JP2004108449A - Rolling bearing device - Google Patents

Rolling bearing device Download PDF

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Publication number
JP2004108449A
JP2004108449A JP2002270208A JP2002270208A JP2004108449A JP 2004108449 A JP2004108449 A JP 2004108449A JP 2002270208 A JP2002270208 A JP 2002270208A JP 2002270208 A JP2002270208 A JP 2002270208A JP 2004108449 A JP2004108449 A JP 2004108449A
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Prior art keywords
bearing device
rolling bearing
rolling
ball
vehicle
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JP2002270208A
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Japanese (ja)
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JP4206716B2 (en
Inventor
Masanori Sowa
曽和　正典
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Koyo Seiko Co Ltd
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Koyo Seiko Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/50—Other types of ball or roller bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/22—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings
    • F16C19/34—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load
    • F16C19/38—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers
    • F16C19/383—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone
    • F16C19/385—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone with two rows, i.e. double-row tapered roller bearings
    • F16C19/386—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone with two rows, i.e. double-row tapered roller bearings in O-arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2240/00—Specified values or numerical ranges of parameters; Relations between them
    • F16C2240/40—Linear dimensions, e.g. length, radius, thickness, gap
    • F16C2240/70—Diameters; Radii
    • F16C2240/80—Pitch circle diameters [PCD]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors

Abstract

<P>PROBLEM TO BE SOLVED: To improve the rigidity without enlarging a device and to elongate its life with respect to a rolling bearing device mounted at a narrow place. <P>SOLUTION: In this rolling bearing device 100, a pitch circle diameter of a group of balls 4 at a vehicle outer side is larger than a group of balls 5 at a vehicle inner side by activating a free space 11 between a flange 14 of an outer ring 1 and a flange 15 of a hub shaft 2. Whereby a distance between bearing load centers of the groups of balls 4, 5 of each row can be increased without enlarging the rolling bearing device 100. As a result, the rigidity of the rolling bearing device 100 is improved and the long life can be achieved. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は、車両用や各種産業機器等に適用する転がり軸受装置に関する。
【０００２】
【従来の技術】
図１０を参照してこの種の転がり軸受装置を複列外向きのアンギュラ玉軸受装置に適用して説明する（例えば特許文献１参照）。この複列外向きのアンギュラ玉軸受装置５００は、外輪１と、ハブ軸２と、内輪３と、玉群４、５とを有する。外輪１は、不図示の車体に固定され、内周面に軸方向二列の軌道面１２，１３を有するとともに、車両アウタ側の軌道面の車両インナ側における外周面に前記車体に固定するためのフランジ１４を有する。ハブ軸２は、車両アウタ側の外周面に車輪を取り付けるためのフランジ１５を有するとともに、軸方向中間の外周面に車両アウタ側の軌道面１６を有する。内輪３は、ハブ軸２の車両インナー側の外周面に一体回転可能に嵌合装着され、外周面に車両インナー側の軌道面１７を有する。玉群４，５は、外輪１とハブ軸２と内輪３それぞれの軌道面間において設けられる。
【０００３】
【特許文献１】
特開２０００−３８００４号公報
【０００４】
【発明が解決しようとする課題】
上記転がり軸受装置５００の場合、設計の容易さや生産コスト低減の観点から、両列の玉群４，５同士が互いの軸方向中間点に対して軸方向左右対称の構造に作られている。このように軸方向左右対称の構造を有する転がり軸受装置５００において、その長寿命化を図る手段の一つとして各列の玉群４，５の軸方向距離やピッチ円直径を大きくすることにより各列の玉群４，５の軸受負荷中心間距離を大きくし、その高剛性化を図ることが考えられる。しかしながら、このような高剛性化構造では、転がり軸受装置全体の寸法が大型化せざるを得なくなる一方、転がり軸受装置５００それ自体が狭隘な車体の一部に取り付けられる構造となっているから、装置を大型化する余地はほとんどない。そのため、従来の転がり軸受装置では、その高剛性化を図ることは困難である。
【０００５】
したがって、本発明は、狭隘な車体に対して、装置を大型化させることなく高剛性化を図れる構造でもって、転がり軸受装置の長寿命化を図れるようにすることを解決課題とする。
【０００６】
【課題を解決するための手段】
本発明の転がり軸受装置は、軸方向一方側の外周面にフランジを有し、軸方向他方側の外周面に軸方向二列の第１、第２内輪軌道面を有する内輪部材と、内周面に前記内輪部材の二列の第１、第２内輪軌道面と径方向でそれぞれ対向する軸方向二列の第１、第２外輪軌道面を有し、前記第１外輪軌道面より軸方向他方側における外周面にフランジを有する外輪部材と、前記外輪部材の第１、第２外輪軌道面と前記内輪部材の第１、第２内輪軌道面との間に介装される軸方向二列の第１、第２転動体群とを含み、前記軸方向一方側の第１内輪軌道面に加わる前記第１転動体群の荷重の作用方向を示す作用線と、前記軸方向他方側の第２内輪軌道面に加わる前記第２転動体群の荷重の作用方向を示す作用線との交点が、前記第１、第２転動体群の配置に対して径方向外側に位置しており、前記内輪部材のフランジと前記外輪部材のフランジとの間において、前記第１転動体群のピッチ円直径Ｄ１と、前記第２転動体群のピッチ円直径Ｄ２との関係がＤ１＞Ｄ２に設定されている。
【０００７】
ここで、Ｄ１＞Ｄ２の関係は、Ｄ１を大きく設定することにより実現し、Ｄ２は一定とする。
【０００８】
本発明の転がり軸受装置では、内輪部材のフランジと外輪部材のフランジとの間にできる自由空間を有効利用して軸方向一方側の転動体群のピッチ円直径を、軸方向他方側に比べて大きく設定している。そのため、各列の転動体群同士の軸受負荷中心間距離を増大させることができる。その結果、装置の大型化を避けつつ、転がり軸受装置の高剛性化および長寿命化を図ることができる。
【０００９】
本発明の転がり軸受装置は、具体的には、前記Ｄ１と前記Ｄ２との関係がＤ１≦１．４９×Ｄ２に設定されている。
【００１０】
このような構成とした場合、Ｄ１をＤ２よりも大きくしつつ、Ｄ１をＤ２の１４９％以下にとどめている。そのため、拡径スペースを超過して転がり軸受装置が大型化したり、転がり軸受装置の重量や製造コストが上昇するのを最小限度に抑えつつ、転がり軸受装置の高剛性化および長寿命化を図ることができる。なお、前記Ｄ１と前記Ｄ２との関係を１．１０×Ｄ２≦Ｄ１≦１．４９×Ｄ２とすれば、上記作用・効果がより顕著となり好ましい。
【００１１】
また、本発明の転がり軸受装置は、前記Ｄ１の増大にともない、前記第１転動体群の転動体数が増大されている。
【００１２】
このような構成とした場合、上記作用、効果に加えて、転動体群の介装数を多くしているので、各転動体群の１個あたりの荷重を分散することができる。その結果、転がり軸受装置の剛性をさらに向上させることができる。
【００１３】
さらに、本発明の転がり軸受装置は、前記第１転動体群の各転動体の直径が小さく設定されているとともに、前記第１転動体群の転動体数が増大されている。
【００１４】
このような構成とした場合、上記作用、効果に加えて、転動体群の直径が小さく設定されており、それに伴い、転動体の周方向の介装数が多く設定されている。その結果、転がり軸受装置の剛性をさらに向上させることができる。
【００１５】
【発明の実施の形態】
以下、本発明の実施形態に係る転がり軸受装置を、図面を参照して詳細に説明する。この転がり軸受装置は、車両用車軸の軸受用に適用して説明する。この転がり軸受装置は、従動輪側を例にとっている。図１は本発明の一実施形態に係る転がり軸受装置の全体構成を示す断面図、図２は、図１の転がり軸受装置の上半分断面図である。図１で軸方向左側は車両アウタ側（軸方向一方側）を、軸方向右側は車両インナ側（軸方向他方側）を示す。
【００１６】
図例の転がり軸受装置１００は、複列外向きアンギュラ玉軸受装置として、外輪１と、ハブ軸２と、内輪３と、一対の玉群４，５と、一対の保持器６，７と、一対のシール部材８，９とを有する。
【００１７】
外輪１は、外輪部材として、内周面に軸方向二列の軌道面１２，１３を有するとともに、車両アウタ側の軌道面１２の車両インナ側における外周面に車両（不図示）に固定するためのフランジ１４を有する。
【００１８】
ハブ軸２は、内輪部材の一部分として、車両アウタ側の外周面に車輪（不図示）を取り付けるためのフランジ１５を有するとともに、軸方向中間の外周面に外輪１の車両アウタ側の軌道面１２と対向する一列の軌道面１６を有する。内輪３は、内輪部材の一部分として、ハブ軸２における車両インナ側の外周面に該ハブ軸２と一体回転可能に嵌合装着され、外周面に外輪１の車両インナ側の軌道面１３と対向する一列の軌道面１７を有する。
【００１９】
玉群４，５は、転動体として、外輪１の軌道面１２，１３とハブ軸２および内輪３の各軌道面１６，１７との間において軸方向に二列介装される。
【００２０】
一対の保持器６，７それぞれは、各列の玉群４，５を保持する。
【００２１】
各列のシール部材８，９は、外輪１の内周の軸方向両側において、外輪１とハブ軸２との間、外輪１と内輪３との間それぞれの環状空間を軸方向で仕切っており、当該環状空間内にグリースを密封している。
【００２２】
ハブ軸２の車両インナ側端部は、内輪３の外端面に対してかしめられており、かしめ部１０を形成する。このかしめによりハブ軸２と内輪３は一体回転可能になるとともに、転がり軸受装置１００に対して所要の予圧が付与される。
【００２３】
本実施形態では、次の構成を有することを特徴とする。すなわち、上述した構成を有する転がり軸受装置１００の場合、外輪１のフランジ１４の車両インナ側が車両の一部であるナックル（不図示）に固定され、ハブ軸２のフランジ１５の車両アウタ側に車輪（不図示）が取り付けられる。このとき、外輪１のフランジ１４とハブ軸２のフランジ１５との間には環状の自由空間１１が存在する。本実施形態では、この環状の自由空間１１に着目して、図１に示すように、車両アウタ側の玉群４のピッチ円直径Ｄ１と、車両インナ側の玉群５のピッチ円直径Ｄ２との関係をＤ１＞Ｄ２に設定している。但し、このＤ１＞Ｄ２の関係は、Ｄ１を大きく設定することにより実現し、Ｄ２は一定とする。これに伴い、ハブ軸２の軌道面１６を内輪３の軌道面１７よりも拡径し、あわせて外輪１の車両アウタ側の軌道面１２を車両インナ側の軌道面１３よりも拡径している。
【００２４】
このように、Ｄ１＞Ｄ２に設定することにより、転がり軸受装置１００の剛性が向上する。以下、Ｄ１＞Ｄ２に設定することと、転がり軸受装置１００の剛性向上との因果関係を説明する。
【００２５】
図２において、Ｄ１＝Ｄ２としたとき（図中の点線）の各列の玉群４，５の中心からハブ軸２および内輪３の各軌道面１６，１７に加わる力の作用方向を示す作用線をそれぞれＦ１，Ｆ２とし、これらと転がり軸受装置１００の中心軸線Ｏとの交点をそれぞれＯ１，Ｏ２とする。一方、Ｄ１＞Ｄ２としたときの車両アウタ側の玉群４の中心からハブ軸２の軌道面１６に加わる力の作用方向を示す作用線をＦ３とし、これと転がり軸受装置１００の中心軸線Ｏとの交点をＯ３とする。このとき、交点Ｏ１，Ｏ２間の距離をＬ１とし、交点Ｏ１，Ｏ３間の距離をＬ２とすると、Ｌ２＞Ｌ１の関係となる。
【００２６】
これらの距離Ｌ１，Ｌ２は、軸受負荷中心間距離を示しており、これらＬ１，Ｌ２が大きいほど、転がり軸受装置１００の剛性が大きくなる。したがって、Ｄ１＞Ｄ２に設定することにより、軸受負荷中心間距離が増大し、転がり軸受装置１００の剛性を向上させることができ、ひいては転がり軸受装置１００の長寿命化につながる。
【００２７】
ところで、Ｄ１＞Ｄ２に設定すると、当該玉群４の周方向における介装スペースが増大する。その分、玉群４の介装数を増やすことにより、玉４の一個当たりの荷重を分散することができるので、転がり軸受装置１００の剛性および寿命をさらに向上させることができる。
【００２８】
以下、Ｄ１および玉群４の介装数の最適な設定について試験により検証しているので、説明する。
【００２９】
この試験に用いた転がり軸受装置１００は、車両インナ側の玉５について、Ｄ２＝４９ｍｍ、直径は１２．７ｍｍ、介装数は１１個とし、車両アウタ側の玉４については、その直径を玉５と同じ１２．７ｍｍとした。この試験では、車両アウタ側の玉４について、Ｄ１および介装数をいろいろ変化させて転がり軸受装置１００の剛性および寿命を確認した。従来例としては、玉４，５について、Ｄ１＝Ｄ２＝４９ｍｍ、直径は共に１２．７ｍｍ、介装数は共に１１個に設定した。
【００３０】
転がり軸受装置１００の剛性は、転がり軸受装置１００に径方向に一定の荷重をかけたときの転がり軸受装置１００の傾きを計測して確認し、寿命は、転がり軸受装置１００を回転させ寿命に至るまでの走行距離を計測して確認する。なお、転がり軸受装置１００の剛性を示す傾き（単位：分）は、その値が小さいほど転がり軸受装置１００の剛性が高いことを示しており、転がり軸受装置１００の寿命を示す走行距離（単位：万ｋｍ）は、その値が大きいほど転がり軸受装置１００の寿命が長いことを示す。
【００３１】
【表１】

Figure 2004108449
表１において、試料１では、Ｄ１をＤ２の１１０％とし、玉４の介装数を玉５と同じ１１個としている。この場合、転がり軸受装置１００は、従来例との比較において、剛性が９８％と向上しており、寿命も玉４側が１０８％、玉５側が１０７％と向上している。
【００３２】
試料２では、Ｄ１をＤ２の１４９％とし、玉４の介装数を１６個としている。この場合、転がり軸受装置１００は、従来例との比較において、剛性が８４％と向上しており、寿命も玉４側が２５７％、玉５側が１２１％と向上している。しかも、試料１との比較においても、剛性、寿命ともに向上している。
【００３３】
ただし、Ｄ１をＤ２の１４９％より大きく設定すると、転がり軸受装置１００の大型化、重量化の問題があるため、Ｄ１はＤ２の１４９％以下に設定するのが好ましい。
【００３４】
以上より、１．１０×Ｄ２≦Ｄ１≦１．４９×Ｄ２に設定するのが好ましく、さらには、Ｄ１＝１．４９×Ｄ２、つまりＤ１＝７３ｍｍに設定すれば、剛性、寿命ともに優れた転がり軸受装置１００とすることができる。
【００３５】
以上のように、本実施形態では、車両アウタ側の玉群４のピッチ円直径を大きく設定している。そのため、外輪１のフランジ１４と内輪３のフランジ１５との間に生じるスペースを有効に活用して転がり軸受装置１００における玉群４，５の互いの軸受負荷中心間距離を増大させることができ、転がり軸受装置１００の剛性を向上させることができる。しかも、車両アウタ側の玉群４の周方向における介装スペースも増大するため、その分、玉群４の介装数を増やすことができ、転がり軸受装置１００の剛性をさらに向上させることができる。
【００３６】
なお、本発明は、上述の実施形態に限定されるものではなく、以下に述べる実施形態にも適用可能である。
【００３７】
（１）図３は、本発明の他の実施形態に係る転がり軸受装置の全体構成を示す断面図、図４は、図３の転がり軸受装置の上半分断面図、図５は、車両アウタ側の玉の配列を示す説明図である。図３で軸方向左側は車両アウタ側（軸方向一方側）を、軸方向右側は車両インナー側（軸方向他方側）を示す。
【００３８】
図３に示す転がり軸受装置１００の基本的構成は、上記実施形態と同様であるが、異なる点は、車両アウタ側の玉４の直径を小さくしている点である。これに伴い、ハブ軸２の軌道面１６は、上記実施形態よりもさらに径方向外側に拡径する。
【００３９】
このように、上記実施形態に加えて、車両アウタ側の玉４の直径を小さくすることによっても、転がり軸受装置１００の剛性が向上する。以下、車両アウタ側の玉４の直径の縮小と、転がり軸受装置１００の剛性向上との因果関係を説明する。
【００４０】
図４において、車両アウタ側の玉４の直径を小さくしないとき（図中の点線）の各列の玉群４，５の中心から内輪およびハブ軸の各軌道面１６，１７に加わる力の作用方向を示す作用線をそれぞれＦ１，Ｆ３とし、これらと転がり軸受装置１００の中心軸線Ｏとの交点をそれぞれＯ１，Ｏ３とする。一方、車両アウタ側の玉４の直径を小さくしたときのこの車両アウタ側の玉群４の中心からハブ軸２の軌道面１６に加わる力の作用方向を示す作用線をＦ４とし、これと転がり軸受装置１００の中心軸線Ｏとの交点をＯ４とする。このとき、交点Ｏ１，Ｏ３間の距離をＬ２とし、交点Ｏ１，Ｏ４間の距離をＬ３とすると、Ｌ３＞Ｌ２の関係となる。
【００４１】
既に説明したように、これらの距離Ｌ２，Ｌ３は、軸受負荷中心間距離を示しており、これらＬ２，Ｌ３が大きいほど、転がり軸受装置１００の剛性が大きくなる。したがって、車両アウタ側の玉４の直径を小さくすることにより、上記実施形態に比べてさらに軸受負荷中心間距離の増大を図ることができ、転がり軸受装置１００の剛性をさらに向上させることができる。
【００４２】
さらに、以上のように車両アウタ側の玉４の直径を小さくすることにより、上記実施形態に比べてさらに車両アウタ側の玉群４の周方向における介装数を増やすことができる。図５に示すように、玉４の直径を小さくすると、周方向に隣り合う玉４同士の配置間隔を狭めることができるので、玉４の介装数を増やすことができる。これにより、玉一個当たりの荷重を分散することができ、転がり軸受装置１００の剛性がさらに向上する。
【００４３】
ただし、玉４の直径を小さくするにつれ、転がり軸受装置１００の剛性は向上するものの、寿命は低下する傾向にある。そのため、玉４の直径は、従来例に比べて転がり軸受装置１００の寿命が低下しない範囲で適切に設定する必要がある。
【００４４】
以下、玉４の直径および介装数の最適な設定について試験により検証しているので説明する。この試験に用いた転がり軸受装置１００は、車両インナ側の玉５について、Ｄ２＝４９ｍｍ、直径は１２．７ｍｍ、介装数は１１個とする。車両アウタ側の玉４について、Ｄ１は、上記実施形態での試験の結果に基づき、転がり軸受装置１００の剛性、寿命ともに最も向上するＤ１＝７３ｍｍに設定した。この試験では、車両アウタ側の玉４について、直径および介装数をいろいろ変化させて転がり軸受装置１００の剛性および転がり寿命を確認した。従来例としては、玉４，５について、Ｄ１＝Ｄ２＝４９ｍｍ、直径は共に１２．７ｍｍ、介装数は共に１１個に設定した。なお、転がり軸受装置１００の剛性および寿命の測定方法は上記実施形態と同様である。
【００４５】
【表２】
Figure 2004108449
表２において、試料１では、玉４の直径を玉５の直径の８８％としており、玉４の介装数を１８個としている。この場合、従来例との比較で、剛性は８４％と向上しており、寿命も玉４側が１４７％、玉５側が１２０％といずれも向上している。
【００４６】
試料２では、玉４の直径を玉５の直径の８１％としており、玉４の介装数を２０個としている。この場合も、従来例との比較で、剛性は８３％と向上しており、寿命も玉４側が１１５％、玉５側が１１７％といずれも向上している。ちなみにこの場合、玉４側の寿命が試料１に比べて低下している。
【００４７】
試料３では、玉４の直径を玉５の直径の７５％としており、玉４の介装数を２１個としている。この場合、従来例との比較で、剛性は８２％と向上している。しかし、寿命は、従来例との比較で、玉５側が１１７％と向上しているのに対して、玉４側が７８％と低下している。
【００４８】
以上より、玉４の直径の下限値は、Ｄ１＝７３ｍｍとしたとき、玉５の直径の８１％、すなわち約１０．３２ｍｍとするのが好ましく、さらには、玉４の直径を約１０．３２ｍｍ、玉４の介装数を２０個に設定すると、極めて剛性が高く、しかも長寿命な転がり軸受装置１００とすることができる。
【００４９】
以上のように、上記実施形態に加えて、車両アウタ側の玉４の直径を小さくすることによって、転がり軸受装置１００における軸受負荷中心間距離をさらに増大させることができるので、転がり軸受装置１００のさらなる剛性化を図ることができる。また、車両アウタ側の玉群４の周方向の介装数を多くすることができるので、転がり軸受装置１００の剛性がさらに向上する。
【００５０】
（２）図６は、本発明のさらに他の実施形態に係る転がり軸受装置の全体構成を示す断面図である。
【００５１】
図６において、図１から図２と対応する部分には同一の符号を付しており、その同一の符号に係る部分の詳しい説明は省略する。図６で軸方向左側は車両アウタ側（軸方向一方側）を、軸方向右側は車両インナー側（軸方向他方側）を示す。
【００５２】
転がり軸受装置２００は、内輪部材としてハブホイール４３と等速ジョイント４０とを有する。
【００５３】
この転がり軸受装置２００においても、外輪部材として外輪１、これと同心に配置された内輪部材としてハブホイール４３および等速ジョイントの軸部４２とを有する。
【００５４】
外輪１は、内周面に軸方向二列の軌道面１２，１３を有するとともに、車両アウタ側の軌道面１２の車両インナ側における外周面に車両（不図示）に固定するためのフランジ１４を有する。
【００５５】
ハブホイール４３は、車両アウタ側外周面に車輪（不図示）を取り付けるためのフランジ１５を有するとともに、車両インナ側の外周面に一列の軌道面１６を有する。
【００５６】
等速ジョイント４０は、車両インナ側に椀形外輪４１を、車両アウタ側に軸部４２をそれぞれ有する。軸部４２は、車両インナ側の外周面に一列の軌道面１７を有し、車両アウタ側の外周面に対してハブホイール４３が一体回転可能に嵌合装着される。なお、椀形外輪４１の内部詳細は省略する。
【００５７】
外輪１の二列の軌道面１２，１３のそれぞれと、ハブホイール４３、軸部４２それぞれの各軌道面１６，１７との間において、転動体としての玉群４，５が介装される。一対の保持器６，７それぞれは、各列の玉群４，５を保持する。
【００５８】
軸部４２の車両アウタ側の端部は、ハブホイール４３の車両アウタ側端面にかしめられており、かしめ部１０を形成する。
【００５９】
このような構成の転がり軸受装置２００も、外輪１のフランジ１４の車両インナ側が車両の一部であるナックル（不図示）に固定され、ハブホイール４３のフランジ１５の車両アウタ側に車輪（不図示）が取り付けられる。このとき、外輪１のフランジ１４とハブホイール４３のフランジ１５との間には環状の自由空間１１が存在する。
【００６０】
この転がり軸受装置２００でも、車両アウタ側の玉群４のピッチ円直径Ｄ１と、車両インナ側の玉群５のピッチ円直径Ｄ２との関係をＤ１＞Ｄ２に設定している。また、当該車両アウタ側の玉４の直径を小さく設定し、当該玉４の介装数を増やすこともできる。
【００６１】
このように設定したときの具体的構成および作用、効果は、基本的に上述の実施形態と同様である。
【００６２】
（３）本発明は、図７で示すように、駆動輪側の転がり軸受装置３００にも適用することができる。
【００６３】
図示例の転がり軸受装置３００は、基本的には上記実施形態の転がり軸受装置１００と同様であるが、異なる点は、ハブ軸２が中空とされている点である。このハブ軸２の中空部分に、図示しないが、アクスルシャフトが挿入され、結合される。
【００６４】
（４）本発明は、図８で示すように、ハブ軸２の外周面に軸方向一対の内輪３ａ、３ｂを嵌合装着した転がり軸受装置４００にも適用することができる。
【００６５】
また、このような形式の転がり軸受装置において、図９に示すように、転動体群を円錐ころ群１８、１９とすることもできる。この場合、車両アウタ側の各円錐ころ１８の径を小さくしてもよい。
【００６６】
【発明の効果】
以上説明したように、本発明の転がり軸受装置によれば、車輪が取り付けられる内輪部材のフランジと、車体に固定される外輪部材のフランジとの間にできる自由空間を有効利用して車両アウタ側の転動体のピッチ円直径を大きく設定している。これにより、装置の大型化を避けつつ各列の転動体の軸受負荷中心間距離を増大させると同時に、転動体の介装数を多くすることができる。その結果、転がり軸受装置の剛性が向上し、その長寿命化を図ることができる。
【図面の簡単な説明】
【図１】本発明の実施形態に係る転がり軸受装置の全体構成を示す断面図
【図２】図１の転がり軸受装置の上半分断面図
【図３】本発明の他の実施形態に係る転がり軸受装置の全体構成を示す断面図
【図４】図３の転がり軸受装置の上半分断面図
【図５】車両アウタ側の玉の配列を示す説明図
【図６】本発明の他の実施形態に係る転がり軸受装置の全体構成を示す断面図
【図７】本発明の他の実施形態に係る転がり軸受装置の全体構成を示す断面図
【図８】本発明の他の実施形態に係る転がり軸受装置の上半分を示す断面図
【図９】本発明の他の実施形態に係る転がり軸受装置の上半分を示す断面図
【図１０】従来の転がり軸受装置の全体構成を示す断面図
【符号の説明】
１　　　　外輪
２　　　　ハブ軸
３　　　　内輪
４　　　　玉（車両アウタ側）
５　　　　玉（車両インナ側）
１１　　　自由空間
１４　　　フランジ
１５　　　フランジ
１００　　転がり軸受装置[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a rolling bearing device applied to a vehicle, various types of industrial equipment, and the like.
[0002]
[Prior art]
With reference to FIG. 10, this type of rolling bearing device will be described as applied to a double-row outward-facing angular ball bearing device (for example, see Patent Document 1). This double-row outward-facing angular ball bearing device 500 includes an outer ring 1, a hub shaft 2, an inner ring 3, and ball groups 4 and 5. The outer race 1 is fixed to a vehicle body (not shown) and has two rows of raceway surfaces 12 and 13 on the inner peripheral surface, and is fixed to the vehicle body on the outer peripheral surface on the vehicle inner side of the raceway surface on the vehicle outer side. Having a flange 14. The hub axle 2 has a flange 15 for mounting wheels on an outer peripheral surface on the vehicle outer side, and has a raceway surface 16 on the vehicle outer side on an axially intermediate outer peripheral surface. The inner ring 3 is integrally rotatably fitted to and mounted on the outer peripheral surface of the hub shaft 2 on the vehicle inner side, and has a raceway surface 17 on the vehicle inner side on the outer peripheral surface. The ball groups 4 and 5 are provided between the raceways of the outer ring 1, the hub axle 2 and the inner ring 3.
[0003]
[Patent Document 1]
JP 2000-38004 A
[Problems to be solved by the invention]
In the case of the rolling bearing device 500, from the viewpoint of ease of design and reduction of production cost, the ball groups 4 and 5 in both rows are formed in a structure symmetrical in the axial direction with respect to the axial intermediate point. As described above, in the rolling bearing device 500 having a structure which is symmetrical in the axial direction, one of the means for extending the life thereof is to increase the axial distance and the pitch circle diameter of the ball groups 4 and 5 in each row. It is conceivable to increase the distance between the bearing load centers of the ball groups 4 and 5 in the row to increase the rigidity. However, in such a high rigidity structure, the dimensions of the entire rolling bearing device must be increased, while the rolling bearing device 500 itself is configured to be attached to a part of a narrow vehicle body. There is little room for upsizing the device. Therefore, it is difficult to increase the rigidity of the conventional rolling bearing device.
[0005]
Therefore, an object of the present invention is to provide a structure in which rigidity can be increased without increasing the size of a device for a narrow vehicle body, thereby extending the life of the rolling bearing device.
[0006]
[Means for Solving the Problems]
The rolling bearing device according to the present invention has an inner ring member having a flange on one outer peripheral surface in the axial direction and two rows of first and second inner raceway surfaces in the axial direction on the outer peripheral surface on the other axial side; Surface has two rows of first and second outer ring raceways in the axial direction that are radially opposed to the two rows of first and second inner raceway surfaces of the inner ring member, respectively, and are more axially oriented than the first outer raceway surface. An outer ring member having a flange on the outer peripheral surface on the other side, and two axial rows interposed between first and second outer ring raceway surfaces of the outer ring member and first and second inner ring raceway surfaces of the inner ring member A first line, a second line of rolling elements, an action line indicating a direction of action of a load of the first rolling element group applied to the first inner raceway surface on one side in the axial direction, and a second line on the other side in the axial direction. The intersection of the second rolling element group acting on the inner ring raceway surface with the action line indicating the direction of action of the load of the second rolling element group is defined by the first and second rolling element groups. Located radially outward relative to the location, between the flange of the flange and the outer race member of the inner ring member, the pitch circle diameter D 1 of the first rolling element group, the second rolling element groups relationship between the pitch circle diameter D 2 is set to D 1> D 2.
[0007]
Here, the relationship of D 1 > D 2 is realized by setting D 1 to be large, and D 2 is fixed.
[0008]
In the rolling bearing device of the present invention, the pitch circle diameter of the rolling element group on one side in the axial direction is effectively utilized by effectively utilizing the free space formed between the flange of the inner ring member and the flange of the outer ring member, compared with the other side in the axial direction. It is set large. Therefore, the distance between the bearing load centers of the rolling element groups in each row can be increased. As a result, it is possible to increase the rigidity and extend the life of the rolling bearing device while avoiding an increase in the size of the device.
[0009]
Rolling bearing device of the present invention, specifically, the relationship of the D 1 and the D 2 is set to D 1 ≦ 1.49 × D 2.
[0010]
When such a configuration, while greater than the D 1 D 2, and kept the D 1 below 149% of D 2. Therefore, it is necessary to minimize the increase in the size of the rolling bearing device due to exceeding the diameter expansion space and increase in the weight and manufacturing cost of the rolling bearing device, and to increase the rigidity and the service life of the rolling bearing device. Can be. Note that the if D 1 and the D 2 and related to the 1.10 × D 2 ≦ D 1 ≦ 1.49 × D 2 of the above action and effect are preferred become more pronounced.
[0011]
Further, the rolling bearing device of the present invention, with an increase of the D 1, the number of rolling elements of the first rolling bodies group is increased.
[0012]
In the case of such a configuration, in addition to the above operations and effects, the number of interposed rolling element groups is increased, so that the load per one rolling element group can be dispersed. As a result, the rigidity of the rolling bearing device can be further improved.
[0013]
Further, in the rolling bearing device of the present invention, the diameter of each rolling element of the first rolling element group is set to be small, and the number of rolling elements of the first rolling element group is increased.
[0014]
In the case of such a configuration, in addition to the functions and effects described above, the diameter of the rolling element group is set small, and accordingly, the number of circumferentially interposed rolling elements is set. As a result, the rigidity of the rolling bearing device can be further improved.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a rolling bearing device according to an embodiment of the present invention will be described in detail with reference to the drawings. This rolling bearing device will be described as applied to a bearing for a vehicle axle. This rolling bearing device takes the driven wheel side as an example. FIG. 1 is a cross-sectional view showing the entire configuration of a rolling bearing device according to an embodiment of the present invention, and FIG. 2 is an upper half cross-sectional view of the rolling bearing device in FIG. In FIG. 1, the left side in the axial direction indicates the vehicle outer side (one side in the axial direction), and the right side in the axial direction indicates the vehicle inner side (the other side in the axial direction).
[0016]
The illustrated rolling bearing device 100 is a double-row outward-facing angular ball bearing device, which includes an outer ring 1, a hub shaft 2, an inner ring 3, a pair of ball groups 4, 5, a pair of cages 6, 7, and It has a pair of seal members 8 and 9.
[0017]
The outer race 1 has, as an outer race member, two axially arranged raceway surfaces 12 and 13 on an inner peripheral surface, and is fixed to a vehicle (not shown) on an outer peripheral surface on a vehicle inner side of the vehicle outer raceway surface 12. Having a flange 14.
[0018]
The hub axle 2 has, as a part of the inner race member, a flange 15 for mounting a wheel (not shown) on the outer peripheral surface on the vehicle outer side, and a raceway surface 12 on the vehicle outer side of the outer race 1 on an axially intermediate outer peripheral surface. And a row of raceway surfaces 16 facing each other. The inner race 3 is fitted as a part of the inner race member on the outer peripheral surface of the hub shaft 2 on the vehicle inner side so as to be integrally rotatable with the hub shaft 2, and faces the raceway surface 13 of the outer race 1 on the vehicle inner side on the outer peripheral surface. And a single row of raceway surfaces 17.
[0019]
The ball groups 4 and 5 are axially interposed in two rows as rolling elements between the raceway surfaces 12 and 13 of the outer race 1 and the raceway surfaces 16 and 17 of the hub axle 2 and the inner race 3.
[0020]
Each of the pair of retainers 6 and 7 holds the ball groups 4 and 5 in each row.
[0021]
The seal members 8 and 9 in each row axially partition the respective annular spaces between the outer ring 1 and the hub shaft 2 and between the outer ring 1 and the inner ring 3 on both axial sides of the inner circumference of the outer ring 1. Grease is sealed in the annular space.
[0022]
The inner end of the hub shaft 2 on the vehicle inner side is caulked against the outer end surface of the inner race 3 to form a caulked portion 10. By this caulking, the hub axle 2 and the inner ring 3 can rotate integrally, and a required preload is applied to the rolling bearing device 100.
[0023]
This embodiment is characterized by having the following configuration. That is, in the case of the rolling bearing device 100 having the above-described configuration, the vehicle inner side of the flange 14 of the outer ring 1 is fixed to a knuckle (not shown) that is a part of the vehicle, and the wheel is mounted on the vehicle outer side of the flange 15 of the hub shaft 2. (Not shown) is attached. At this time, an annular free space 11 exists between the flange 14 of the outer race 1 and the flange 15 of the hub shaft 2. In this embodiment, by paying attention to the free space 11 of the annular, as shown in FIG. 1, the pitch circle diameter D 1 of the ball group 4 of the vehicle outer side, the pitch circle diameter D of the ball group 5 of the vehicle inner side 2 is set to satisfy D 1 > D 2 . However, the relationship of D 1 > D 2 is realized by setting D 1 to be large, and D 2 is fixed. Accordingly, the raceway surface 16 of the hub axle 2 is larger in diameter than the raceway surface 17 of the inner ring 3, and the raceway surface 12 of the outer ring 1 on the vehicle outer side is also larger than the raceway surface 13 on the vehicle inner side. I have.
[0024]
By setting D 1 > D 2 in this manner, the rigidity of the rolling bearing device 100 is improved. Hereinafter, the causal relationship between setting D 1 > D 2 and improving the rigidity of the rolling bearing device 100 will be described.
[0025]
In FIG. 2, when D 1 = D 2 (dotted line in the figure), the direction of action of the force applied to the raceway surfaces 16 and 17 of the hub shaft 2 and the inner ring 3 from the center of the ball groups 4 and 5 in each row is shown. The action lines shown are F 1 and F 2 , respectively, and the intersections of these with the central axis O of the rolling bearing device 100 are O 1 and O 2 , respectively. On the other hand, when D 1 > D 2 , the action line indicating the action direction of the force applied from the center of the ball group 4 on the vehicle outer side to the raceway surface 16 of the hub axle 2 is F 3 . the intersection of the central axis O and O 3. At this time, if the distance between the intersections O 1 and O 2 is L 1 and the distance between the intersections O 1 and O 3 is L 2 , the relationship L 2 > L 1 is established.
[0026]
These distances L 1 and L 2 indicate the distances between the bearing load centers, and the greater these L 1 and L 2 , the greater the rigidity of the rolling bearing device 100. Therefore, by setting D 1 > D 2 , the distance between the bearing load centers increases, the rigidity of the rolling bearing device 100 can be improved, and the life of the rolling bearing device 100 can be extended.
[0027]
By the way, when D 1 > D 2 is set, the interposed space in the circumferential direction of the ball group 4 increases. By increasing the number of interposed balls 4, the load per ball 4 can be dispersed, so that the rigidity and life of the rolling bearing device 100 can be further improved.
[0028]
Hereinafter, since the verification by the test for the optimal setting of the number of interposed in D 1 and Tamagun 4, it will be described.
[0029]
In the rolling bearing device 100 used in this test, the ball 5 on the vehicle inner side is D 2 = 49 mm, the diameter is 12.7 mm, the number of interpositions is 11, and the diameter of the ball 4 on the vehicle outer side is It was 12.7 mm, the same as ball 5. In this test, the balls 4 of the vehicle outer side, and confirmed the rigidity and life of the rolling bearing device 100 by variously changing the D 1 and KaiSosu. As a conventional example, for the balls 4 and 5, D 1 = D 2 = 49 mm, the diameters are both set to 12.7 mm, and the number of interpositions is set to 11 pieces.
[0030]
The rigidity of the rolling bearing device 100 is checked by measuring the inclination of the rolling bearing device 100 when a constant load is applied to the rolling bearing device 100 in the radial direction. Measure and check the mileage to The inclination (unit: minute) indicating the rigidity of the rolling bearing device 100 indicates that the smaller the value is, the higher the rigidity of the rolling bearing device 100 is, and the traveling distance (unit: indicating the life of the rolling bearing device 100). 10,000 km) indicates that the larger the value is, the longer the life of the rolling bearing device 100 is.
[0031]
[Table 1]
Figure 2004108449
In Table 1, in Sample 1, the D 1 and 110% of D 2, has a interposed number of balls 4 with the same 11 as balls 5. In this case, the rigidity of the rolling bearing device 100 is improved to 98% as compared with the conventional example, and the life is also improved to 108% for the ball 4 side and to 107% for the ball 5 side.
[0032]
In Sample 2, the D 1 and 149% of the D 2, has a interposed number of balls 4 and 16. In this case, in the rolling bearing device 100, the rigidity is improved to 84% and the life is improved to 257% on the ball 4 side and 121% on the ball 5 side as compared with the conventional example. Moreover, in comparison with Sample 1, both the rigidity and the life are improved.
[0033]
However, if the D 1 is set larger than 149% of the D 2, enlargement of the rolling bearing device 100, because of the weight reduction problem, D 1 is preferably set to less 149% of D 2.
[0034]
From the above, it is preferable to set 1.10 × D 2 ≦ D 1 ≦ 1.49 × D 2 , and further, if D 1 = 1.49 × D 2 , that is, D 1 = 73 mm, the rigidity is set. In addition, the rolling bearing device 100 having excellent life can be obtained.
[0035]
As described above, in the present embodiment, the pitch circle diameter of the ball group 4 on the vehicle outer side is set to be large. Therefore, the space between the flange 14 of the outer ring 1 and the flange 15 of the inner ring 3 can be effectively utilized to increase the distance between the bearing groups of the ball groups 4 and 5 in the rolling bearing device 100, and The rigidity of the rolling bearing device 100 can be improved. In addition, since the space for interposing the ball group 4 on the outer side of the vehicle in the circumferential direction is increased, the number of balls group 4 to be interposed can be increased accordingly, and the rigidity of the rolling bearing device 100 can be further improved. .
[0036]
Note that the present invention is not limited to the above-described embodiment, but can be applied to the embodiments described below.
[0037]
(1) FIG. 3 is a cross-sectional view showing the overall configuration of a rolling bearing device according to another embodiment of the present invention, FIG. 4 is a cross-sectional view of the upper half of the rolling bearing device of FIG. 3, and FIG. It is explanatory drawing which shows the arrangement | sequence of the ball. In FIG. 3, the left side in the axial direction indicates the vehicle outer side (one side in the axial direction), and the right side in the axial direction indicates the vehicle inner side (the other side in the axial direction).
[0038]
The basic configuration of the rolling bearing device 100 shown in FIG. 3 is the same as that of the above-described embodiment, except that the diameter of the ball 4 on the vehicle outer side is reduced. Along with this, the raceway surface 16 of the hub axle 2 further expands radially outward from the above embodiment.
[0039]
As described above, in addition to the above-described embodiment, by reducing the diameter of the ball 4 on the vehicle outer side, the rigidity of the rolling bearing device 100 is improved. Hereinafter, a causal relationship between the reduction in the diameter of the ball 4 on the vehicle outer side and the improvement in the rigidity of the rolling bearing device 100 will be described.
[0040]
In FIG. 4, when the diameter of the ball 4 on the vehicle outer side is not reduced (dotted line in the figure), the action of the force applied from the center of the ball groups 4 and 5 in each row to the raceways 16 and 17 of the inner ring and the hub shaft. The action lines indicating the directions are denoted by F 1 and F 3 , respectively, and the intersections of these with the central axis O of the rolling bearing device 100 are denoted by O 1 and O 3 , respectively. On the other hand, the line of action that indicates the direction of action of the force applied to the raceway surface 16 of the hub shaft 2 from the center of the ball group 4 of the vehicle outer side when the smaller diameter of the ball 4 of the vehicle outer side and F 4, and this the intersection of the central axis O of the rolling bearing 100 and O 4. At this time, if the distance between the intersections O 1 and O 3 is L 2 and the distance between the intersections O 1 and O 4 is L 3 , the relationship L 3 > L 2 is established.
[0041]
As described above, these distances L 2 and L 3 indicate the distances between the bearing load centers, and the greater the distances L 2 and L 3 , the greater the rigidity of the rolling bearing device 100. Therefore, by reducing the diameter of the ball 4 on the vehicle outer side, the distance between the bearing load centers can be further increased as compared with the above embodiment, and the rigidity of the rolling bearing device 100 can be further improved.
[0042]
Furthermore, by reducing the diameter of the ball 4 on the vehicle outer side as described above, the number of interposed balls in the circumferential direction of the ball group 4 on the vehicle outer side can be further increased as compared with the above embodiment. As shown in FIG. 5, when the diameter of the ball 4 is reduced, the arrangement interval between the balls 4 adjacent in the circumferential direction can be narrowed, so that the number of balls 4 to be interposed can be increased. Thereby, the load per ball can be dispersed, and the rigidity of the rolling bearing device 100 is further improved.
[0043]
However, as the diameter of the ball 4 decreases, the rigidity of the rolling bearing device 100 improves, but the life tends to decrease. Therefore, the diameter of the ball 4 needs to be set appropriately within a range where the life of the rolling bearing device 100 is not reduced as compared with the conventional example.
[0044]
Hereinafter, the optimal setting of the diameter of the ball 4 and the number of interpositions is verified by a test, and will be described. In the rolling bearing device 100 used in this test, the ball 5 on the inner side of the vehicle has D 2 = 49 mm, a diameter of 12.7 mm, and 11 interposed members. With respect to the ball 4 on the vehicle outer side, D 1 was set to D 1 = 73 mm that maximizes both the rigidity and the life of the rolling bearing device 100 based on the results of the test in the above embodiment. In this test, the stiffness and rolling life of the rolling bearing device 100 were confirmed by changing the diameter and the number of interposed members of the ball 4 on the vehicle outer side. As a conventional example, for the balls 4 and 5, D 1 = D 2 = 49 mm, the diameters are both set to 12.7 mm, and the number of interpositions is set to 11 pieces. The method of measuring the rigidity and the life of the rolling bearing device 100 is the same as that of the above embodiment.
[0045]
[Table 2]
Figure 2004108449
In Table 2, in the sample 1, the diameter of the ball 4 is 88% of the diameter of the ball 5, and the number of the balls 4 is 18. In this case, as compared with the conventional example, the rigidity is improved to 84%, and the life is also improved to 147% on the ball 4 side and 120% on the ball 5 side.
[0046]
In sample 2, the diameter of ball 4 is 81% of the diameter of ball 5, and the number of balls 4 is 20. Also in this case, the rigidity is improved to 83% as compared with the conventional example, and the life is also improved to 115% for the ball 4 side and 117% for the ball 5 side. In this case, the life of the ball 4 is shorter than that of the sample 1.
[0047]
In sample 3, the diameter of ball 4 is 75% of the diameter of ball 5, and the number of balls 4 is 21. In this case, the rigidity is improved to 82% as compared with the conventional example. However, as compared with the conventional example, the life of the ball 5 is improved to 117%, whereas the life of the ball 4 is reduced to 78%.
[0048]
From the above, the lower limit value of the diameter of the ball 4 is preferably 81% of the diameter of the ball 5 when D 1 = 73 mm, that is, about 10.32 mm. When the number of interposed balls 32 is set to 32 mm and the number of balls 4 is set to 20, the rolling bearing device 100 having extremely high rigidity and long life can be obtained.
[0049]
As described above, in addition to the above embodiment, by reducing the diameter of the ball 4 on the vehicle outer side, the distance between the bearing load centers in the rolling bearing device 100 can be further increased. Further rigidity can be achieved. In addition, since the number of circumferentially interposed balls 4 on the vehicle outer side can be increased, the rigidity of the rolling bearing device 100 is further improved.
[0050]
(2) FIG. 6 is a cross-sectional view showing the overall configuration of a rolling bearing device according to still another embodiment of the present invention.
[0051]
6, parts corresponding to those in FIGS. 1 and 2 are denoted by the same reference numerals, and detailed description of the parts corresponding to the same reference numerals will be omitted. 6, the left side in the axial direction indicates the vehicle outer side (one side in the axial direction), and the right side in the axial direction indicates the vehicle inner side (the other side in the axial direction).
[0052]
The rolling bearing device 200 has a hub wheel 43 and a constant velocity joint 40 as inner ring members.
[0053]
The rolling bearing device 200 also has the outer ring 1 as the outer ring member, and the hub wheel 43 and the shaft portion 42 of the constant velocity joint as the inner ring member arranged concentrically therewith.
[0054]
The outer race 1 has two axial rows of raceways 12 and 13 on its inner peripheral surface, and a flange 14 for fixing to a vehicle (not shown) on the outer peripheral surface of the outer raceway surface 12 on the vehicle inner side. Have.
[0055]
The hub wheel 43 has a flange 15 for attaching a wheel (not shown) on an outer peripheral surface on the vehicle outer side, and has a row of track surfaces 16 on an outer peripheral surface on the vehicle inner side.
[0056]
The constant velocity joint 40 has a bowl-shaped outer ring 41 on the vehicle inner side and a shaft portion 42 on the vehicle outer side. The shaft portion 42 has a row of track surfaces 17 on the outer peripheral surface on the vehicle inner side, and the hub wheel 43 is fitted and mounted on the outer peripheral surface on the vehicle outer side so as to be integrally rotatable. The details of the inside of the bowl-shaped outer ring 41 are omitted.
[0057]
Ball groups 4 and 5 as rolling elements are interposed between each of the two rows of raceways 12 and 13 of the outer race 1 and the raceways 16 and 17 of the hub wheel 43 and the shaft 42. Each of the pair of retainers 6 and 7 holds the ball groups 4 and 5 in each row.
[0058]
An end of the shaft portion 42 on the vehicle outer side is caulked to an end surface of the hub wheel 43 on the vehicle outer side, and forms the caulked portion 10.
[0059]
In the rolling bearing device 200 having such a configuration as well, the vehicle inner side of the flange 14 of the outer race 1 is fixed to a knuckle (not shown) which is a part of the vehicle, and the wheel (not shown) is mounted on the vehicle outer side of the flange 15 of the hub wheel 43. ) Is attached. At this time, an annular free space 11 exists between the flange 14 of the outer race 1 and the flange 15 of the hub wheel 43.
[0060]
In this rolling bearing device 200, the pitch circle diameter D 1 of the ball group 4 of the vehicle outer side, a relation between the pitch circle diameter D 2 set of balls 5 of the vehicle inner side is set to D 1> D 2. Further, the diameter of the ball 4 on the outer side of the vehicle can be set to be small, and the number of interposed balls 4 can be increased.
[0061]
The specific configuration, operation, and effect when set as described above are basically the same as those in the above-described embodiment.
[0062]
(3) As shown in FIG. 7, the present invention can also be applied to a rolling bearing device 300 on the driving wheel side.
[0063]
The illustrated rolling bearing device 300 is basically the same as the rolling bearing device 100 of the above-described embodiment, except that the hub shaft 2 is hollow. An axle shaft (not shown) is inserted into the hollow portion of the hub shaft 2 and connected thereto.
[0064]
(4) The present invention can also be applied to a rolling bearing device 400 in which a pair of axial inner rings 3a and 3b are fitted and mounted on the outer peripheral surface of the hub shaft 2 as shown in FIG.
[0065]
Further, in such a type of rolling bearing device, as shown in FIG. 9, the rolling element group can be formed into tapered roller groups 18 and 19. In this case, the diameter of each tapered roller 18 on the vehicle outer side may be reduced.
[0066]
【The invention's effect】
As described above, according to the rolling bearing device of the present invention, the vehicle outer side is effectively used by effectively utilizing the free space formed between the flange of the inner race member to which the wheels are attached and the flange of the outer race member fixed to the vehicle body. The diameter of the pitch circle of the rolling element is set large. This makes it possible to increase the distance between the bearing load centers of the rolling elements in each row while avoiding an increase in the size of the device, and at the same time, to increase the number of interposed rolling elements. As a result, the rigidity of the rolling bearing device is improved, and the life of the rolling bearing device can be extended.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view showing the overall configuration of a rolling bearing device according to an embodiment of the present invention. FIG. 2 is an upper half cross-sectional view of the rolling bearing device in FIG. 1. FIG. 3 is a rolling diagram according to another embodiment of the present invention. FIG. 4 is a cross-sectional view showing the entire configuration of the bearing device. FIG. 4 is an upper half cross-sectional view of the rolling bearing device of FIG. 3; FIG. 5 is an explanatory view showing an arrangement of balls on the vehicle outer side; FIG. FIG. 7 is a cross-sectional view illustrating the overall configuration of a rolling bearing device according to another embodiment of the present invention. FIG. 7 is a cross-sectional view illustrating the overall configuration of a rolling bearing device according to another embodiment of the present invention. FIG. 9 is a cross-sectional view showing the upper half of the device. FIG. 9 is a cross-sectional view showing the upper half of a rolling bearing device according to another embodiment of the present invention. FIG. 10 is a cross-sectional view showing the entire configuration of a conventional rolling bearing device. Description】
1 outer ring 2 hub axle 3 inner ring 4 balls (vehicle outer side)
5 balls (vehicle inner side)
11 Free space 14 Flange 15 Flange 100 Rolling bearing device

Claims (4)

軸方向一方側の外周面にフランジを有し、軸方向他方側の外周面に軸方向二列の第１、第２内輪軌道面を有する内輪部材と、
内周面に前記内輪部材の二列の第１、第２内輪軌道面と径方向でそれぞれ対向する軸方向二列の第１、第２外輪軌道面を有し、前記第１外輪軌道面より軸方向他方側における外周面にフランジを有する外輪部材と、
前記外輪部材の第１、第２外輪軌道面と前記内輪部材の第１、第２内輪軌道面との間に介装される軸方向二列の第１、第２転動体群とを含み、
前記軸方向一方側の第１内輪軌道面に加わる前記第１転動体群の荷重の作用方向を示す作用線と、前記軸方向他方側の第２内輪軌道面に加わる前記第２転動体群の荷重の作用方向を示す作用線との交点が、前記第１、第２転動体群の配置に対して径方向外側に位置しており、
前記内輪部材のフランジと前記外輪部材のフランジとの間において、前記第１転動体群のピッチ円直径Ｄ１と、前記第２転動体群のピッチ円直径Ｄ２との関係が、Ｄ１＞Ｄ２に設定されている転がり軸受装置。An inner ring member having a flange on the outer peripheral surface on one side in the axial direction and having two rows of first and second inner ring raceway surfaces on the outer peripheral surface on the other axial side;
The inner peripheral surface has two rows of first and second outer raceway surfaces in the axial direction that are radially opposed to the first and second inner raceway surfaces of the two rows of the inner race member, respectively, from the first outer raceway surface. An outer ring member having a flange on the outer peripheral surface on the other side in the axial direction,
First and second rolling elements in two axial rows interposed between first and second outer raceway surfaces of the outer race member and first and second inner raceway surfaces of the inner race member;
A line of action indicating the direction of action of the load of the first rolling element group applied to the first inner ring raceway surface on one side in the axial direction, and the second rolling element group applied to the second inner ring raceway surface on the other side in the axial direction. The intersection with the action line indicating the action direction of the load is located radially outward with respect to the arrangement of the first and second rolling element groups,
Wherein between the flange of the inner ring member and the flange of the outer ring member, the pitch circle diameter D 1 of the first rolling member group, the relationship between the pitch circle diameter D 2 of the second rolling member group, D 1> a rolling bearing unit set as D 2. 請求項１の転がり軸受装置において、
前記Ｄ１と前記Ｄ２との関係が、Ｄ１≦１．４９×Ｄ２に設定されている転がり軸受装置。The rolling bearing device according to claim 1,
The relationship between D 1 and the D 2 is a rolling bearing unit set as D 1 ≦ 1.49 × D 2. 請求項１の転がり軸受装置において、
前記Ｄ１の増大にともない、前記第１転動体群の転動体数が増大されている転がり軸受装置。The rolling bearing device according to claim 1,
With the increase of the D 1, the rolling bearing device number of rolling elements of the first rolling bodies group is increased. 請求項１の転がり軸受装置において、
前記第１転動体群の各転動体の直径が小さく設定されているとともに、前記第１転動体群の転動体数が増大されている転がり軸受装置。The rolling bearing device according to claim 1,
A rolling bearing device in which the diameter of each rolling element of the first rolling element group is set to be small and the number of rolling elements of the first rolling element group is increased.
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