JP2004345439A - Wheel supporting hub unit - Google Patents

Wheel supporting hub unit Download PDF

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Publication number
JP2004345439A
JP2004345439A JP2003143124A JP2003143124A JP2004345439A JP 2004345439 A JP2004345439 A JP 2004345439A JP 2003143124 A JP2003143124 A JP 2003143124A JP 2003143124 A JP2003143124 A JP 2003143124A JP 2004345439 A JP2004345439 A JP 2004345439A
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Prior art keywords
raceway
hub unit
hub
diameter
raceways
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JP2003143124A
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JP3887350B2 (en
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Yukihide Honjo
之秀 本城
Yasunori Yoshimura
泰律 吉村
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Honda Motor Co Ltd
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Honda Motor 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
    • F16C19/505—Other types of ball or roller bearings with the diameter of the rolling elements of one row differing from the diameter of those of another row
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F16C19/186—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement with three raceways provided integrally on parts other than race rings, e.g. third generation hubs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • 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
    • 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
    • F16C41/00—Other accessories, e.g. devices integrated in the bearing not relating to the bearing function as such
    • F16C41/007—Encoders, e.g. parts with a plurality of alternating magnetic poles

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel supporting hub unit of a vehicle which enhances the counter-moment rigidity to withstand the moment load generated by the cornering moment applied to a wheel, and enhances the durability thereof. <P>SOLUTION: The wheel supporting hub unit comprises inner side and outer side inner raceways 7 and 8 formed on an outer surface of a hub 1 with an interval in the axial direction, outer raceways 17 and 18 formed on an inner surface of an outer ring 20 facing the inner raceways 7 and 8, and two rows of rolling elements 27 and 28 provided between the inner raceways 7 and 8 and the outer raceways 17 and 18. The raceway contact diameter D8 of the inner raceway 8 on the outer side in the axial direction is set to be larger than the raceway contact diameter D7 of the inner raceway 7 on the inner side in the axial direction. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は、車両の車輪を、その懸架装置に支持させるための車輪支持用ハブユニット、特に、車輪を支持すると共に車輪に作用するモーメント荷重に対抗する対モーメント剛性を高め、かつ耐久性を向上させた、車輪支持用ハブユニットに関するものである。
【０００２】
【従来の技術】
車両の車輪は、車輪支持用ハブユニットを介して懸架装置に支持されるが、従来の車輪支持用ハブユニットは、車輪に固定されるハブと、懸架装置に支持される外輪と、前記ハブの外面と前記外輪の内面との間に、それらの軸方向に間隔をあけて転動自在に介在される、複数列の転動体とを備えており、車輪を保持して回転させる機能を有している（たとえば、特許文献１、２参照）。
【０００３】
【特許文献１】
特開平１０−２０５５３２号公報
【特許文献２】
特開平９−１６４８０３号公報
【０００４】
【発明が解決しようとする課題】
ところで、図７に示すように、車体に懸架される懸架装置のナックルにハブユニットを介して車輪（図７では、駆動輪用）が支持されている場合において、車両を旋回走行させたときに、タイヤにかかる横力によって発生するコーナングモーメントに起因するモーメント荷重に対抗するハブユニットの対モーメント剛性を高めること〔コーナリングモーメントに対するハブユニットの車輪取付部（フランジ部）の傾き度合を小さくすること〕が、車両の操縦安定性を向上させる上で有効な技術手段であることが知られている。
【０００５】
そこで、ハブユニットの前記対モーメント剛性を高めるための技術的手段として、
▲１▼転動体の軌道直径〔Ｐ．Ｃ．Ｄ（ｐｉｔｃｈｉ・ｃｉｒｃｌｅ・ｄｉａｍｅｔｅｒ） ＝内輪軌道接触直径＋外輪軌道接触直径／２〕を大きくすること、
▲２▼複数列の転動体の列間を広くとること、
▲３▼ハブユニットのフランジ部の剛性を高めるべく、その付根部分の肉厚を大きくすること、
などが考えられるが、それらのいずれの場合も、ハブユニットのスペース増、重量増を招き、その取付スペースや重量の面で制約を受けて実用に供することができないとという問題があり、さらにハブユニット自体のコスト増を招くという問題もある。
【０００６】
本発明はかかる実情に鑑みてなされたものであり、ハブユニットのスペース増、重量増を最小限にとどめながら大幅な対モーメント剛性を向上させ、その上ハブユニットの耐久性をも向上させることができるようにした、新規な車輪支持用ハブユニットを提供することを目的とするものである。
【０００７】
【課題を解決するための手段】
前記目的を達成するため、本発明は、外周面の軸方向外方に車輪を支持するためのフランジ部を形成した内輪軸部と、前記フランジ部より軸方向内方の内輪軸部外周面に、軸方向内方側から軸方向外方側へ向けて順に形成した複数列の内輪軌道を備えたハブと、外周面に懸架装置への支持部を有し、内周面に前記複数列の内輪軌道に各対向する複数列の外輪軌道を形成した外輪と、各対向する内輪軌道と外輪軌道との間に各複数個ずつ設けた転動体と、を備えた車輪支持用ハブユニットにおいて、前記軸方向最外方側の内輪軌道の軌道接触直径を、他の内輪軌道の軌道接触直径よりも大きくしたことをを特徴としている。
【０００８】
かかる特徴によれば、車輪にかかるモーメント荷重に対抗するハブユニットの対モーメント剛性および耐久性の向上を図ることができる。
【０００９】
また、前記目的達成のため本請求項２記載の発明は、前記請求項１記載のものにおいて、軌道接触直径が異なり、互いに隣り合う２列の前記外輪軌道間に、アンチロックブーキ用回転速度検出センサを設け、該センサーが、前記外輪を支持する、懸架装置のナックルの径方向内側に配置されていることを特徴としている。
【００１０】
かかる特徴によれば、前記請求項１記載の発明の効果に加えて、内方側および外方側の内輪軌道の軌道接触直径差によって得られるスペースを利用して回転速度検出センサをナックルの径方向内側に配置することが可能となり、該センサの取付およびそれに接続される配線の車体側への取り回しがきわめて容易になる。
【００１１】
なお、本発明において、車両への組付状態で、ハブユニットの幅方向における車体の外寄りとなる側を「外」と言い、反対に車両への組付状態で、ハブユニットの幅方向における車体の中央寄りとなる側を「内」と言う。
【００１２】
【発明の実施の形態】
以下、本発明の実施の形態を、添付図面に示した本発明の実施例に基づいて説明する。
【００１３】
まず、図１，２を参照して本発明の第１実施例について説明する。
【００１４】
図は、本発明にかかるハブユニットにより駆動車輪を支持した状態を示す断面図、図２は、図１の２線矢視仮想線囲い部分のハブユニットの拡大図である。
【００１５】
この第１実施例における、車輪支持用ハブユニットＨＵは、自動車の駆動車輪（ＦＦ車の前車輪、ＦＲ車の後車輪、４ＷＤ車の全輪）に適用され、車体に支持される懸架装置ＳＵのナックルＮに取付ボルト２４により締結して使用される場合である。
【００１６】
本発明にかかる駆動車輪用のハブユニットＨＵは、ハブ１と、内輪１０と、外輪２０と、２列の転動体、すなわち、内方側および外方側の転動体２７，２８とを備えている。
【００１７】
ハブ１は、略円筒状に形成される内輪軸部２と、この内輪軸部２の外側端部から径方向外方に一体に延長されるフランジ部３とより構成されており、フランジ部３の付根部分と内輪軸部３の外側の外周面とは、円弧面により滑らかに接続されている。ハブ１の内輪軸部２の軸孔４の内周面には、その全長にわたり雌スプラインが形成されており、自動車への組み付け状態では、この雌スプラインには、ドライブシャフトＤＳに連なる等速ジョイントＣＪの軸部３５の雄スプラインが挿通係合される。
【００１８】
ハブ１の内輪軸部２の軸方向内方側の端部の外周面には、小径の段部２ａが形成され、この小径の段部２ａには、内輪１０が一体に外嵌されている。内輪１０の外周面には、内方側の内輪軌道７が形成されている。内輪１０の内端部は径方向外側に湾曲されて、その内端面はハブ１の内輪軸部２の内端面よりも軸方向の内方に若干突出している。
【００１９】
ハブ１の内輪軸部２の軸方向外方の外周面は、前記フランジ部３の付根部分に連なるべく傾斜されていて、その軸方向内方の外周面の直径より大きくなっており、その軸方向外方の外周面には、外方側の内輪軌道８が形成されている。そして、この外方側の内輪軌道８の軌道接触直径Ｄ８は、内方側の内輪軌道７の軌道接触直径Ｄ７よりも大きい。
【００２０】
フランジ部３の外周部には、周方向に間隔をあけて複数の連結ボルト１２が固定されており、これらの連結ボルト１２により駆動車輪Ｗ１が固定される。
【００２１】
一方、前記外輪２０は、前記内輪軸部２の外周面を覆うように筒状に形成されており、その内周面は、その軸方向の、外方側の直径が内方側の直径よりも大きく形成されている。外輪２０の内周面の内方側には、前記内方側の内輪軌道７と対向する、内方側の外輪軌道１７が形成され、また、外輪２０の内周面の外方（最外方）側には、前記外方側の内輪軌道８と対向する、内方側の外輪軌道１８が形成されている。
【００２２】
そして、内方側の内輪軌道７と外輪軌道１７との間には、ボールよりなる内方側の複数個の転動体２７が、また、外方側の内輪軌道８と外輪軌道１８との間には、ボールよりなる外方（最外方）側の複数個の転動体２８がそれぞれ転動自在に設けられている。各複数個の、内方および外方側の転動体２７，２８は、通常のように、リテーナにより周方向に間隔をあけて保持される。
【００２３】
そして、内方側の、内、外輪軌道７，１７および転動体２７により、内方側の軸受部ＢＩが、また、外方側の内、外輪軌道８，１８および転動体２８により、外方側（最外方）の軸受部ＢＯがそれぞれ形成される。
【００２４】
しかして、内方側および外方側の転動体２７，２８の接触角（転動体と外輪との接触点における法線が、ハブユニットの軸線に直角な平面となす角）αＩ，αＯは、略同じ角度２０°〜４０°であり、また、外方側の転動体２８の軌道直径は、内方側の転動体２７の軌道直径よりも大きく、さらに、外方側の転動体２８自体の直径は、内方側の転動体２７の直径と略同じである。
【００２５】
外輪２０の軸方向の中間部には、ラジアル方向に延長される取付フランジ、すなわち支持部２１が一体に形成され、この支持部２１には、車体に支持される懸架装置ＳＵのナックルＮが複数の取付ボルト２４を以て固定される。
【００２６】
ハブ１のフランジ部３の内方の面と、外輪２０の外端面との間には、外側シールリング３０が介在され、また、ハブ１と一体の内輪１０の端部外周面と、外輪２０の内端部内周面との間には、内側シールリング３１が介在され、前記転動体２７，２８の配置部分に異物が侵入したり、該配置部分に充填されたグリースが漏洩するのを防止している。
【００２７】
前記ナックルＮの径方向内側において、内方側の軸受部ＢＩと、外方側の軸受部ＢＯとの間の外輪２０には、アンチロックブレーキ装置（ＡＢＳ）の回転速度検出センサ（半導体磁気センサ）４０が固定され、このセンサ４０の感知部４０ａは、ハブ１と外輪２０間の空隙部に臨んでいる。一方、ハブ１の内輪軸部２の外周面には、環状のスチールリング４１が固定され、このスチールリング４１の、前記感知部４１ａに対向する自由端には、多極磁石エンコーダ（円環状の磁石を多極に着磁したもの）４２が接着により固定されている。そして、車輪Ｗ１の回転速度は、前記エンコーダ４２とセンサ４０との協働により検出される。
【００２８】
なお、回転速度検出センサ４０および多極磁石エンコーダ４２は従来公知のものであるので、その詳細な説明を省略する。
【００２９】
前記回転速度検出センサ４０は、前述のように、ナックルＮの径方向内側にあり、該センサ４０に連なる配線４３は、ナックルＮの径方向内側を通って図示しない制御部に接続される。
【００３０】
しかして、ハブユニットＨＵの内方側および外方側の軸受部ＢＩ，ＢＯ間に、回転速度検出センサ４０を内蔵する場合において、内方側の内輪軌道７の軌道接触直径Ｄ７と、外方側の内輪軌道８の軌道接触直径Ｄ８との直径差によって得られるスペースを利用して回転速度検出センサ４０をナックルＮの径方向内側に配置することが可能となり、該センサ４０の取付およびそれに接続される配線４３の車体側への取り回しがきわめて容易になる。
【００３１】
なお、この第１実施例では、転動体としてボールを使用しているが、そのボールに代えてコロなどの同効物を使用してもよい。
【００３２】
前述したように構成される駆動車輪支持用ハブユニットＨＵは、その外輪２０の取付フランジ２１に、複数の取付ボルト２４を以て懸架装置ＳＵのナックルＮを固定し、また、ハブ１のフランジ部３に複数の連結ボルト１２を以て駆動車輪Ｗ１を固定し、さらに、ハブ１の軸孔４の雌スプラインに、ドライブシャフトＤＳに連なる等速ジョイントＣＪの軸部３５の雄スプラインを挿通係合し、該等速ジョイントＣＪの段部３６を、前記内輪１０の端面に衝き当てると共に等速ジョイントＣＪの軸部３５の軸端に螺締したナット３７をハブ１の外端面に衝き当てることにより、内輪１０に予圧をかけて等速ジョイントＣＪをハブ１に固定することができる。
【００３３】
ところで、この第１実施例のハブユニットＨＵは、軸方向外方（最外方）側の内輪軌道８の軌道接触直径Ｄ８を、軸方向内方側の内輪軌道７の軌道接触直径Ｄ７よりも大きくしたことにより、車輪にかかるモーメント荷重に対抗するハブユニットＨＵの対モーメント剛性を向上させることができる。
【００３４】
また、内方側の転動体８と、外方側の転動体８の直径を等しくした場合に、軌道直径が大きい外方側の転動体２８の個数を、内方側の転動体２７の個数よりも多くすることができ、このようにすれば、外方側の転動体２８一個あたりに作用する荷重を低減してその変形を抑制することができ、対モーメント剛性の更なる向上を図ることができる。
【００３５】
また、外方側の転動体２８と内方側の転動体２７の個数を変えずに、外方側の転動体２８の直径を内方側の転動体２７の直径よりも大きくすれば、外方側の転動体２８に作用する面圧を下げることができ、ハブユニットＨＵの耐久性の向上を図ることができる。
【００３６】
つぎに、図３を参照して本発明の第２実施例について説明する。
【００３７】
図３は、駆動車輪を支持したハブユニットの断面図であり、図中、前記第１実施例と同じ要素には同じ符号が付される。
【００３８】
この第２実施例も駆動輪用のハブユニットであり、懸架装置へのナックルＮへの固定手段が前記第１実施例と相違しているだけで、他の構成は第１実施例と同じである。
【００３９】
図３において、外輪２０の内輪軸部２の外周面は円筒面に形成され、この円筒部に、懸架装置のナックルＮ端部の軸孔Ｎｈが圧入結合され、該ナックルＮの内端縁と外輪２０の外端縁間に、サークリップ５０が係合される。これにより、ナックルＮにハブユニットＨＵの外輪２０が固定される。
【００４０】
しかして、この第２実施例も前記第１実施例と同じ作用効果を奏する。
【００４１】
つぎに、図４を参照して本発明の第３実施例について説明する。
【００４２】
図４は、従動車輪を支持したハブユニットの断面図であり、図中、前記第１実施例と同じ要素には同じ符号が付される。
【００４３】
この第３実施例は、本発明にかかる車輪支持用ハブユニットＨＵを、自動車の従動車輪Ｗ２（ＦＦ車の後輪、ＦＲ車の前輪）に適用した場合である。
【００４４】
ハブ１０１が従動車輪Ｗ２用であるが、該ハブ１０１と、外輪２０と、それら間に介在される、内方側および外方側の転動体２７，２８よりなる。内方側および外方側の軸受部ＢＩ，ＢＯの構造は前記第１実施例と同じである。
【００４５】
従動輪Ｗ２を固定するハブ１０１の内端部を直径方向外方にかしめＣａ広げ、これにより、このハブ１０１の内輪軸部１０２の段部１０２ａに外嵌した内輪１０を固定する。
【００４６】
しかして、この第３実施例も前記第１実施例と同じ作用効果を奏する。
【００４７】
つぎに、図５を参照して、本発明の第４実施例について説明する。
【００４８】
図５は、本発明にかかる車輪支持用ハブユニットの断面図であり、図中、前記第１実施例と同じ要素には同じ符号が付される。
【００４９】
この第４実施例における、車輪支持用ハブユニットＨＵは、自動車の駆動車輪に適用される。
【００５０】
駆動車輪用のハブユニットＨＵは、ハブ１と、内輪１０と、外輪２０と、３列の転動体、すなわち、第１（中間部）、第２（内方側）および第３（外方側）の転動体２６，２７，２８とを備えている。
【００５１】
ハブ１は、略円筒状に形成される内輪軸部２と、この内輪軸部２の外側端部から径方向外方に一体に延長されるフランジ部３とを備える。
【００５２】
ハブ１の内輪軸部２の軸方向中間部の外周面には、第１、すなわち中間部の内輪軌道６が形成され、また、その内輪軸部２の内端部に形成した小径の段部２ａに一体に外嵌した内輪１０の外周面には、第２、すなわち内方側の内輪軌道７が形成されている。また、ハブ１のフランジ部３の内方側の面には、第３、すなわち外方（最外方）側の内輪軌道８が形成されている。
【００５３】
一方、前記外輪２０は、円筒状に形成されており、その内周面の軸方向中間部には、前記第１（中間部）の内輪軌道６と対向する第１（中間部）の外輪軌道１６が形成され、また、その軸方向内端部には、前記第２（内方側）の内輪軌道７と対向する第２（内方側）の外輪軌道１７が形成され、さらに、外輪２０の、第１および第２の外輪接触軌道の直径よりも径大な外端面には、前記第３（外方側）の内輪軌道８と対向する第３（内方側）の外輪軌道１８が形成されている。そして、第１、第２および第３の内輪軌道６，７，８と、第１、第２および第３の外輪軌道１６，１７，１８間に、ボールよりなる複数列の転動体、すなわち第１（中間部）、第２（内方側）および第３（外方側）の転動体２６，２７，２８がそれぞれ複数個ずつ転動自在に介在されている。各複数個の、第１、第２および第３の転動体２６，２７，２８は、通常のように、リテーナにより周方向の間隔をあけて保持される。
【００５４】
そして、第１の内、外輪軌道６、１６および第１の転動体２６により第１（ 中間部）の軸受部ＢＮが、また、第２の内、外輪軌道７，１７および第２の転動体２７により第２（内方側）の軸受部ＢＩが、さらに第３の内、外輪軌道８，１８および第３の転動体２８により第３（外方側）の軸受部ＢＯがそれぞれ形成される。
【００５５】
しかして、第１（中間部）および第２（内方側）の転動体２６，２７の接触角αＮ、αＩは、２０°〜４０°であるのに対し、第３（外方側）の転動体２８の同接触角αＯは、前記接触角αＮ、αＩより大きく（〜９０°）してあり、これにより、第３の転動体２８のアキシアル荷重負荷能力を、第１、第２の転動体２６，２７のそれよりも高くしてある。また、前記第１、第２の転動体２６，２７の軌道直径は略同じであるのに対し第３の転動体２８の軌道直径はそれらよりも大きく、さらに、第３の転動体２８自体の直径は、第１、第２の転動体２６，２７の直径よりも小さくしてある。
【００５６】
ところで、この第４実施例のハブユニットＨＵは、第３（最外方側）の軸受部ＢＯが、第１、第２の軸受部ＢＮ，ＢＩに加えて駆動車輪Ｗ１にかかるモーメント荷重を分担することができ、転動体１個当りにかかるモーメント荷重を低減することができて、各転動体の変形を抑制することができ、特に、軸方向外方側の内輪軌道８の軌道接触直径Ｄ８を、軸方向中間部の内輪軌道６および内方側の内輪軌道７の軌道接触直径Ｄ６，Ｄ７よりも大きくしたことにより、駆動車輪Ｗ１にかかるモーメント荷重に対抗するハブユニットＨＵの対モーメント剛性を向上させることができる。
【００５７】
また、軌道直径が大きく、かつ直径の小さい、外方側の転動体２８の個数を、中間部および内方側の転動体２６，２７の個数よりもを多くすることができ、このようにすれば、外方側の転動体２８一個あたりに作用する荷重を低減してその変形を抑制することができ、対モーメント剛性の更なる向上を図ることができる。
【００５８】
さらに、第３（最外方側）の軸受部ＢＯを設けたことによるハブユニットＨＵの軸方向および径方向のスペース増およびその重量増を最小限にとどめることができる。
【００５９】
つぎに、図６を参照して本発明の第５実施例について説明する。
【００６０】
図６は、駆動車輪を支持したハブユニットの断面図であり、図中、前記第４実施例と同じ要素には同じ符号が付される。
【００６１】
この第５実施例も前記第４実施例と同じく、本発明にかかる車輪支持用ハブユニットＨＵを、自動車の駆動車輪に適用した場合である。
【００６２】
ハブユニットＨＵの内方側の軸受部ＢＩの複数の転動体２７の直径は、ハブユニットＨＵの中間部および外方側の軸受部ＢＮ，ＢＯの転動体２６，２８の直径よりも大きく形成され、また、転動体２６，２８は略同径に形成され、それらの転動体２６，２７を受けるハブ１の中間部および内方側の内輪軌道６，７の内輪軌道接触直径は、略同径であるのに対し、外輪２０の内方側の外輪軌道１７の軌道接触直径は、中間部の外輪軌道１６のそれよりも大径に形成される。また、外方側の転動体２８を受ける外方側の内輪軌道８は、外方に向かって上り勾配の傾斜面に形成され、また同転動体２８を受ける外輪軌道１８も外方に向かって上り勾配に傾斜面に形成されている。そして、この第５実施例では、中間部の軸受部ＢＮの転動体２６の軌道直径は、内方側の軸受部ＢＩの転動体２７の軌道直径よりも小径であり、また、外方側の軸受部ＢＯの転動体２８の軌道直径は、中間部および内方側の転動体２６，２７の軌道直径よりも大きい。
【００６３】
しかして、この第５実施例のものも前記第４実施例のものと同じ作用効果を奏する。
【００６４】
なお、前記第１〜５実施例において、ハブ１；１０１の内輪軸部２の内端部の段部２ａに、内輪１０を外嵌して、該内輪１０の外周面に内方側の外輪軌道１７を形成しているが、その理由は内方側の転動体２７の、内、外輪軌道７，１７に対する接触角を大きく確保しつつ、該転動体２７の組み付けを可能としたものであり、通常は、ハブ１；１０１に内輪１０を設けて、その内輪１０に内方側の内輪軌道７を形成することになるが、ハブ１；１０１の内輪軸部２に直接内方側の内輪軌道７を形成してもよい。
【００６５】
以上、本発明の実施例について説明したが、本発明はその実施例に限定されることなく、本発明の範囲内で種々の実施例が可能である。
【００６６】
たとえば、前記実施例では、本発明車輪支持用ハブユニットＨＵを自動車用に実施した場合を説明したが、これを他の車両用にも実施できることは勿論である。
【００６７】
【発明の効果】
以上のように、本請求項１記載の発明によれば、車輪支持用ハブユニットにおいて、軸方向最外方の内輪軌道の軌道接触直径を、他の内輪軌道の軌道接触直径よりも大きくしたので、車輪にかかるモーメント荷重に対抗するハブユニットの対モーメント剛性および耐久性の向上を図ることができる。
【００６８】
また、本請求項２記載の発明によれば、前記請求項１記載の発明の効果を奏する上に、内方側および外方側の内輪軌道の軌道接触直径差によって得られるスペースを利用して回転速度検出センサをナックルの径方向内側に配置することが可能となり、該センサの取付およびそれに接続される配線の車体側への取り回しがきわめて容易になる。
【図面の簡単な説明】
【図１】ハブユニットにより駆動車輪を支持した状態を示す断面図（第１実施例）
【図２】図１の２矢視仮想線囲い部分で示すハブユニットの拡大断面図（第１実施例）
【図３】ハブユニットの断面図（第２実施例）
【図４】ハブユニットの断面図（第３実施例）
【図５】ハブユニットの断面図（第４実施例）
【図６】ハブユニットの断面図（第５実施例）
【図７】自動車の旋回走行時に、駆動車輪に横力およびコーナリングモーメントの作用する状態を示す図
【符号の説明】
１；１０１・・・・・・ハブ
２・・・・・・・・・・内輪軸部
３・・・・・・・・・・フランジ部
６・・・・・・・・・・内輪軌道（中間部）
７・・・・・・・・・・内輪軌道（内方側）
８・・・・・・・・・・内輪軌道（外方側）
１６・・・・・・・・・外輪軌道（中間部）
１７・・・・・・・・・外輪軌道（内方側）
１８・・・・・・・・・外輪軌道（外方側）
２０・・・・・・・・・外輪
２６・・・・・・・・・転動体（中間部）
２７・・・・・・・・・転動体（内方側）
２８・・・・・・・・・転動体（外方側）
Ｄ６・・・・・・・・・軌道接触直径（中間部内輪軌道）
Ｄ７・・・・・・・・・軌道接触直径（内方側内輪軌道）
Ｄ８・・・・・・・・・軌道接触直径（外方側内輪軌道）
２０・・・・・・・・・外輪
４０・・・・・・・・・回転速度検出センサ（アンチロックブレーキ用）
ＳＵ・・・・・・・・・懸架装置
Ｗ１・・・・・・・・・車輪（駆動車輪）
Ｗ２・・・・・・・・・車輪（従動車輪）[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention provides a wheel supporting hub unit for supporting a wheel of a vehicle on a suspension thereof, and in particular, supports a wheel and increases moment rigidity against a moment load acting on the wheel, and improves durability. The present invention relates to a hub unit for supporting a wheel.
[0002]
[Prior art]
The wheels of a vehicle are supported by a suspension device via a wheel support hub unit.A conventional wheel support hub unit includes a hub fixed to wheels, an outer wheel supported by the suspension device, and a hub. A plurality of rows of rolling elements interposed between the outer surface and the inner surface of the outer ring so as to be rotatable at intervals in the axial direction thereof, and having a function of holding and rotating the wheels. (For example, see Patent Documents 1 and 2).
[0003]
[Patent Document 1]
JP-A-10-205532 [Patent Document 2]
Japanese Patent Application Laid-Open No. 9-164803
[Problems to be solved by the invention]
By the way, as shown in FIG. 7, when a wheel (in FIG. 7, for drive wheels) is supported via a hub unit by a knuckle of a suspension device suspended from a vehicle body, Increasing the rigidity of the hub unit against the moment load caused by the cornering moment generated by the lateral force applied to the tire [reducing the degree of inclination of the wheel mounting portion (flange portion) of the hub unit with respect to the cornering moment; ] Is known to be an effective technical means for improving the steering stability of a vehicle.
[0005]
Therefore, as a technical means for enhancing the rigidity against moment of the hub unit,
{Circle around (1)} The orbit diameter of the rolling element [P. C. D (pitch / circle / diameter) = inner ring raceway contact diameter + outer raceway contact diameter / 2],
(2) widening the spacing between the rows of rolling elements in a plurality of rows;
(3) In order to increase the rigidity of the flange portion of the hub unit, increase the thickness of the root portion thereof,
However, in either case, the space and weight of the hub unit are increased, and there is a problem that the hub unit cannot be put to practical use due to restrictions on its mounting space and weight. There is also a problem that the cost of the unit itself is increased.
[0006]
The present invention has been made in view of such circumstances, and it is possible to greatly increase the rigidity with respect to moment while minimizing the increase in space and weight of the hub unit, and also improve the durability of the hub unit. It is an object of the present invention to provide a novel wheel supporting hub unit.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides an inner ring shaft portion formed with a flange portion for supporting a wheel axially outward of an outer peripheral surface, and an inner ring shaft portion outer peripheral surface axially inward from the flange portion. A hub having a plurality of rows of inner raceways formed sequentially from an axially inner side toward an axially outer side, and a support portion for a suspension device on an outer peripheral surface; An outer ring having a plurality of rows of outer raceways facing each other on the inner raceway, and a plurality of rolling elements provided between each of the opposed inner raceways and the outer raceway, a wheel supporting hub unit comprising: It is characterized in that the raceway contact diameter of the innermost raceway on the axially outermost side is made larger than the raceway contact diameter of the other raceways.
[0008]
According to this feature, it is possible to improve rigidity and durability of the hub unit against moment load applied to the wheel.
[0009]
In order to achieve the above object, the invention according to claim 2 is the invention according to claim 1, wherein the raceway contact diameter is different, and the rotation speed for the antilock bouquet is provided between two rows of outer races adjacent to each other. A detection sensor is provided, and the sensor is disposed radially inside a knuckle of the suspension device that supports the outer ring.
[0010]
According to this feature, in addition to the effect of the first aspect of the present invention, the rotational speed detection sensor uses the space obtained by the difference between the raceway contact diameters of the inner raceway on the inner side and the outer raceway to detect the knuckle diameter. It is possible to arrange the sensor inside in the direction, and it is extremely easy to mount the sensor and to route the wiring connected to the sensor toward the vehicle body.
[0011]
In the present invention, in the assembled state to the vehicle, the side of the hub unit that is closer to the outside in the width direction of the hub unit is referred to as “outside”, and conversely, in the assembled state to the vehicle, The side closer to the center of the body is called "inside."
[0012]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.
[0013]
First, a first embodiment of the present invention will be described with reference to FIGS.
[0014]
FIG. 2 is a cross-sectional view showing a state in which driving wheels are supported by the hub unit according to the present invention. FIG.
[0015]
The wheel supporting hub unit HU in the first embodiment is applied to driving wheels of a vehicle (front wheels of an FF vehicle, rear wheels of an FR vehicle, all wheels of a 4WD vehicle), and a suspension device SU supported by the vehicle body. Is used by being fastened to the knuckle N by the mounting bolt 24.
[0016]
The hub unit HU for drive wheels according to the present invention includes the hub 1, the inner ring 10, the outer ring 20, and two rows of rolling elements, that is, inner and outer rolling elements 27 and 28. I have.
[0017]
The hub 1 includes an inner race shaft portion 2 formed in a substantially cylindrical shape, and a flange portion 3 integrally extended radially outward from an outer end of the inner race shaft portion 2. And the outer peripheral surface outside the inner ring shaft portion 3 are smoothly connected by an arc surface. A female spline is formed on the inner peripheral surface of the shaft hole 4 of the inner ring shaft portion 2 of the hub 1 over its entire length. When the female spline is assembled to an automobile, the female spline has a constant velocity joint connected to the drive shaft DS. The male spline of the shaft 35 of the CJ is inserted and engaged.
[0018]
A small-diameter stepped portion 2a is formed on the outer peripheral surface of the end of the inner ring shaft portion 2 of the hub 1 on the axially inward side, and the inner ring 10 is integrally fitted to the small-diameter stepped portion 2a. . An inner raceway 7 on the inner side is formed on the outer peripheral surface of the inner race 10. The inner end of the inner race 10 is curved radially outward, and the inner end surface protrudes slightly inward in the axial direction from the inner end surface of the inner race shaft 2 of the hub 1.
[0019]
The outer peripheral surface of the inner ring shaft portion 2 of the hub 1 in the axial direction is inclined so as to be continuous with the root portion of the flange portion 3 and is larger than the diameter of the outer peripheral surface in the axial direction. An outer raceway 8 on the outer side is formed on the outer peripheral surface outward in the direction. And the raceway contact diameter D8 of the outer side inner raceway 8 is larger than the raceway contact diameter D7 of the inner raceway 7.
[0020]
A plurality of connecting bolts 12 are fixed to the outer peripheral portion of the flange portion 3 at intervals in the circumferential direction, and the driving wheel W1 is fixed by these connecting bolts 12.
[0021]
On the other hand, the outer ring 20 is formed in a cylindrical shape so as to cover the outer peripheral surface of the inner ring shaft portion 2, and the inner peripheral surface has a diameter on the outer side in the axial direction larger than the diameter on the inner side. Are also large. On the inner side of the inner peripheral surface of the outer ring 20, an inner outer raceway 17 facing the inner side inner ring raceway 7 is formed. On the (side) side, an inner outer raceway 18 is formed opposite to the outer inner raceway 8.
[0022]
A plurality of inner rolling elements 27 made of balls are provided between the inner inner raceway 7 and the outer raceway 17, and between the inner raceway 8 and the outer raceway 18 on the outer side. , A plurality of rolling elements 28 on the outer side (outermost side) formed of balls are provided so as to freely roll. Each of the plurality of inner and outer rolling elements 27 and 28 is held at regular intervals by a retainer in the circumferential direction.
[0023]
The inner bearing portion BI is formed by the inner and outer raceways 7 and 17 and the rolling elements 27 on the inner side, and the inner bearing section BI is formed by the inner and outer raceways 8 and 18 and the rolling elements 28 on the outer side. A side (outermost) bearing portion BO is formed.
[0024]
Thus, the contact angles αI, αO of the inner and outer rolling elements 27, 28 (the angles at which the normal at the point of contact between the rolling elements and the outer ring forms a plane perpendicular to the axis of the hub unit) are The angles are approximately the same 20 ° to 40 °, and the track diameter of the outer rolling element 28 is larger than the track diameter of the inner rolling element 27. The diameter is substantially the same as the diameter of the rolling element 27 on the inner side.
[0025]
A mounting flange extending in the radial direction, that is, a support portion 21 is integrally formed at an axial intermediate portion of the outer ring 20, and the support portion 21 is provided with a plurality of knuckles N of the suspension SU supported by the vehicle body. Are fixed with the mounting bolts 24.
[0026]
An outer seal ring 30 is interposed between the inner surface of the flange portion 3 of the hub 1 and the outer end surface of the outer ring 20, and the outer peripheral surface of the end of the inner ring 10 integral with the hub 1 and the outer ring 20. An inner seal ring 31 is interposed between the inner end surface and the inner peripheral surface to prevent foreign matter from entering the portion where the rolling elements 27 and 28 are disposed, and prevent grease filled in the disposed portion from leaking. are doing.
[0027]
On a radially inner side of the knuckle N, an outer ring 20 between an inner bearing portion BI and an outer bearing portion BO is provided with a rotational speed detection sensor (semiconductor magnetic sensor) of an antilock brake device (ABS). ) 40 is fixed, and the sensing portion 40 a of the sensor 40 faces a gap between the hub 1 and the outer ring 20. On the other hand, an annular steel ring 41 is fixed to the outer peripheral surface of the inner ring shaft portion 2 of the hub 1, and a free end of the steel ring 41 facing the sensing portion 41 a is provided with a multipolar magnet encoder (annular ring). Magnets magnetized to multiple poles) 42 are fixed by bonding. The rotation speed of the wheel W1 is detected by cooperation between the encoder 42 and the sensor 40.
[0028]
Since the rotation speed detection sensor 40 and the multi-pole magnet encoder 42 are conventionally known, detailed description thereof will be omitted.
[0029]
As described above, the rotational speed detection sensor 40 is located radially inside the knuckle N, and the wiring 43 connected to the sensor 40 is connected to a control unit (not shown) through the radial inside of the knuckle N.
[0030]
Thus, when the rotation speed detection sensor 40 is built in between the inner and outer bearings BI and BO of the hub unit HU, the raceway contact diameter D7 of the inner raceway 7 and the outer race The rotation speed detection sensor 40 can be disposed radially inside the knuckle N by utilizing the space obtained by the diameter difference between the inner ring raceway 8 and the raceway contact diameter D8, and the sensor 40 is mounted and connected thereto. It is extremely easy to route the wiring 43 to the vehicle body.
[0031]
In the first embodiment, a ball is used as a rolling element, but an equivalent material such as a roller may be used instead of the ball.
[0032]
The drive wheel supporting hub unit HU configured as described above fixes the knuckle N of the suspension SU to the mounting flange 21 of the outer ring 20 with a plurality of mounting bolts 24, and The drive wheel W1 is fixed with a plurality of connection bolts 12, and the male spline of the shaft portion 35 of the constant velocity joint CJ connected to the drive shaft DS is inserted into and engaged with the female spline of the shaft hole 4 of the hub 1. The stepped portion 36 of the speed joint CJ strikes the end face of the inner ring 10, and the nut 37 screwed to the shaft end of the shaft portion 35 of the constant velocity joint CJ strikes the outer end face of the hub 1. The constant velocity joint CJ can be fixed to the hub 1 by applying a preload.
[0033]
In the hub unit HU of the first embodiment, the orbital contact diameter D8 of the inner raceway 8 on the outer side (outermost side) in the axial direction is larger than the orbital contact diameter D7 of the inner raceway 7 on the inner side in the axial direction. Due to the increase, it is possible to improve the rigidity of the hub unit HU against the moment load applied to the wheel against the moment.
[0034]
When the diameter of the inner rolling element 8 is equal to the diameter of the outer rolling element 8, the number of outer rolling elements 28 having a large track diameter is reduced by the number of inner rolling elements 27. In this case, the load acting on each of the outer rolling elements 28 can be reduced to suppress the deformation thereof, and the rigidity against moment can be further improved. Can be.
[0035]
If the diameter of the outer rolling element 28 is made larger than the diameter of the inner rolling element 27 without changing the numbers of the outer rolling elements 28 and the inner rolling elements 27, The surface pressure acting on the one side rolling element 28 can be reduced, and the durability of the hub unit HU can be improved.
[0036]
Next, a second embodiment of the present invention will be described with reference to FIG.
[0037]
FIG. 3 is a cross-sectional view of a hub unit supporting driving wheels. In the figure, the same reference numerals are given to the same elements as those in the first embodiment.
[0038]
This second embodiment is also a hub unit for driving wheels, and is different from the first embodiment only in the means for fixing a knuckle N to a suspension device, and other configurations are the same as those of the first embodiment. is there.
[0039]
In FIG. 3, the outer peripheral surface of the inner ring shaft portion 2 of the outer ring 20 is formed in a cylindrical surface, and a shaft hole Nh at the end of the knuckle N of the suspension device is press-fitted to the cylindrical portion. A circlip 50 is engaged between the outer edges of the outer race 20. Thus, the outer ring 20 of the hub unit HU is fixed to the knuckle N.
[0040]
Thus, the second embodiment also has the same operation and effect as the first embodiment.
[0041]
Next, a third embodiment of the present invention will be described with reference to FIG.
[0042]
FIG. 4 is a sectional view of a hub unit supporting a driven wheel. In the figure, the same elements as those in the first embodiment are denoted by the same reference numerals.
[0043]
In the third embodiment, the wheel supporting hub unit HU according to the present invention is applied to a driven wheel W2 of an automobile (rear wheel of an FF vehicle, front wheel of an FR vehicle).
[0044]
The hub 101 is for the driven wheel W2, and includes the hub 101, the outer ring 20, and the inner and outer rolling elements 27 and 28 interposed therebetween. The structure of the inner and outer bearing portions BI, BO is the same as that of the first embodiment.
[0045]
The inner end portion of the hub 101 for fixing the driven wheel W2 is diametrically outwardly caulked and widened by Ca, thereby fixing the inner ring 10 which is fitted to the step portion 102a of the inner ring shaft portion 102 of the hub 101.
[0046]
Thus, the third embodiment has the same operation and effect as the first embodiment.
[0047]
Next, a fourth embodiment of the present invention will be described with reference to FIG.
[0048]
FIG. 5 is a sectional view of a wheel supporting hub unit according to the present invention. In the figure, the same elements as those in the first embodiment are denoted by the same reference numerals.
[0049]
The hub unit HU for supporting wheels in the fourth embodiment is applied to driving wheels of an automobile.
[0050]
The hub unit HU for driving wheels includes a hub 1, an inner ring 10, an outer ring 20, and three rows of rolling elements, that is, a first (intermediate portion), a second (inward), and a third (outward). ) Rolling elements 26, 27, 28.
[0051]
The hub 1 includes an inner ring shaft portion 2 formed in a substantially cylindrical shape, and a flange portion 3 integrally extended radially outward from an outer end portion of the inner ring shaft portion 2.
[0052]
A first, that is, an intermediate inner raceway 6 is formed on an outer peripheral surface of an intermediate portion in the axial direction of the inner race shaft portion 2 of the hub 1, and a small-diameter step formed on an inner end of the inner race shaft portion 2. On the outer peripheral surface of the inner race 10 integrally fitted with the outer race 2a, a second, that is, an inner raceway 7 is formed on the inner side. A third, that is, an outer (outermost) side inner raceway 8 is formed on the inner surface of the flange portion 3 of the hub 1.
[0053]
On the other hand, the outer ring 20 is formed in a cylindrical shape, and a first (intermediate portion) outer raceway facing the first (intermediate portion) inner raceway 6 is provided at an axially intermediate portion of an inner peripheral surface thereof. A second (inner side) outer raceway 17 facing the second (inner side) inner raceway 7 is formed at an axial inner end of the outer raceway 20. A third (inner side) outer raceway 18 facing the third (outer side) inner raceway 8 is provided on an outer end face having a diameter larger than the diameters of the first and second outer raceway raceways. Is formed. And, between the first, second and third inner raceways 6,7,8 and the first, second and third outer raceways 16,17,18, a plurality of rows of rolling elements made of balls, that is, A plurality of first (intermediate), second (inward), and third (outer) rolling elements 26, 27, and 28 are interposed so as to be able to roll freely. Each of the plurality of first, second and third rolling elements 26, 27, 28 is held at regular intervals by a retainer in the circumferential direction.
[0054]
The first (intermediate) bearing portion BN is formed by the first inner and outer raceways 6, 16 and the first rolling element 26, and the second inner and outer raceway 7, 17 and the second rolling element are formed by the first rolling element 26. 27, a second (inward) bearing portion BI is formed, and a third (outer) raceway 8, 18 and the third rolling element 28 form a third (outer) bearing portion BO. .
[0055]
Thus, the contact angles αN and αI of the first (intermediate portion) and the second (inward) rolling elements 26 and 27 are 20 ° to 40 °, while the third (outward) contact angles αN and αI are 20 ° to 40 °. The contact angle αO of the rolling elements 28 is larger than the contact angles αN and αI (up to 90 °), thereby increasing the axial load carrying capacity of the third rolling elements 28 by the first and second rolling elements. It is higher than that of the moving bodies 26 and 27. Also, while the track diameters of the first and second rolling elements 26 and 27 are substantially the same, the track diameter of the third rolling element 28 is larger than them. The diameter is smaller than the diameter of the first and second rolling elements 26, 27.
[0056]
In the hub unit HU of the fourth embodiment, the third (outermost) bearing portion BO shares the moment load applied to the drive wheel W1 in addition to the first and second bearing portions BN and BI. And the moment load applied to one rolling element can be reduced, and the deformation of each rolling element can be suppressed. In particular, the raceway contact diameter D8 of the inner raceway 8 on the axially outward side is reduced. Is larger than the raceway contact diameters D6 and D7 of the inner raceway 6 at the axially intermediate portion and the inner raceway 7 on the inner side, thereby reducing the moment rigidity of the hub unit HU against the moment load applied to the drive wheel W1. Can be improved.
[0057]
Further, the number of the outer rolling elements 28 having a large track diameter and a small diameter can be made larger than the number of the intermediate and inner rolling elements 26 and 27. If this is the case, the load acting on one outer rolling element 28 can be reduced to suppress its deformation, and the rigidity against moment can be further improved.
[0058]
Furthermore, an increase in the axial and radial space and an increase in the weight of the hub unit HU due to the provision of the third (outermost) bearing portion BO can be minimized.
[0059]
Next, a fifth embodiment of the present invention will be described with reference to FIG.
[0060]
FIG. 6 is a cross-sectional view of a hub unit supporting driving wheels. In the figure, the same elements as those in the fourth embodiment are denoted by the same reference numerals.
[0061]
As in the fourth embodiment, the fifth embodiment is a case where the wheel supporting hub unit HU according to the present invention is applied to the drive wheels of an automobile.
[0062]
The diameter of the plurality of rolling elements 27 of the inner bearing portion BI of the hub unit HU is formed to be larger than the diameter of the rolling elements 26 and 28 of the intermediate portion and the outer bearing portions BN and BO of the hub unit HU. The rolling elements 26 and 28 are formed to have substantially the same diameter, and the inner ring raceway contact diameters of the intermediate portion of the hub 1 receiving the rolling elements 26 and 27 and the inner ring raceways 6 and 7 on the inner side are substantially the same diameter. On the other hand, the race contact diameter of the outer raceway 17 on the inner side of the outer race 20 is formed to be larger than that of the outer raceway 16 in the middle part. The outer inner raceway 8 receiving the outer rolling element 28 is formed on an outwardly inclined surface having an upward slope, and the outer raceway 18 receiving the rolling element 28 also moves outward. It is formed on an inclined surface with an upward slope. In the fifth embodiment, the raceway diameter of the rolling element 26 of the intermediate bearing part BN is smaller than the raceway diameter of the rolling element 27 of the inner bearing part BI. The raceway diameter of the rolling element 28 of the bearing BO is larger than the raceway diameter of the intermediate and inner rolling elements 26 and 27.
[0063]
Thus, the fifth embodiment also has the same operation and effect as those of the fourth embodiment.
[0064]
In the first to fifth embodiments, the inner ring 10 is externally fitted to the step 2a at the inner end of the inner ring shaft 2 of the hub 1; 101, and the outer ring on the inner side is fitted to the outer peripheral surface of the inner ring 10. The track 17 is formed because the contact between the rolling element 27 on the inner side and the inner and outer raceways 7, 17 is ensured while ensuring a large contact angle. Usually, the inner ring 10 is provided on the hub 1; 101, and the inner ring raceway 7 on the inner side is formed on the inner ring 10. However, the inner ring on the inner ring shaft portion 2 of the hub 1; The track 7 may be formed.
[0065]
Although the embodiments of the present invention have been described above, the present invention is not limited to the embodiments, and various embodiments are possible within the scope of the present invention.
[0066]
For example, in the above-described embodiment, the case where the wheel supporting hub unit HU of the present invention is applied to a vehicle has been described.
[0067]
【The invention's effect】
As described above, according to the first aspect of the present invention, in the wheel supporting hub unit, the raceway contact diameter of the axially outermost inner raceway is made larger than the raceway contact diameter of the other inner raceways. Thus, the rigidity and moment durability of the hub unit against the moment load applied to the wheels can be improved.
[0068]
According to the second aspect of the present invention, in addition to the effect of the first aspect of the present invention, the space obtained by the difference in raceway contact diameter between the inner raceway on the inner side and the outer raceway is utilized. The rotation speed detection sensor can be disposed radially inward of the knuckle, which makes it extremely easy to mount the sensor and route the wiring connected to the sensor to the vehicle body.
[Brief description of the drawings]
FIG. 1 is a sectional view showing a state in which a drive wheel is supported by a hub unit (first embodiment).
FIG. 2 is an enlarged cross-sectional view of the hub unit indicated by a part surrounded by a phantom line as viewed in the direction of arrow 2 in FIG.
FIG. 3 is a sectional view of a hub unit (second embodiment).
FIG. 4 is a sectional view of a hub unit (third embodiment).
FIG. 5 is a sectional view of a hub unit (fourth embodiment);
FIG. 6 is a sectional view of a hub unit (fifth embodiment).
FIG. 7 is a diagram showing a state in which a lateral force and a cornering moment act on drive wheels during turning of the vehicle.
1; 101 hub 2 inner ring shaft section 3 flange section 6 inner ring track (Middle part)
7 ... Inner ring track (inner side)
8 ... Inner ring track (outer side)
16 ・ ・ ・ ・ ・ ・ ・ ・ ・ Outer ring raceway (intermediate part)
17 ・ ・ ・ ・ ・ ・ ・ ・ ・ Outer ring track (inside)
18 ・ ・ ・ ・ ・ ・ ・ ・ ・ Outer ring track (outer side)
20... Outer ring 26 Rolling element (intermediate part)
27 ・ ・ ・ ・ ・ ・ ・ ・ ・ Rolling element (inner side)
28 Rolling element (outer side)
D6 ······· Track contact diameter (middle part inner ring track)
D7 ······· Track contact diameter (inner side inner ring track)
D8 ······· Track contact diameter (outer side inner ring track)
20: Outer ring 40: Rotation speed detection sensor (for anti-lock brake)
SU ······ Suspension device W1 ······· Wheels (drive wheels)
W2 ... wheels (driven wheels)

Claims (2)

外周面の軸方向外方に車輪（Ｗ１；Ｗ２）を支持するためのフランジ部（３）を形成した内輪軸部（２）と、前記フランジ部（３）より軸方向内方の内輪軸部（２）外周面に、軸方向内方側から軸方向外方側へ向けて順に形成した複数列の内輪軌道（７，８；６，７，８）を備えたハブ（１；１０１）と、
外周面に懸架装置（ＳＵ）への支持部（２１）を有し、内周面に前記複数列の内輪軌道（７，８；６，７，８）に各対向する複数列の外輪軌道（１７，１８；１６，１７，１８）を形成した外輪（２０）と、
各対向する内輪軌道（７，８；６，７，８）と外輪軌道（１７，１８；１６，１７，１８）との間に各複数個ずつ設けた転動体（２７，２８；２６，２７，２８）と、を備えた車輪支持用ハブユニットにおいて、
前記軸方向最外方側の内輪軌道（８）の軌道接触直径（Ｄ８）を、他の内輪軌道（７；６，７）の軌道接触直径（Ｄ７；Ｄ６，Ｄ７）よりも大きくしたことをを特徴とする、車輪支持用ハブユニット。An inner ring shaft portion (2) formed with a flange portion (3) for supporting the wheel (W1; W2) on the outer side in the axial direction, and an inner ring shaft portion axially inward of the flange portion (3); (2) a hub (1; 101) having a plurality of rows of inner raceways (7, 8; 6, 7, 8) formed on the outer peripheral surface in order from the inner side in the axial direction to the outer side in the axial direction; ,
The outer peripheral surface has a support portion (21) for a suspension (SU), and the inner peripheral surface has a plurality of rows of outer raceways (7, 8; 6, 7, 8) opposed to the plurality of rows of inner raceways (7, 8, 7). 17, 18; 16, 17, 18) formed outer ring (20);
A plurality of rolling elements (27, 28; 26, 27) provided between the opposed inner ring tracks (7, 8; 6, 7, 8) and the outer ring tracks (17, 18; 16, 17, 18), respectively. , 28), the hub unit for supporting wheels comprising:
The raceway contact diameter (D8) of the innermost raceway (8) on the axially outermost side is larger than the raceway contact diameter (D7; D6, D7) of the other inner raceway (7; 6, 7). A hub unit for supporting wheels. 軌道接触直径が異なり、互いに隣り合う２列の前記外輪軌道間（１７，１８）に、アンチロックブーキ用回転速度検出センサ（４０）を設け、該センサー（４０）が、前記外輪（２０）を支持する、懸架装置（ＳＵ）のナックル（Ｎ）の径方向内側に配置されていることを特徴とする、前記請求項１記載の車輪支持用ハブユニット。A rotation speed detecting sensor (40) for an anti-lock bouquet is provided between two rows of outer races (17, 18) adjacent to each other and having different race contact diameters. The wheel supporting hub unit according to claim 1, wherein the hub unit is disposed radially inside a knuckle (N) of the suspension (SU).
JP2003143124A 2003-05-21 2003-05-21 Wheel support hub unit Expired - Fee Related JP3887350B2 (en)

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