JP2001058506A - Roll bearing unit for wheel - Google Patents
Roll bearing unit for wheelInfo
- Publication number
- JP2001058506A JP2001058506A JP23430199A JP23430199A JP2001058506A JP 2001058506 A JP2001058506 A JP 2001058506A JP 23430199 A JP23430199 A JP 23430199A JP 23430199 A JP23430199 A JP 23430199A JP 2001058506 A JP2001058506 A JP 2001058506A
- Authority
- JP
- Japan
- Prior art keywords
- inner ring
- wheel
- fitting
- ring member
- peripheral surface
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Rolling Contact Bearings (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明に係る車輪用転がり
軸受ユニットは、ＦＦ車（前置エンジン前輪駆動車）又
は４ＷＤ車（四輪駆動車）の前輪を、懸架装置に対して
回転自在に支持する為に利用する。BACKGROUND OF THE INVENTION A wheel rolling bearing unit according to the present invention rotatably supports a front wheel of an FF vehicle (front-engine front wheel drive vehicle) or a 4WD vehicle (four-wheel drive vehicle) with respect to a suspension device. Use to do.
【０００２】[0002]
【従来の技術】車輪を懸架装置に対して回転自在に支持
する為に、外輪と内輪とを転動体を介して回転自在に組
み合わせた車輪用転がり軸受ユニットが、各種使用され
ている。又、操舵輪であると同時に駆動輪でもあるＦＦ
車或は４ＷＤ車の前輪を支持する為の車輪用転がり軸受
ユニットは、等速ジョイントと組み合わせて、車輪に付
与された舵角に拘らず、駆動軸の回転を上記車輪に対し
て円滑に（等速性を確保して）伝達する必要がある。こ
の様な等速ジョイントと組み合わせて、しかも比較的小
型且つ軽量に構成できる車輪用転がり軸受ユニットとし
て従来から、特開平１１−３７１４６号公報に記載され
たものが知られている。2. Description of the Related Art In order to rotatably support a wheel with respect to a suspension device, various types of rolling bearing units for wheels are used in which an outer ring and an inner ring are rotatably combined via rolling elements. In addition, the FF which is both a steering wheel and a driving wheel
A rolling bearing unit for wheels for supporting the front wheels of a car or a 4WD car is combined with a constant velocity joint to smoothly rotate the drive shaft with respect to the wheels irrespective of the steering angle given to the wheels ( It must be transmitted (with constant velocity). A rolling bearing unit for a wheel that can be configured to be relatively small and lightweight in combination with such a constant velocity joint is disclosed in Japanese Patent Application Laid-Open No. H11-37146.
【０００３】図４は、この公報に記載された従来構造を
示している。車両への組み付け状態で、懸架装置に支持
した状態で回転しない外輪１（外輪相当部材）は、外周
面にこの懸架装置に支持する為の第一の取付フランジ２
を、内周面に複列の外輪軌道３、３を、それぞれ有す
る。上記外輪１の内径側には、第一、第二の内輪部材
４、５を組み合わせて成るハブ６（内輪相当部材）を配
置している。このうちの第一の内輪部材４は、外周面の
外端寄り（外端とは、自動車への組み付け状態で車両の
幅方向外側となる端を言い、図４の左端。又、請求項の
「一端」に相当する。）部分に車輪を支持する為の第二
の取付フランジ７を、同じく内端寄り（内端とは、自動
車への組み付け状態で、車両の幅方向中央寄りとなる端
部を言い、図４の右端。又、請求項の「他端」に相当す
る。）部分に第一の内輪軌道８を、それぞれ設けた円筒
状に形成している。そして、この第一の内輪部材４の内
周面の中間部に雌スプライン部９を、同じく内端部にこ
の雌スプライン部９よりも大径の内方側円筒面部１０
を、互いに同心に設けている。FIG. 4 shows a conventional structure described in this publication. An outer ring 1 (an outer ring-equivalent member) that does not rotate in a state of being mounted on a vehicle and supported by a suspension device has a first mounting flange 2 on its outer peripheral surface for supporting the suspension device.
On the inner peripheral surface, respectively. On the inner diameter side of the outer ring 1, a hub 6 (member corresponding to the inner ring) formed by combining the first and second inner ring members 4, 5 is arranged. The first inner race member 4 is located near the outer end of the outer peripheral surface (the outer end is an end that is located outside in the width direction of the vehicle when assembled to the vehicle, and is the left end in FIG. 4. A second mounting flange 7 for supporting the wheel at the "one end" portion is also located near the inner end (the inner end is the end near the center in the width direction of the vehicle when assembled to the vehicle). The first inner raceway 8 is formed in a cylindrical shape at each of the right end of FIG. 4 and the "other end" of the claims. A female spline portion 9 is provided at an intermediate portion of the inner peripheral surface of the first inner ring member 4, and an inner cylindrical surface portion 10 having a diameter larger than that of the female spline portion 9 is provided at the inner end.
Are provided concentrically with each other.
【０００４】これに対して、上記第二の内輪部材５は、
外端部を上記第一の内輪部材４をがたつきなく外嵌固定
する為の嵌合支持部１１とし、内端部を等速ジョイント
１２の外輪となるハウジング部１３とし、中間部外周面
に第二の内輪軌道１４を設けている。又、上記嵌合支持
部１１の外周面の中間部に、上記雌スプライン部９とス
プライン係合する雄スプライン部１５を、同じく基端部
に、上記内方側円筒面部１０と嵌合する外方側円筒面部
１６を、互いに同心に設けている。又、上記嵌合支持部
１１の先端部は、上記雄スプライン部１５よりも小径の
雄ねじ部１７としている。On the other hand, the second inner ring member 5 is
An outer end portion is a fitting support portion 11 for externally fixing the first inner ring member 4 without play, and an inner end portion is a housing portion 13 serving as an outer ring of the constant velocity joint 12. A second inner raceway 14 is provided. Further, a male spline portion 15 which is spline-engaged with the female spline portion 9 is provided at an intermediate portion of the outer peripheral surface of the fitting support portion 11, and an outer spline portion 15 which is fitted at the base end thereof with the inner cylindrical surface portion 10. The side cylindrical surface portions 16 are provided concentrically with each other. The distal end of the fitting support portion 11 is a male screw portion 17 having a smaller diameter than the male spline portion 15.
【０００５】上記第一の内輪部材４と上記第二の内輪部
材５とを結合してハブ６とする際には、上記嵌合支持部
１１を上記第一の内輪部材４の内径側に挿通し、上記雌
スプライン部９と上記雄スプライン部１５とをスプライ
ン係合させると共に、上記内方側円筒面部１０と上記外
方側円筒面部１６とを締り嵌めにより嵌合させる。これ
と共に、上記雄ねじ部１７にナット１８を螺合し、更に
緊締する事により、上記第一の内輪部材４と上記第二の
内輪部材５とを結合する。When the first inner ring member 4 and the second inner ring member 5 are combined into a hub 6, the fitting support 11 is inserted into the inner diameter side of the first inner ring member 4. Then, the female spline portion 9 and the male spline portion 15 are spline-engaged, and the inner cylindrical surface portion 10 and the outer cylindrical surface portion 16 are fitted by interference fitting. At the same time, the nut 18 is screwed into the male screw portion 17 and further tightened to connect the first inner ring member 4 and the second inner ring member 5.
【０００６】そして、上記各外輪軌道３、３と上記第
一、第二の内輪軌道８、１４との間にそれぞれ複数個ず
つの転動体１９、１９を転動自在に設ける事により、前
記外輪１の内周面と上述の様に構成するハブ６の外周面
との間に、複列外向き（背面組み合わせ型の）アンギュ
ラ玉軸受を設けている。これにより、上記ハブ６を、上
記外輪１の内径側に、回転自在に支持している。更に、
上記外輪１の両端開口部と上記ハブ６の中間部外周面と
の間には、ステンレス鋼板等の金属製で略円筒状のカバ
ー２０ａ、２０ｂと、ゴムの如きエラストマー等の弾性
材製で円環状のシールリング２１ａ、２１ｂとを設けて
いる。これらカバー２０ａ、２０ｂ及びシールリング２
１ａ、２１ｂは、上記複数の転動体１９、１９を設置し
た部分と外部とを遮断し、この部分に存在するグリース
が外部に漏出するのを防止すると共に、この部分に雨
水、塵芥等の異物が侵入する事を防止する。又、上記第
二の内輪部材５の中間部内側には、この第二の内輪部材
５の内側を塞ぐ隔板部２２を設けて、この第二の内輪部
材５の剛性を確保すると共に、この第二の内輪部材５の
外端開口からこの第二の内輪部材５の内側に入り込んだ
異物が、前記ハウジング部１３の内側に設けた等速ジョ
イント１２部分にまで達する事を防止している。[0006] A plurality of rolling elements 19, 19 are provided between the outer raceways 3, 3 and the first and second inner raceways 8, 14, respectively, so that the outer races can be freely rolled. A double-row outwardly facing (back-to-back combination type) angular contact ball bearing is provided between the inner peripheral surface 1 and the outer peripheral surface of the hub 6 configured as described above. Thus, the hub 6 is rotatably supported on the inner diameter side of the outer ring 1. Furthermore,
A substantially cylindrical cover 20a, 20b made of a metal such as a stainless steel plate and a circle made of an elastic material such as an elastomer such as rubber are provided between the openings at both ends of the outer ring 1 and the outer peripheral surface of the intermediate portion of the hub 6. Annular seal rings 21a and 21b are provided. These covers 20a, 20b and seal ring 2
1a and 21b block the portion where the plurality of rolling elements 19 and 19 are installed from the outside, prevent the grease present in this portion from leaking outside, and include foreign matters such as rainwater and dust in this portion. To prevent intrusion. In addition, a partition plate portion 22 that closes the inside of the second inner ring member 5 is provided inside the intermediate portion of the second inner ring member 5 to secure the rigidity of the second inner ring member 5. Foreign matter entering the inside of the second inner ring member 5 from the outer end opening of the second inner ring member 5 is prevented from reaching the constant velocity joint 12 provided inside the housing portion 13.
【０００７】又、上記等速ジョイント１２は、前記ハウ
ジング部１３と、内輪２３と、保持器２４と、複数個の
玉２５とから成る。このうちの内輪２３は、エンジンに
よりトランスミッション及びデファレンシャルギヤを介
して回転駆動される、図示しない駆動軸の先端部に固定
される。この内輪２３の外周面には、それぞれが断面円
弧形である複数本の内側係合溝２６を、円周方向に亙り
等間隔に、それぞれ円周方向に対し直角方向に形成して
いる。又、上記ハウジング部１３の内周面で上記内側係
合溝２６と対向する位置には、やはりそれぞれが断面円
弧形である複数本の外側係合溝２７を、円周方向に対し
直角方向に形成している。又、上記保持器２４は、断面
円弧状で全体を円環状に形成しており、上記内輪２３の
外周面とハウジング部１３の内周面との間に挟持してい
る。この保持器２４の円周方向複数個所で、上記内側、
外側両係合溝２６、２７に整合する位置には、それぞれ
ポケット２８を形成し、これら各ポケット２８の内側に
それぞれ１個ずつ、上記玉２５を保持している。これら
各玉２５は、それぞれ上記各ポケット２８に保持された
状態で、上記内側、外側両係合溝２６、２７に沿い転動
自在である。The constant velocity joint 12 includes the housing portion 13, an inner ring 23, a retainer 24, and a plurality of balls 25. The inner ring 23 is fixed to a distal end portion of a drive shaft (not shown) that is rotationally driven by the engine via a transmission and a differential gear. On the outer peripheral surface of the inner ring 23, a plurality of inner engaging grooves 26 each having an arc-shaped cross section are formed at regular intervals in the circumferential direction and at right angles to the circumferential direction. A plurality of outer engaging grooves 27, each having an arc-shaped cross section, are formed at positions on the inner peripheral surface of the housing portion 13 facing the inner engaging grooves 26 in a direction perpendicular to the circumferential direction. Is formed. The retainer 24 has an arcuate cross section and is formed in an annular shape as a whole, and is held between the outer peripheral surface of the inner ring 23 and the inner peripheral surface of the housing portion 13. At a plurality of positions in the circumferential direction of the retainer 24,
Pockets 28 are formed at positions matching the outer outer engagement grooves 26 and 27, and one ball 25 is held inside each pocket 28. These balls 25 are rotatable along the inner and outer engagement grooves 26 and 27 while being held in the pockets 28, respectively.
【０００８】上述の様に構成する車輪用転がり軸受ユニ
ットを車両に組み付ける際には、第一の取付フランジ２
により外輪１を懸架装置に支持し、第二の取付フランジ
７により駆動輪でもある前輪を第一の内輪部材４に固定
する。又、エンジンによりトランスミッションを介して
回転駆動される、図示しない駆動軸の先端部を、等速ジ
ョイント１２を構成する内輪２３の内側にスプライン係
合させる。自動車の走行時には、上記内輪２３の回転
を、複数の玉２５を介して第二の内輪部材５を含むハブ
６に伝達し、上記前輪を回転駆動する。When assembling the rolling bearing unit for a wheel configured as described above to a vehicle, the first mounting flange 2
, The outer wheel 1 is supported by the suspension device, and the front wheel, which is also a driving wheel, is fixed to the first inner wheel member 4 by the second mounting flange 7. Further, a distal end of a drive shaft (not shown), which is rotationally driven by the engine via a transmission, is spline-engaged with the inside of an inner ring 23 constituting the constant velocity joint 12. When the automobile is running, the rotation of the inner wheel 23 is transmitted to the hub 6 including the second inner wheel member 5 via the plurality of balls 25, and the front wheel is rotationally driven.
【０００９】[0009]
【発明が解決しようとする課題】上述した様な従来構造
の場合、前記内方側円筒面部１０と前記外方側両円筒面
部１６との嵌合部３７は、上記第一の内輪部材４と前記
第二の内輪部材５との結合部のがたつきを抑えると共
に、これら両内輪部材４、５同士を結合して成る、ハブ
６の曲げ剛性を向上させる為の部位である。従って、こ
のハブ６の曲げ剛性を十分に確保する為には、上記嵌合
部３７に大きなモーメントが加わらない様な設計を行な
い、この嵌合部３７の耐久性を十分に確保する必要があ
る。ところが、従来は、この様な嵌合部３７の耐久性を
確保する為の設計が、積極的に行なわれてはいなかっ
た。In the case of the conventional structure as described above, the fitting portion 37 between the inner cylindrical surface portion 10 and the outer cylindrical surfaces 16 is connected to the first inner race member 4 by the first inner ring member 4. This is a portion for suppressing the backlash of the connecting portion with the second inner ring member 5 and for improving the bending rigidity of the hub 6 formed by connecting the inner ring members 4 and 5 to each other. Therefore, in order to sufficiently secure the bending rigidity of the hub 6, it is necessary to design such that a large moment is not applied to the fitting portion 37, and to sufficiently secure the durability of the fitting portion 37. . However, conventionally, a design for ensuring the durability of the fitting portion 37 has not been actively performed.
【００１０】上述の様な嵌合部３７の耐久性を確保する
為の設計を行なう場合には、この嵌合部３７にどの様な
モーメントが加わるかを十分に検討する必要がある。そ
こで、自動車の走行頻度の高い直進走行時に、上記嵌合
部３７にどの様なモーメントが加わるかに就いて、図５
を参照しつつ、以下に検討する。先ず、上記従来構造を
構成するハブ６には、路面から鉛直方向上向きの反力Ｎ
が、車輪を構成するタイヤのトレッド面を介して加わ
る。尚、この反力Ｎを表すベクトルは、上記タイヤの接
地点中心（上記トレッド面と路面との接触部のうち、こ
の路面からトレッド面に加わるラジアル荷重の重心が存
在する部分）を通る鉛直線α上に存在する。これと共
に、上記ハブ６には、外側（図５の左側）、内側（図５
の右側）の各転動体列から、それぞれ鉛直方向下向きの
ラジアル荷重ＦR1、ＦR2と、互いに軸方向逆向きのスラ
スト荷重ＦA1、ＦA2とが加わる。尚、これら各荷重
ＦR1、ＦA1、ＦR2、ＦA2は、それぞれ上記各転動体列の
作用点（転動体列を構成する各転動体１９、１９の接触
線と、この転動体列の中心軸との交点）Ｏ1 、Ｏ2 に加
わる。When designing to ensure the durability of the fitting portion 37 as described above, it is necessary to sufficiently consider what kind of moment is applied to the fitting portion 37. Therefore, FIG. 5 shows what kind of moment is applied to the fitting portion 37 when the vehicle travels straight ahead with high running frequency.
It will be discussed below with reference to. First, the hub 6 constituting the above-described conventional structure is provided with a vertically upward reaction force N from the road surface.
Is applied through the tread surface of the tire constituting the wheel. The vector representing the reaction force N is a vertical line passing through the center of the ground contact point of the tire (the portion where the center of gravity of the radial load applied to the tread surface from the road surface exists in the contact portion between the tread surface and the road surface). Exists on α. At the same time, the hub 6 has an outer side (left side in FIG. 5) and an inner side (FIG. 5).
(Right side) of the rolling element row, vertical downward radial loads F R1 and F R2 and axially opposite thrust loads F A1 and F A2 , respectively, are applied. Each of the loads F R1 , F A1 , F R2 , and F A2 is a point of action of each of the rolling element rows (the contact line of each of the rolling elements 19 constituting the rolling element row, (Intersection with the central axis) O 1 and O 2 .
【００１１】次に、便宜上、前記第二の内輪部材５が前
記第一の内輪部材４に、上記嵌合部３７で支持されてい
ると考えると、この嵌合部３７には、上記内側の転動体
列から作用するラジアル荷重ＦR2に基づき、ＦR2・Ｓ2
なる大きさのモーメントＭ2が加わる。ここで、Ｓ2
は、上記嵌合部３７の軸方向に関する中心点Ｏ37と上記
内側の転動体列の荷重の作用点Ｏ2 との間の、軸方向に
亙る間隔である。尚、上記作用点Ｏ2 に加わるスラスト
荷重ＦA2は、上記嵌合部３７に加わるモーメントとして
は作用しない。上述の様に、便宜上、上記第二の内輪部
材５が上記第一の内輪部材４に、上記嵌合部３７で支持
されていると考えた理由は、この様に考えれば、この嵌
合部３７に加わるモーメントに寄与する荷重が上記内側
の転動体列から作用するラジアル荷重ＦR2のみとなっ
て、上記嵌合部３７に加わるモーメントを考え易くなる
為である。Next, for convenience, it is assumed that the second inner ring member 5 is supported by the first inner ring member 4 by the fitting portion 37. Based on the radial load F R2 acting from the rolling element row, F R2 · S 2
The size of the moment M 2 is added consisting. Where S 2
Is, intervals over the axial direction between the center point O 37 and the point O 2 of the load of the inner rolling element row in the axial direction of the fitting portion 37. Incidentally, the thrust load F A2 applied to the working point O 2 does not act as a moment applied to the fitting portion 37. As described above, for the sake of convenience, the reason why the second inner ring member 5 is considered to be supported by the first inner ring member 4 by the fitting portion 37 is as follows. This is because the load that contributes to the moment applied to the 37 is only the radial load F R2 that acts from the inner row of rolling elements, and the moment applied to the fitting portion 37 can be easily considered.
【００１２】反対に、上記第一の内輪部材４が上記第二
の内輪部材５に、上記嵌合部３７で支持されていると考
えると、この嵌合部３７には、上記外側の転動体列から
作用するラジアル荷重ＦR1に基づき、ＦR1・Ｓ1 なる大
きさのモーメントＭ1 が加わる。ここで、Ｓ1 は、上記
中心点Ｏ37と上記外側の転動体列の荷重の作用点Ｏ1と
の間の、軸方向に亙る間隔である。尚、この場合も、上
記作用点Ｏ1 に加わるスラスト荷重ＦA1は、上記嵌合部
３７に加わるモーメントとしては作用しない。これと共
に、上記嵌合部３７には、上記路面からの反力Ｎに基づ
き、Ｎ・Ｓ3 なる大きさのモーメントＭ3 が加わる。こ
こで、Ｓ3 は、上記中心点Ｏ37と上記タイヤの接地点中
心を通る鉛直線αとの間の、軸方向に亙る間隔である。
この結果、上述の様に第一の内輪部材４が第二の内輪部
材５に、上記嵌合部３７で支持されていると考えた場
合、上記嵌合部３７には、上記両モーメントＭ1 、Ｍ3
を合成した、モーメントＭ1 ′｛＝Ｍ1 −Ｍ3 （モーメ
ントＭ1 の向きを正にとった。）｝が加わる。Conversely, when the first inner race member 4 is considered to be supported by the second inner race member 5 at the fitting portion 37, the fitting portion 37 includes the outer rolling element. based on the radial load F R1 acting from the column, the moment M 1 of F R1 · S 1 becomes size is applied. Here, S 1 is an axial distance between the center point O 37 and the load application point O 1 of the outer rolling element row. In this case as well, the thrust load F A1 applied to the operation point O 1 does not act as a moment applied to the fitting portion 37. At the same time, on the engaging portion 37 on the basis of the reaction force N from the road surface, it is applied N · S 3 becomes the size of the moment M 3. Here, S 3 is an axial distance between the center point O 37 and the vertical line α passing through the center of the ground contact point of the tire.
As a result, when it is considered that the first inner race member 4 is supported by the second inner race member 5 by the fitting portion 37 as described above, the two moments M 1 are applied to the fitting portion 37. , M 3
, The moment M 1 ′ ｛= M 1 −M 3 (the direction of the moment M 1 is positive).
【００１３】上述の様に嵌合部３７に加わるモーメント
の種類｛Ｍ1 ′（＝Ｍ1 −Ｍ3 ）、Ｍ2 ｝が分かったの
で、次に、上記嵌合部３７の耐久性を十分に確保する為
の手段に就いて検討する。この嵌合部３７の耐久性を十
分に確保する為には、この嵌合部３７に加わる、上記各
モーメントＭ1 ′、Ｍ2 の大きさを小さくすれば良い。
又、この場合、釣り合いの条件から、上記両モーメント
Ｍ1 ′、Ｍ2 の大きさは互いに等しい。従って、上記嵌
合部３７の耐久性を十分に確保する為には、上記各モー
メントＭ1 ′、Ｍ2 のうちの何れか一方のモーメントの
大きさを小さくする設計を行なえば良い。本発明の車輪
用転がり軸受ユニットは、上述の様な検討の末になされ
たものである。Since the types of moments {M 1 ′ (= M 1 −M 3 ), M 2 } applied to the fitting portion 37 are known as described above, the durability of the fitting portion 37 is then sufficiently improved. Consider means to secure In order to ensure sufficient durability of the fitting portion 37, the magnitudes of the moments M 1 ′ and M 2 applied to the fitting portion 37 may be reduced.
Further, in this case, the magnitudes of the two moments M 1 ′ and M 2 are equal to each other due to the condition of the balance. Therefore, in order to sufficiently secure the durability of the fitting portion 37, a design may be made to reduce the magnitude of one of the moments M 1 ′ and M 2 . The rolling bearing unit for a wheel of the present invention has been made after the above-described studies.
【００１４】[0014]
【課題を解決するための手段】本発明の車輪用転がり軸
受ユニットは、前述した従来構造と同様に、外周面に懸
架装置に支持する為の第一の取付フランジを、内周面に
複列の外輪軌道を、それぞれ有し、使用時にも回転しな
い外輪相当部材と、外周面の外端寄り部分に車輪を支持
する為の第二の取付フランジを、同じく中間部に複列の
内輪軌道を、それぞれ設け、内端部を等速ジョイントの
外輪となるハウジング部とした、使用時に回転する内輪
相当部材と、上記各外輪軌道と上記各内輪軌道との間に
それぞれ複数個ずつ転動自在に設けられた転動体とを備
える。そして、このうちの内輪相当部材は、第一の内輪
部材と第二の内輪部材とを組み合わせて成り、このうち
の第一の内輪部材は、外周面の外端寄り部に上記第二の
取付フランジを、同じく内端寄り部に上記複列の内輪軌
道のうちの一方の内輪軌道を、それぞれ設けた筒状に形
成すると共に、内周面の中間部に雌スプライン部を、同
じく内端部にこの雌スプライン部よりも大径の内方側円
筒面部を、互いに同心に設けたものであり、上記第二の
内輪部材は、外端部を上記第一の内輪部材をがたつきな
く外嵌固定する為の嵌合支持部とし、中間部外周面に上
記複列の内輪軌道のうちの他方の内輪軌道を設け、内端
部を上記ハウジング部とすると共に、上記嵌合支持部の
外周面に、上記雌スプライン部とスプライン係合する雄
スプライン部と、上記内方側円筒面部と締め代を持って
嵌合する外方側円筒面部とを、互いに同心に形成したも
のである。特に、本発明の車輪用軸受ユニットに於いて
は、上記内方側、外方側両円筒面部同士の嵌合部の他端
縁を、複列の転動体列同士の間部分の軸方向中央位置よ
りも他端側に位置させると共に、上記第二の取付フラン
ジに支持した車輪を構成するタイヤの接地点中心（この
タイヤのトレッド面と路面との接触部のうち、この路面
からトレッド面に加わるラジアル荷重の重心が存在する
部分）を通る鉛直線を、上記複列の転動体列同士の間部
分の軸方向中央位置よりも一端側に位置させている。According to the rolling bearing unit for a wheel of the present invention, a first mounting flange for supporting the suspension device on the outer peripheral surface is provided in a double row on the inner peripheral surface, similarly to the aforementioned conventional structure. The outer ring raceway has a member corresponding to the outer ring that does not rotate during use, and a second mounting flange for supporting the wheel at a portion near the outer end of the outer peripheral surface. , Each of which is provided with a housing portion serving as an outer ring of a constant velocity joint, an inner ring-equivalent member rotating at the time of use, and a plurality of each being rotatable between each of the outer ring raceways and each of the inner ring raceways. And a rolling element provided. The member corresponding to the inner ring is formed by combining a first inner ring member and a second inner ring member, and the first inner ring member is mounted on the outer peripheral surface near the outer end by the second mounting member. A flange is formed in a tubular shape provided with the inner raceway of one of the double rows of inner raceways also at the inner end portion, and a female spline portion is formed at an intermediate portion of the inner peripheral surface. An inner cylindrical surface portion having a diameter larger than that of the female spline portion is provided concentrically with each other, and the second inner ring member has an outer end portion which is formed so that the outer end portion does not rattle the first inner ring member. A fitting support portion for fitting and fixing, the other inner raceway of the double row of inner raceways is provided on the outer peripheral surface of the intermediate portion, an inner end portion is the housing portion, and an outer periphery of the fitting support portion is provided. A male spline portion that is spline-engaged with the female spline portion; An outer side cylindrical surface portion to be fitted with the side cylindrical surface portion and the interference, is obtained by forming concentrically with each other. In particular, in the wheel bearing unit of the present invention, the other end edge of the fitting portion between the inner and outer cylindrical surfaces is axially centered between the two rows of rolling element rows. And the center of the ground contact point of the tire constituting the wheel supported by the second mounting flange (of the contact portion between the tread surface of the tire and the road surface, from the road surface to the tread surface). The vertical line passing through the portion where the center of gravity of the applied radial load exists) is positioned at one end side of the axial center position of the portion between the multiple rows of rolling element rows.
【００１５】[0015]
【作用】上述の様に構成する本発明の車輪用転がり軸受
ユニットによれば、内方側、外方側両円筒面部同士の嵌
合部に加わるモーメントを十分に小さくできる。この
為、上記嵌合部の耐久性を十分に確保して、内輪相当部
材の曲げ剛性が低下する事を防止できる。According to the rolling bearing unit for a wheel of the present invention constructed as described above, the moment applied to the fitting portion between the inner and outer cylindrical surfaces can be sufficiently reduced. For this reason, it is possible to sufficiently secure the durability of the fitting portion and prevent the bending rigidity of the member corresponding to the inner race from being reduced.
【００１６】[0016]
【発明の実施の形態】図１は、本発明の実施の形態の第
１例を示している。尚、本発明の特徴は、内方側、外方
側両円筒面部１０、１６同士の嵌合部３７と、車輪を構
成するタイヤの接地点中心を通る鉛直線αと、複列に亙
り設けた転動体１９、１９の軸方向中央位置との、それ
ぞれの位置関係を規制した点にある。その他の部分の構
造及び作用は、前述した従来構造の場合と同様であるか
ら、重複する部分の説明は省略若しくは簡略にし、以
下、本発明の特徴部分、並びに上記従来構造と異なる部
分を中心に説明する。FIG. 1 shows a first embodiment of the present invention. The features of the present invention include a fitting portion 37 between the inner and outer cylindrical surfaces 10, 16 and a vertical line α passing through the center of the ground contact point of the tire constituting the wheel. This is in that the positional relationship between the rolling elements 19 and 19 and the axial center position is regulated. Since the structure and operation of the other parts are the same as those of the conventional structure described above, the description of the overlapping parts will be omitted or simplified, and the following description will focus on the characteristic parts of the present invention and the parts different from the conventional structure. explain.
【００１７】第一の内輪部材４ａの外端寄り部（図１の
左寄り部）外周面に形成した第二の取付フランジ７に
は、自動車の車輪を構成するホイール２９及び制動装置
であるディスクブレーキを構成するロータ３０を、複数
本のスタッド３１とナット３２とにより支持固定してい
る。又、上記ホイール２９の外径側部分には、図示しな
いタイヤを組み付けている。又、本発明の場合、このタ
イヤの接地点中心を通る鉛直線αが、複列の転動体列同
士の間部分（各列の転動体１９、１９の中心点同士の間
部分）には存在するが、この間部分の軸方向中央位置
（鉛直線β）よりも軸方向外側（図１の左側）に位置す
る様に、車輪用転がり軸受ユニットの各部の寸法を規制
している。これと共に、上記嵌合部３７の内端縁（図１
の右端縁）を、上記鉛直線βよりも軸方向内側（図１の
右側）に位置させている。そして、この様な構成を採用
する事により、上記嵌合部３７に加わるモーメントを小
さくして、この嵌合部３７の耐久性を十分に確保してい
る。尚、図示の例では、上記鉛直線α、βが、何れもこ
の嵌合部３７を通過する様にしている。上述の様な構成
を採用する事により、上記嵌合部３７に加わるモーメン
トを小さくできる理由に就いては、後述する。A second mounting flange 7 formed on the outer peripheral surface of the first inner ring member 4a on the outer end portion (leftward portion in FIG. 1) has a wheel 29 constituting a vehicle wheel and a disc brake as a braking device. Is supported and fixed by a plurality of studs 31 and nuts 32. A tire (not shown) is mounted on the outer diameter side of the wheel 29. Further, in the case of the present invention, a vertical line α passing through the center of the ground contact point of the tire exists in a portion between the rolling element rows in multiple rows (a section between the center points of the rolling elements 19 in each row). However, the dimensions of each part of the rolling bearing unit for a wheel are regulated so as to be located axially outside (the left side in FIG. 1) of the axially central position (vertical line β) of the intermediate portion. At the same time, the inner edge of the fitting portion 37 (FIG. 1)
Is located on the axially inner side (the right side in FIG. 1) of the vertical line β. By adopting such a configuration, the moment applied to the fitting portion 37 is reduced, and the durability of the fitting portion 37 is sufficiently ensured. In the illustrated example, both the vertical lines α and β pass through the fitting portion 37. The reason why the moment applied to the fitting portion 37 can be reduced by employing the above-described configuration will be described later.
【００１８】又、上述の様に嵌合部３７の内端縁を上記
鉛直線βよりも軸方向内方に位置させる為に、本例の場
合には、この嵌合部３７の全体を軸方向内方にずらす事
はせず、この嵌合部３７（即ち、上記内方側、外方側両
円筒面部１０、１６）の内端縁を軸方向内方に延長させ
て、この嵌合部３７全体の軸方向寸法を大きくしてい
る。図示の例では、上記嵌合部３７の内端縁を十分に延
長させるべく、この嵌合部３７の内端縁部分に存在す
る、第一の内輪部材４ａの内端面と第二の内輪部材５ａ
の中間部外周面に形成した段部３３との当接部を、内側
（図１の右側）の転動体列の近傍部分にまで近づけて配
置している。この様に本例の場合には、上記嵌合部３７
の軸方向寸法を大きくしている為、上記第二の内輪部材
５ａに対する上記第一の内輪部材４ａの支持強度、並び
に上記嵌合部３７のモーメント荷重に対する負荷能力を
十分に大きくできる。尚、上述の様に嵌合部３７の軸方
向寸法を大きくする手段としては、この嵌合部３７の外
端縁を軸方向外方に延長させる事も有効である。この場
合、組み立て時に於ける雌スプライン部９と雄スプライ
ン部１５との係合等を考慮しても、設計上可能であれ
ば、この嵌合部３７の外端縁を外側（図１の左側）の転
動体列よりも更に軸方向外方に延長させる事が、上記嵌
合部３７の軸方向寸法を十分に確保する上で好ましい。In order to position the inner edge of the fitting portion 37 axially inward of the vertical line β as described above, in the case of this embodiment, the entirety of the fitting portion 37 is The inner ends of the fitting portions 37 (that is, the inner and outer cylindrical surface portions 10 and 16) are extended inward in the axial direction without being shifted inward in the axial direction. The axial dimension of the entire portion 37 is increased. In the illustrated example, the inner end surface of the first inner ring member 4a and the second inner ring member, which are present at the inner edge portion of the fitting portion 37, are provided so as to sufficiently extend the inner edge of the fitting portion 37. 5a
The contact portion with the step portion 33 formed on the outer peripheral surface of the intermediate portion is arranged close to the vicinity of the inner side (the right side in FIG. 1) of the rolling element row. Thus, in the case of this example, the fitting portion 37
Is increased, the supporting strength of the first inner ring member 4a with respect to the second inner ring member 5a and the load capacity of the fitting portion 37 with respect to the moment load can be sufficiently increased. As a means for increasing the axial dimension of the fitting portion 37 as described above, it is also effective to extend the outer edge of the fitting portion 37 outward in the axial direction. In this case, even if the engagement between the female spline portion 9 and the male spline portion 15 at the time of assembling is taken into consideration, if the design allows, the outer edge of the fitting portion 37 is set to the outside (left side in FIG. 1). It is preferable to extend the rolling element row further outward in the axial direction than the row of rolling elements in order to secure a sufficient axial dimension of the fitting portion 37.
【００１９】尚、本例の場合、上記第一、第二の内輪部
材４ａ、５ａを結合してハブ６ａとすべく、この第一の
内輪部材４ａの内端面と上記段部３３とを当接させた状
態で、各転動体１９、１９に適切な予圧が付与される様
に、各部の寸法を規制している。又、本例の場合、上記
嵌合部３７に持たせる締め代の大きさを、１５〜４０μ
ｍ程度と大きくする事により、この嵌合部３７の嵌合強
度を十分に確保している。又、上記内方側、外方側両円
筒面部１０、１６の表面に、それぞれ高周波焼き入れ等
による硬化処理を施している。これにより、これら両円
筒面部１０、１６に、上記嵌合部３７に加わる大きな接
触面圧に耐え得る強度を付与している。In the case of the present embodiment, the inner end face of the first inner ring member 4a and the step 33 are brought into contact with each other so as to connect the first and second inner ring members 4a and 5a to form a hub 6a. The dimensions of each part are regulated so that an appropriate preload is applied to each rolling element 19 in the contact state. Further, in the case of this example, the size of the interference provided to the fitting portion 37 is 15 to 40 μm.
By increasing the length to about m, the fitting strength of the fitting portion 37 is sufficiently ensured. Further, the surfaces of the inner and outer cylindrical surface portions 10 and 16 are respectively subjected to a hardening treatment such as induction hardening. Thereby, the two cylindrical surface portions 10 and 16 are given strength enough to withstand a large contact surface pressure applied to the fitting portion 37.
【００２０】上述の様に構成する本例の車輪用転がり軸
受ユニットの場合には、上記嵌合部３７に加わるモーメ
ントを小さくできる。この理由に就いて、前述の図５を
参照しつつ、以下に説明する。タイヤの接地点中心から
加わる反力Ｎは、複列の転動体列の作用点Ｏ1 、Ｏ2 に
加わるラジアル荷重ＦR1、ＦR2として分配される。本発
明の様に上記反力Ｎ（前記鉛直線α上のベクトル）が、
複列の転動体列同士の間部分で、この間部分の軸方向中
央位置よりも軸方向外方にずれている場合には、上記内
側の転動体列の作用点Ｏ2 に加わるラジアル荷重Ｆ
R2が、外側の転動体列の作用点Ｏ1 に加わるラジアル荷
重ＦR1よりも小さくなる。この為、上記内側の転動体列
の作用点Ｏ2 に加わるラジアル荷重ＦR2に基づいて、上
記嵌合部３７に作用するモーメントＭ2 （＝ＦR2・Ｓ
2 ）を小さくできる。In the case of the rolling bearing unit for a wheel of the present embodiment configured as described above, the moment applied to the fitting portion 37 can be reduced. The reason will be described below with reference to FIG. The reaction force N applied from the center of the contact point of the tire is distributed as radial loads F R1 and F R2 applied to the application points O 1 and O 2 of the double row of rolling elements. As in the present invention, the reaction force N (the vector on the vertical line α) is
Between portions of the rolling element row between the double row, if the image is shifted axially outward of the axially central position therebetween portion, the radial load F exerted on the working point O 2 of the inner rolling element row
R2 is smaller than the radial load F R1 applied to the point O 1 of the outer rolling element row. Therefore, based on the radial load F R2 applied to the action point O 2 of the inner rolling element row, the moment M 2 (= F R2 · S
2 ) can be made smaller.
【００２１】更に、本例の場合、上記嵌合部３７の内端
縁を上記複列の転動体列同士の間部分の軸方向中央位置
よりも軸方向内方に位置させている。この為、この嵌合
部３７の軸方向に関する中心点Ｏ37が上記内側の転動体
列の作用点Ｏ2 に近づき、これら両点Ｏ37、Ｏ2 同士の
軸方向に亙る間隔Ｓ2 が小さくなる。この為、やはり、
上記ラジアル荷重ＦR2に基づいて上記嵌合部３７に作用
するモーメントＭ2 （＝ＦR2・Ｓ2 ）を小さくできる。
一方、前述の［本発明が解決しようとする課題］の部分
で説明した様に、上記嵌合部３７には、上記反力Ｎ及び
外側の転動体列の作用点Ｏ1 に作用するラジアル荷重Ｆ
R1に基づくモーメントＭ1 ′が加わる。この場合、釣り
合いの条件から、上記両モーメントＭ1 ′、Ｍ2 の大き
さは互いに等しい。従って、上記モーメントＭ2 を小さ
くした事に伴い、上記モーメントＭ1 ′も小さくでき
る。この為、本例の場合には、上記嵌合部３７に加わる
モーメントを小さくでき、この嵌合部３７の耐久性を十
分に確保できる。Further, in the case of the present embodiment, the inner end edge of the fitting portion 37 is located axially inward of the axial center position of the portion between the multiple rows of rolling element rows. For this reason, the center point O 37 of the fitting portion 37 in the axial direction approaches the action point O 2 of the inner rolling element row, and the interval S 2 between these two points O 37 and O 2 in the axial direction is small. Become. For this reason,
The moment M 2 (= F R2 · S 2 ) acting on the fitting portion 37 based on the radial load F R2 can be reduced.
On the other hand, as described in the section of the problem to be solved by the present invention on the foregoing, to the fitting portion 37, a radial load acting on the point O 1 of the reaction force N and outer rolling element row F
A moment M 1 ′ based on R1 is applied. In this case, the magnitudes of the two moments M 1 ′ and M 2 are equal to each other from the condition of the balance. Therefore, with the fact that a smaller the moment M 2, the moment M 1 'can be reduced. Therefore, in the case of this example, the moment applied to the fitting portion 37 can be reduced, and the durability of the fitting portion 37 can be sufficiently ensured.
【００２２】尚、上述の説明では、各部分に加わる荷重
やモーメントに就いて、自動車の走行頻度の高い直進走
行時に加わるものだけを考慮した。これに対して、自動
車が旋回走行する場合には、図２に示す様に、自動車３
８に遠心力Ｆが加わり、車輪を構成するタイヤ３９ａ、
３９ｂには、路面からの反力としてラジアル荷重Ｒ1、
Ｒ2 の他に、スラスト荷重Ａ1 、Ａ2 が加わる。又、上
述の様な遠心力Ｆが上記自動車３８の重心に作用する事
に基づき、車体がロールして荷重移動する為、旋回方向
外周側（図２の左側）のタイヤ３９ｂの接地圧の方が、
内周側（図２の右側）のタイヤ３９ａの接地圧よりも高
くなる。この為、旋回方向外周側のタイヤ３９ｂに加わ
る路面からの反力Ｒ2 、Ａ2 の方が、旋回方向内周側の
タイヤ３９ａに加わる路面からの反力Ｒ1 、Ａ1 よりも
大きくなる。In the above description, only the loads and moments applied to the respective parts that are applied when the vehicle travels straight ahead, which is frequently run, are considered. On the other hand, when the car turns, as shown in FIG.
8, a centrifugal force F is applied to the tires 39a,
39b has a radial load R 1 as a reaction force from the road surface,
In addition to R 2, applied thrust load A 1, A 2. Further, since the centrifugal force F acts on the center of gravity of the automobile 38 as described above, the vehicle body rolls and moves under load, so that the contact pressure of the tire 39b on the outer peripheral side in the turning direction (left side in FIG. 2) But,
It becomes higher than the contact pressure of the tire 39a on the inner peripheral side (the right side in FIG. 2). Therefore, the reaction forces R 2 and A 2 from the road surface applied to the tire 39b on the turning direction outer peripheral side are larger than the reaction forces R 1 and A 1 from the road surface applied to the tire 39a on the turning direction inner peripheral side. .
【００２３】そこで、次に、上述の様に路面から大きな
反力Ｒ2 、Ａ2 を受ける、旋回方向外周側のタイヤ３９
ｂを支持する車輪用転がり軸受ユニットに就いて考え
る。この旋回方向外周側のタイヤ３９ｂを支持する車輪
用転がり軸受ユニットには、路面からこのタイヤ３９ｂ
に加わるスラスト荷重Ａ2 に基づいて、モーメント（軸
受ユニットの中心軸から接地面までの垂直距離をＸとし
た場合に、Ａ2 ・Ｘの大きさのモーメント）が作用す
る。又、このスラスト荷重Ａ2 に基づくモーメントは、
外側（図５の左側）の転動体列の作用点Ｏ1 に加わるラ
ジアル荷重ＦR1を低減させつつ、内側（図５の右側）の
転動体列の作用点Ｏ2 に加わるラジアル荷重ＦR2を増大
させる方向に作用する。Then, as described above, the tire 39 on the outer peripheral side in the turning direction which receives a large reaction force R 2 and A 2 from the road surface as described above.
Consider a rolling bearing unit for wheels that supports b. The rolling bearing unit for a wheel that supports the tire 39b on the outer peripheral side in the turning direction includes the tire 39b from the road surface.
A moment (a moment having a magnitude of A 2 · X, where X is the vertical distance from the center axis of the bearing unit to the ground contact surface) based on the thrust load A 2 applied to. The moment based on the thrust load A 2 is
While reducing the radial load F R1 applied to the application point O 1 of the outer (left side of FIG. 5) rolling element row, the radial load F R2 applied to the application point O 2 of the inner (right side of FIG. 5) rolling element row is reduced. Acts in the direction of increasing.
【００２４】従って、自動車３８の旋回走行時には、旋
回方向外周側のタイヤ３９ｂを支持する車輪用転がり軸
受ユニットを構成する、内側の転動体列に最も大きなラ
ジアル荷重が作用する。この為、本発明の場合には、こ
の内側の転動体列の耐久性を確保する観点からも、前述
した様に鉛直線αを鉛直線βよりも軸方向外方に配置す
る事により、上記内側の転動体列に作用するラジアル荷
重ＦR2を、積極的に小さくする様にしている。尚、本例
の様に上記鉛直線α（路面からの反力Ｎ）を上記鉛直線
βよりも軸方向外方にずらせる場合には、このずらせる
量を調節して、複列の転動体列の剥離寿命に大きな差が
生じない様にするのが好ましい。この場合に、上記両鉛
直線α、β同士のずれ量は、外側の転動体列と内側の転
動体列との作用点間距離をＳ（図５のＳ1 ＋Ｓ2 ）とし
た場合に、この作用点間距離Ｓの５〜１５％程度とする
のが好ましい。例えば、一般的な乗用車用の車輪用転が
り軸受ユニットの場合で、２〜６mm程度とする。Therefore, when the automobile 38 turns, the largest radial load acts on the inner row of rolling elements constituting the wheel rolling bearing unit that supports the tire 39b on the outer side in the turning direction. For this reason, in the case of the present invention, from the viewpoint of ensuring the durability of the inner rolling element row, as described above, the vertical line α is disposed axially outward of the vertical line β as described above. The radial load F R2 acting on the inner row of rolling elements is positively reduced. In the case where the vertical line α (reaction force N from the road surface) is shifted axially outward from the vertical line β as in this example, the amount of the shift is adjusted, and the double row rolling is performed. It is preferable that a large difference does not occur in the separation life of the moving body row. In this case, the amount of deviation between the two vertical lines α and β is calculated assuming that the distance between the action points between the outer rolling element row and the inner rolling element row is S (S 1 + S 2 in FIG. 5). It is preferable to set the distance between the action points S to about 5 to 15%. For example, in the case of a rolling bearing unit for a general passenger car wheel, the distance is set to about 2 to 6 mm.
【００２５】又、図１に示した本例の場合、上記ハブ６
ａに加わるモーメントは、上記内方側、外方側両円筒面
部１０、１６同士の嵌合部３７で支承する他、前記第一
の内輪部材４ａの内端面と前記段部３３との当接部、並
びに嵌合支持部１１の先端部に螺合・緊締したナット１
８と上記第一の内輪部材４ａの内周面外端寄り部に設け
た段部３４との当接部でも支承する。そこで、これら各
当接部で支承し得る上記モーメントの割合を大きくし
て、上記嵌合部３７に大きなモーメント荷重が加わらな
い様にすべく、上記両当接部同士の軸方向に亙る間隔Ｌ
と、これら各当接部の直径方向に亙る幅寸法Ｈ18、Ｈ33
とを、それぞれ可及的に大きくするのが好ましい。In the case of the present embodiment shown in FIG.
The moment applied to the first inner ring member 4a is supported by the fitting portion 37 between the inner and outer cylindrical surface portions 10 and 16, and the abutment between the inner end surface of the first inner ring member 4a and the step portion 33 is performed. Nut 1 screwed and tightened to the end of fitting portion 11
The contact portion 8 is also supported by a step portion 34 provided at a portion near the outer end of the inner peripheral surface of the first inner ring member 4a. Therefore, in order to increase the ratio of the moment that can be supported by each of the contact portions, and to prevent a large moment load from being applied to the fitting portion 37, the distance L between the two contact portions in the axial direction is set.
And the widths H 18 and H 33 in the diameter direction of these contact portions.
Are preferably as large as possible.
【００２６】尚、実際に本発明を実施する場合、前述し
た鉛直線αの軸方向に亙る位置は、前記第二の取付フラ
ンジ７に支持固定するホイール２９のオフセット量｛こ
のホイール２９の上記第二の取付フランジ７に対する取
付面と、このホイール２９の幅方向の中心線（キャンバ
ー角を０と仮定した場合に、上記鉛直線αと一致する直
線）との軸方向に亙る間隔｝δの大きさにより異なる。
従って、本発明を実施する場合には、上記第二の取付フ
ランジ７に支持するホイール２９のオフセット量δ及び
キャンバー角を考慮して、構成各部材の寸法を規制す
る。When the present invention is actually carried out, the position of the vertical line α in the axial direction is determined by the offset amount of the wheel 29 supported and fixed to the second mounting flange 7 ｛ The size of the distance｝ δ in the axial direction between the mounting surface for the two mounting flanges 7 and the center line in the width direction of the wheel 29 (a straight line that coincides with the vertical line α when the camber angle is assumed to be 0). It depends on the situation.
Therefore, when implementing the present invention, the dimensions of the constituent members are regulated in consideration of the offset amount δ and the camber angle of the wheel 29 supported on the second mounting flange 7.
【００２７】次に、図３は、本発明の実施の形態の第２
例を示している。本例の場合、第二の内輪部材５ｂを構
成する嵌合支持部１１ａの先半部を円筒部３５とし、こ
の円筒部３５の外周面に雄スプライン部１５を構成する
多数の雄スプライン溝を、それぞれこの円筒部３５の
（先端部を含んで）全長に亙り形成している。又、この
様な円筒部３５の先端部で、第一の内輪部材４ｂの中間
部内周面に設けた雌スプライン部９の外端（図２の左
端）開口から突出した部分は、直径方向外方に塑性変形
させて、かしめ部３６としている。そして、このかしめ
部３６と上記第二の内輪部材５ｂの中間部外周面に設け
た段部３３との間で上記第一の内輪部材４ｂを挟持する
事により、ハブ６ｂとしている。FIG. 3 shows a second embodiment of the present invention.
An example is shown. In the case of this example, the first half of the fitting support portion 11a constituting the second inner ring member 5b is a cylindrical portion 35, and a number of male spline grooves constituting the male spline portion 15 are formed on the outer peripheral surface of the cylindrical portion 35. Are formed over the entire length of the cylindrical portion 35 (including the distal end portion). A portion of the distal end of the cylindrical portion 35 protruding from the outer end (left end in FIG. 2) opening of the female spline portion 9 provided on the inner peripheral surface of the intermediate portion of the first inner race member 4b is diametrically outer. The plastically deformed portion forms a caulked portion 36. The hub 6b is formed by sandwiching the first inner ring member 4b between the caulked portion 36 and a step 33 provided on the outer peripheral surface of the intermediate portion of the second inner ring member 5b.
【００２８】又、本例の場合、雌スプライン部９には、
全長に亙り焼き入れ硬化処理を施しているが、上記雄ス
プライン部１５には、上記かしめ部３６を形成する先端
部を除いた部分にのみ焼き入れ硬化処理を施している。
これにより、上記円筒部３５の先端部が直径方向外方に
塑性変形できる様にし、上記かしめ部３６の形成を自在
としている。尚、本例を実施するに当たり、上記各雄ス
プライン溝は、上記かしめ部３６を形成する部分であ
る、上記円筒部３５の先端部にまで形成する必要はな
い。但し、図示の例の場合には、上記各雄スプライン溝
の加工を容易にする為に、これら各雄スプライン溝を上
記円筒部３５の先端縁まで形成している。この様に構成
する本例の場合、上述した第１例に比べて、ナット１８
（図１参照）を使わない分、部品点数の削減に伴う軽量
化とコスト低減とを図れる。その他の構成及び作用は、
上述した第１例の場合と同様である。In the case of this embodiment, the female spline portion 9 has
Although the hardening process is performed over the entire length, the hardening process is performed on the male spline portion 15 only at a portion excluding the tip portion forming the caulking portion 36.
Thereby, the tip of the cylindrical portion 35 can be plastically deformed outward in the diameter direction, and the caulking portion 36 can be formed freely. In practicing this example, each male spline groove does not need to be formed up to the tip of the cylindrical portion 35, which is the portion forming the caulking portion 36. However, in the case of the illustrated example, these male spline grooves are formed up to the leading edge of the cylindrical portion 35 in order to facilitate the processing of the male spline grooves. In the case of the present example having such a configuration, the nut 18 is smaller than the first example described above.
Since (see FIG. 1) is not used, the weight and cost can be reduced due to the reduction in the number of parts. Other configurations and operations are
This is the same as the case of the first example described above.
【００２９】[0029]
【発明の効果】本発明の車輪用転がり軸受ユニットは、
以上に述べた通り構成され作用する為、内方側円筒面部
と外方側円筒面部との嵌合部の耐久性を十分に確保し
て、ハブの剛性が低下する事を防止できる。この結果、
車輪用転がり軸受ユニットの耐久性向上を図れる。The rolling bearing unit for a wheel according to the present invention comprises:
Since the configuration and operation are performed as described above, the durability of the fitting portion between the inner cylindrical surface portion and the outer cylindrical surface portion is sufficiently ensured, and a reduction in the rigidity of the hub can be prevented. As a result,
The durability of the rolling bearing unit for wheels can be improved.
【図１】本発明の実施の形態の第１例を示す部分断面
図。FIG. 1 is a partial cross-sectional view showing a first example of an embodiment of the present invention.
【図２】自動車の旋回走行時に加わる力を示す模式図。FIG. 2 is a schematic diagram showing a force applied when the vehicle turns.
【図３】本発明の実施の形態の第２例を示す部分断面
図。FIG. 3 is a partial sectional view showing a second example of the embodiment of the present invention.
【図４】従来構造の１例を示す部分断面図。FIG. 4 is a partial cross-sectional view showing one example of a conventional structure.
【図５】ハブに作用する荷重を示す模式図。FIG. 5 is a schematic view showing a load acting on a hub.
１ 外輪 ２ 第一の取付フランジ ３ 外輪軌道 ４、４ａ、４ｂ 第一の内輪部材 ５、５ａ、５ｂ 第二の内輪部材 ６、６ａ、６ｂ ハブ ７ 第二の取付フランジ ８ 第一の内輪軌道 ９ 雌スプライン部 １０ 内方側円筒面部 １１、１１ａ 嵌合支持部 １２ 等速ジョイント １３ ハウジング部 １４ 第二の内輪軌道 １５ 雄スプライン部 １６ 外方側円筒面部 １７ 雄ねじ部 １８ ナット １９ 転動体 ２０ａ、２０ｂ カバー ２１ａ、２１ｂ シールリング ２２ 隔壁部 ２３ 内輪 ２４ 保持器 ２５ 玉 ２６ 内側係合溝 ２７ 外側係合溝 ２８ ポケット ２９ ホイール ３０ ロータ ３１ スタッド ３２ ナット ３３ 段部 ３４ 段部 ３５ 円筒部 ３６ かしめ部 ３７ 嵌合部 ３８ 自動車 ３９ａ、３９ｂ タイヤ Reference Signs List 1 outer ring 2 first mounting flange 3 outer ring track 4, 4a, 4b first inner ring member 5, 5a, 5b second inner ring member 6, 6a, 6b hub 7 second mounting flange 8 first inner ring track 9 Female spline part 10 Inner cylindrical surface part 11, 11a Fitting support part 12 Constant velocity joint 13 Housing part 14 Second inner raceway 15 Male spline part 16 Outer cylindrical surface part 17 Male screw part 18 Nut 19 Rolling element 20a, 20b Cover 21a, 21b Seal ring 22 Partition 23 Inner ring 24 Cage 25 Ball 26 Inner engaging groove 27 Outer engaging groove 28 Pocket 29 Wheel 30 Rotor 31 Stud 32 Nut 33 Step 34 Step 35 Cylindrical part 36 Caulking part 37 Joint part 38 Car 39a, 39b Tire
Claims (1)
取付フランジを、内周面に複列の外輪軌道を、それぞれ
有し、使用時にも回転しない外輪相当部材と、外周面の
一端寄り部分に車輪を支持する為の第二の取付フランジ
を、同じく中間部に複列の内輪軌道を、それぞれ設け、
他端部を等速ジョイントの外輪となるハウジング部とし
た、使用時に回転する内輪相当部材と、上記各外輪軌道
と上記各内輪軌道との間にそれぞれ複数個ずつ転動自在
に設けられた転動体とを備え、このうちの内輪相当部材
は、第一の内輪部材と第二の内輪部材とを組み合わせて
成り、このうちの第一の内輪部材は、外周面の一端寄り
部に上記第二の取付フランジを、同じく他端寄り部に上
記複列の内輪軌道のうちの一方の内輪軌道を、それぞれ
設けた筒状に形成すると共に、内周面の中間部に雌スプ
ライン部を、同じく他端部にこの雌スプライン部よりも
大径の内方側円筒面部を、互いに同心に設けたものであ
り、上記第二の内輪部材は、一端部を上記第一の内輪部
材をがたつきなく外嵌固定する為の嵌合支持部とし、中
間部外周面に上記複列の内輪軌道のうちの他方の内輪軌
道を設け、他端部を上記ハウジング部とすると共に、上
記嵌合支持部の外周面に、上記雌スプライン部とスプラ
イン係合する雄スプライン部と、上記内方側円筒面部と
嵌合する外方側円筒面部とを、互いに同心に形成したも
のである車輪用軸受ユニットに於いて、上記内方側、外
方側両円筒面部同士の嵌合部の他端縁を、複列の転動体
列同士の間部分の軸方向中央位置よりも他端側に位置さ
せると共に、上記第二の取付フランジに支持した車輪を
構成するタイヤの接地点中心を通る鉛直線を、上記複列
の転動体列同士の間部分の軸方向中央位置よりも一端側
に位置させた事を特徴とする車輪用軸受ユニット。An outer ring-equivalent member which has a first mounting flange for supporting the suspension on the outer peripheral surface, a double row outer ring raceway on the inner peripheral surface, and which does not rotate even during use, A second mounting flange for supporting the wheel at a portion closer to one end, and a double row inner ring track also provided at the middle portion, respectively,
The other end portion is a housing portion serving as an outer ring of a constant velocity joint. An inner ring-equivalent member that rotates at the time of use, and a plurality of rolling members rotatably provided between the outer ring tracks and the inner ring tracks, respectively. A moving body, and an inner ring-equivalent member thereof is formed by combining a first inner ring member and a second inner ring member, and the first inner ring member of the second inner Similarly, the inner flange of one of the double-row inner races is formed in a tubular shape provided on the other end portion, and a female spline portion is provided at an intermediate portion of the inner peripheral surface. An inner cylindrical surface portion having a diameter larger than that of the female spline portion at the end portion is provided concentrically with each other, and the second inner ring member has one end portion which does not rattle the first inner ring member. It is a fitting support part for external fitting and fixing, and the above The other inner raceway of the row of inner raceways is provided, and the other end is used as the housing part, and on the outer peripheral surface of the fitting support part, the male spline part that is spline-engaged with the female spline part; An inner cylindrical surface portion and an outer cylindrical surface portion to be fitted with each other are formed concentrically with each other. In a wheel bearing unit, the inner and outer cylindrical surface portions of the fitting portion between the inner and outer cylindrical surface portions are formed. The other end edge is located on the other end side than the axial center position of the portion between the multiple rows of rolling element rows, and passes through the center of the ground point of the tire constituting the wheel supported by the second mounting flange. A bearing unit for a wheel, wherein a vertical line is located at one end side of an axial center position of a portion between the multiple rows of rolling element rows.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23430199A JP4221831B2 (en) | 1999-08-20 | 1999-08-20 | Rolling bearing unit for wheels |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23430199A JP4221831B2 (en) | 1999-08-20 | 1999-08-20 | Rolling bearing unit for wheels |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001058506A true JP2001058506A (en) | 2001-03-06 |
| JP4221831B2 JP4221831B2 (en) | 2009-02-12 |
Family
ID=16968861
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23430199A Expired - Lifetime JP4221831B2 (en) | 1999-08-20 | 1999-08-20 | Rolling bearing unit for wheels |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4221831B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006347544A (en) * | 2000-04-12 | 2006-12-28 | Ntn Corp | Bearing device for driving wheel |
| JP2007022534A (en) * | 2006-10-23 | 2007-02-01 | Ntn Corp | Bearing device for driving wheel |
-
1999
- 1999-08-20 JP JP23430199A patent/JP4221831B2/en not_active Expired - Lifetime
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006347544A (en) * | 2000-04-12 | 2006-12-28 | Ntn Corp | Bearing device for driving wheel |
| JP4499075B2 (en) * | 2000-04-12 | 2010-07-07 | Ｎｔｎ株式会社 | Drive wheel bearing device |
| JP2007022534A (en) * | 2006-10-23 | 2007-02-01 | Ntn Corp | Bearing device for driving wheel |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4221831B2 (en) | 2009-02-12 |
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