ｂが形成されている。 The holding portion 141 includes a disc-shaped engaging portion 143 that engages with the outer peripheral portion of the flange 21 of the hub wheel 1 in the bearing 2, and a distal end that extends in a direction opposite to the engaging side from the radial central portion of the engaging portion. A cylindrical support portion 144 having a closed portion and a compression coil spring 145 accommodated in the support portion are provided. The engaging portion 143 includes an annular portion 143 a that protrudes in the axial direction from the outer peripheral edge, and engages so that the annular portion 143 a receives the flange 21. The engaging portion 143 is formed with a through hole 143b through which the hub bolt 33 is passed.
　スライド部１４２は、ハブ輪１の軸部嵌合孔２２ａに緩く挿入し得る径を有して直線状に延びるロッドにより形成され、先端に係止端１４２ａを備えている。保持部１４１の係合部１４３には、貫通孔１４３ｃが中央部に形成されており、スライド部１４２は、該貫通孔１４３ｃにより軸線方向にガイドされて摺動する。スライド部１４２は、基端部が支承部１４４内に延び、端面を圧縮コイルばね１４５に当接させている。 The slide part 142 is formed by a rod extending in a straight line having a diameter that can be loosely inserted into the shaft part fitting hole 22a of the hub wheel 1, and has a locking end 142a at the tip. A through hole 143c is formed in the center of the engaging portion 143 of the holding portion 141, and the slide portion 142 slides while being guided in the axial direction by the through hole 143c. The slide portion 142 has a base end portion extending into the support portion 144 and has an end surface in contact with the compression coil spring 145.
　この治具１４０を使用するには、スライド部１４２を軸部嵌合孔２２ａに挿入しつつ、係合部１４３の環状部１４３ａにフランジ２１を係合させ、フランジ２１と環状部１４３ａの端面同士を当接させる。これにより、ハブ輪１は、フランジ２１の外周面を基準として治具１４０に位置決めされる。治具１４０は、固定部１３１に対し、凹凸嵌合やビス締め等の適宜の手段で位置決め及び固定される。 In order to use the jig 140, the flange 21 is engaged with the annular portion 143a of the engaging portion 143 while the slide portion 142 is inserted into the shaft portion fitting hole 22a, and the end surfaces of the flange 21 and the annular portion 143a are brought into contact with each other. Abut. As a result, the hub wheel 1 is positioned on the jig 140 with reference to the outer peripheral surface of the flange 21. The jig 140 is positioned and fixed with respect to the fixing portion 131 by appropriate means such as uneven fitting or screw tightening.
　マウス部１１の外径面には段差面Ｇを設け、可動部１３２は、この段差面Ｇに係合させる。なお、段差面Ｇとしては周方向全周に設けても、周方向に沿って所定ピッチで設けてもよい。可動部１３２も、これらの段差面Ｇの形状に対応して軸方向荷重を付与できるものであればよい。また、段差Ｇを使用せずに、外側継手部材５のマウス部１１における開口側端面１１ｂに可動部を当接させるようにしてもよい。 The stepped surface G is provided on the outer diameter surface of the mouse unit 11, and the movable unit 132 is engaged with the stepped surface G. The stepped surface G may be provided on the entire circumference in the circumferential direction or at a predetermined pitch along the circumferential direction. The movable part 132 may also be anything that can apply an axial load corresponding to the shape of these stepped surfaces G. Alternatively, the movable portion may be brought into contact with the opening-side end surface 11b of the mouth portion 11 of the outer joint member 5 without using the step G.
　こうして、固定部１３１及び可動部１３２に装着されることにより、ハブ輪１及び外側継手部材５は、各々の中心軸線が同一直線上に位置するように保持される。そして、可動部１３２を固定部１３１に接近させて、係止端１４２ａが外側継手部材５の端面１２ａの中心部に当接させることにより芯出しをする。これを確実にするためには、端面１２ａに設けられている外側継手部材５施削用のセンタ穴を利用し、該センタ穴に係止端１４２ａを係合させるのが望ましい。 Thus, by mounting on the fixed portion 131 and the movable portion 132, the hub wheel 1 and the outer joint member 5 are held so that their central axes are located on the same straight line. Then, the movable portion 132 is brought close to the fixed portion 131, and the locking end 142a is brought into contact with the center portion of the end surface 12a of the outer joint member 5, thereby performing centering. In order to ensure this, it is desirable to use the center hole for cutting the outer joint member 5 provided in the end surface 12a and engage the locking end 142a with the center hole.
　この状態から押圧装置の可動部１３２を固定部１３１に接近させるように作動させる。これにより、外側継手部材５の軸部１２は、図２７に示すように、ハブ輪１の孔部２２内へと進入し、正確な芯出しの下に、大径孔２２ｃの内面に接触することなく、軸部嵌合孔２２ａの直前に到達する。このとき、スライド部１４２は、保持部１４１にガイドされて軸方向に直進し、圧縮コイルばね１４５のばね力に抗して支承部１４４内へと摺動する。 From this state, the movable part 132 of the pressing device is operated so as to approach the fixed part 131. Thereby, as shown in FIG. 27, the shaft portion 12 of the outer joint member 5 enters the hole portion 22 of the hub wheel 1 and contacts the inner surface of the large-diameter hole 22c under accurate centering. Without reaching the shaft fitting hole 22a. At this time, the slide portion 142 is guided by the holding portion 141 and advances straight in the axial direction, and slides into the support portion 144 against the spring force of the compression coil spring 145.
　さらに押圧装置を同方向に作動させることにより、圧入荷重（軸方向荷重）を付与する。こうして軸部１２は軸部嵌合孔２２ａに沿って前進し、図２８に示すように、シール部材９９が外側継手部材５と加締部３１との間に挟持される位置に達する。 Furthermore, press-fitting load (axial load) is applied by operating the pressing device in the same direction. Thus, the shaft portion 12 moves forward along the shaft portion fitting hole 22a and reaches a position where the seal member 99 is sandwiched between the outer joint member 5 and the caulking portion 31 as shown in FIG.
　この際、軸部１２のうち、雄スプライン部４１および短円筒部６６を含むアウトボード側領域の外径面に予めシール材を塗布しておくのが望ましい。軸部嵌合孔２２ａの内径寸法Ｄ、凸部３５の最大外径寸法Ｄ１、および雄スプライン４１の歯底の最小外径寸法Ｄ２とが前記のような関係であるので、軸部１２をハブ輪１の軸部嵌合孔２２ａに圧入することにより、この凸部３５がハブ輪１のインボード側端面の内径部に食い込み、ハブ輪１の肉を切り込む。軸部１２を押し進めることで、ハブ輪１の軸部嵌合孔２２ａの内径面３７が凸部３５で切り出され、又は押出されて、内径面３７に軸部１２の凸部３５に対応した形状の凹部３６が形成される。この際、軸部１２の凸部３５の硬度をハブ輪１の軸部嵌合孔２２ａの内径面３７よりも２０ポイント以上高くすることで、ハブ輪１の内径面３７への凹部形成が容易となる。軸部側の硬度を高くすることで、軸部１２の捩り強度を向上させることもできる。 At this time, it is desirable to apply a sealing material to the outer diameter surface of the outboard side region including the male spline portion 41 and the short cylindrical portion 66 in the shaft portion 12 in advance. Since the inner diameter dimension D of the shaft fitting hole 22a, the maximum outer diameter dimension D1 of the convex portion 35, and the minimum outer diameter dimension D2 of the tooth bottom of the male spline 41 are as described above, the shaft section 12 is connected to the hub. By press-fitting into the shaft portion fitting hole 22 a of the wheel 1, the convex portion 35 bites into the inner diameter portion of the end surface on the inboard side of the hub wheel 1 and cuts the meat of the hub wheel 1. By pushing the shaft portion 12 forward, the inner diameter surface 37 of the shaft portion fitting hole 22 a of the hub wheel 1 is cut out or extruded by the convex portion 35, and the shape corresponding to the convex portion 35 of the shaft portion 12 is formed on the inner diameter surface 37. A recess 36 is formed. At this time, by forming the hardness of the convex portion 35 of the shaft portion 12 by 20 points or more higher than the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1, it is easy to form a recess on the inner diameter surface 37 of the hub wheel 1. It becomes. By increasing the hardness of the shaft portion side, the torsional strength of the shaft portion 12 can be improved.
　治具１４０による芯出し作用は、短円筒部６６が孔部２２内を進行する際にも、孔部２２内面への接触を防止する。なお、短円筒部６６の外径Ｄ４を、孔部２２の嵌合孔２２ａの内径寸法Ｄよりも僅かに小さく設定しておくことにより、嵌合孔２２ａに進入した後は、該短円筒部６６をも調芯部材として機能させることもでき、より安定した圧入が可能となる。また、孔部２２のテーパ部２２ｄは、治具１４０による芯出し作用に加えて、軸部１２の圧入を開始する際のガイドとして機能させることもできる。 The centering action by the jig 140 prevents contact with the inner surface of the hole 22 even when the short cylindrical portion 66 advances in the hole 22. In addition, after entering the fitting hole 22a by setting the outer diameter D4 of the short cylindrical portion 66 to be slightly smaller than the inner diameter dimension D of the fitting hole 22a of the hole portion 22, the short cylindrical portion 66 66 can also function as an alignment member, and more stable press-fitting is possible. Further, the tapered portion 22d of the hole portion 22 can also function as a guide when starting press-fitting of the shaft portion 12 in addition to the centering action by the jig 140.
　この圧入工程を経ることによって、図３（ａ）および図３（ｂ）に示すように、軸部１２の凸部３５で、これに嵌合する凹部３６が形成される。凸部３５が、ハブ輪１の内径面３７に食い込んでいくことによって、孔部２２が僅かに拡径した状態となり、凸部３５の軸方向の移動を許容する。その一方で、軸方向の移動が停止すれば、内径面３７が元の径に戻ろうとして縮径することになる。言い換えれば、凸部３５の圧入時にハブ輪１が外径方向に弾性変形し、この弾性変形分の予圧が凸部３５のうち、凹部３６と嵌合する部分の表面に付与される。このため、凹部３６は、その軸方向全体にわたって凸部３５の表面と密着する。これによって凹凸嵌合構造Ｍが構成される。凸部３５と凹部３６の嵌合部３８には、シール材が介在しているので、この嵌合部３８への異物の侵入防止を図ることができる。 Through this press-fitting step, as shown in FIG. 3A and FIG. 3B, a concave portion 36 that fits into the convex portion 35 of the shaft portion 12 is formed. As the convex portion 35 bites into the inner diameter surface 37 of the hub wheel 1, the hole portion 22 is slightly expanded in diameter, and the convex portion 35 is allowed to move in the axial direction. On the other hand, if the movement in the axial direction stops, the inner diameter surface 37 is reduced in diameter to return to the original diameter. In other words, when the convex portion 35 is press-fitted, the hub wheel 1 is elastically deformed in the outer diameter direction, and a preload corresponding to the elastic deformation is applied to the surface of a portion of the convex portion 35 that fits the concave portion 36. For this reason, the recessed part 36 closely_contact | adheres to the surface of the convex part 35 over the whole axial direction. Thereby, the concave-convex fitting structure M is configured. Since a sealing material is interposed in the fitting portion 38 of the convex portion 35 and the concave portion 36, it is possible to prevent foreign matter from entering the fitting portion 38.
　以上の説明では、軸受２におけるハブ輪１のフランジ２１の外周部を基準とする治具を使用したが、これに代えて、ハブ輪１の他の箇所を基準として凹凸嵌合構造Ｍを得ることができる。図２９は、ハブ輪１におけるブレーキパイロット２１１を基準とする治具１４０ａを用いた例を示している。この治具１４０ａを適用するハブ輪１は、フランジ２１の端面からアウトボード側へ突出した環状凸部２１ａを備えている。環状凸部２１ａは、外周面が大径部と小径部との段をなして軸部嵌合孔２２ａと同心状に延びており、内周面はテーパ孔２２ｂをアウトボード側へ延長した形状となっている。そして、環状凸部２１ａの大径部がブレーキパイロット２１１、小径部がホイルパイロット２１２として作用する。 In the above description, the jig based on the outer peripheral portion of the flange 21 of the hub wheel 1 in the bearing 2 is used. Instead, the concave-convex fitting structure M is obtained based on other locations of the hub wheel 1. be able to. FIG. 29 shows an example in which a jig 140 a based on the brake pilot 211 in the hub wheel 1 is used. The hub wheel 1 to which the jig 140a is applied includes an annular convex portion 21a that protrudes from the end face of the flange 21 to the outboard side. The annular convex portion 21a has a shape in which the outer peripheral surface forms a step of a large diameter portion and a small diameter portion and extends concentrically with the shaft portion fitting hole 22a, and the inner peripheral surface extends from the tapered hole 22b to the outboard side. It has become. The large diameter portion of the annular convex portion 21a functions as the brake pilot 211, and the small diameter portion functions as the wheel pilot 212.
　図２９に示す治具１４０ａは、図２６に示した治具１４０とほぼ同様の形状をなしており、保持部１４１の係合部における係合箇所の形状のみが異なっている。すなわち、係合部１４７の係合箇所は、ブレーキパイロット２１１の外周面に接触する内周面１４７ａと、フランジ２１の端面に接触する先端面１４７ｂとを備えている。この治具１４０ａを使用する場合は、スライド部１４２を孔部２２に挿入しつつ、ハブ輪１のブレーキパイロット２１１の外周面に係合部１４７の内周面１４７ａを嵌合させ、先端面１４７ｂがフランジ２１の端面に当接するまで、ブレーキパイロット２１１を係合部１４７に挿入する。これにより、ハブ輪１は、ブレーキパイロット２１１を基準として治具１４０ａに位置決めされる。他の操作は、図２６に示した実施形態と同じである。 The jig 140a shown in FIG. 29 has substantially the same shape as the jig 140 shown in FIG. 26, and only the shape of the engaging portion in the engaging portion of the holding portion 141 is different. That is, the engaging portion of the engaging portion 147 includes an inner peripheral surface 147 a that contacts the outer peripheral surface of the brake pilot 211 and a front end surface 147 b that contacts the end surface of the flange 21. When this jig 140a is used, the inner peripheral surface 147a of the engaging portion 147 is fitted to the outer peripheral surface of the brake pilot 211 of the hub wheel 1 while the slide portion 142 is inserted into the hole portion 22, and the front end surface 147b is fitted. Until the brake pilot 211 comes into contact with the end face of the flange 21. Accordingly, the hub wheel 1 is positioned on the jig 140a with the brake pilot 211 as a reference. Other operations are the same as those in the embodiment shown in FIG.
　図３０は、他の例として、ハブ輪１におけるホイルパイロット２１２を基準とする治具１４０ｂを用いて凹凸嵌合構造Ｍを得る例を示している。この治具１４０ｂを適用するハブ輪１としては、図２９に示したものと同じものを使用することができる。また、この治具１４０ｂも、図２６に示した治具１４０とほぼ同様の形状をなしており、保持部１４１の係合部における係合箇所の形状のみが異なっている。すなわち、係合部１４８の係合箇所は、ホイルパイロット２１２の外周面に接触する内周面１４８ａと、ブレーキパイロット２１１の段部に接触する先端面１４８ｂとを備えている。この治具を使用するには、前述と同様にして、スライド部１４２を孔部２２に挿入しつつ、ハブ輪１のホイルパイロット２１２の外周面に係合部１４８の内周面１４８ａを嵌合させ、先端面１４８ｂがブレーキパイロット２１１の段部に当接するまで、ホイールパイロット２１２を係合部１４８に挿入する。こうして、ハブ輪１は、ホイールパイロット２１２を基準として治具１４０ｂに位置決めされる。他の操作は、図２６に示した実施形態と同じである。 FIG. 30 shows an example in which the concave / convex fitting structure M is obtained using a jig 140b based on the wheel pilot 212 in the hub wheel 1 as another example. As the hub wheel 1 to which the jig 140b is applied, the same one as shown in FIG. 29 can be used. Also, the jig 140b has substantially the same shape as that of the jig 140 shown in FIG. 26, and only the shape of the engaging portion in the engaging portion of the holding portion 141 is different. That is, the engaging portion of the engaging portion 148 includes an inner peripheral surface 148 a that contacts the outer peripheral surface of the wheel pilot 212 and a tip surface 148 b that contacts the stepped portion of the brake pilot 211. To use this jig, the inner peripheral surface 148a of the engaging portion 148 is fitted to the outer peripheral surface of the wheel pilot 212 of the hub wheel 1 while the slide portion 142 is inserted into the hole portion 22 in the same manner as described above. The wheel pilot 212 is inserted into the engaging portion 148 until the front end surface 148b contacts the step portion of the brake pilot 211. Thus, the hub wheel 1 is positioned on the jig 140b with the wheel pilot 212 as a reference. Other operations are the same as those in the embodiment shown in FIG.
　なお、図２６～図３０に示した接合方法については、軸受２と外側継手部材５とを装着する押圧装置として、固定部及び可動部を逆にした構造を採用してもよいし、両者を可動にした構造としてもよい。 26 to 30, the pressing device for mounting the bearing 2 and the outer joint member 5 may employ a structure in which the fixed portion and the movable portion are reversed. A movable structure may be used.
　図３１に、上記改良圧入法を適用できる抜け止め構造Ｍ１の他の構成例を示す。この抜け止め構造Ｍ１は、軸部１２の一部を外径方向へ突出するように加締めることによって、外鍔状係止片７６を構成したものである。ハブ輪１の軸部嵌合孔２２ａとテーパ孔２２ｂとの間に段付面２２ｅを介在させ、この段付面２２ｅに外鍔状係止片７６を圧接もしくは接触させている。 FIG. 31 shows another configuration example of the retaining structure M1 to which the improved press-fitting method can be applied. The retaining structure M <b> 1 constitutes an outer hook-shaped locking piece 76 by crimping a part of the shaft portion 12 so as to protrude in the outer diameter direction. A stepped surface 22e is interposed between the shaft portion fitting hole 22a and the taper hole 22b of the hub wheel 1, and an outer hook-shaped locking piece 76 is pressed against or brought into contact with the stepped surface 22e.
　この外鍔状係止片７６は、図３１に示す治具７７を使用して形成することができる。この治具７７は円筒体７８を備える。円筒体７８の外径Ｄ５を軸部１２の端部の外径Ｄ７よりも大きく設定するとともに、円筒体７８の内径Ｄ６を軸部１２の端部の外径Ｄ７より小さく設定している。 The outer hook-shaped locking piece 76 can be formed using a jig 77 shown in FIG. The jig 77 includes a cylindrical body 78. The outer diameter D5 of the cylindrical body 78 is set larger than the outer diameter D7 of the end portion of the shaft portion 12, and the inner diameter D6 of the cylindrical body 78 is set smaller than the outer diameter D7 of the end portion of the shaft portion 12.
　このため、この治具７７と外側継手部材５の軸部１２との軸心を合わせ、この状態で治具７７の端面７７ａによって、軸部１２の端面１２ａに矢印α方向に荷重を付加すれば、図３２に示すように、軸部１２の端面１２ａの外周側が圧潰して、外鍔状係止片７６を形成することができる。 For this reason, if the axial center of this jig | tool 77 and the axial part 12 of the outer joint member 5 is match | combined, a load is applied to the end surface 12a of the axial part 12 in the arrow (alpha) direction by the end surface 77a of the jig | tool 77 in this state. 32, the outer peripheral side of the end surface 12a of the shaft portion 12 can be crushed to form an outer hook-like locking piece 76.
　この外鍔状係止片７６が段付面２２ｅと軸方向で係合することにより、図１等に示すテーパ状係止片６５と同様に、ハブ輪１からの軸部１２の抜けを確実に防止することができる。外鍔状係止片７６と段付面２２ｅとの間にシール材を介在させて、異物侵入防止手段Ｗ２を構成してもよい。 The outer hook-shaped locking piece 76 is engaged with the stepped surface 22e in the axial direction, so that the shaft portion 12 can be securely removed from the hub wheel 1 in the same manner as the tapered locking piece 65 shown in FIG. Can be prevented. The foreign matter intrusion prevention means W2 may be configured by interposing a sealing material between the outer hook-shaped locking piece 76 and the stepped surface 22e.
　外鍔状係止片７６は、図３３（ａ）に示すように、環状に連続して形成する他、図３３（ｂ）に示すように、複数の外鍔状係止片７６を周方向に沿って所定ピッチで間欠配置してもよい。図３３（ｂ）に示す外鍔状係止片７６は、押圧部が周方向に沿って所定ピッチ（例えば、９０°ピッチ）で配設された治具を使用することによって形成することができる。 As shown in FIG. 33 (a), the outer hook-like locking piece 76 is formed continuously in an annular shape, and as shown in FIG. 33 (b), a plurality of outer hook-like locking pieces 76 are arranged in the circumferential direction. May be intermittently arranged at a predetermined pitch. The outer hook-shaped locking piece 76 shown in FIG. 33B can be formed by using a jig in which the pressing portions are arranged at a predetermined pitch (for example, 90 ° pitch) along the circumferential direction. .
　改良圧入法は、図３４に示すように、外側継手部材５の軸部１２とハブ輪１との分離を許容した車輪用軸受装置にも同様に適用することができる。この車輪用軸受装置では、図３４と図３５に示すように、ハブ輪１は、筒部２０と、筒部２０のアウトボード側の端部に設けられフランジ２１とを有する。筒部２０の孔部２２は、軸方向中間部の軸部嵌合孔２２ａと、アウトボード側のテーパ孔２２ｂとを有し、軸部嵌合孔２２ａとテーパ孔２２ｂとの間に、内径方向へ突出する内壁２２ｇが設けられている。外側継手部材５の軸部１２とハブ輪１は、凹凸嵌合構造Ｍを介して結合されている。内壁２２ｇのアウトボード側の端面には凹窪部９１が設けられている。 As shown in FIG. 34, the improved press-fitting method can be similarly applied to a wheel bearing device that allows separation of the shaft portion 12 of the outer joint member 5 and the hub wheel 1. In this wheel bearing device, as shown in FIGS. 34 and 35, the hub wheel 1 includes a cylindrical portion 20 and a flange 21 provided at an end portion of the cylindrical portion 20 on the outboard side. The hole portion 22 of the cylindrical portion 20 has a shaft portion fitting hole 22a in the intermediate portion in the axial direction and a taper hole 22b on the outboard side, and has an inner diameter between the shaft portion fitting hole 22a and the tapered hole 22b. An inner wall 22g protruding in the direction is provided. The shaft portion 12 of the outer joint member 5 and the hub wheel 1 are coupled to each other through an uneven fitting structure M. A recessed portion 91 is provided on the end face of the inner wall 22g on the outboard side.
　孔部２２は、軸部嵌合孔２２ａよりもインボード側に大径部８６を有し、軸部嵌合孔２２ａよりもアウトボード側に小径部８８を有する。大径部８６と軸部嵌合孔２２ａとの間には、テーパ部（テーパ孔）８９ａが設けられている。このテーパ部８９ａは、ハブ輪１と外側継手部材５の軸部１２を結合する際の圧入方向に沿って縮径している。テーパ部８９ａのテーパ角度θ３は、例えば１５°～７５°とされる。なお、軸部嵌合孔２２ａと小径部８８との間にもテーパ部８９ｂが設けられている。 The hole portion 22 has a large-diameter portion 86 on the inboard side with respect to the shaft portion fitting hole 22a, and has a small-diameter portion 88 on the outboard side with respect to the shaft portion fitting hole 22a. A tapered portion (tapered hole) 89a is provided between the large diameter portion 86 and the shaft portion fitting hole 22a. The tapered portion 89a is reduced in diameter along the press-fitting direction when the hub wheel 1 and the shaft portion 12 of the outer joint member 5 are coupled. The taper angle θ3 of the taper portion 89a is, for example, 15 ° to 75 °. A tapered portion 89 b is also provided between the shaft portion fitting hole 22 a and the small diameter portion 88.
　この実施形態では、上記と同様で凹凸嵌合部Ｍが構成される。すなわち、軸部１２に凸部３５を形成した上で、この軸部１２をハブ輪１の軸部嵌合孔２２ａに圧入し、ハブ輪１の軸部嵌合孔２２ａの内径面３７に、凸部３５と密着嵌合する凹部３６を形成する。 In this embodiment, the concave-convex fitting portion M is configured in the same manner as described above. That is, after the convex portion 35 is formed on the shaft portion 12, the shaft portion 12 is press-fitted into the shaft portion fitting hole 22 a of the hub wheel 1, and the inner diameter surface 37 of the shaft portion fitting hole 22 a of the hub wheel 1 is A concave portion 36 is formed to closely fit with the convex portion 35.
　軸部１２の圧入後には、アウトボード側から軸部１２のねじ孔９０にボルト部材９４を螺着する。ボルト部材９４は、フランジ付き頭部９４ａと、ねじ軸部９４ｂとからなる。ねじ軸部９４ｂは、大径の基部９５ａと、小径の本体部９５ｂと、先端側のねじ部９５ｃとを有する。この場合、内壁２２ｇに貫通孔９６が設けられ、この貫通孔９６にボルト部材９４の軸部９４ｂが挿通されて、ねじ部９５ｃが軸部１２のねじ孔９０に螺着される。図３５に示すように、貫通孔９６の孔径ｄ１は、軸部９４ｂの大径の基部９５ａの外径ｄ２よりも僅かに大きく設定される。具体的には、０．０５ｍｍ＜ｄ１－ｄ２＜０．５ｍｍ程度とされる。なお、ねじ部９５ｃの最大外径は、大径の基部９５ａの外径と同じか基部９５ａの外径よりも僅かに小さい程度とする。 After the press-fitting of the shaft portion 12, a bolt member 94 is screwed into the screw hole 90 of the shaft portion 12 from the outboard side. The bolt member 94 includes a flanged head portion 94a and a screw shaft portion 94b. The screw shaft portion 94b has a large-diameter base portion 95a, a small-diameter main body portion 95b, and a tip-side screw portion 95c. In this case, a through hole 96 is provided in the inner wall 22g, the shaft portion 94b of the bolt member 94 is inserted into the through hole 96, and the screw portion 95c is screwed into the screw hole 90 of the shaft portion 12. As shown in FIG. 35, the hole diameter d1 of the through hole 96 is set to be slightly larger than the outer diameter d2 of the large base portion 95a of the shaft portion 94b. Specifically, it is about 0.05 mm <d1-d2 <0.5 mm. The maximum outer diameter of the screw portion 95c is set to be the same as or slightly smaller than the outer diameter of the large-diameter base portion 95a.
　このように、ボルト部材９４を軸部１２のねじ孔９０に螺着することによって、ボルト部材９４の頭部９４ａのフランジ部１００が内壁２２ｇの凹窪部９１に当接する。これによって、軸部１２のアウトボード側の端面９２とボルト部材９４の頭部９４ａとで内壁２２ｇが挟持され、ハブ輪１と外側継手部材５の軸方向の位置決めが行われる。同時に軸部の小径部１２ｄの外径面、内壁２２ｇの端面、およびハブ輪１の内径面の小径部８８とで囲まれた空間にポケット部９７（図３６）が形成される。 Thus, by screwing the bolt member 94 into the screw hole 90 of the shaft portion 12, the flange portion 100 of the head portion 94a of the bolt member 94 comes into contact with the recessed portion 91 of the inner wall 22g. As a result, the inner wall 22g is sandwiched between the end surface 92 of the shaft portion 12 on the outboard side and the head portion 94a of the bolt member 94, and the hub wheel 1 and the outer joint member 5 are positioned in the axial direction. At the same time, a pocket portion 97 (FIG. 36) is formed in a space surrounded by the outer diameter surface of the small diameter portion 12d of the shaft portion, the end surface of the inner wall 22g, and the small diameter portion 88 of the inner diameter surface of the hub wheel 1.
　図３４では、軸部１２のアウトボード側の端面９２とボルト部材９４の頭部９４ａとで内壁２２ｇを挟持しているが、必ずしも内壁２２ｇを挾持する必要はなく、例えば、ボルト部材９４の頭部９４ａと凹凸嵌合構造Ｍとでハブ輪１の位置決めを行うことができる。また、ハブ輪１の加締め部３１とマウス部１１のバック面１１ａとを当接させた場合（図１参照）には、ボルト部材９４の頭部９４ａとマウス部１１のバック面１１ａとでハブ輪１を挾持してもよい。これにより、軸方向の曲げ剛性が向上して曲げに強くなり、耐久性に優れた高品質な車輪用軸受装置を提供することができる。しかも、この接触によって、圧入時のハブ輪１の位置決めも行えるので、車輪用軸受装置の寸法精度の安定化を図ると共に、凹凸嵌合構造Ｍの軸方向長さを安定化させることができ、トルク伝達性の向上を図ることができる。さらに、この接触によってシール構造を構成できるので、加締め部３１側からの異物の侵入を防止することができ、凹凸嵌合構造Ｍの嵌合状態を長期間安定して維持することができる。 In FIG. 34, the inner wall 22g is sandwiched between the end surface 92 of the shaft portion 12 on the outboard side and the head portion 94a of the bolt member 94. However, the inner wall 22g is not necessarily clamped. The hub wheel 1 can be positioned by the portion 94a and the concave-convex fitting structure M. When the caulking portion 31 of the hub wheel 1 is brought into contact with the back surface 11a of the mouse portion 11 (see FIG. 1), the head 94a of the bolt member 94 and the back surface 11a of the mouse portion 11 The hub wheel 1 may be held. Thereby, the bending rigidity of an axial direction improves, it becomes strong to bending, and the high-quality wheel bearing apparatus excellent in durability can be provided. Moreover, since the hub wheel 1 can be positioned by press-fitting by this contact, the dimensional accuracy of the wheel bearing device can be stabilized, and the axial length of the concave-convex fitting structure M can be stabilized. Torque transmission can be improved. Further, since the seal structure can be configured by this contact, the entry of foreign matter from the crimped portion 31 side can be prevented, and the fitting state of the concave-convex fitting structure M can be stably maintained for a long time.
　ボルト部材９４の座面１００ａと内壁２２ｇとの間にシール材（図示省略）を介在させることにより、座面１００ａと内壁２２ｇの凹窪部９１の底面との間の密封性を確保することができる。これにより、アウトボード側からの凹凸嵌合構造Ｍへ雨水や異物の侵入が防止される。シール材としては、かかる密封性を確保できるように、種々の樹脂からなるシール材を選択して塗布すればよい。 By interposing a sealing material (not shown) between the seating surface 100a of the bolt member 94 and the inner wall 22g, it is possible to ensure the sealing performance between the seating surface 100a and the bottom surface of the recessed portion 91 of the inner wall 22g. it can. This prevents rainwater and foreign matter from entering the concave-convex fitting structure M from the outboard side. What is necessary is just to select and apply | coat the sealing material which consists of various resin as a sealing material so that this sealing performance can be ensured.
　軸部１２をハブ輪１の孔部２２に圧入していけば、凸部３５で孔部２２の内径面から削り取られたり、押し出されたりした材料がはみ出し部４５となり、図３６に示すように、軸部１２の小径部１２ｄの外径側に設けられたポケット部９７にカールした状態で収納される。このように、はみ出し部４５を収納する収納部９７を設けることによって、はみ出し部４５をこの収納部９７内に保持（維持）することができ、はみ出し部４５が装置外の車両内等へ入り込んだりすることがない。これにより、はみ出し部４５を収納部９７に収納したままにしておくことができ、はみ出し部４５の除去処理を行う必要がなく、組立作業工数の減少を通じて、組立作業性の向上及びコスト低減を図ることができる。 If the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the material scraped off or pushed out from the inner diameter surface of the hole portion 22 by the convex portion 35 becomes the protruding portion 45, as shown in FIG. The shaft portion 12 is stored in a curled state in a pocket portion 97 provided on the outer diameter side of the small diameter portion 12 d of the shaft portion 12. In this way, by providing the storage portion 97 for storing the protruding portion 45, the protruding portion 45 can be held (maintained) in the storage portion 97, and the protruding portion 45 can enter the vehicle outside the apparatus or the like. There is nothing to do. As a result, the protruding portion 45 can be kept stored in the storage portion 97, and it is not necessary to perform the removal process of the protruding portion 45, and the assembly workability is improved and the cost is reduced by reducing the number of assembling operations. be able to.
　外側継手部材５とハブ輪１を分離する際には、図３４に示す状態から、ボルト部材９４を取外した後、ハブ輪１と外側継手部材５の間に凹凸嵌合構造Ｍの嵌合力以上の引抜き力を与えてハブ輪１から外側継手部材５を引き抜く。この引き抜きは、図３７に示すような治具１２０を用いて行うことができる。治具１２０は、基盤１２１と、この基盤１２１のねじ孔１２２に螺合する押圧用ボルト部材１２３と、軸部１２のねじ孔９０に螺合されるねじ軸１２６とを備える。基盤１２１には貫孔１２４が設けられ、この貫孔１２４にハブ輪１のボルト３３が挿通され、ナット部材１２５がこのボルト３３に螺合される。この際、基盤１２１とハブ輪１のフランジ２１とが重ね合わされて、基盤１２１がハブ輪１に取り付けられる。 When the outer joint member 5 and the hub wheel 1 are separated, the bolt member 94 is removed from the state shown in FIG. 34, and then the fitting force of the concave-convex fitting structure M between the hub wheel 1 and the outer joint member 5 is exceeded. The outer joint member 5 is pulled out from the hub wheel 1 by applying a pulling force. This extraction can be performed using a jig 120 as shown in FIG. The jig 120 includes a base 121, a pressing bolt member 123 that is screwed into the screw hole 122 of the base 121, and a screw shaft 126 that is screwed into the screw hole 90 of the shaft portion 12. A through hole 124 is provided in the base 121, and the bolt 33 of the hub wheel 1 is inserted into the through hole 124, and the nut member 125 is screwed into the bolt 33. At this time, the base 121 and the flange 21 of the hub wheel 1 are overlapped, and the base 121 is attached to the hub wheel 1.
　このように、基盤１２１をハブ輪１に取り付けた後、基部１２６ａが内壁２２ｇからアウトボード側へ突出するように、軸部１２のねじ孔９０にねじ軸１２６を螺合させる。この基部１２６ａの突出量は、凹凸嵌合構造Ｍの軸方向長さよりも長く設定される。また、ねじ軸１２６と、押圧用ボルト部材１２３とは、同一軸心上に配設される。 Thus, after attaching the base 121 to the hub wheel 1, the screw shaft 126 is screwed into the screw hole 90 of the shaft portion 12 so that the base 126a protrudes from the inner wall 22g to the outboard side. The protruding amount of the base 126a is set longer than the axial length of the concave-convex fitting structure M. The screw shaft 126 and the pressing bolt member 123 are disposed on the same axis.
　その後は、図３７に示すように、押圧用ボルト部材１２３をアウトボード側から基盤１２１のねじ孔１２２に螺着し、この状態で、矢印方向にボルト部材１２３を螺進させる。この際、ねじ軸１２６と、押圧用ボルト部材１２３とは、同一軸心上に配設されているので、ボルト部材１２３がねじ軸１２６をインボード側に押圧する。これによって、外側継手部材５がハブ輪１に対してインボード側へ移動して、ハブ輪１から外側継手部材５が外れる。 Subsequently, as shown in FIG. 37, the pressing bolt member 123 is screwed into the screw hole 122 of the base 121 from the outboard side, and in this state, the bolt member 123 is screwed in the direction of the arrow. At this time, since the screw shaft 126 and the pressing bolt member 123 are disposed on the same axis, the bolt member 123 presses the screw shaft 126 toward the inboard side. As a result, the outer joint member 5 moves toward the inboard side with respect to the hub wheel 1, and the outer joint member 5 is detached from the hub wheel 1.
　また、ハブ輪１から外側継手部材５が外れた状態からは、例えば、図３５に示すボルト部材９４を使用して再度、ハブ輪１と外側継手部材５とを連結することができる。すなわち、ハブ輪１から基盤１２１を取外すとともに、軸部１２からねじ軸１２６を取外した状態として、ボルト部材９４を貫通孔９６を介して軸部１２のねじ孔９０に螺合させる。この状態では、軸部１２側の雄スプライン４１と、前回の圧入によって形成されたハブ輪１の雌スプライン４２との位相を合わせる。 Further, from the state in which the outer joint member 5 is detached from the hub wheel 1, the hub wheel 1 and the outer joint member 5 can be connected again using, for example, the bolt member 94 shown in FIG. That is, the base 121 is removed from the hub wheel 1 and the screw shaft 126 is removed from the shaft 12, and the bolt member 94 is screwed into the screw hole 90 of the shaft 12 through the through hole 96. In this state, the phases of the male spline 41 on the shaft portion 12 side and the female spline 42 of the hub wheel 1 formed by the previous press fitting are matched.
　次いで、この状態にて、ボルト部材９４をねじ孔９０に対して螺進させる。これによって、軸部１２がハブ輪１内へ嵌入していく。この際、孔部２２が僅かに拡径した状態となって、軸部１２の軸方向の進入を許容し、軸方向の移動が停止すれば、孔部２２が元の径に戻ろうとして縮径することになる。これによって、前回の圧入と同様、凸部３５の凹部との嵌合部位の全体が対応する凹部３６に対して密着する凹凸嵌合構造Ｍが再度構成され、外側継手部材５とハブ輪１が再結合される。以上に述べたハブ輪１と外側継手部材５の分離、および再結合は、図３７および図３８に示すように、軸受２の外方部材２５を車両のナックル３４に取り付けたままの状態で行うことができる。 Next, in this state, the bolt member 94 is screwed into the screw hole 90. As a result, the shaft portion 12 is fitted into the hub wheel 1. At this time, if the hole portion 22 is slightly expanded in diameter, allowing the shaft portion 12 to enter in the axial direction and stopping the movement in the axial direction, the hole portion 22 is compressed to return to the original diameter. Will be diameter. As a result, as in the previous press-fitting, the concave-convex fitting structure M in which the entire fitting portion of the convex portion 35 with the concave portion is in close contact with the corresponding concave portion 36 is configured again, and the outer joint member 5 and the hub wheel 1 are Recombined. Separation and recombination of the hub wheel 1 and the outer joint member 5 described above are performed with the outer member 25 of the bearing 2 still attached to the knuckle 34 of the vehicle, as shown in FIGS. be able to.
　特に、ボルト部材９４をねじ孔９０に対して螺進させる際に、図３８に示すように、ボルト部材９４の基部９５ａが、貫通孔９６に対応した状態となる。しかも、図３５に示すように、貫通孔９６の孔径ｄ１は、軸部９４ｂの大径の基部９５ａの外径ｄ２よりも僅かに大きく設定される（具体的には、０．０５ｍｍ＜ｄ１－ｄ２＜０．５ｍｍ程度とされる）ので、ボルト部材９４の基部９５ａの外径と、貫通孔９６の内径とが、ボルト部材９４がねじ孔９０を螺進する際のガイドを構成することができ、芯ずれすることなく、軸部１２をハブ輪１の孔部２２に圧入することができる。なお、貫通孔９６の軸方向長さが短すぎると、安定したガイド機能を発揮できず、逆に長すぎると、内壁２２ｇの厚さ寸法が大となって、凹凸嵌合構造Ｍの軸方向長さを確保できず、かつハブ輪１の重量が大となる。貫通孔９６の長さは、以上の事情を勘案して決定する。 In particular, when the bolt member 94 is screwed into the screw hole 90, the base portion 95a of the bolt member 94 is in a state corresponding to the through hole 96 as shown in FIG. Moreover, as shown in FIG. 35, the hole diameter d1 of the through hole 96 is set slightly larger than the outer diameter d2 of the large base portion 95a of the shaft portion 94b (specifically, 0.05 mm <d1− d2 <about 0.5 mm), the outer diameter of the base 95a of the bolt member 94 and the inner diameter of the through hole 96 constitute a guide when the bolt member 94 is screwed through the screw hole 90. The shaft portion 12 can be press-fitted into the hole portion 22 of the hub wheel 1 without misalignment. If the axial length of the through-hole 96 is too short, a stable guide function cannot be exhibited. Conversely, if the through-hole 96 is too long, the thickness dimension of the inner wall 22g becomes large, and the axial direction of the uneven fitting structure M The length cannot be secured, and the weight of the hub wheel 1 is increased. The length of the through hole 96 is determined in consideration of the above circumstances.
　なお、図３６に示すように、軸部１２のねじ孔９０の開口部に、開口側に向かって拡開するテーパ部９０ａを形成すれば、ねじ軸１２６やボルト部材９４をねじ孔９０に螺合させ易くなる。 As shown in FIG. 36, if a tapered portion 90 a that expands toward the opening side is formed in the opening portion of the screw hole 90 of the shaft portion 12, the screw shaft 126 and the bolt member 94 are screwed into the screw hole 90. It becomes easy to match.
　１回目（孔部２２の内径面３７に凹部３６を成形する圧入）の圧入では、圧入荷重が比較的大きいので、軸部１２の圧入に際しては、プレス機等を使用する必要がある。これに対して、このような再度の圧入では、圧入荷重が１回目の圧入荷重よりも小さいため、プレス機等を使用することなく、安定して正確に軸部１２をハブ輪１の孔部２２に圧入することができる。このため、現場での外側継手部材５とハブ輪１との分離・連結が可能となる。 In the first press-fitting (press-fitting to form the recess 36 in the inner diameter surface 37 of the hole 22), the press-fitting load is relatively large. Therefore, a press machine or the like needs to be used for press-fitting the shaft portion 12. On the other hand, in such re-pressing, since the press-fitting load is smaller than the first press-fitting load, the shaft 12 can be stably and accurately inserted into the hole of the hub wheel 1 without using a press machine or the like. 22 can be press-fitted. For this reason, the outer joint member 5 and the hub wheel 1 can be separated and connected in the field.
　この場合にも、図２６、図２９、図３０に示した各治具を用い、これらについて行なった説明と同様にして、軸受２と等速自在継手の外側継手部材５との接合を行なうことができる。 In this case as well, the jigs shown in FIGS. 26, 29, and 30 are used, and the bearing 2 and the outer joint member 5 of the constant velocity universal joint are joined in the same manner as described above. Can do.
　図３４に示す実施形態において、ハブ輪１と軸部１２とのボルト固定を行うボルト部材９４の座面１００ａと、内壁２２ｇとの間に介在されるシール材は、ボルト部材９４の座面１００ａ側に樹脂を塗布して構成する他、逆に、内壁２２ｇ側に樹脂を塗布して構成してもよい。また、座面１００ａ側および内壁２２ｇ側の双方に樹脂を塗布するようにしてもよい。なお、ボルト部材９４を螺着する際において、ボルト部材９４の座面１００ａと、内壁２２ｇの凹窪部９１の底面とが密着性に優れるものであれば、このようなシール材を省略することも可能である。例えば、凹部９１の底面を研削すれば、ボルト部材９４の座面１００ａとの密着性が向上するので、シール材の塗布を省略することが可能となる。密着性が確保される限り、凹窪部９１への研削加工を省略し、鍛造肌や旋削仕上げ状態を、そのまま残すこともできる。 In the embodiment shown in FIG. 34, the sealing material interposed between the seat surface 100 a of the bolt member 94 that fixes the bolt between the hub wheel 1 and the shaft portion 12 and the inner wall 22 g is the seat surface 100 a of the bolt member 94. In addition to applying the resin on the side, the resin may be applied on the inner wall 22g side. Moreover, you may make it apply | coat resin to both the seat surface 100a side and the inner wall 22g side. When the bolt member 94 is screwed, such a sealing material is omitted if the seat surface 100a of the bolt member 94 and the bottom surface of the recessed portion 91 of the inner wall 22g are excellent in adhesion. Is also possible. For example, if the bottom surface of the recess 91 is ground, the adhesion with the seating surface 100a of the bolt member 94 is improved, so that it is possible to omit application of the sealing material. As long as the adhesion is ensured, the grinding process to the recessed portion 91 can be omitted, and the forged skin and the turning finish state can be left as they are.

Claims (14)

  1. 　内周に複列の軌道面を有する外方部材と、前記軌道面に対向する複列の軌道面を外周に有し、外周に車輪取り付け用のフランジを有する内方部材と、これら外方部材と内方部材の軌道面間に介在した複列の転動体とを備えた車輪用軸受と、マウス部及び軸部からなる外側継手部材を有する等速自在継手とを備え、ハブ輪の孔部に嵌挿される外側継手部材の軸部がハブ輪と結合された車輪用軸受装置であって、
    　外側継手部材の軸部とハブ輪の孔部のうち、どちらか一方に設けられた軸方向に延びる凸部を他方に圧入し、他方に前記凸部により凹部を形成することで、前記凸部と前記凹部との嵌合部位全域が密着する凹凸嵌合構造を構成し、前記ハブ輪の孔部のアウトボード側端部に、アウトボード側に向かって拡径するテーパ孔を設け、外側継手部材の軸部のアウトボード側端部を塑性変形させて前記テーパ孔の内径面に係合させることで、軸部のハブ輪からの抜けを規制し、かつ前記テーパ孔の継手軸線に対するテーパ角度θを２０°≦θ≦６０°に設定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 double row raceway surface facing the raceway surface on the outer periphery, and a wheel mounting flange on the outer periphery, and these outer members And a constant velocity universal joint having an outer joint member consisting of a mouth portion and a shaft portion, and a hole portion of the hub wheel. A wheel bearing device in which the shaft portion of the outer joint member to be fitted into the wheel is combined with the hub wheel,
    Of the shaft portion of the outer joint member and the hole portion of the hub wheel, the convex portion extending in the axial direction provided in one of them is press-fitted into the other, and the concave portion is formed by the convex portion on the other, thereby the convex portion And a concave-convex fitting structure in which the entire fitting part is closely contacted with the concave portion, and a tapered hole is provided at the end portion on the outboard side of the hole portion of the hub wheel so that the diameter increases toward the outboard side. The outboard side end of the shaft portion of the member is plastically deformed and engaged with the inner diameter surface of the taper hole to restrict the shaft portion from coming off from the hub wheel and the taper angle of the taper hole with respect to the joint axis A wheel bearing device, wherein θ is set to 20 ° ≦ θ ≦ 60 °.
  2. 　前記外側継手部材の軸部のアウトボード側端部に形成した塑性変形部分の先端面を、塑性変形させるための治具に成形されていない面にした請求項１に記載の車輪用軸受装置。 The wheel bearing device according to claim 1, wherein a tip surface of a plastically deformed portion formed at an end portion on an outboard side of the shaft portion of the outer joint member is a surface not formed on a jig for plastically deforming.
  3. 　前記外側継手部材の軸部のアウトボード側の端部の硬度を、ＨＲｃ４０以下としたことを特徴とする請求項１に記載の車輪用軸受装置。 The wheel bearing device according to claim 1, wherein the hardness of the end portion on the outboard side of the shaft portion of the outer joint member is set to HRc40 or less.
  4. 　前記内方部材が、外周に前記車輪取り付け用のフランジを有するハブ輪と、前記ハブ輪のインボード側の端部の外周に圧入される内輪とで構成され、前記ハブ輪の外周および内輪の外周にそれぞれ前記軌道面が形成されており、ハブ輪のインボード側端部を加締めることによりハブ輪と内輪とを一体化したことを特徴とする請求項１～請求項３のいずれか１項に記載の車輪用軸受装置。 The inner member is composed of a hub wheel having a flange for mounting the wheel on the outer periphery, and an inner ring press-fitted into the outer periphery of the end portion on the inboard side of the hub wheel, the outer periphery of the hub wheel and the inner ring 4. The track according to claim 1, wherein the raceway surface is formed on an outer periphery, and the hub ring and the inner ring are integrated by crimping an end portion on the inboard side of the hub ring. The wheel bearing device according to item.
  5. 　前記外側継手部材の軸部に凹凸嵌合構造を形成する凸部を形成したことを特徴とする請求項１～請求項４のいずれか１項に記載の車輪用軸受装置。 The wheel bearing device according to any one of claims 1 to 4, wherein a convex portion that forms a concave-convex fitting structure is formed on a shaft portion of the outer joint member.
  6. 　前記凸部の圧入開始側の端部の硬度を、ハブ輪の孔部内径部よりも高くし、その硬度差を、ＨＲｃ２０以上としたことを特徴とする請求項５に記載の車輪用軸受装置。 The wheel bearing device according to claim 5, wherein the hardness of the end portion on the press-fitting start side of the convex portion is made higher than the inner diameter portion of the hole portion of the hub wheel, and the hardness difference is set to HRc20 or more. .
  7. 　前記ハブ輪の孔部の内径面に凹凸嵌合構造を形成する凸部を形成したことを特徴とする請求項１～請求項４のいずれか１項に記載の車輪用軸受装置。 The wheel bearing device according to any one of claims 1 to 4, wherein a convex portion that forms a concave-convex fitting structure is formed on an inner diameter surface of the hole portion of the hub wheel.
  8. 　前記凸部の圧入開始側の端部の硬度を外側継手部材の軸部の外径部よりも高くし、その硬度差を、ＨＲｃ２０以上としたことを特徴とする請求項７に記載の車輪用軸受装置。 8. The wheel according to claim 7, wherein a hardness of an end portion on the press-fitting start side of the convex portion is made higher than an outer diameter portion of a shaft portion of the outer joint member, and a hardness difference thereof is set to HRc20 or more. Bearing device.
  9. 　前記圧入による凹部の形成によって生じるはみ出し部を収納するポケット部を設けたことを特徴とする請求項１～請求項８のいずれか１項に記載の車輪用軸受装置。 The wheel bearing device according to any one of claims 1 to 8, further comprising a pocket portion that accommodates a protruding portion generated by the formation of the concave portion by the press-fitting.
  10. 　ハブ輪の孔部の内径面の内径寸法を、凸部の頂点を結ぶ円の直径寸法よりも小さく、凸部間の谷底の直径寸法よりも大きく設定したことを特徴とする請求項５、請求項６、請求項９のいずれか１項に記載の車輪用軸受装置。 The inner diameter dimension of the inner diameter surface of the hole portion of the hub ring is set smaller than the diameter dimension of the circle connecting the apexes of the protrusions and larger than the diameter dimension of the valley bottom between the protrusions. Claim | item 6 and the wheel bearing apparatus of any one of Claim 9.
  11. 　外側継手部材の軸部の外径寸法を、ハブ輪の複数の凸部の頂点を結ぶ円弧の直径寸法よりも大きく、凸部間の谷底の直径寸法よりも小さくしたことを特徴とする請求項７～請求項９のいずれか１項に記載の車輪用軸受装置。 The outer diameter dimension of the shaft part of the outer joint member is larger than the diameter dimension of the arc connecting the vertices of the plurality of convex parts of the hub wheel, and smaller than the diameter dimension of the valley bottom between the convex parts. The wheel bearing device according to any one of claims 7 to 9.
  12. 　外側継手部材の軸部に前記凸部を円周方向の複数箇所に設け、凸部の高さ方向の中間部において、凸部の周方向厚さの総和を、隣接する凸部との間の溝幅の総和よりも小さくしたことを特徴とする請求項５、請求項６、請求項９、請求項１０のいずれか１項に記載の車輪用軸受装置。 The convex portion is provided at a plurality of locations in the circumferential direction on the shaft portion of the outer joint member, and in the intermediate portion in the height direction of the convex portion, the sum of the circumferential thicknesses of the convex portions is determined between the adjacent convex portions. The wheel bearing device according to any one of claims 5, 6, 9, and 10, wherein the groove width is smaller than a total sum of groove widths.
  13. 　ハブ輪の孔部に前記凸部を円周方向の複数箇所に設け、凸部の高さ方向の中間部において、各凸部の周方向厚さの総和を、隣接する凸部との間の溝幅の総和よりも小さくしたことを特徴とする請求項７～請求項９、請求項１１のいずれか１項に記載の車輪用軸受装置。 The protrusions are provided in a plurality of locations in the circumferential direction in the hole portion of the hub wheel, and the sum of the circumferential thicknesses of the respective protrusions is determined between the adjacent protrusions at the intermediate portion in the height direction of the protrusions. The wheel bearing device according to any one of claims 7 to 9, wherein the groove width is smaller than a total sum of groove widths.
  14. 　外側継手部材のバック面と内方部材とを軸方向で当接させた請求項１～請求項１３のいずれか１項に記載の車輪用軸受装置。 The wheel bearing device according to any one of claims 1 to 13, wherein the back surface of the outer joint member and the inner member are contacted in the axial direction.
PCT/JP2009/069161 2008-11-18 2009-11-11 Bearing device for wheel WO2010058719A1 (en)

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JP2008-294533 2008-11-18
JP2008294533A JP5430909B2 (en) 2008-11-18 2008-11-18 Wheel bearing device
JP2008-317238 2008-12-12
JP2008317238A JP2010137766A (en) 2008-12-12 2008-12-12 Joining method and joining jig for wheel bearing device
JP2008-325935 2008-12-22
JP2008325935A JP2010143529A (en) 2008-12-22 2008-12-22 Bearing device for wheel

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CN107178562A (en) * 2016-03-09 2017-09-19 麦格纳动力系有限公司 Clutch annular gear assembly and its building method
WO2018119062A1 (en) * 2016-12-20 2018-06-28 Dana Automotive Systems Group, Llc A joint assembly with an installation aid
WO2021228397A1 (en) * 2020-05-14 2021-11-18 Abb Schweiz Ag Joint arrangement, electric motor and industrial actuator

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JP2008002579A (en) * 2006-06-22 2008-01-10 Ntn Corp Bearing unit for drive wheel
JP2008001243A (en) * 2006-06-22 2008-01-10 Ntn Corp Bearing unit for driving wheel
JP2008162359A (en) * 2006-12-27 2008-07-17 Ntn Corp Bearing device for wheel
JP2008260435A (en) * 2007-04-12 2008-10-30 Ntn Corp Axle module for rear wheel

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JP2007331556A (en) * 2006-06-14 2007-12-27 Ntn Corp Driving wheel bearing unit
JP2008002579A (en) * 2006-06-22 2008-01-10 Ntn Corp Bearing unit for drive wheel
JP2008001243A (en) * 2006-06-22 2008-01-10 Ntn Corp Bearing unit for driving wheel
JP2008162359A (en) * 2006-12-27 2008-07-17 Ntn Corp Bearing device for wheel
JP2008260435A (en) * 2007-04-12 2008-10-30 Ntn Corp Axle module for rear wheel

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Publication number Priority date Publication date Assignee Title
CN107178562A (en) * 2016-03-09 2017-09-19 麦格纳动力系有限公司 Clutch annular gear assembly and its building method
WO2018119062A1 (en) * 2016-12-20 2018-06-28 Dana Automotive Systems Group, Llc A joint assembly with an installation aid
WO2021228397A1 (en) * 2020-05-14 2021-11-18 Abb Schweiz Ag Joint arrangement, electric motor and industrial actuator

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