JP2003246204A - Bearing device for driving wheel - Google Patents

Bearing device for driving wheel

Info

Publication number
JP2003246204A
JP2003246204A JP2002140966A JP2002140966A JP2003246204A JP 2003246204 A JP2003246204 A JP 2003246204A JP 2002140966 A JP2002140966 A JP 2002140966A JP 2002140966 A JP2002140966 A JP 2002140966A JP 2003246204 A JP2003246204 A JP 2003246204A
Authority
JP
Japan
Prior art keywords
bearing device
wheel
diameter
hub
drive wheel
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.)
Pending
Application number
JP2002140966A
Other languages
Japanese (ja)
Inventor
Shigeaki Fukushima
茂明 福島
Hitohiro Ozawa
仁博 小澤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
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
Application filed by NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Priority to JP2002140966A priority Critical patent/JP2003246204A/en
Priority to US10/234,969 priority patent/US7832939B2/en
Priority to KR1020020052804A priority patent/KR100923722B1/en
Priority to EP02256100A priority patent/EP1288021B1/en
Priority to CNB021469903A priority patent/CN100443748C/en
Priority to DE60237182T priority patent/DE60237182D1/en
Priority to EP10167967.8A priority patent/EP2230097B1/en
Publication of JP2003246204A publication Critical patent/JP2003246204A/en
Pending legal-status Critical Current

Links

Classifications

    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/80Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86Optimisation of rolling resistance, e.g. weight reduction 

Abstract

<P>PROBLEM TO BE SOLVED: To provide a bearing device for a driving wheel in which the weight and size of the device is reduced by plastic coupling and the surface accuracy of a flange for fitting a wheel is improved. <P>SOLUTION: In the bearing device for the driving wheel, a hub wheel 1 and an outer coupling member 14 are integrated by plastic coupling by unitizing the hub wheel 1, a constant velocity universal joint 3, and a double-row rolling bearing 2, fitting the hub wheel 1 and the outer coupling member 14 of the constant velocity universal joint 3 with each other, forming a hardened recessed and protruded part 5 on the inner peripheral surface of the hub wheel 1 in the fitting part, and causing a fitting part 17b of the outer coupling member 14 to bite into the recessed and protruded part 5 by increasing the diameter of the fitting part 17b. The adverse effect of deformation by plastic coupling on the surface accuracy of the side surface of the flange 4 for fitting the wheel is inhibited by making the amount of increasing of the diameter of an outboard side smaller than that of an inboard side in the fitting part 17b of the outer coupling member 14. <P>COPYRIGHT: (C)2003,JPO

Description

【発明の詳細な説明】Detailed Description of the Invention

【0001】[0001]

【発明の属する技術分野】本発明は、自動車等の駆動車
輪を支持する駆動車輪用軸受装置に関するもので、特
に、ハブ輪と等速自在継手と複列の転がり軸受とをユニ
ット化した駆動車輪用軸受装置に関する。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive wheel bearing device for supporting a drive wheel of an automobile or the like, and more particularly to a drive wheel in which a hub wheel, a constant velocity universal joint, and a double row rolling bearing are unitized. Bearing device.

【0002】[0002]

【従来の技術】FR車の後輪、FF車の前輪、あるいは
4WD車の全輪といった自動車の駆動輪は、駆動車輪用
軸受装置により懸架装置に支持する。近年、駆動車輪用
軸受装置は軽量・コンパクト化を狙って、ハブ輪と等速
自在継手と軸受部とをユニット化する傾向にある。
2. Description of the Related Art Driving wheels of an automobile such as a rear wheel of an FR vehicle, a front wheel of an FF vehicle, or all wheels of a 4WD vehicle are supported by a suspension device by a bearing device for driving wheels. In recent years, a drive wheel bearing device tends to be unitized with a hub wheel, a constant velocity universal joint, and a bearing portion aiming at weight reduction and compactness.

【0003】図10は従来の駆動車輪用軸受装置を示す
縦断面図で、ハブ輪50と、軸受部60と、等速自在継
手70とをユニット化して構成している。ハブ輪50は
車輪(図示せず)を取り付けるための車輪取付フランジ
51を一体に有し、この車輪取付フランジ51の円周等
配位置には車輪を固定するためのハブボルト52を植設
している。
FIG. 10 is a vertical cross-sectional view showing a conventional drive wheel bearing device, in which a hub wheel 50, a bearing portion 60, and a constant velocity universal joint 70 are unitized. The hub wheel 50 integrally has a wheel mounting flange 51 for mounting a wheel (not shown), and hub bolts 52 for fixing the wheel are planted at equally spaced circumferential positions of the wheel mounting flange 51. There is.

【0004】軸受部60は外方部材61と内方部材62
と複列の転動体63、63とからなり、外方部材61は
外周に車体(図示せず)に取り付けるための車体取付フ
ランジ64を一体に有し、内周には複列の転走面61
a、61aを形成している。一方、内方部材62は、前
記した外方部材61の転走面61a、61aに対向する
複列の転走面50a、71aを形成している。この一方
の転走面50aはハブ輪50の外周に一体形成し、他方
の転走面71aは等速自在継手70の外側継手部材71
の外周に一体形成している。複列の転動体63、63を
これら転走面61a、50aと61a、71a間にそれ
ぞれ収容し、保持器65、65で転動自在に保持してい
る。この場合、内方部材62はハブ輪50と外側継手部
材71を指す。軸受部60の端部にはシール66、67
を装着し、軸受内部に封入した潤滑グリースの漏洩と、
外部からの雨水やダスト等の侵入を防止している。
The bearing 60 includes an outer member 61 and an inner member 62.
The outer member 61 integrally has a vehicle body mounting flange 64 for mounting on a vehicle body (not shown) on the outer periphery, and a double row rolling surface on the inner periphery. 61
a and 61a are formed. On the other hand, the inner member 62 forms the double-row rolling surfaces 50a and 71a facing the rolling surfaces 61a and 61a of the outer member 61. The one rolling surface 50a is integrally formed on the outer periphery of the hub wheel 50, and the other rolling surface 71a is the outer joint member 71 of the constant velocity universal joint 70.
Is integrally formed on the outer periphery of the. The double-row rolling elements 63, 63 are housed between the rolling surfaces 61a, 50a and 61a, 71a, respectively, and are rotatably held by the cages 65, 65. In this case, the inner member 62 refers to the hub wheel 50 and the outer joint member 71. Seals 66, 67 are provided at the ends of the bearing 60.
And the leakage of lubricating grease sealed inside the bearing,
Prevents rainwater and dust from entering from the outside.

【0005】等速自在継手70は外側継手部材71と図
示しない継手内輪、ケージ、およびトルク伝達ボールと
からなる。外側継手部材71はカップ状のマウス部72
と、このマウス部72から軸方向に延びる軸部73を有
し、マウス部72の内周には軸方向に延びる曲線状のト
ラック溝72aを形成している。
The constant velocity universal joint 70 comprises an outer joint member 71, a joint inner ring (not shown), a cage, and a torque transmission ball. The outer joint member 71 is a cup-shaped mouth portion 72.
The mouse portion 72 has a shaft portion 73 that extends in the axial direction, and a curved track groove 72a that extends in the axial direction is formed on the inner periphery of the mouse portion 72.

【0006】中空に形成した外側継手部材71の軸部7
3をハブ輪50に内嵌すると共に、ハブ輪50の内周面
に凹凸部53を形成し、軸部73を拡径してこの凹凸部
53に食い込ませ、その嵌合部を加締めてハブ輪50と
外側継手部材71とを塑性結合させている(特開200
1−18605号)。
The shaft portion 7 of the outer joint member 71 formed hollow
3 is fitted in the hub wheel 50, and a concavo-convex portion 53 is formed on the inner peripheral surface of the hub wheel 50, the shaft portion 73 is expanded in diameter to bite into the concavo-convex portion 53, and the fitting portion is caulked. The hub wheel 50 and the outer joint member 71 are plastically connected to each other (JP-A-200).
No. 1-18605).

【0007】前述の従来の駆動車輪用軸受装置では、セ
レーション等のトルク伝達手段に比べ嵌合部の緩みを防
止でき、かつ嵌合部の摩耗を抑制することができるた
め、装置の耐久性と操縦安定性を向上させることができ
る。また、この結合部はトルク伝達手段と、ハブ輪と外
側継手部材の結合手段とを併せ持つため、締結ナット等
の固定手段が不要となり装置の一層の軽量・コンパクト
化が達成できる。
In the above-described conventional bearing device for a drive wheel, loosening of the fitting portion can be prevented and wear of the fitting portion can be suppressed as compared with torque transmitting means such as serrations, so that durability of the device is improved. The steering stability can be improved. Further, since this connecting portion has both torque transmitting means and connecting means for connecting the hub wheel and the outer joint member, a fixing means such as a fastening nut is not required, and the device can be made further lightweight and compact.

【0008】[0008]

【発明が解決しようとする課題】しかしながら、駆動車
輪用軸受装置において、軸部73を拡径加締することに
よって、ブレーキロータ(図示せず)を案内するパイロ
ット部54が拡径してブレーキロータの装着が難しくな
るだけでなく、軸部73の拡径により軸部73自体がア
ウトボード側に延び、車輪取付フランジ51がインボー
ド側に傾倒することが判った。これらの変形量は加締条
件等によってばらつくため、予め変形量を予測して設定
することは難しく、結果、車輪取付フランジ51側面の
面精度を劣化させることが判った。
However, in the drive wheel bearing device, by expanding and tightening the shaft portion 73, the pilot portion 54 for guiding the brake rotor (not shown) is expanded and the brake rotor is expanded. It has been found that not only is it difficult to mount, but also the shaft portion 73 itself extends toward the outboard side due to the expanded diameter of the shaft portion 73, and the wheel mounting flange 51 tilts toward the inboard side. It has been found that it is difficult to predict and set the deformation amount in advance because these deformation amounts vary depending on caulking conditions and the like, and as a result, the surface accuracy of the side surface of the wheel mounting flange 51 is deteriorated.

【0009】本発明は、このような事情に鑑みてなされ
たもので、塑性結合により、装置の軽量・コンパクト化
を図ると共に、車輪取付フランジの面精度を向上させた
駆動車輪用軸受装置を提供することを目的としている。
The present invention has been made in view of the above circumstances, and provides a drive wheel bearing device in which the device is made lightweight and compact by plastic coupling and the surface accuracy of the wheel mounting flange is improved. The purpose is to do.

【0010】[0010]

【課題を解決するための手段】係る目的を達成すべく、
本発明のうち請求項1記載の発明は、ハブ輪と等速自在
継手と複列の転がり軸受とをユニット化し、前記ハブ輪
と前記等速自在継手の外側継手部材とを嵌合させ、この
嵌合部で、前記ハブ輪の内周面に硬化させた凹凸部を形
成し、この凹凸部に前記外側継手部材の嵌合部を拡径さ
せて食い込ませることにより、前記ハブ輪と前記外側継
手部材とを一体に塑性結合した駆動車輪用軸受装置にお
いて、前記外側継手部材の嵌合部におけるアウトボード
側の拡径量をインボード側よりも小さくした構成を採用
した。
[Means for Solving the Problems] In order to achieve the purpose,
According to a first aspect of the present invention, the hub wheel, the constant velocity universal joint, and the double row rolling bearing are unitized, and the hub wheel and the outer joint member of the constant velocity universal joint are fitted to each other. At the fitting portion, a hardened concavo-convex portion is formed on the inner peripheral surface of the hub wheel, and the fitting portion of the outer joint member is expanded in diameter to bite into the concavo-convex portion so that the hub wheel and the outer side In the drive wheel bearing device in which the joint member and the joint member are plastically joined together, a configuration is adopted in which the amount of expansion on the outboard side of the fitting portion of the outer joint member is smaller than that on the inboard side.

【0011】こうした塑性結合によって装置の軽量・コ
ンパクト化が図れると共に、塑性結合によって車輪取付
フランジが変形し、面精度へ影響するのを抑制すること
ができるため、装置の一層の耐久性、操縦安定性を向上
させることができる。
[0011] Such a plastic coupling can reduce the weight and size of the device, and can suppress the wheel mounting flange from being deformed by the plastic coupling and affecting the surface accuracy. Therefore, the durability and steering stability of the device can be further improved. It is possible to improve the sex.

【0012】好ましくは、請求項2に記載の発明のよう
に、前記外側継手部材の嵌合部内径を、アウトボード側
からインボード側に漸次小径となるように形成すれば、
過大なねじりトルクがこの結合部に負荷されても、まず
インボード側で受け、相対的にアウトボード側の拡径量
を小さくしても充分結合強度を保持することができる。
Preferably, as in the invention described in claim 2, if the inner diameter of the fitting portion of the outer joint member is gradually reduced from the outboard side to the inboard side,
Even if an excessive torsional torque is applied to this joint, the joint strength can be sufficiently maintained even if the inboard side first receives it and the outboard side relatively reduces the diameter expansion amount.

【0013】また、請求項3に記載の発明のように、前
記外側継手部材の嵌合部のアウトボード側内径に大径段
部を形成すれば拡径量の管理が容易にでき、塑性結合に
よる車輪取付フランジの面精度への影響を抑制すること
ができる。
Further, as in the third aspect of the present invention, if a large diameter step is formed on the inner diameter of the fitting portion of the outer joint member on the outboard side, it is possible to easily control the amount of diameter expansion and to perform plastic coupling. It is possible to suppress the influence on the surface accuracy of the wheel mounting flange due to.

【0014】また、請求項4に記載の発明のように、前
記外側継手部材の嵌合部の内径だけでなく、その外径
を、アウトボード側からインボード側に漸次大径となる
ように形成しても良い。
Further, as in the invention described in claim 4, not only the inner diameter of the fitting portion of the outer joint member but also its outer diameter gradually increases from the outboard side to the inboard side. You may form.

【0015】また、請求項5に記載の発明のように、前
記外側継手部材の嵌合部のアウトボード側外径に小径段
部を形成しても良い。
Further, as in the fifth aspect of the present invention, a small-diameter step portion may be formed on the outer diameter of the fitting portion of the outer joint member on the outboard side.

【0016】また、請求項6に記載の発明のように、前
記ハブ輪の内周に形成した凹凸を、軸方向溝と周方向溝
を略直交させた交叉溝で構成し、この周方向溝におい
て、インボード側からアウトボード側に亙って漸次溝幅
を大きくすることにより、嵌合部の凹凸部への食い込み
量が変化し、塑性結合によるパイロット部の拡径を最小
限に抑制すると共に、車輪取付フランジの側面における
面振れ等の面精度の劣化を抑制することができる。
Further, according to the invention of claim 6, the unevenness formed on the inner circumference of the hub wheel is constituted by a cross groove in which the axial groove and the circumferential groove are substantially orthogonal to each other. In the above, by gradually increasing the groove width from the inboard side to the outboard side, the amount of bite into the uneven portion of the fitting portion changes, and the expansion of the pilot portion due to plastic coupling is suppressed to the minimum. At the same time, it is possible to suppress deterioration of surface accuracy such as surface runout on the side surface of the wheel mounting flange.

【0017】好ましくは、請求項7に記載の発明のよう
に、前記ハブ輪の内周に形成した凹凸を、軸方向溝と周
方向溝を略直交させた交叉溝で構成し、この周方向溝に
おいて、前記車輪取付フランジの幅に相当する範囲の溝
幅を、他の周方向溝の溝幅より小さくすれば、車輪取付
フランジの側面における面振れ等の面精度の劣化を抑制
することができると共に、車輪取付フランジの幅に相当
する範囲のみ環状溝の密度、すなわち、単位長さ当たり
の溝数を増大させることができ、塑性結合部のトルク伝
達能力を向上させることができる。
Preferably, as in the invention described in claim 7, the unevenness formed on the inner circumference of the hub wheel is constituted by a cross groove in which an axial groove and a circumferential groove are substantially orthogonal to each other, and the circumferential direction is formed. In the groove, if the groove width in the range corresponding to the width of the wheel mounting flange is made smaller than the groove width of the other circumferential groove, deterioration of surface accuracy such as surface wobbling on the side surface of the wheel mounting flange can be suppressed. In addition, the density of the annular grooves, that is, the number of grooves per unit length can be increased only in the range corresponding to the width of the wheel mounting flange, and the torque transmission capability of the plastic joint can be improved.

【0018】また、請求項8に記載の発明のように、前
記複列の転がり軸受における内側転走面のうち一方を前
記ハブ輪に、他方を前記外側継手部材にそれぞれ形成し
た、所謂第4世代構造を採用することにより、塑性結合
による車輪取付フランジの面精度劣化抑制と相俟って、
軸受部とハブ輪との嵌合等の嵌合部や部品点数を最小限
にでき、嵌合部のミスアライメント等がハブ輪の車輪取
付フランジに累積加算して、フランジ側面の面振れに悪
影響を及ぼすのを抑制することができるので、装置の一
層の軽量・コンパクト化を達成でき、かつ耐久性と操縦
安定性を向上させることができる。
According to the invention described in claim 8, one of the inner rolling surfaces of the double-row rolling bearing is formed on the hub wheel, and the other is formed on the outer joint member. By adopting the next generation structure, combined with the suppression of surface accuracy deterioration of the wheel mounting flange due to plastic coupling,
It is possible to minimize the number of fitting parts such as the fitting of the bearing part and the hub wheel and the number of parts, and misalignment of the fitting part is cumulatively added to the wheel mounting flange of the hub wheel, which adversely affects the surface runout of the flange side. Since it is possible to suppress the influence of the above, it is possible to further reduce the weight and size of the device, and it is possible to improve the durability and the steering stability.

【0019】また、請求項9に記載の発明のように、内
方部材と複列の転がり軸受と等速自在継手とをユニット
化し、前記複列の転がり軸受における内側転走面のうち
少なくとも一方を別体の内輪に形成した駆動車輪用軸受
装置であって、前記内方部材が、一端に車輪取付フラン
ジを有するハブ輪と、このハブ輪に、内輪と外径歯を有
する環状部材を内嵌し、前記ハブ輪に対して前記環状部
材を回転不可に、かつ軸方向に分離不可に結合すると共
に、前記等速自在継手の外側継手部材に形成した内径歯
を前記環状部材の外径歯に係合すると共に、前記環状部
材と前記外側継手部材との間に、軸方向に分離可能な連
結手段を設けた駆動車輪用軸受装置において、前記ハブ
輪と前記環状部材との嵌合部で、前記ハブ輪の内周面に
硬化させた凹凸部を形成し、前記環状部材の嵌合部にお
けるアウトボード側の拡径量をインボード側よりも小さ
くし、この環状部材を前記凹凸部に拡径させて食い込ま
せることにより、前記ハブ輪と一体に塑性結合した。
Further, as in the invention described in claim 9, the inner member, the double-row rolling bearing and the constant velocity universal joint are unitized, and at least one of the inner rolling surfaces of the double-row rolling bearing is united. A drive wheel bearing device having a separate inner ring, wherein the inner member includes a hub ring having a wheel mounting flange at one end, and an inner ring and an annular member having outer diameter teeth inside the hub ring. The annular member is fitted to the hub wheel so as not to be rotatable and inseparable in the axial direction, and the inner diameter teeth formed on the outer joint member of the constant velocity universal joint are the outer diameter teeth of the annular member. In the drive wheel bearing device, which is provided with a coupling means that is axially separable between the annular member and the outer joint member, the hub wheel and the annular member are fitted with each other. , The uneven portion cured on the inner peripheral surface of the hub wheel Formed, the amount of expansion on the outboard side in the fitting portion of the annular member is made smaller than that on the inboard side, and the annular member is expanded and bites into the uneven portion so that it is integrated with the hub wheel. Plastically bonded.

【0020】こうした構成を採用することにより、ハブ
輪と軸受部とを予め軽量・コンパクトなサブユニットを
製作し、これと等速自在継手とをワンタッチでユニット
化できるため、補修点検時において、簡便な作業で内方
部材と等速自在継手とを分離することができる。また、
ユニットではなく不具合部品のみを交換することもでき
るので、ユーザにとっては経済的効果が大きく、高い利
便性を有している。
By adopting such a construction, a lightweight and compact sub-unit for the hub wheel and the bearing can be manufactured in advance, and this and the constant velocity universal joint can be unitized with one-touch operation. The inner member and the constant velocity universal joint can be separated by various operations. Also,
Since it is possible to replace only the defective component instead of the unit, the user has a great economic effect and is highly convenient.

【0021】好ましくは、請求項10に記載の発明のよ
うに、前記外径歯と前記内径歯に係合する連結部材を径
方向に着脱可能に装着すれば、スプラインの有効長さが
極端に減少するようなことはなく、装置のコンパクト化
が図れると共に、連結部材の装着状況を容易に外観検査
することができるので、製品の品質に対する信頼性が格
段に向上する。
Preferably, as in the invention described in claim 10, when the connecting member engaging with the outer diameter tooth and the inner diameter tooth is detachably mounted in the radial direction, the effective length of the spline becomes extremely large. There is no such a decrease, the apparatus can be made compact, and the appearance of the mounting state of the connecting member can be easily inspected, so that the reliability of the product quality is significantly improved.

【0022】さらに好ましくは、請求項11に記載の発
明のように、前記内輪と環状部材とを一体にすれば、部
品点数が減少し、組立作業が向上すると共に、低コスト
で軽量・コンパクト化が達成できる。
More preferably, if the inner ring and the annular member are integrated as in the invention described in claim 11, the number of parts is reduced, the assembling work is improved, and the cost and weight are reduced and the size is reduced. Can be achieved.

【0023】[0023]

【発明の実施の形態】以下、本発明の実施の形態を図面
に基づいて詳細に説明する。図1は、本発明に係る駆動
車輪用軸受の第1の実施形態を示す縦断面図である。
BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 1 is a longitudinal sectional view showing a first embodiment of a drive wheel bearing according to the present invention.

【0024】この駆動車輪用軸受装置は、ハブ輪1と、
複列の転がり軸受2と、等速自在継手3とをユニット化
して構成している。なお、以下の説明では、車両に組み
付けた状態で、車両の外側寄りとなる側をアウトボード
側(図面左側)、中央寄り側をインボード側(図面右
側)という。
This drive wheel bearing device comprises a hub wheel 1,
The double-row rolling bearing 2 and the constant velocity universal joint 3 are unitized. In the following description, the side closer to the outer side of the vehicle when assembled to the vehicle is referred to as the outboard side (left side in the drawing), and the side closer to the center is referred to as the inboard side (right side in the drawing).

【0025】ハブ輪1は、アウトボード側の端部に車輪
(図示せず)を取り付けるための車輪取付フランジ4を
一体に有している。ハブ輪1の内周面には凹凸部5を形
成し、熱処理によって表面硬さを54〜64HRCの範
囲に硬化層10を形成する(図中散点模様にて示す)。
熱処理としては、局部加熱ができ、硬化層深さの設定が
比較的容易にできる高周波誘導加熱による焼入れが好適
である。
The hub wheel 1 integrally has a wheel mounting flange 4 for mounting a wheel (not shown) on the end portion on the outboard side. The uneven portion 5 is formed on the inner peripheral surface of the hub wheel 1, and the hardened layer 10 is formed by heat treatment so as to have a surface hardness of 54 to 64 HRC (indicated by a dotted pattern in the figure).
As the heat treatment, quenching by high-frequency induction heating, which can locally heat and relatively easily set the depth of the hardened layer, is suitable.

【0026】なお、凹凸部5は、図2に示すような複数
列の溝を直交させた形状を例示することができる。
(a)は互いに傾斜した螺旋溝6で、(b)は軸方向溝
と独立した環状溝との交叉溝6’でアヤメローレット状
を形成することができる。また、凹凸部5の凸部は良好
な食い込み性を確保するために、三角形状等の尖端形状
に形成する。
The uneven portion 5 can be exemplified by a shape in which a plurality of rows of grooves are orthogonal to each other as shown in FIG.
(A) is a spiral groove 6 which is inclined with respect to each other, and (b) is an intersecting groove 6 ′ between an axial groove and an independent annular groove, which can form an iris knurled shape. Further, the convex portion of the concave-convex portion 5 is formed in a pointed shape such as a triangular shape in order to secure a good biting property.

【0027】複列の転がり軸受2は、外方部材7と内方
部材8と複列の転動体9、9とからなり、外方部材7は
外周に車体(図示せず)に取り付けるための車体取付フ
ランジ7aを一体に有し、内周には複列の外側転走面7
b、7bを形成している。一方、内方部材8は、ハブ輪
1と後述する外側継手部材14を指し、外方部材7の外
側転走面7b、7bに対向するアウトボード側の内側転
走面1aをハブ輪1の外周に、またインボード側の内側
転走面14aを外側継手部材14の外周にそれぞれ形成
している。複列の転動体9、9をこれら転走面7b、1
aと7b、14a間にそれぞれ収容し、保持器11、1
1で転動自在に保持している。複列の転がり軸受2の端
部にはシール12、13を装着し、軸受内部に封入した
潤滑グリースの漏洩と、外部からの雨水やダスト等の侵
入を防止している。
The double row rolling bearing 2 comprises an outer member 7, an inner member 8 and double rows of rolling elements 9 and 9. The outer member 7 is mounted on the outer periphery of a vehicle body (not shown). It has a body mounting flange 7a integrally and has a double row of outer raceways 7 on the inner circumference.
b and 7b are formed. On the other hand, the inner member 8 refers to the hub wheel 1 and an outer joint member 14 to be described later, and the inner raceway surface 1a on the outboard side facing the outer raceway surfaces 7b and 7b of the outer member 7 is the hub wheel 1. The inner raceway surface 14 a on the inboard side is formed on the outer circumference and on the outer circumference of the outer joint member 14, respectively. The double-row rolling elements 9 and 9 are attached to these rolling surfaces 7b and 1b.
a and 7b, 14a, respectively, and retainers 11, 1
Holds at 1 for rolling freely. Seals 12 and 13 are attached to the ends of the double-row rolling bearing 2 to prevent leakage of lubricating grease sealed inside the bearing and invasion of rainwater or dust from the outside.

【0028】ハブ輪1の外周において、シール12のシ
ールリップが摺接するシールランド部、内側転走面1
a、および外側継手部材14の肩部16と当接するイン
ロウ部1bの表面に高周波焼入れによって硬化層10’
を形成している(図中散点模様にて示す)。ここで複列
の転がり軸受2は転動体9、9をボールとした複列アン
ギュラ玉軸受を例示したが、これに限らず転動体に円す
いころを使用した複列円すいころ軸受であっても良い。
On the outer periphery of the hub wheel 1, the seal land portion on which the seal lip of the seal 12 slides, the inner raceway 1
a, and a hardened layer 10 ′ by induction hardening on the surface of the inlay portion 1b that abuts the shoulder portion 16 of the outer joint member 14.
Are formed (indicated by a dotted pattern in the figure). Here, the double row rolling bearing 2 is exemplified by a double row angular ball bearing in which the rolling elements 9 and 9 are balls, but the invention is not limited to this, and a double row tapered roller bearing in which tapered rollers are used for the rolling elements may be used. .

【0029】等速自在継手3は外側継手部材14と図示
しない継手内輪、ケージ、およびトルク伝達ボールとか
らなる。外側継手部材14はカップ状のマウス部15
と、このマウス部15の底部をなす肩部16と、この肩
部16から軸方向に延びる軸部17を有し、マウス部1
5の内周には軸方向に延びる曲線状のトラック溝15a
を形成している。
The constant velocity universal joint 3 comprises an outer joint member 14, a joint inner ring (not shown), a cage, and a torque transmitting ball. The outer joint member 14 is a cup-shaped mouth portion 15
And a shoulder portion 16 forming a bottom portion of the mouse portion 15 and a shaft portion 17 axially extending from the shoulder portion 16.
A curved track groove 15a extending in the axial direction is formed on the inner periphery of the groove 5.
Is formed.

【0030】外側継手部材14を中空に形成し、この肩
部16の外周には前記した内側転走面14aを形成して
いる。また、外側継手部材14の軸部17は小径段部1
7aと嵌合部17bを有している。小径段部17aに圧
入したハブ輪1のインロウ部1bを、外側継手部材14
の肩部16に突合せ、嵌合部17bをハブ輪1に内嵌す
る。その後この嵌合部17bの内径にマンドレルを挿入
・抜脱させる等、適宜な手段で嵌合部17bを拡径して
ハブ輪1の凹凸部5に食い込ませ、ハブ輪1と外側継手
部材14とを塑性結合させる。これにより、この結合部
はトルク伝達手段と、ハブ輪1と外側継手部材14の結
合手段とを併せ持つため、従来のセレーション等のトル
ク伝達手段をハブ輪1や外側継手部材14に形成する必
要はなく、また、締結ナット等の固定手段も不要となる
ため、装置の一層の軽量・コンパクト化を実現すること
ができる。
The outer joint member 14 is hollow, and the inner raceway surface 14a is formed on the outer periphery of the shoulder portion 16. Further, the shaft portion 17 of the outer joint member 14 is the small-diameter step portion 1
7a and a fitting portion 17b. The inlay portion 1b of the hub wheel 1 press-fitted into the small-diameter step portion 17a is attached to the outer joint member 14
Butt to the shoulder portion 16 and the fitting portion 17b is fitted inside the hub wheel 1. After that, the fitting portion 17b is expanded in diameter by an appropriate means such as inserting / removing a mandrel into / from the fitting portion 17b so as to bite into the uneven portion 5 of the hub wheel 1 and the hub wheel 1 and the outer joint member 14 Plastically couple and. As a result, this connecting portion has both torque transmitting means and connecting means for the hub wheel 1 and the outer joint member 14, so that it is not necessary to form conventional torque transmitting means such as serrations on the hub wheel 1 and the outer joint member 14. In addition, since a fastening means such as a fastening nut is not necessary, further weight reduction and compactness of the device can be realized.

【0031】ここで嵌合部17bは図3に示すように、
内径がアウトボード側からインボード側に向けて漸次小
径となるようにテーパ状に形成している。すなわち、ア
ウトボード側内径d1とインボード側内径d2をd1>
d2とし、アウトボード側の拡径量をインボード側に比
べ小さくなるように設定している。これによって、塑性
結合によるパイロット部4bの拡径を最小限に抑制する
と共に、車輪取付フランジ4の側面4aにおける面振れ
等の面精度の劣化を抑制することができる。なお、内径
形状は、テーパに限らず例えば滑らかな曲線からなるク
ラウニング形状であっても良い。
Here, the fitting portion 17b is, as shown in FIG.
The inner diameter is tapered so that the inner diameter gradually decreases from the outboard side toward the inboard side. That is, the inner diameter d1 on the outboard side and the inner diameter d2 on the inboard side are set to d1>
It is set to d2, and the expansion amount on the outboard side is set to be smaller than that on the inboard side. Thereby, the diameter expansion of the pilot portion 4b due to the plastic coupling can be suppressed to the minimum, and the deterioration of the surface accuracy such as the surface runout on the side surface 4a of the wheel mounting flange 4 can be suppressed. The inner diameter shape is not limited to the taper shape, but may be a crowning shape formed of a smooth curve, for example.

【0032】本出願人が実施した試験では、嵌合部17
bの円筒状内径にマンドレルを押込力14〜15tで挿
入した場合、従来のd1=d2の形状では、パイロット
部4bの外径が略50μm拡径し、車輪取付フランジ4
の外径部がインボード側へ略20μm傾倒するのに対
し、こうした嵌合部17bの形状により、その変形量が
略三分の一以下に減少し、簡単な構成で大きな効果があ
ることを検証した。
In the test conducted by the applicant, the fitting portion 17
When the mandrel is inserted into the cylindrical inner diameter of b with a pushing force of 14 to 15 t, the outer diameter of the pilot portion 4b is expanded by about 50 μm in the conventional shape of d1 = d2, and the wheel mounting flange 4
While the outer diameter portion of the above-mentioned tilts toward the inboard side by about 20 μm, the shape of the fitting portion 17b reduces the deformation amount to about one third or less, and has a great effect with a simple configuration. Verified.

【0033】また、図4(a)(b)に示すように、受
け台Bに内方部材8を載置し、マンドレルMをインボー
ド側からアウトボード側方向に挿入することによって、
その押込力でハブ輪1のインロウ部1bが、外側継手部
材14の肩部16と受け台Bとで軸方向に圧縮され、こ
の状態で嵌合部17b(クロスハッチング部)を拡径さ
せるため、塑性結合後も圧縮応力が残留することにな
る。したがって、こうした塑性結合の際に、インロウ部
1bと肩部16との突き合せ部に軸方向のすきまは発生
せず、軸受部2の内部すきまは当初設定した負すきまを
維持することができる。
As shown in FIGS. 4A and 4B, the inner member 8 is placed on the pedestal B, and the mandrel M is inserted from the inboard side to the outboard side.
Due to the pushing force, the inlay portion 1b of the hub wheel 1 is axially compressed by the shoulder portion 16 of the outer joint member 14 and the pedestal B, and the fitting portion 17b (cross hatching portion) is expanded in this state. However, compressive stress remains even after plastic bonding. Therefore, during such a plastic connection, no axial clearance is generated at the butting portion between the inlay portion 1b and the shoulder portion 16, and the internal clearance of the bearing portion 2 can maintain the initially set negative clearance.

【0034】外側継手部材14において、マウス部15
の内周に形成したトラック溝15aとシール13が摺接
するシールランド部から転走面14a、および小径段部
17aに亙って表面硬化処理を施す。硬化処理として高
周波誘導加熱による焼入れが好適である。また、拡径す
る嵌合部17bは、鍛造後の素材表面硬さ24HRC以
下の未焼入れ部とし、前記したハブ輪1の凹凸部5の表
面硬さ54〜64HRCとの硬度差を30HRC以上に
設定するのが好ましい。これにより、嵌合部17bが凹
凸部5に容易に、かつ深く食い込み、凹凸部5の先端が
潰れることなく強固に両者を塑性結合することができ
る。
In the outer joint member 14, the mouth portion 15
A surface hardening treatment is performed from the seal land portion where the track groove 15a formed on the inner circumference of the seal 13 and the seal 13 are in sliding contact to the rolling surface 14a and the small diameter step portion 17a. Quenching by high frequency induction heating is suitable as the hardening treatment. In addition, the diameter-increased fitting portion 17b is an unquenched portion having a material surface hardness of 24 HRC or less after forging, and the hardness difference between the surface hardness 54 to 64 HRC of the uneven portion 5 of the hub wheel 1 is 30 HRC or more. It is preferable to set. This allows the fitting portion 17b to easily and deeply dig into the concave-convex portion 5 and firmly bond the both without crushing the tip of the concave-convex portion 5.

【0035】図示はしていないが、中空状の外側継手部
材14の内径にエンドキャップを装着して、マウス部1
5に封入された潤滑グリースの外部への漏洩と外部から
のダスト侵入を防止している。
Although not shown in the drawing, an end cap is attached to the inner diameter of the hollow outer joint member 14, and the mouth portion 1
It prevents the lubricating grease enclosed in No. 5 from leaking out and dust from entering from the outside.

【0036】図5は本発明に係る駆動車輪用軸受装置の
第2の実施形態を示す要部断面図である。前述した図1
乃至図3に示した第1の実施形態と異なる点は、外側継
手部材の嵌合部の構成のみで、その他同一部品同一部位
には同じ符号を付してその詳細な説明を省略する。
FIG. 5 is a cross-sectional view of essential parts showing a second embodiment of the drive wheel bearing device according to the present invention. Figure 1 above
The only difference from the first embodiment shown in FIG. 3 is the configuration of the fitting portion of the outer joint member, and the same parts and other parts are designated by the same reference numerals, and detailed description thereof will be omitted.

【0037】嵌合部17cは、アウトボード側内径d1
をインボード側内径d2よりも大径になるように段付き
形状に形成し、アウトボード側の拡径量を相対的に小さ
く設定している。これにより、前述した実施形態と同
様、パイロット部4bの拡径量を抑制すると共に、嵌合
部17cがアウトボード側へ延びて車輪取付フランジが
傾倒するのを抑制することができる。また、こうした段
付き形状であれば、寸法管理、すなわち拡径量の管理が
容易となる。
The fitting portion 17c has an inner diameter d1 on the outboard side.
Is formed in a stepped shape so as to have a larger diameter than the inner diameter d2 on the inboard side, and the diameter expansion amount on the outboard side is set to be relatively small. As a result, similarly to the above-described embodiment, it is possible to suppress the amount of expansion of the pilot portion 4b and prevent the fitting portion 17c from extending toward the outboard side and tilting the wheel mounting flange. Further, such a stepped shape facilitates dimensional control, that is, control of the amount of diameter expansion.

【0038】図6は本発明に係る駆動車輪用軸受装置の
第3の実施形態を示す要部断面図である。第2の実施形
態と同様、前述した図1乃至図3に示した第1の実施形
態と異なる点は、外側継手部材の嵌合部の構成のみで、
その他同一部品同一部位には同じ符号を付してその詳細
な説明を省略する。
FIG. 6 is a cross-sectional view of essential parts showing a third embodiment of the drive wheel bearing device according to the present invention. Similar to the second embodiment, the only difference from the first embodiment shown in FIGS. 1 to 3 is the configuration of the fitting portion of the outer joint member,
The same parts as other parts are designated by the same reference numerals, and detailed description thereof will be omitted.

【0039】嵌合部17dの外径が、アウトボード側か
らインボード側に向けて漸次大径となるようにテーパ状
に形成している。すなわち、アウトボード側外径D1と
インボード側外径D2をD1<D2とし、嵌合部17d
のアウトボード側の拡径量をインボード側に比べ小さく
なるように設定している。
The outer diameter of the fitting portion 17d is tapered so that the diameter gradually increases from the outboard side toward the inboard side. That is, the outer diameter D1 of the outboard side and the outer diameter D2 of the inboard side are set to D1 <D2, and the fitting portion 17d
The expansion amount on the outboard side is set smaller than that on the inboard side.

【0040】また、図7に示す第4の実施形態では、嵌
合部17eのインボード側外径D2をアウトボード側外
径D1よりも大径になるように段付き形状に形成し、ア
ウトボード側の拡径量を相対的に小さく設定している。
これにより、前述した実施形態と同様、パイロット部4
bの拡径量を抑制すると共に、嵌合部17eがアウトボ
ード側へ延び、車輪取付フランジ4が傾倒するのを抑制
することができる。
Further, in the fourth embodiment shown in FIG. 7, the inboard side outer diameter D2 of the fitting portion 17e is formed in a stepped shape so as to be larger than the outboard side outer diameter D1, and the out The amount of expansion on the board side is set relatively small.
Thereby, as in the above-described embodiment, the pilot unit 4
It is possible to suppress the amount of expansion of the diameter b, and to prevent the fitting portion 17e from extending to the outboard side and tilting the wheel mounting flange 4.

【0041】図8は本発明に係る駆動車輪用軸受装置の
第5の実施形態を示す要部断面図である。前述した第1
の実施形態と異なる点は、ハブ輪の凹凸部の構成のみ
で、その他同一部品同一部位には同じ符号を付してその
詳細な説明を省略する。
FIG. 8 is a cross-sectional view of essential parts showing a fifth embodiment of the bearing device for a drive wheel according to the present invention. First mentioned above
The present embodiment is different from the above embodiment only in the configuration of the uneven portion of the hub wheel, and the same parts and other parts are designated by the same reference numerals and detailed description thereof will be omitted.

【0042】ここでハブ輪1’の内径には硬化した凹凸
部5’を形成している。この凹凸部5’は複数の独立し
た環状溝と軸方向溝との交叉溝で構成し、アヤメローレ
ット状をなしている。(b)〜(d)は旋削等で形成し
た環状溝を示す要部拡大図である。これらは軸方向に不
等幅の環状溝を形成している点で前述した実施形態と異
なっている。(b)は、ハブ輪1’の内径において、車
輪取付フランジ4の幅に相当する範囲の環状溝6aを溝
幅aで形成し、他の環状溝6bをそれよりも大きな溝幅
bで形成している。このように構成することにより、嵌
合部17bの凹凸部5’への食い込み量が変化し、塑性
結合によるパイロット部4bの拡径を最小限に抑制する
と共に、車輪取付フランジ4の側面4aにおける面振れ
等の面精度の劣化を抑制することができる。さらに、車
輪取付フランジ4の幅に相当する範囲のみ環状溝の密
度、すなわち、単位長さ当たりの溝数を増大させること
により、塑性結合部のトルク伝達能力を向上させること
もできる。
Here, a hardened uneven portion 5'is formed on the inner diameter of the hub wheel 1 '. The concavo-convex portion 5'is composed of a plurality of independent annular grooves intersecting with the axial grooves and has an iris knurling shape. (B)-(d) is a principal part enlarged view which shows the annular groove formed by turning etc. FIG. These differ from the above-described embodiments in that they form annular grooves of unequal width in the axial direction. In (b), in the inner diameter of the hub wheel 1 ', an annular groove 6a having a width corresponding to the width of the wheel mounting flange 4 is formed with a groove width a, and another annular groove 6b is formed with a groove width b larger than that. is doing. With this configuration, the amount of engagement of the fitting portion 17b into the uneven portion 5'changes, the expansion of the pilot portion 4b due to plastic coupling is suppressed to a minimum, and the side surface 4a of the wheel mounting flange 4 is suppressed. It is possible to suppress deterioration of surface accuracy such as surface wobbling. Further, by increasing the density of the annular grooves, that is, the number of grooves per unit length, only in the range corresponding to the width of the wheel mounting flange 4, it is possible to improve the torque transmission capability of the plastic joint.

【0043】(c)は他の実施例で、車輪取付フランジ
4がアウトボード側に寄って形成されているハブ輪にお
いて、前述の実施例同様、車輪取付フランジ4の幅に相
当する範囲の環状溝6aを溝幅aで形成し、他の環状溝
6bはそれよりも大きな溝幅bで形成している。この場
合、また(d)に示すように、インボード側からアウト
ボード側に亙って、環状溝6aを溝幅がa、a1、a
2、a3…anと漸次大きくなるように形成しても良
い。さらに、ハブ輪1’の肉厚不同に対応して、これら
不等幅の環状溝で構成する以外に、環状溝の深さを変化
させて拡径力を調整し、車輪取付フランジ4の側面4a
における面振れ等の面精度の劣化を抑制するようにして
も良い。
(C) is another embodiment. In a hub wheel in which the wheel mounting flange 4 is formed closer to the outboard side, as in the above-described embodiments, a ring having a range corresponding to the width of the wheel mounting flange 4 is used. The groove 6a is formed with a groove width a, and the other annular grooves 6b are formed with a groove width b larger than that. In this case, as shown in (d), from the inboard side to the outboard side, the annular groove 6a has groove widths a, a1, a
2, a3 ... An may be formed so as to gradually increase. Further, in response to the uneven thickness of the hub wheel 1 ′, the diameter of the annular groove is changed to adjust the diametrical expansion force, in addition to the annular grooves having the non-uniform widths, the side surface of the wheel mounting flange 4 is adjusted. 4a
It is also possible to suppress the deterioration of the surface accuracy such as surface wobbling.

【0044】図9は本発明に係る駆動車輪用軸受装置の
第6の実施形態を示す縦断面図である。この駆動車輪用
軸受装置は、内方部材21と複列の転がり軸受22をサ
ブユニット化し、これを等速自在継手30に着脱可能に
連結してユニット化している。なお、同一部品同一部位
には同じ符号を付してその詳細な説明を省略する。
FIG. 9 is a vertical cross-sectional view showing a sixth embodiment of the drive wheel bearing device according to the present invention. In this drive wheel bearing device, the inner member 21 and the double-row rolling bearing 22 are made into subunits, which are detachably connected to the constant velocity universal joint 30 to be made into a unit. The same parts and the same parts are designated by the same reference numerals, and detailed description thereof will be omitted.

【0045】内方部材21はハブ輪1と内輪23とから
なる。内輪23は円筒状をなし、外周に内側転走面23
aと小径段部24を形成している。この小径段部24は
ハブ輪1に内嵌するインロウ部24aと、凹凸部5に係
合する嵌合部24bと、連結部25を有している。連結
部25の外周には雄スプライン(またはセレーション)
25aを形成し、この雄スプライン25aの軸方向中央
部に1乃至3個の凹所25bを形成している。また、こ
の凹所25bは円形状、あるいは周方向に延びる長円形
状に形成している。内輪23はハブ輪1とも、S53C
等の中炭素鋼からなり、内側転走面23aと小径段部2
4、および雄スプライン25aには、熱処理によって表
面硬さを58〜64HRCの範囲に硬化層を形成する。
熱処理としては、局部加熱ができ、硬化層深さの設定が
比較的容易にできる高周波誘導加熱による焼入れが好適
である。ただし、小径段部24の嵌合部24bには熱処
理を施さず生のままとする。
The inner member 21 comprises a hub wheel 1 and an inner ring 23. The inner ring 23 has a cylindrical shape, and the inner raceway surface 23 is formed on the outer periphery.
a and the small-diameter step portion 24 are formed. The small-diameter step portion 24 has an inlay portion 24 a that fits inside the hub wheel 1, a fitting portion 24 b that engages with the uneven portion 5, and a connecting portion 25. A male spline (or serration) is formed on the outer periphery of the connecting portion 25.
25a is formed, and 1 to 3 recesses 25b are formed at the axial center of the male spline 25a. The recess 25b is formed in a circular shape or an oval shape extending in the circumferential direction. The inner ring 23 and the hub wheel 1 are both S53C.
Made of medium carbon steel, etc., the inner raceway surface 23a and the small diameter step 2
4 and the male spline 25a, a hardened layer is formed by heat treatment so that the surface hardness is in the range of 58 to 64 HRC.
As the heat treatment, quenching by high-frequency induction heating, which can locally heat and relatively easily set the depth of the hardened layer, is suitable. However, the fitting portion 24b of the small-diameter step portion 24 is not heat-treated and is left as it is.

【0046】内輪23の肩部23bにハブ輪2のインロ
ウ部1bの端面が衝合し、突合せ状態になるまでハブ輪
1に小径段部24を内嵌し、凹凸部5に嵌合部24bを
係合させる。さらに、嵌合部24bの内径にマンドレル
(図示せず)を挿入し、硬化された凹凸部5に嵌合部2
4bを拡径させて食い込ませ、ハブ輪1と内輪23を一
体に塑性結合する。ここで、凹凸部5と嵌合部24bと
の表面硬度差を30HRC以上にすることにより、嵌合
部24bの食い込みにより、凹凸部5の先端は潰れるこ
となく強固に塑性結合することができる。
The end surface of the inlay portion 1b of the hub wheel 2 abuts the shoulder portion 23b of the inner ring 23, and the small-diameter step portion 24 is fitted in the hub wheel 1 until the butted state is reached, and the fitting portion 24b is fitted in the uneven portion 5. Engage. Further, a mandrel (not shown) is inserted into the inner diameter of the fitting portion 24b, and the fitting portion 2 is inserted into the cured uneven portion 5.
4b is expanded and bited into, and the hub wheel 1 and the inner ring 23 are integrally plastically coupled. Here, by setting the surface hardness difference between the concavo-convex portion 5 and the fitting portion 24b to be 30 HRC or more, the tip of the concavo-convex portion 5 can be firmly plastically bonded without being crushed by the engagement of the fitting portion 24b.

【0047】また、内輪23に小径段部24を延設し、
この小径段部24にハブ輪1を外嵌すると共に、両部材
をトルク伝達可能に塑性結合したので、両部材の嵌合面
積を大きく確保することができ、車両の旋回時に生じる
繰り返し曲げモーメント荷重に対して充分な剛性を有す
る。したがって、操縦安定性と耐久性の向上を図ること
ができる。ここでは、内輪23と連結部25とを一体に
形成したものを例示したが、連結部を一体に有する環状
部材にSUJ2等からなる別体の軸受内輪を嵌合しても
良い。
Further, a small diameter step portion 24 is extended on the inner ring 23,
Since the hub wheel 1 is externally fitted to the small-diameter step portion 24 and both members are plastically coupled so that torque can be transmitted, a large fitting area of both members can be secured, and a repeated bending moment load generated when the vehicle turns is generated. It has sufficient rigidity against. Therefore, steering stability and durability can be improved. Here, an example in which the inner ring 23 and the connecting portion 25 are integrally formed is illustrated, but a separate bearing inner ring made of SUJ2 or the like may be fitted to an annular member integrally having the connecting portion.

【0048】等速自在継手30は、外側継手部材31と
ケージCと図示しない継手内輪、およびトルク伝達ボー
ルとからなる。外側継手部材31は中空をなし、カップ
状のマウス部32と、このマウス部32よりも小径に形
成した肩部33とを備えている。マウス部32の内周に
は軸方向に延びる曲線状のトラック溝32aを形成して
いる。また、肩部33の内周には雌スプライン(または
セレーション)33aを形成し、この雌スプライン33
aの軸方向中央部を径方向に貫通する貫通孔34を穿設
している。
The constant velocity universal joint 30 comprises an outer joint member 31, a cage C, a joint inner ring (not shown), and a torque transmission ball. The outer joint member 31 is hollow and has a cup-shaped mouth portion 32 and a shoulder portion 33 formed to have a smaller diameter than the mouth portion 32. A curved track groove 32a extending in the axial direction is formed on the inner circumference of the mouth portion 32. Further, a female spline (or serration) 33 a is formed on the inner circumference of the shoulder portion 33.
A through hole 34 is formed so as to radially pass through the central portion in the axial direction of a.

【0049】外側継手部材31はS53C等の中炭素鋼
からなり、マウス部32の内周に形成したトラック溝3
2aと雌スプライン33aには表面硬さ58〜64HR
Cの範囲で硬化層を形成している。硬化処理として高周
波誘導加熱による焼入れが好適であるが、SCr415
等の肌焼き鋼で形成し、浸炭焼入れによってその全体表
面に硬化層を形成しても良い。
The outer joint member 31 is made of medium carbon steel such as S53C and has the track groove 3 formed on the inner periphery of the mouth portion 32.
2a and female spline 33a have a surface hardness of 58 to 64 HR
The hardened layer is formed in the range of C. Quenching by high frequency induction heating is preferable as the hardening treatment, but SCr415
It may be formed of case-hardening steel, and a hardened layer may be formed on the entire surface by carburizing and quenching.

【0050】外側継手部材31の肩部33に穿設した貫
通孔34に止めねじ35を螺合し、この止めねじ35の
先端を、連結部25の雄スプライン25aに形成した凹
所25bに係合させ、内輪23と外側継手部材31を軸
方向に位置決め固定する。止めねじ35の頭部にはレン
チ等で着脱することができるように六角穴を設けてい
る。また、止めねじ35は、内輪23と外側継手部材3
1との所望の分離力の大小に応じて1乃至3個適宜設け
る。なお、凹所25bを周方向に延びる長円形状にすれ
ば、貫通孔34との位相合せが容易になる。36は肩部
33の内周に嵌合した鋼鈑製のエンドキャップで、マウ
ス部32内に充填した潤滑グリースの外部への漏洩と、
外部から雨水やダスト等が侵入するのを防止している。
A set screw 35 is screwed into a through hole 34 formed in the shoulder 33 of the outer joint member 31, and the tip of this set screw 35 is engaged with a recess 25b formed in the male spline 25a of the connecting portion 25. The inner ring 23 and the outer joint member 31 are axially positioned and fixed together. A hexagonal hole is provided on the head of the set screw 35 so that the set screw 35 can be attached and detached with a wrench or the like. Further, the set screw 35 is used for the inner ring 23 and the outer joint member 3
1 to 3 are appropriately provided according to the magnitude of the desired separation force from 1. If the recess 25b has an elliptical shape extending in the circumferential direction, the phase alignment with the through hole 34 becomes easy. Reference numeral 36 denotes an end cap made of steel plate fitted to the inner circumference of the shoulder portion 33. The end cap 36 leaks the lubricating grease filled in the mouth portion 32 to the outside,
It prevents rainwater and dust from entering from the outside.

【0051】このように、外側継手部材31の肩部33
に穿設した貫通孔34に止めねじ35を螺合し、この止
めねじ35の先端を、連結部25の雄スプライン25a
に形成した凹所25bに係合させ、内輪3と外側継手部
材31を軸方向に位置決め固定したので、従来のよう
に、止め輪を装着するために形成した環状溝によってス
プラインの有効長さが減少するようなことはなく、装置
のコンパクト化が図れると共に、組立作業性が向上す
る。さらに、連結部材としての止めねじ35の装着状況
を容易に外観検査することができ、製品の品質に対する
信頼性が向上する。なお、連結部材として止めねじを例
示したが、これに限らず割りピン等のピン類を径方向か
ら係合させるようにしても良い。
Thus, the shoulder portion 33 of the outer joint member 31 is
A set screw 35 is screwed into the through hole 34 formed in the male screw line 25a of the connecting portion 25.
Since the inner ring 3 and the outer joint member 31 are positioned and fixed in the axial direction by engaging with the recess 25b formed in, the effective length of the spline is increased by the annular groove formed for mounting the retaining ring as in the conventional case. It does not decrease, the device can be made compact, and the assembling workability is improved. Further, the appearance of the mounting state of the set screw 35 as the connecting member can be easily inspected, and the reliability of the product quality is improved. Although the set screw is illustrated as the connecting member, the present invention is not limited to this, and pins such as split pins may be engaged in the radial direction.

【0052】以上、本発明の実施の形態について説明を
行ったが、本発明はこうした実施の形態に何等限定され
るものではなく、あくまで例示であって、本発明の要旨
を逸脱しない範囲内において、さらに種々なる形態で実
施し得ることは勿論のことであり、本発明の範囲は、特
許請求の範囲の記載によって示され、さらに特許請求の
範囲に記載の均等の意味、および範囲内のすべての変更
を含む。
The embodiments of the present invention have been described above. However, the present invention is not limited to these embodiments, but is merely an example, and does not depart from the gist of the present invention. Of course, the present invention can be implemented in various forms, and the scope of the present invention is shown by the description of the scope of claims, and the equivalent meanings described in the scope of claims and all within the scope Including changes.

【0053】[0053]

【発明の効果】以上詳述したように、本発明に係る駆動
車輪用軸受装置は、ハブ輪と複列の転がり軸受と等速自
在継手をユニット化した駆動車輪用軸受装置において、
外側継手部材の嵌合部におけるアウトボード側の拡径量
をインボード側よりも小さくし、ハブ輪に形成した凹凸
部に、外側継手部材の嵌合部を拡径させて食い込ませ塑
性結合したので、塑性結合による車輪取付フランジの面
精度への影響を抑制することができ、装置の一層の耐久
性と操縦安定性を向上させることができる。また、ハブ
輪の肉厚不同に対応して車輪取付フランジの幅に相当す
る範囲の環状溝を密に、他を粗に形成して、塑性結合部
のトルク伝達能力を向上させることもできる。
As described in detail above, the drive wheel bearing device according to the present invention is a drive wheel bearing device in which a hub wheel, a double row rolling bearing, and a constant velocity universal joint are unitized.
The amount of diameter expansion on the outboard side of the fitting part of the outer joint member was made smaller than that on the inboard side, and the fitting part of the outer joint member was expanded and bites into the uneven portion formed on the hub ring to form a plastic bond. Therefore, the influence of the plastic coupling on the surface accuracy of the wheel mounting flange can be suppressed, and the durability and steering stability of the device can be further improved. Further, it is possible to improve the torque transmission capability of the plastic joint by forming the annular grooves densely and coarsely in the range corresponding to the width of the wheel mounting flange in correspondence with the thickness variations of the hub wheel.

【0054】また、軸受部の内部すきまを予め所望の規
定値に管理し、軽量・コンパクトなサブユニットに仕立
て、これと等速自在継手とをワンタッチでユニット化で
きるようにしたため、補修点検時において、内方部材と
等速自在継手とを簡単に分離することができると共に、
不具合部品のみを交換することもでき、ユーザにとって
は経済的効果が大きく、高い利便性を有している。
Further, since the internal clearance of the bearing portion is controlled to a desired prescribed value in advance, it is made into a lightweight and compact sub-unit, and this and the constant velocity universal joint can be unitized with one touch, so that it can be repaired and inspected. , The inner member and the constant velocity universal joint can be easily separated,
It is also possible to replace only the defective part, which has a large economic effect on the user and is highly convenient.

【図面の簡単な説明】[Brief description of drawings]

【図1】本発明に係る駆動車輪用軸受装置の第1の実施
形態を示す縦断面図である。
FIG. 1 is a longitudinal sectional view showing a first embodiment of a drive wheel bearing device according to the present invention.

【図2】(a)は本発明に係るハブ輪の凹凸部形状を示
す縦断面図で、互いに傾斜した螺旋溝で構成したアヤメ
ローレット形状を示す。(b)は同上、軸方向溝と独立
した環状溝との交叉溝で構成したアヤメローレット形状
を示す。
FIG. 2 (a) is a vertical cross-sectional view showing the shape of the concavo-convex portion of the hub wheel according to the present invention, showing an iris knurled shape composed of spiral grooves inclined to each other. (B) shows an iris knurled shape formed by intersecting grooves of an axial groove and an independent annular groove.

【図3】本発明に係る駆動車輪用軸受装置の第1の実施
形態を示す要部断面図である。
FIG. 3 is a cross-sectional view of an essential part showing a first embodiment of a drive wheel bearing device according to the present invention.

【図4】本発明に係る駆動車輪用軸受装置の塑性結合方
法を示す説明図である。
FIG. 4 is an explanatory diagram showing a plastic coupling method for a drive wheel bearing device according to the present invention.

【図5】本発明に係る駆動車輪用軸受装置の第2の実施
形態を示す要部断面図である。
FIG. 5 is a cross-sectional view of essential parts showing a second embodiment of the drive wheel bearing device according to the present invention.

【図6】本発明に係る駆動車輪用軸受装置の第3の実施
形態を示す要部断面図である。
FIG. 6 is a cross-sectional view of an essential part showing a third embodiment of the drive wheel bearing device according to the present invention.

【図7】本発明に係る駆動車輪用軸受装置の第4の実施
形態を示す要部断面図である。
FIG. 7 is a cross-sectional view of essential parts showing a fourth embodiment of the drive wheel bearing device according to the present invention.

【図8】(a)は、本発明に係る駆動車輪用軸受装置の
第5の実施形態を示す要部断面図である。(b)〜
(d)は、同上他の実施例を示す要部拡大図である。
FIG. 8 (a) is a sectional view of a key portion showing a fifth embodiment of the drive wheel bearing device according to the present invention. (B) ~
(D) is a principal part enlarged view which shows another Example same as the above.

【図9】本発明に係る駆動車輪用軸受装置の第6の実施
形態を示す縦断面図である。
FIG. 9 is a longitudinal sectional view showing a sixth embodiment of the drive wheel bearing device according to the present invention.

【図10】従来の駆動車輪用軸受装置を示す縦断面図で
ある。
FIG. 10 is a vertical cross-sectional view showing a conventional drive wheel bearing device.

【符号の説明】[Explanation of symbols]

1、1’・・・・・・・・・・・・・・・・ハブ輪 1a、14a、23a・・・・・・・・・・内側転走面 1b、24a・・・・・・・・・・・・・・インロウ部 2、22・・・・・・・・・・・・・・・・複列の転が
り軸受 3、30・・・・・・・・・・・・・・・・等速自在継
手 4・・・・・・・・・・・・・・・・・・・車輪取付フ
ランジ 4a・・・・・・・・・・・・・・・・・・側面 4b・・・・・・・・・・・・・・・・・・パイロット
部 5、5’・・・・・・・・・・・・・・・・凹凸部 6、6’・・・・・・・・・・・・・・・・溝 6a、6b・・・・・・・・・・・・・・・環状溝 7・・・・・・・・・・・・・・・・・・・外方部材 7a・・・・・・・・・・・・・・・・・・車体取付フ
ランジ 7b・・・・・・・・・・・・・・・・・・外側転走面 8、21・・・・・・・・・・・・・・・・内方部材 9・・・・・・・・・・・・・・・・・・・転動体 10、10’・・・・・・・・・・・・・・硬化層 11・・・・・・・・・・・・・・・・・・保持器 12、13・・・・・・・・・・・・・・・シール 14、31・・・・・・・・・・・・・・・外側継手部
材 15、32・・・・・・・・・・・・・・・マウス部 15a、32a・・・・・・・・・・・・・トラック溝 16、33・・・・・・・・・・・・・・・肩部 17・・・・・・・・・・・・・・・・・・軸部 17a・・・・・・・・・・・・・・・・・小径段部 17b、17c、17d、17e、24b・嵌合部 23・・・・・・・・・・・・・・・・・・内輪 23b・・・・・・・・・・・・・・・・・肩部 24・・・・・・・・・・・・・・・・・・小径段部 25・・・・・・・・・・・・・・・・・・連結部 25a・・・・・・・・・・・・・・・・・雄スプライ
ン 25b・・・・・・・・・・・・・・・・・凹所 33a・・・・・・・・・・・・・・・・・雌スプライ
ン 34・・・・・・・・・・・・・・・・・・貫通孔 35・・・・・・・・・・・・・・・・・・止めねじ 36・・・・・・・・・・・・・・・・・・エンドキャ
ップ 50・・・・・・・・・・・・・・・・・・ハブ輪 50a、61a、71a・・・・・・・・・転走面 51・・・・・・・・・・・・・・・・・・車輪取付フ
ランジ 52・・・・・・・・・・・・・・・・・・ハブボルト 53・・・・・・・・・・・・・・・・・・凹凸部 54・・・・・・・・・・・・・・・・・・パイロット
部 60・・・・・・・・・・・・・・・・・・軸受部 61・・・・・・・・・・・・・・・・・・外方部材 62・・・・・・・・・・・・・・・・・・内方部材 63・・・・・・・・・・・・・・・・・・転動体 64・・・・・・・・・・・・・・・・・・車体取付フ
ランジ 65・・・・・・・・・・・・・・・・・・保持器 66、67・・・・・・・・・・・・・・・シール 70・・・・・・・・・・・・・・・・・・等速自在継
手 71・・・・・・・・・・・・・・・・・・外側継手部
材 72・・・・・・・・・・・・・・・・・・マウス部 72a・・・・・・・・・・・・・・・・・トラック溝 73・・・・・・・・・・・・・・・・・・軸部 B・・・・・・・・・・・・・・・・・・・受け台 C・・・・・・・・・・・・・・・・・・・ケージ a、b・・・・・・・・・・・・・・・・・溝幅 a1、a2、…、an・・・・・・・・・・溝幅 d1・・・・・・・・・・・・・・・・・・アウトボー
ド側内径 d2・・・・・・・・・・・・・・・・・・インボード
側内径 D1・・・・・・・・・・・・・・・・・・アウトボー
ド側外径 D2・・・・・・・・・・・・・・・・・・インボード
側外径 M・・・・・・・・・・・・・・・・・・・マンドレル
1, 1 '... Hub wheels 1a, 14a, 23a ... Inner raceways 1b, 24a ...・ ・ ・ ・ ・ ・ ・ ・ Inlay part 2, 22 ・ ・ ・ Double row rolling bearings 3, 30 ・ ・ ・ ・ ・ ・ ・ ・... Constant velocity universal joint 4 ... Wheel mounting flange 4a ... Side 4b ... ・ Pilot part 5, 5 '... Concavo-convex part 6, 6' ...・ ・ ・ ・ ・ ・ ・ ・ Grooves 6a, 6b ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Annular groove 7 ・ ・ ・ ・ ・ ・ ・ ・・ ・ ・ ・ Outer member 7a ・ ・ ・ ・ Vehicle mounting flange 7b ・ ・ ・ ・ ・ ・..... outer rolling surfaces 8, 21 ... inner member 9 ... ..Rolling elements 10, 10 '... Hardened layer 11 ... Retainers 12, 13 ...・ ・ ・ ・ ・ ・ ・ ・ Seal 14, 31 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Outer joint member 15, 32 ・ ・ ・... Mouse parts 15a, 32a ..... track grooves 16, 33 ..... shoulders 17 ... ........ Shaft portion 17a ........ Small diameter step portions 17b, 17c, 17d, 17e, 24b. Fitting portion 23.・ ・ ・ ・ ・ ・ Inner ring 23b ・ ・ ・ ・ ・ ・・ Shoulder 24 ・ ・ ・ Small diameter step 25 ・ ・ ・ Coupling 25a・ ・ ・ ・ ・ ・ ・ ・ ・ Male spline 25b ・ ・ ・ ・ ・ ・ Recess 33a .... Female spline 34 .... Through hole 35 ..... Set screw 36 ..・ ・ ・ End cap 50 ・ ・ ・ ・ Hub wheels 50a, 61a, 71a ・ ・ ・ ・ ・.... Rolling surface 51 ... Wheel mounting flange 52 ... Hub bolt 53 ··· · Uneven portion 54 ··· ..... Pilot section 60 ..... Bearing section 61 .................. Outside Directional member 62 ... Inner member 63 ... Rolling element 64 ... ········· Body mounting flange 65 ···· Cage 66, 67 ···· ··· Seal 70 ··· · Constant velocity universal joint 71 ··· · Outside Joint member 72 ... Mouse portion 72a ... Track groove 73 ...・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Shaft B ・ ・ ・ Cradle C ・ ・ ・········ Cages a, b ··· Groove widths a1, a2, ···, an ···・ ・ ・ Groove width d1 ・ ・ ・ Outboard side inner diameter d2 ・ ・ ・ Inboard Inside diameter D1 ... Outboard side outside diameter D2 ... Inboard side outside diameter M ・ ・ ・ ・ ・ ・ Mandrel

フロントページの続き (51)Int.Cl.7 識別記号 FI テーマコート゛(参考) F16D 3/223 F16D 1/02 P Fターム(参考) 3J017 AA02 AA06 AA10 BA10 CA04 DA10 DB08 3J101 AA02 AA32 AA43 AA54 AA62 AA72 BA53 BA55 BA64 BA70 BA77 DA03 DA09 DA16 EA02 FA04 FA31 FA51 FA53 GA03 GA14 Front page continuation (51) Int.Cl. 7 Identification code FI theme code (reference) F16D 3/223 F16D 1/02 PF term (reference) 3J017 AA02 AA06 AA10 BA10 CA04 DA10 DB08 3J101 AA02 AA32 AA43 AA54 AA62 AA72 BA53 BA55 BA64 BA70 BA77 DA03 DA09 DA16 EA02 FA04 FA31 FA51 FA53 GA03 GA14

Claims (11)

【特許請求の範囲】[Claims] 【請求項1】ハブ輪と等速自在継手と複列の転がり軸受
とをユニット化し、前記ハブ輪と前記等速自在継手の外
側継手部材とを嵌合させ、この嵌合部で、前記ハブ輪の
内周面に硬化させた凹凸部を形成し、この凹凸部に前記
外側継手部材の嵌合部を拡径させて食い込ませることに
より、前記ハブ輪と前記外側継手部材とを一体に塑性結
合した駆動車輪用軸受装置において、 前記外側継手部材の嵌合部におけるアウトボード側の拡
径量をインボード側よりも小さくしたことを特徴とする
駆動車輪用軸受装置。
1. A hub wheel, a constant velocity universal joint, and a double row rolling bearing are unitized, and the hub wheel and an outer joint member of the constant velocity universal joint are fitted to each other, and the hub is joined at this fitting portion. A hardened concavo-convex portion is formed on the inner peripheral surface of the ring, and the fitting portion of the outer joint member is expanded in the concavo-convex portion to bite into the concavo-convex portion to integrally plasticize the hub wheel and the outer joint member. In the coupled drive wheel bearing device, the diameter expansion amount on the outboard side of the fitting portion of the outer joint member is smaller than that on the inboard side.
【請求項2】前記外側継手部材の嵌合部内径を、アウト
ボード側からインボード側に漸次小径となるように形成
した請求項1に記載の駆動車輪用軸受装置。
2. The drive wheel bearing device according to claim 1, wherein the inner diameter of the fitting portion of the outer joint member is formed to gradually decrease from the outboard side to the inboard side.
【請求項3】前記外側継手部材の嵌合部のアウトボード
側内径に、大径段部を形成した請求項1に記載の駆動車
輪用軸受装置。
3. The drive wheel bearing device according to claim 1, wherein a large-diameter step portion is formed on the outboard-side inner diameter of the fitting portion of the outer joint member.
【請求項4】前記外側継手部材の嵌合部外径を、アウト
ボード側からインボード側に漸次大径となるように形成
した請求項1乃至3いずれかに記載の駆動車輪用軸受装
置。
4. The drive wheel bearing device according to claim 1, wherein the outer diameter of the fitting portion of the outer joint member is gradually increased from the outboard side to the inboard side.
【請求項5】前記外側継手部材の嵌合部のアウトボード
側外径に、小径段部を形成した請求項1乃至3いずれか
に記載の駆動車輪用軸受装置。
5. The bearing device for a drive wheel according to claim 1, wherein a small-diameter step portion is formed on the outer diameter of the fitting portion of the outer joint member on the outboard side.
【請求項6】前記ハブ輪の内周に形成した凹凸を、軸方
向溝と周方向溝を略直交させた交叉溝で構成し、この周
方向溝において、インボード側からアウトボード側に亙
って漸次溝幅を大きくした請求項1乃至5いずれかに記
載の駆動車輪用軸受装置。
6. The concavo-convex formed on the inner circumference of the hub wheel is constituted by an intersecting groove in which an axial groove and a circumferential groove are substantially orthogonal to each other, and the circumferential groove extends from the inboard side to the outboard side. 6. The bearing device for a drive wheel according to claim 1, wherein the groove width is gradually increased.
【請求項7】前記ハブ輪の内周に形成した凹凸を、軸方
向溝と周方向溝を略直交させた交叉溝で構成し、この周
方向溝において、前記車輪取付フランジの幅に相当する
範囲の溝幅を、他の周方向溝の溝幅より小さくした請求
項1乃至5いずれかに記載の駆動車輪用軸受装置。
7. The unevenness formed on the inner circumference of the hub wheel is constituted by a cross groove in which an axial groove and a circumferential groove are substantially orthogonal to each other, and the circumferential groove corresponds to the width of the wheel mounting flange. 6. The drive wheel bearing device according to claim 1, wherein the groove width in the range is smaller than the groove widths of the other circumferential grooves.
【請求項8】前記複列の転がり軸受における内側転走面
のうち一方を前記ハブ輪に、他方を前記外側継手部材に
それぞれ形成した請求項1乃至7いずれかに記載の駆動
車輪用軸受装置。
8. The drive wheel bearing device according to claim 1, wherein one of the inner rolling surfaces of the double row rolling bearing is formed on the hub wheel and the other is formed on the outer joint member. .
【請求項9】内方部材と複列の転がり軸受と等速自在継
手とをユニット化し、前記複列の転がり軸受における内
側転走面のうち少なくとも一方を別体の内輪に形成した
駆動車輪用軸受装置であって、前記内方部材が、一端に
車輪取付フランジを有するハブ輪と、このハブ輪に、内
輪と外径歯を有する環状部材を内嵌し、前記ハブ輪に対
して前記環状部材を回転不可に、かつ軸方向に分離不可
に結合すると共に、前記等速自在継手の外側継手部材に
形成した内径歯を前記環状部材の外径歯に係合すると共
に、前記環状部材と前記外側継手部材との間に、軸方向
に分離可能な連結手段を設けた駆動車輪用軸受装置にお
いて、 前記ハブ輪と前記環状部材との嵌合部で、前記ハブ輪の
内周面に硬化させた凹凸部を形成し、前記環状部材の嵌
合部におけるアウトボード側の拡径量をインボード側よ
りも小さくし、この環状部材を前記凹凸部に拡径させて
食い込ませることにより、前記ハブ輪と一体に塑性結合
したことを特徴とする駆動車輪用軸受装置。
9. A drive wheel in which an inner member, a double-row rolling bearing and a constant velocity universal joint are unitized, and at least one of inner rolling surfaces of the double-row rolling bearing is formed as a separate inner ring. A bearing device, wherein the inner member has a hub ring having a wheel mounting flange at one end, and an annular member having an inner ring and outer diameter teeth is fitted into the hub ring, and the annular ring is attached to the hub ring. The members are non-rotatably and non-separably coupled in the axial direction, the inner diameter teeth formed on the outer joint member of the constant velocity universal joint are engaged with the outer diameter teeth of the annular member, and the annular member and the In a drive wheel bearing device provided with an axially separable coupling means between the outer joint member and the hub wheel and the annular member, the inner peripheral surface of the hub wheel is hardened at the fitting portion. A concave and convex portion, and The drive wheel is characterized in that the diameter of the outboard side is smaller than that of the inboard side, and the annular member is expanded and bites into the uneven portion to integrally plastically couple with the hub wheel. Bearing device.
【請求項10】前記外径歯と前記内径歯に係合する連結
部材を径方向に着脱可能に装着した請求項9に記載の駆
動車輪用軸受装置。
10. The drive wheel bearing device according to claim 9, wherein a connecting member that engages with the outer diameter tooth and the inner diameter tooth is detachably mounted in the radial direction.
【請求項11】前記内輪と環状部材とを一体にした請求
項9または10に記載の駆動車輪用軸受装置。
11. The drive wheel bearing device according to claim 9, wherein the inner ring and the annular member are integrated.
JP2002140966A 2001-09-04 2002-05-16 Bearing device for driving wheel Pending JP2003246204A (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
JP2002140966A JP2003246204A (en) 2001-12-20 2002-05-16 Bearing device for driving wheel
US10/234,969 US7832939B2 (en) 2001-09-04 2002-09-03 Bearing apparatus for a wheel
KR1020020052804A KR100923722B1 (en) 2001-09-04 2002-09-03 Bearing device for wheel
EP02256100A EP1288021B1 (en) 2001-09-04 2002-09-03 A bearing apparatus for wheel
CNB021469903A CN100443748C (en) 2001-09-04 2002-09-03 Bearing device for wheel
DE60237182T DE60237182D1 (en) 2001-09-04 2002-09-03 Bearing device for a wheel
EP10167967.8A EP2230097B1 (en) 2001-09-04 2002-09-03 A bearing apparatus for a wheel

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2001388002 2001-12-20
JP2001-388002 2001-12-20
JP2002140966A JP2003246204A (en) 2001-12-20 2002-05-16 Bearing device for driving wheel

Publications (1)

Publication Number Publication Date
JP2003246204A true JP2003246204A (en) 2003-09-02

Family

ID=28676939

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2002140966A Pending JP2003246204A (en) 2001-09-04 2002-05-16 Bearing device for driving wheel

Country Status (1)

Country Link
JP (1) JP2003246204A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005121176A (en) * 2003-10-20 2005-05-12 Ntn Corp Ball screw type actuator
JP2007091078A (en) * 2005-09-29 2007-04-12 Ntn Corp Bearing device for wheel
WO2009004877A1 (en) * 2007-06-29 2009-01-08 Ntn Corporation Joint for steering

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005121176A (en) * 2003-10-20 2005-05-12 Ntn Corp Ball screw type actuator
JP2007091078A (en) * 2005-09-29 2007-04-12 Ntn Corp Bearing device for wheel
WO2009004877A1 (en) * 2007-06-29 2009-01-08 Ntn Corporation Joint for steering
JP2009008234A (en) * 2007-06-29 2009-01-15 Ntn Corp Joint for steering
US8342972B2 (en) 2007-06-29 2013-01-01 Ntn Corporation Steering joint

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