JP2005075067A - Roller bearing device - Google Patents

Roller bearing device Download PDF

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Publication number
JP2005075067A
JP2005075067A JP2003305961A JP2003305961A JP2005075067A JP 2005075067 A JP2005075067 A JP 2005075067A JP 2003305961 A JP2003305961 A JP 2003305961A JP 2003305961 A JP2003305961 A JP 2003305961A JP 2005075067 A JP2005075067 A JP 2005075067A
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wheel side
shaft
drive shaft
hub
bearing device
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JP4020045B2 (en
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Tomonari Nishiyama
知成 西山
Shigeru Inoue
茂 井上
Masaru Deguchi
勝 出口
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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
    • F16C35/00—Rigid support of bearing units; Housings, e.g. caps, covers
    • F16C35/04—Rigid support of bearing units; Housings, e.g. caps, covers in the case of ball or roller bearings
    • F16C35/06—Mounting or dismounting of ball or roller bearings; Fixing them onto shaft or in housing
    • F16C35/063—Fixing them on the shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F16C19/186—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement with three raceways provided integrally on parts other than race rings, e.g. third generation hubs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/52—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions
    • F16C19/527—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions related to vibration and noise
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors

Abstract

<P>PROBLEM TO BE SOLVED: To perform an effective prevention of occurrence of stick slip sound. <P>SOLUTION: There are provided a hub shaft 7 having a driving shaft 13 inserted thereinto and fixed thereto, and an inner ring 4 fixed to the outer circumference of the hub shaft 7. The inner ring 4 receives a large-diameter part 13b of the driving shaft 13 at its end surface. In such a roll bearing device as described above, a counter-ring side 16b of a connecting part 16 with the hub shaft 7 at the driving shaft 13 is caused to approach an abutting location (B) between the end surface of the inner ring 4 and the large-diameter part 13b of the driving shaft 13 and then a difference in twisting rigidity of the driving shaft 13 at the abutting location (B) and a connecting location (A) at the counter-ring side 16b of the connecting part 16 is decreased. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、駆動輪を支持するタイプの転がり軸受装置に関する。   The present invention relates to a rolling bearing device of a type that supports drive wheels.

駆動輪支持用の転がり軸受装置は、図７に示すように、通常、複列構造になっている。内径側の回転輪であるハブ軸３１の外径には、図示のように、該ハブ軸３１とは別体の二つの内輪３２，３３を取り付ける場合と、図示しないが、車輪側（車両アウター側）の内輪３２をハブ軸３１そのものに同体化して反車輪側（車両インナー側）の内輪３３のみをハブ軸３１と別体にする場合とがある。   The rolling bearing device for driving wheel support usually has a double row structure as shown in FIG. As shown in the figure, the outer diameter of the hub shaft 31 that is a rotating wheel on the inner diameter side is attached with two inner rings 32 and 33 that are separate from the hub shaft 31, and the wheel side (vehicle outer In some cases, the inner ring 32 on the side) is integrated with the hub shaft 31 itself, and only the inner ring 33 on the side opposite to the wheel (vehicle inner side) is separated from the hub shaft 31.

いずれの場合も、ハブ軸３１の中心の軸孔３１ａに反車輪側から駆動軸３４が挿入されてハブ軸３１に結合される。駆動軸３４は、反車輪側に等速ジョイントの外輪を一体成形することで大径となっている。この大径部３４ａより車輪側は小径で、この小径部分の付け根側にスプライン３４ｂが形成され、先端側にねじ部３４ｃが形成されている。この駆動軸３４は、ハブ軸３１に以下のようにして結合している。   In either case, the drive shaft 34 is inserted into the shaft hole 31 a at the center of the hub shaft 31 from the opposite wheel side and coupled to the hub shaft 31. The drive shaft 34 has a large diameter by integrally molding an outer ring of a constant velocity joint on the opposite wheel side. The wheel side is smaller in diameter than the large diameter part 34a, a spline 34b is formed on the base side of the small diameter part, and a threaded part 34c is formed on the tip side. The drive shaft 34 is coupled to the hub shaft 31 as follows.

まず、駆動軸３４をハブ軸３１の軸孔３１ａに反車輪側から挿入してスプライン嵌合することにより、駆動軸３４をハブ軸３１に回転方向一体に結合する。その状態のもとで、駆動軸３４の大径部３４ａとそれより小径の部分との境にある段落面（大径部３４ａの端面）を反車輪側の内輪３３の端面に対して当接させる。次に、この駆動軸３４の先端のねじ部３４ｃにナット３５を螺合し、このナット３５をハブ軸３１の車輪側の端部に受け止めさせた状態で締め付け操作することにより、駆動軸３４をナット３５側に引き寄せて、このナット３５と前記大径部３４ａの段落面とで、ハブ軸３１と内輪３２，３３とを軸方向両側から挟む。これにより、駆動軸３４は、ハブ軸３１および内輪３２，３３に回転方向にも軸方向にも一体化される。   First, the drive shaft 34 is coupled to the hub shaft 31 integrally in the rotational direction by inserting the drive shaft 34 into the shaft hole 31a of the hub shaft 31 from the opposite wheel side and performing spline fitting. Under this condition, the paragraph surface (end surface of the large diameter portion 34a) at the boundary between the large diameter portion 34a of the drive shaft 34 and the smaller diameter portion abuts against the end surface of the inner ring 33 on the opposite wheel side. Let Next, a nut 35 is screwed into the screw portion 34c at the tip of the drive shaft 34, and the drive shaft 34 is tightened in a state where the nut 35 is received by the end of the hub shaft 31 on the wheel side, thereby The hub shaft 31 and the inner rings 32, 33 are sandwiched from both sides in the axial direction by being pulled toward the nut 35 and the nut 35 and the stepped surface of the large diameter portion 34a. Thereby, the drive shaft 34 is integrated with the hub shaft 31 and the inner rings 32 and 33 in both the rotational direction and the axial direction.

このような構成では、通常、駆動軸３４とハブ軸３１と内輪３２，３３とは一体に回転する。しかし、急発進や急旋回するような状況では、駆動軸３４にねじれが生じ、内輪３３の端面と駆動軸３４の大径部３４ａの端面との接触面間でスリップが生じ、スティックスリップ音が発生する。   In such a configuration, the drive shaft 34, the hub shaft 31, and the inner rings 32, 33 usually rotate together. However, in a situation of sudden start or sudden turn, the drive shaft 34 is twisted, slip occurs between the contact surfaces of the end surface of the inner ring 33 and the end surface of the large-diameter portion 34a of the drive shaft 34, and a stick-slip sound is generated. Occur.

そこで、従来の転がり軸受装置の中には、駆動軸の大径部に当接する内輪の端面に、グリース溝を形成する等の表面処理を行って、当接個所でのすべりを良くし、前記スティックスリップ音を防止もしくは抑制しているものが提案されている（特許文献１参照）。しかしながら、上記従来例でも長期使用では当接個所に介在するグリース等の潤滑剤が減ってくると、スティックスリップ音を発生してくるおそれがある。
特開２０００−１１０８４０号公報 Therefore, in the conventional rolling bearing device, surface treatment such as forming a grease groove on the end surface of the inner ring that contacts the large-diameter portion of the drive shaft is performed to improve the sliding at the contact portion, One that prevents or suppresses stick-slip noise has been proposed (see Patent Document 1). However, even in the above-described conventional example, when the lubricant such as grease intervening at the contact point decreases in long-term use, there is a possibility that a stick-slip sound is generated.
JP 2000-110840 A

したがって、本発明は、長期使用でも、スティックスリップ音を効果的に防止ないしは抑制することができる転がり軸受装置を提供することを解決すべき課題とする。   Accordingly, an object of the present invention is to provide a rolling bearing device that can effectively prevent or suppress stick-slip noise even during long-term use.

本発明は、外輪と、この外輪の内径側に配置されるハブ軸と、前記ハブ軸の反車輪側端部の外径部に固定される内輪と、前記外輪と前記内輪との軌道面間に介在される転動体とを備え、駆動軸を前記ハブ軸の軸方向に貫通した軸孔に反車輪側から挿入し、当該駆動軸の反車輪側に設けた大径部を前記内輪の端面側に当接させ、かつ、前記駆動軸の車輪側に設けた締結部を前記ハブ軸の車輪側で締結して前記駆動軸とハブ軸とを軸方向一体に結合するとともに、前記駆動軸における前記ハブ軸の軸孔内周部に挿入している軸方向中途部の一部または全体を回転方向の結合部として前記ハブ軸の軸孔の内周部に回転方向一体に結合した転がり軸受装置であって、前記駆動軸の前記結合部を車輪側より反車輪側で大径にするとともに、前記ハブ軸の軸孔の内周部を前記結合部と対応した形状として、前記結合部の反車輪側での結合個所を、車輪側よりも、駆動軸の大径部と内輪の端面側との当接個所に対して径方向に近接させた転がり軸受装置を構成している。   The present invention relates to an outer ring, a hub shaft disposed on the inner diameter side of the outer ring, an inner ring fixed to an outer diameter portion of an end portion on the opposite wheel side of the hub shaft, and a raceway surface between the outer ring and the inner ring. A drive shaft is inserted into a shaft hole penetrating in the axial direction of the hub shaft from the opposite wheel side, and a large-diameter portion provided on the opposite wheel side of the drive shaft is an end surface of the inner ring. And a fastening portion provided on the wheel side of the drive shaft is fastened on the wheel side of the hub shaft to couple the drive shaft and the hub shaft integrally in the axial direction. A rolling bearing device in which a part or the whole of the axially intermediate part inserted in the inner peripheral part of the shaft hole of the hub shaft is coupled to the inner peripheral part of the shaft hole of the hub shaft integrally in the rotational direction as a coupling part in the rotational direction. The coupling portion of the drive shaft is made larger in diameter on the side opposite to the wheel than on the wheel side, and the hub shaft The inner peripheral part of the hole has a shape corresponding to the coupling part, and the coupling part on the side opposite to the wheel of the coupling part is a contact part between the large diameter part of the drive shaft and the end face side of the inner ring, rather than the wheel side. On the other hand, the rolling bearing device is configured to be close in the radial direction.

本発明者らが種々検討したところでは、車両の急発進時等に異音が発生するのは、駆動軸の大径部と内輪とが当接している個所（図７のＢの個所参照）と、駆動軸がハブ軸の軸孔の内周部とスプライン嵌合している個所のうち、反車輪側（車両インナー側）の個所（図７のＡの個所参照）とが軸方向にも径方向にも離間していて、両個所Ａ，Ｂでの駆動軸のねじれ剛性の間にかなりの差があるためであることが判明した。つまり、駆動軸がスプラインによりハブ軸に回転一体に結合されていても、大径部はスプラインから離れているから、その間で駆動軸がねじれ変形して、大径部と内輪との間でスリップを生じるのである。   As a result of various studies by the present inventors, abnormal noise is generated when the vehicle suddenly starts, etc., where the large-diameter portion of the drive shaft and the inner ring are in contact (see location B in FIG. 7). Of the parts where the drive shaft is spline-fitted with the inner peripheral part of the shaft hole of the hub axle, the part on the non-wheel side (vehicle inner side) (see the part A in FIG. 7) is also in the axial direction. It was found that this is because they are also separated in the radial direction, and there is a considerable difference between the torsional rigidity of the drive shaft at both locations A and B. In other words, even if the drive shaft is connected to the hub shaft by the spline so as to rotate together, the large-diameter portion is separated from the spline, so that the drive shaft twists and deforms between them and slips between the large-diameter portion and the inner ring. Is produced.

そこで、スプライン等によるハブ軸と駆動軸との結合個所を、駆動軸の大径部と内輪との当接個所に対して近接させれば、両個所での駆動軸のねじれ剛性の差を小さくして、異音の発生を防止もしくは抑制できるはずである。   Therefore, if the connection point between the hub shaft and the drive shaft, such as a spline, is close to the contact point between the large-diameter portion of the drive shaft and the inner ring, the difference in torsional rigidity of the drive shaft at both locations is reduced. Thus, it should be possible to prevent or suppress the generation of abnormal noise.

したがって、本発明の上記転がり軸受装置の場合、駆動軸の結合部における反車輪側は、車輪側より大径であるから、この結合部の反車輪側は、駆動軸の大径部と内輪の端面側との当接個所に径方向に近い位置にある。このため、駆動軸では、当接個所と結合個所とにおける径の差が縮小しており、ねじれ剛性の間にも大きな差がないから、急発進時等に急激に大きな回転力が作用しても、駆動軸の大径部がそれより小径の部分に対して大きくねじれ変形することがなく、これにより、スティックスリップ音の発生が皆無もしくは減少する。   Therefore, in the case of the rolling bearing device of the present invention, since the opposite wheel side of the coupling portion of the drive shaft has a larger diameter than the wheel side, the opposite wheel side of this coupling portion is the large diameter portion of the drive shaft and the inner ring. It is in a position close to the radial direction at the contact point with the end face side. For this reason, in the drive shaft, the difference in diameter between the contact point and the coupling point is reduced, and there is no significant difference in torsional rigidity. However, the large-diameter portion of the drive shaft is not greatly twisted and deformed with respect to the smaller-diameter portion, thereby eliminating or reducing the occurrence of stick-slip noise.

この場合、さらに、駆動軸の結合部における反車輪側が、前記内輪の軌道面を転動する転動体のピッチ円直径の軸方向位置よりも反車輪側の領域に臨んでいると、駆動軸の結合部の反車輪側は、駆動軸の大径部と内輪等との当接個所に径方向にも軸方向にも近接することになり、スティックスリップ音の防止効果がより一層大きい。   In this case, if the opposite side of the wheel at the coupling portion of the drive shaft faces the region on the opposite side of the wheel from the axial position of the pitch circle diameter of the rolling elements rolling on the raceway surface of the inner ring, The anti-wheel side of the coupling portion is close to the contact portion between the large-diameter portion of the drive shaft and the inner ring in both the radial direction and the axial direction, and the effect of preventing stick-slip noise is even greater.

なお、駆動軸の大径部は、内輪の端面に直接、当接する場合と、内輪がハブ軸の端部のかしめによりハブ軸に取り付けられていれば、そのかしめ部の端面に当接する場合とがある。   The large-diameter portion of the drive shaft is in direct contact with the end surface of the inner ring, and when the inner ring is attached to the hub shaft by caulking the end portion of the hub shaft, the case is in contact with the end surface of the caulking portion. There is.

前記結合部の具体例としては、駆動軸の中途部を車輪側から反車輪側に向けて拡径するテーパ状に形成し、このテーパ状の結合部に対応してハブ軸の軸孔に形成されたテーパ状の内周部に駆動軸の結合部を圧入させる構造がある。   As a specific example of the coupling portion, a midway portion of the drive shaft is formed in a tapered shape that expands from the wheel side toward the opposite wheel side, and is formed in a shaft hole of the hub shaft corresponding to the tapered coupling portion. There is a structure in which the coupling portion of the drive shaft is press-fitted into the tapered inner peripheral portion.

上記の構造では、テーパ状の部分どうしのくさび効果により、駆動軸はハブ軸に回転一体となるよう結合される。また、結合部をテーパ状としたことで、駆動軸の結合部の反車輪側は車輪側より、駆動軸の大径部と内輪等との当接個所に径方向に近接し、駆動軸のねじれ変形が大幅に抑制される。   In the above structure, the drive shaft is coupled to the hub shaft so as to be integrally rotated by the wedge effect between the tapered portions. In addition, since the coupling part is tapered, the opposite side of the coupling part of the drive shaft is closer to the contact point between the large diameter part of the drive shaft and the inner ring than the wheel side in the radial direction. Twist deformation is greatly suppressed.

駆動軸の結合部の他の変形例としては、駆動軸の車輪側に小径スプラインを、反車輪側に大径スプラインを形成し、これらスプラインをハブ軸の軸孔の内周部に設けたスプラインに結合させて、ハブ軸と駆動軸とを回転方向一体に結合させる構造がある。駆動軸の結合部のさらに他の変形例としては、駆動軸の車輪側にスプラインを、その反車輪側に微小な凹凸を有するテーパ状の噛み合い面を介して、ハブ軸の一部と圧接する部分を設けてもよい。   As another modified example of the connecting portion of the drive shaft, a small-diameter spline is formed on the wheel side of the drive shaft and a large-diameter spline is formed on the non-wheel side, and these splines are provided on the inner peripheral portion of the shaft hole of the hub shaft. There is a structure in which the hub shaft and the drive shaft are integrally coupled in the rotational direction. As still another modification of the connecting portion of the drive shaft, a spline is pressed on the wheel side of the drive shaft, and a part of the hub shaft is press-contacted via a tapered meshing surface having minute irregularities on the opposite wheel side. A portion may be provided.

本発明によれば、駆動軸に急激に大きな回転力が作用しても、駆動軸の大径部がそれより小径の部分に対して大きくねじれ変形することがなく、これにより、スティックスリップ音の発生が効果的に防止される。   According to the present invention, even if a large rotational force acts on the drive shaft suddenly, the large-diameter portion of the drive shaft is not greatly twisted and deformed with respect to the smaller-diameter portion. Generation is effectively prevented.

以下、本発明の実施形態を、図面を参照して詳細に説明する。図１および図２は本発明の最良の実施形態に係り、図１は前記実施形態に係る転がり軸受装置の縦断側面図、図２は、図１の転がり軸受装置の要部の拡大断面図である。図１および図２において右側は車両インナー側を、また、左側は車両アウター側を示す。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 and 2 relate to the best embodiment of the present invention, FIG. 1 is a longitudinal side view of the rolling bearing device according to the embodiment, and FIG. 2 is an enlarged cross-sectional view of the main part of the rolling bearing device of FIG. is there. 1 and 2, the right side shows the vehicle inner side, and the left side shows the vehicle outer side.

本実施形態の転がり軸受装置１は、外輪２と、軸方向に並列した２個一対の第一、第二内輪３，４と、複数の玉からなる転動体５，６と、ハブ軸７とを備えている。   The rolling bearing device 1 according to the present embodiment includes an outer ring 2, a pair of first and second inner rings 3 and 4 arranged in parallel in the axial direction, rolling elements 5 and 6 including a plurality of balls, and a hub shaft 7. It has.

外輪２は、内周に複列に軌道面を有し、車体側の部材であるナックル８に一体に設けられた保持筒９の内周部に嵌め込まれて固定されている。   The outer ring 2 has raceways in double rows on the inner periphery, and is fitted into and fixed to an inner periphery of a holding cylinder 9 that is provided integrally with a knuckle 8 that is a member on the vehicle body side.

第一、第二内輪３，４は、ハブ軸７の外周部の車両アウター側と車両インナー側とに互いに隣接する状態でそれぞれ嵌着されている。第二内輪４の軸方向端部は、ハブ軸７よりも車両インナー側に突出している。   The first and second inner rings 3 and 4 are fitted into the vehicle outer side and the vehicle inner side of the outer periphery of the hub axle 7 so as to be adjacent to each other. An axial end portion of the second inner ring 4 protrudes further toward the vehicle inner side than the hub shaft 7.

ハブ軸７は、その中心に軸方向に貫通した軸孔７ａを有し、車体アウター側の外周には、径方向外向きに延びるハブフランジ７ｂを有する。ハブフランジ７ｂの車両アウター側の外面には、ブレーキ装置のディスクロータ１０と車輪１１とが、ハブフランジ７ｂを貫通するボルト１２とナットとの締め付けにより取り付けられる。ハブ軸７の軸孔７ａには、駆動軸１３が貫通する状態で挿入され、この駆動軸１３とハブ軸７とは、回転方向にも軸方向にも一体に結合されている。   The hub shaft 7 has a shaft hole 7a penetrating in the axial direction at the center thereof, and a hub flange 7b extending radially outward on the outer periphery of the outer side of the vehicle body. The disc rotor 10 and the wheel 11 of the brake device are attached to the outer surface of the hub flange 7b on the vehicle outer side by tightening bolts 12 and nuts that penetrate the hub flange 7b. The drive shaft 13 is inserted into the shaft hole 7a of the hub shaft 7 so as to penetrate therethrough, and the drive shaft 13 and the hub shaft 7 are integrally coupled in both the rotational direction and the axial direction.

駆動軸１３とハブ軸７との結合構造を説明すると、駆動軸１３は、等速ジョイント１４を介して、図外の差動装置の出力回転を伝達する伝動軸１５に連動して回転するものである。この駆動軸１３の車体アウター側（車輪１１が取り付けられる側で、以下、車輪側という）にはねじ部１３ａが形成され、車両インナー側（車輪１１が取り付けられる側とは反対の側で、以下、反車輪側という）に大径部１３ｂ(等速ジョイント１４の外輪１４ａ)が径方向外方に膨出した形で形成されている。等速ジョイント１４は、前記外輪１４ａのほか、内輪１４ｂ、玉１４ｃ、保持器１４ｄを備える。   The coupling structure of the drive shaft 13 and the hub shaft 7 will be described. The drive shaft 13 rotates in conjunction with a transmission shaft 15 that transmits the output rotation of a differential device (not shown) via a constant velocity joint 14. It is. A threaded portion 13a is formed on the outer side of the vehicle body of the drive shaft 13 (the side to which the wheel 11 is attached, hereinafter referred to as the wheel side), and the inner side of the vehicle (the side opposite to the side to which the wheel 11 is attached) The large-diameter portion 13b (the outer ring 14a of the constant velocity joint 14) bulges radially outward on the opposite wheel side. The constant velocity joint 14 includes an inner ring 14b, a ball 14c, and a cage 14d in addition to the outer ring 14a.

駆動軸１３においてハブ軸７の軸孔７ａに挿入される軸方向中途部は、ハブ軸７との回転方向に対する結合部１６となっている。この結合部１６は、車輪側から反車輪側に向けて拡径するテーパ状になっているとともに、これに対応して、ハブ軸７の軸孔７ａの内周部７ｃも、車輪側から反車輪側に向けて広がるテーパ状になっている。   In the drive shaft 13, a midway portion in the axial direction inserted into the shaft hole 7 a of the hub shaft 7 is a coupling portion 16 with respect to the rotation direction with respect to the hub shaft 7. The coupling portion 16 has a taper shape whose diameter increases from the wheel side toward the opposite wheel side. Correspondingly, the inner peripheral portion 7c of the shaft hole 7a of the hub shaft 7 is also opposite from the wheel side. The taper is widened toward the wheel side.

駆動軸１３のねじ部１３ａには、軸孔７ａの車輪側において、ナット１７が取り付けられる。ねじ部１３ａとナット１７とで、駆動軸１３の車輪側の締結部２１が構成される。ナット１７は、軸孔７ａの車輪側の開口縁に受け止められた状態で締め付け操作される。この締め付け操作により、駆動軸１３の全体が車輪側に所定量引き寄せられ、軸孔７ａ内では、駆動軸１３のテーパ状の結合部１６が軸孔７ａのテーパ状の内周部７ｃに圧入され、くさび効果により駆動軸１３がハブ軸７と一体回転するよう結合される。   A nut 17 is attached to the screw portion 13a of the drive shaft 13 on the wheel side of the shaft hole 7a. The screw portion 13 a and the nut 17 constitute a fastening portion 21 on the wheel side of the drive shaft 13. The nut 17 is tightened in a state where the nut 17 is received by the opening edge on the wheel side of the shaft hole 7a. By this tightening operation, the entire drive shaft 13 is pulled toward the wheel side by a predetermined amount, and the tapered coupling portion 16 of the drive shaft 13 is press-fitted into the tapered inner peripheral portion 7c of the shaft hole 7a in the shaft hole 7a. The drive shaft 13 is coupled with the hub shaft 7 so as to rotate integrally with the wedge effect.

軸孔７ａの反車輪側においては、駆動軸１３の大径部１３ｂが第二内輪４の端面に圧接しており、駆動軸１３の大径部１３ｂとナット１７との間に、ハブ軸７と第一および第二の両内輪３，４とが軸方向両側から挟圧されている。これにより、駆動軸１３はハブ軸７および両内輪３，４に回転方向にも軸方向にも一体化されている。   On the opposite side of the shaft hole 7 a, the large-diameter portion 13 b of the drive shaft 13 is in pressure contact with the end surface of the second inner ring 4, and the hub shaft 7 is interposed between the large-diameter portion 13 b of the drive shaft 13 and the nut 17. The first and second inner rings 3, 4 are clamped from both sides in the axial direction. As a result, the drive shaft 13 is integrated with the hub shaft 7 and the inner rings 3 and 4 both in the rotational direction and in the axial direction.

駆動軸１３の結合部１６を詳しく見ると、該結合部１６は、前記したようにテーパ状で、反車輪側１６ｂは車輪側１６ａに比較して大径である。このため、結合部１６の反車輪側１６ｂでの結合個所（Ａ）は、車輪側１６ａよりも、第二内輪４と大径部１３ｂとの当接個所（Ｂ）に対して径方向に近接している。   Looking at the coupling portion 16 of the drive shaft 13 in detail, the coupling portion 16 is tapered as described above, and the opposite wheel side 16b has a larger diameter than the wheel side 16a. For this reason, the coupling part (A) on the opposite wheel side 16b of the coupling part 16 is closer to the abutting part (B) between the second inner ring 4 and the large diameter part 13b in the radial direction than the wheel side 16a. doing.

また、結合部１６は、第二内輪４と駆動軸１３の大径部１３ｂとの当接個所（Ｂ）に対して軸方向にも近接している。具体的には、結合部１６の反車輪側１６ｂでの結合個所（Ａ）は、第二内輪４の軌道面を転動する転動体（玉）６のピッチ円直径の軸方向位置Ｐよりも反車輪側の領域Ｐａ内に臨んでいる。   Further, the coupling portion 16 is also close to the contact portion (B) between the second inner ring 4 and the large diameter portion 13b of the drive shaft 13 in the axial direction. Specifically, the coupling portion (A) on the opposite wheel side 16 b of the coupling portion 16 is more than the axial position P of the pitch circle diameter of the rolling elements (balls) 6 that roll on the raceway surface of the second inner ring 4. It faces the area Pa on the opposite wheel side.

上記の構成において、通常、駆動軸１３とハブ軸７と両内輪３，４とは一体に回転する。急発進時や急旋回時のように、駆動軸１３に急激に過大な回転力が作用する状況では、駆動軸１３にねじれが生じるが、駆動軸１３の結合部１６の反車輪側１６ｂでの結合個所（Ａ）は、第二内輪４と大径部１３ｂとの当接個所（Ｂ）に径方向にも軸方向にも近接している。そのため、当接個所（Ｂ）と結合個所（Ａ）とにおける駆動軸１３のねじれ剛性の間には大きな差がなく、駆動軸１３の大径部１３ｂが結合部１６に対して大きくねじれ変形することがなく、これにより、スティックスリップ音の発生が皆無もしくは減少する。   In the above configuration, the drive shaft 13, the hub shaft 7, and the inner rings 3 and 4 usually rotate together. In a situation where an excessively large rotational force acts on the drive shaft 13 as in a sudden start or a sudden turn, the drive shaft 13 is twisted, but the coupling portion 16 of the drive shaft 13 is on the side opposite to the wheel 16b. The joint location (A) is close to the contact location (B) between the second inner ring 4 and the large diameter portion 13b both in the radial direction and in the axial direction. Therefore, there is no great difference between the torsional rigidity of the drive shaft 13 at the contact point (B) and the coupling point (A), and the large-diameter portion 13b of the drive shaft 13 is greatly twisted and deformed with respect to the coupling portion 16. This eliminates or reduces the occurrence of stick-slip noise.

また、ハブ軸７の軸孔７ａ内で駆動軸１３の結合部１６がねじれ変形することがあっても、結合部１６は大径部１３ｂに近いほど、大径となっているから、結合部１６と大径部１３ｂとの間で生じるねじれ変形の量は極めて小さく、この点でも、スティックスリップ音の防止効果が高い。   Even if the coupling portion 16 of the drive shaft 13 is torsionally deformed in the shaft hole 7a of the hub shaft 7, the coupling portion 16 has a larger diameter as it is closer to the large diameter portion 13b. The amount of torsional deformation that occurs between 16 and the large diameter portion 13b is extremely small, and in this respect as well, the effect of preventing stick-slip noise is high.

なお、図１および図２には、表面が平滑な結合部１６を示したが、この結合部１６の外周、もしくは軸孔７ａの内周部７ｃの少なくとも一方を、微細な凹凸を有する面に形成して、この凹凸面を介して、駆動軸１３の結合部１６と軸孔７ａの内周部７ｃとを圧接させるようにしてもよい。このように構成すると、結合部１６による駆動軸１３とハブ軸７との回転方向の結合が、一段と強固になる。また、駆動軸１３の結合部１６の表面、もしくは軸孔７ａの内周部７ｃのいずれか一方に、軸方向の凸条を数本形成するとともに、他方の面に、前記凸条に対応する凹溝を形成して、凸条と凹溝とを嵌合させるようにしてもよい。   1 and 2 show the coupling portion 16 having a smooth surface. However, at least one of the outer periphery of the coupling portion 16 or the inner peripheral portion 7c of the shaft hole 7a is formed on a surface having fine irregularities. Alternatively, the coupling portion 16 of the drive shaft 13 and the inner peripheral portion 7c of the shaft hole 7a may be brought into pressure contact with each other through the uneven surface. If comprised in this way, the coupling | bonding of the rotation direction of the drive shaft 13 and the hub shaft 7 by the coupling part 16 will become still stronger. In addition, several ridges in the axial direction are formed on either the surface of the coupling portion 16 of the drive shaft 13 or the inner peripheral portion 7c of the shaft hole 7a, and the other surface corresponds to the ridge. A concave groove may be formed so that the ridge and the concave groove are fitted.

次に、本発明の他の実施形態を図３に基づいて説明する。図３は、他の実施形態に係る転がり軸受装置の要部の拡大断面図である。この実施形態では、駆動軸１３の結合部１６として、車輪側１６ａに小径のスプラインを、反車輪側１６ｂに大径のスプラインがそれぞれ形成されている結合部１６を有する。結合部１６の車輪側１６ａおよび反車輪側１６ｂそれぞれのスプラインを、これらに対応してハブ軸７の軸孔７ａの内周部に形成されたスプラインに嵌合させることにより、ハブ軸７と駆動軸１３とが回転方向一体に結合されるている。   Next, another embodiment of the present invention will be described with reference to FIG. FIG. 3 is an enlarged cross-sectional view of a main part of a rolling bearing device according to another embodiment. In this embodiment, the coupling portion 16 of the drive shaft 13 has a coupling portion 16 in which a small-diameter spline is formed on the wheel side 16a and a large-diameter spline is formed on the non-wheel side 16b. The spline on the wheel side 16a and the non-wheel side 16b of the coupling part 16 is fitted to the corresponding spline formed on the inner peripheral part of the shaft hole 7a of the hub shaft 7 to drive the hub shaft 7 and the spline. The shaft 13 is coupled together in the rotational direction.

結合部１６の車輪側１６ａと反車輪側１６ｂそれぞれのスプラインのうち、車輪側１６ａのスプラインが小径であるのに対して、反車輪側１６ｂのスプラインは大径であるから、この反車輪側１６ｂでの結合個所（Ａ）は、駆動軸１３の車輪側１６ａの小径スプラインよりも、第二内輪４と駆動軸１３の大径部１３ｂとの当接個所（Ｂ）に対して径方向に近接している。   Of the splines on the wheel side 16a and the counter wheel side 16b of the coupling portion 16, the spline on the wheel side 16a has a small diameter, whereas the spline on the counter wheel side 16b has a large diameter. The connecting portion (A) at the center is closer to the abutting portion (B) between the second inner ring 4 and the large-diameter portion 13b of the drive shaft 13 than the small-diameter spline on the wheel side 16a of the drive shaft 13 in the radial direction. doing.

また、結合部１６の車輪側１６ａと反車輪側１６ｂそれぞれのスプラインのうち、反車輪側１６ｂは、第二内輪４と大径部１３ｂとの当接個所（Ｂ）に対して軸方向にも近接しており、この反車輪側１６ｂでの結合個所（Ａ）は、第二内輪４の軌道面を転動する転動体（玉）６のピッチ円直径の軸方向位置Ｐよりも反車輪側の領域Ｐａ内に臨んでいる。他の構成は、図１および図２に示した実施形態と同じで、対応する部分には、同一の符号を付している。   Of the splines on the wheel side 16a and the counter wheel side 16b of the coupling portion 16, the counter wheel side 16b is also axially directed to the contact point (B) between the second inner ring 4 and the large diameter portion 13b. The connecting portion (A) on the opposite wheel side 16b is close to the wheel side than the axial position P of the pitch circle diameter of the rolling elements (balls) 6 rolling on the raceway surface of the second inner ring 4. In the area Pa. Other configurations are the same as those of the embodiment shown in FIGS. 1 and 2, and corresponding portions are denoted by the same reference numerals.

上記構成の転がり軸受装置では、駆動軸１３の大径部１３ｂと第二内輪４との当接個所（Ｂ）に、結合部１６の反車輪側１６ｂでの結合個所（Ａ）が径方向にも軸方向にも近接している。そのため、図１および図２の実施形態と同様、当接個所（Ｂ）と結合部１６の反車輪側１６ｂでの結合個所（Ａ）とにおける駆動軸１３のねじれ剛性の間にも大きな差がなくて、駆動軸１３の大径部１３ｂが結合部１６の反車輪側１６ｂに対して大きくねじれ変形することがなく、これにより、スティックスリップ音の発生が抑制もしくは防止される。   In the rolling bearing device having the above-described configuration, the contact portion (B) between the large-diameter portion 13b of the drive shaft 13 and the second inner ring 4 is connected to the connection portion (A) on the opposite wheel side 16b of the connection portion 16 in the radial direction. Is also close to the axial direction. Therefore, as in the embodiment of FIGS. 1 and 2, there is also a large difference between the torsional rigidity of the drive shaft 13 at the contact point (B) and the connection point (A) on the non-wheel side 16 b of the connection part 16. In addition, the large-diameter portion 13b of the drive shaft 13 is not greatly twisted and deformed with respect to the opposite wheel side 16b of the coupling portion 16, thereby suppressing or preventing the occurrence of stick-slip noise.

なお、図３の構成では、ハブ軸７の軸孔７ａと駆動軸１３とはスプライン嵌合するので、ハブ軸７に対して駆動軸１３は軸方向にある程度可動で、ナット１７の締め付けにより駆動軸１３を車輪側に大きく引き寄せて、第二内輪４と大径部１３ｂとを高い接触圧で圧接させて、駆動軸１３とハブ軸７との結合強度を大きくすることができる。   In the configuration of FIG. 3, the shaft hole 7 a of the hub shaft 7 and the drive shaft 13 are spline-fitted so that the drive shaft 13 is movable to some extent in the axial direction with respect to the hub shaft 7 and is driven by tightening the nut 17. The coupling strength between the drive shaft 13 and the hub shaft 7 can be increased by largely pulling the shaft 13 toward the wheel and bringing the second inner ring 4 and the large diameter portion 13b into pressure contact with each other with a high contact pressure.

図４に基づいて本発明のさらに他の実施形態を説明する。図４は、さらに他の実施形態に係る転がり軸受装置の要部の拡大断面図である。この実施形態では、駆動軸１３のハブ軸７に対する結合部１６は、車輪側１６ａをスプラインとし、反車輪側１６ｂを噛み合い面としている。   Still another embodiment of the present invention will be described with reference to FIG. FIG. 4 is an enlarged cross-sectional view of a main part of a rolling bearing device according to still another embodiment. In this embodiment, the coupling portion 16 of the drive shaft 13 to the hub shaft 7 has the wheel side 16a as a spline and the counter wheel side 16b as a meshing surface.

結合部１６の車輪側１６ａを構成するスプラインは、大径部１３ｂの付け根部分からねじ部１３ａにかけて設けられている。反車輪側１６ｂは、微小な凹凸を有する噛み合い面で、図示の例では、駆動軸１３の大径部１３ｂの付け根部分のテーパ状表面に形成されている。このような噛み合い面は、ハブ軸７において前記付け根部分を受け止める反車輪側の端部７ｄにテーパ状に形成されていてもよいし、その双方に形成されていてもよい。噛み合い面を介してハブ軸７の反車輪側の端部７ｄと、駆動軸１３の大径部１３ｂの付け根部分とを圧接させることにより、駆動軸１３とハブ軸７とが一体に回転するよう結合されている。なお、結合部１６の車輪側１６ａを構成すスプラインに替えてセレーションを設けてもよい。   The spline which comprises the wheel side 16a of the coupling | bond part 16 is provided from the root part of the large diameter part 13b to the thread part 13a. The non-wheel side 16b is a meshing surface having minute irregularities, and is formed on the tapered surface of the base portion of the large diameter portion 13b of the drive shaft 13 in the illustrated example. Such a meshing surface may be formed in a taper shape at the end 7d on the side opposite to the wheel that receives the base portion of the hub shaft 7, or may be formed on both of them. The drive shaft 13 and the hub shaft 7 are rotated together by press-contacting the end portion 7d on the opposite side of the hub shaft 7 with the base portion of the large-diameter portion 13b of the drive shaft 13 through the meshing surface. Are combined. In addition, it may replace with the spline which comprises the wheel side 16a of the coupling | bond part 16, and may provide a serration.

この構成では、結合部１６の反車輪側１６ｂの噛み合い面は、車輪側１６ａのスプラインよりも、大径部１３ｂと第二内輪４との当接個所（Ｂ）に対して軸方向に近接し、また径方向にも若干近接しているから、当接個所（Ｂ）と結合部１６の反車輪側１６ｂでの結合個所（Ａ）とが極めて近くて、結合部１６の反車輪側１６ｂに対する大径部１３ｂのねじれ変形量は少なく、スティックスリップ音の発生が効果的に抑制される。   In this configuration, the meshing surface of the coupling portion 16 on the non-wheel side 16b is closer to the contact portion (B) between the large diameter portion 13b and the second inner ring 4 in the axial direction than the spline on the wheel side 16a. In addition, since it is slightly close to the radial direction, the contact portion (B) and the coupling portion (A) on the anti-wheel side 16b of the coupling portion 16 are very close to each other, and the anti-wheel side 16b of the coupling portion 16 is opposite. The torsional deformation amount of the large-diameter portion 13b is small, and the occurrence of stick-slip noise is effectively suppressed.

また、この構成は、従来、回転方向の結合部等には利用されていない部分（大径部１３ｂの付け根部分）を利用するもので、実施が容易である。しかも、結合部１６の反車輪側１６ｂの噛み合い面は、駆動軸１３の中途部には通常設けられるスプラインと併用することが可能である。スプラインやセレーションと併用した場合は、駆動軸１３にはハブ軸７との結合部が軸方向に沿って２段に設けられることになり、駆動軸１３とハブ軸７との回転方向の結合が強固になる。   In addition, this configuration uses a portion that has not been conventionally used for a coupling portion or the like in the rotation direction (the root portion of the large diameter portion 13b), and is easy to implement. In addition, the meshing surface of the coupling portion 16 on the side opposite to the wheel 16 b can be used in combination with a spline that is normally provided in the middle portion of the drive shaft 13. When used in combination with splines and serrations, the drive shaft 13 is provided with a coupling portion with the hub shaft 7 in two stages along the axial direction, and the coupling between the drive shaft 13 and the hub shaft 7 in the rotational direction is achieved. Become strong.

次に、本発明は、図１に図示の転がり軸受装置とは異なる他のタイプの転がり軸受装置にも実施可能であり、そのことを図５および図６に示す。   Next, the present invention can be applied to another type of rolling bearing device different from the rolling bearing device shown in FIG. 1, which is shown in FIGS. 5 and 6.

図５は、本発明を他のタイプの転がり軸受装置に実施した場合の装置半部の縦断側面図である。この実施形態での転がり軸受装置が、図１の転がり軸受装置と異なるのは、ハブ軸７および外輪２の構造である。   FIG. 5 is a vertical side view of the half of the apparatus when the present invention is applied to another type of rolling bearing apparatus. The rolling bearing device in this embodiment is different from the rolling bearing device of FIG. 1 in the structure of the hub shaft 7 and the outer ring 2.

すなわち、図１の転がり軸受装置１において、２個一対設けられていた内輪３，４のうち、車輪側（車体アウター側）の第一内輪３が、本実施形態では、ハブ軸７に一体化されており、ハブ軸７の外周部の対応する部分に軌道面が形成されている。また、外輪２の外周部には、径方向外向きに延びるフランジ２ａ(突部の場合もある)が一体に形成されていて、このフランジ２ａの一面に、車体側の部材であるナックル８が取り付けられるようになっている。駆動軸１３の結合部１６を含む他の部分の構成は、図１および図２の実施形態と変わらないので、対応する部分は同一の符号で示す。   That is, in the rolling bearing device 1 in FIG. 1, the first inner ring 3 on the wheel side (the vehicle body outer side) of the two inner rings 3 and 4 provided in a pair is integrated with the hub shaft 7 in this embodiment. A raceway surface is formed at a corresponding portion of the outer peripheral portion of the hub shaft 7. Further, a radially outwardly extending flange 2a (which may be a protrusion) is integrally formed on the outer peripheral portion of the outer ring 2, and a knuckle 8 that is a member on the vehicle body side is formed on one surface of the flange 2a. It can be attached. Since the structure of other parts including the coupling part 16 of the drive shaft 13 is the same as that of the embodiment of FIGS. 1 and 2, the corresponding parts are denoted by the same reference numerals.

図６は、本発明をさらに他のタイプの転がり軸受装置に実施した場合の装置半部の縦断側面図である。この実施形態での転がり軸受装置は、前記図５に図示の転がり軸受装置とほぼ同じ構造のものであるが、ハブ軸７への反車輪側（車両インナー側）の内輪４の取り付け構造が異なっている。すなわち、反車輪側の内輪４は、それより反車輪側でハブ軸７の端部を外径側にかしめることで、ハブ軸７に取り付けられている。符号７ｅはかしめ部である。この場合は、かしめ部７ｅの端面に駆動軸１３の大径部１３ｂが当接する。駆動軸１３の結合部１６を含む他の部分の構成は、図１の転がり軸受装置１と同じである。   FIG. 6 is a vertical side view of the half of the apparatus when the present invention is applied to still another type of rolling bearing apparatus. The rolling bearing device in this embodiment has substantially the same structure as the rolling bearing device shown in FIG. 5, but the mounting structure of the inner ring 4 on the side opposite to the wheel (vehicle inner side) to the hub shaft 7 is different. ing. That is, the inner ring 4 on the opposite wheel side is attached to the hub shaft 7 by caulking the end of the hub shaft 7 to the outer diameter side on the opposite wheel side. Reference numeral 7e denotes a caulking portion. In this case, the large-diameter portion 13b of the drive shaft 13 contacts the end surface of the caulking portion 7e. The structure of other parts including the coupling portion 16 of the drive shaft 13 is the same as that of the rolling bearing device 1 of FIG.

本発明を実施するための最良の形態に係る転がり軸受装置の縦断側面図1 is a longitudinal side view of a rolling bearing device according to the best mode for carrying out the present invention. 図１の転がり軸受装置の要部の拡大断面図FIG. 1 is an enlarged cross-sectional view of a main part of the rolling bearing device of FIG. 本発明の他の実施形態に係る転がり軸受装置の要部の拡大断面図The expanded sectional view of the principal part of the rolling bearing apparatus which concerns on other embodiment of this invention. 本発明のさらに他の実施形態に係る転がり軸受装置の要部の拡大断面図The expanded sectional view of the principal part of the rolling bearing apparatus which concerns on further another embodiment of this invention. 本発明を他のタイプの転がり軸受装置に実施した場合の装置半部の縦断側面図Vertical side view of the half of the apparatus when the present invention is applied to another type of rolling bearing apparatus 本発明をさらに他のタイプの転がり軸受装置に実施した場合装置半部の縦断側面図When the present invention is applied to another type of rolling bearing device, a vertical side view of the half of the device 従来の転がり軸受装置の縦断側面図Longitudinal side view of a conventional rolling bearing device

符号の説明Explanation of symbols

２ 外輪
３ 第一内輪
４ 第二内輪
５，６ 玉
７ ハブ軸
７ａ 軸孔
１３ 駆動軸
１３ｂ 駆動軸の大径部
１６ 駆動軸の結合部
１６ａ 駆動軸の結合部の車輪側
１６ｂ 駆動軸の結合部の反車輪側 2 outer ring 3 first inner ring 4 second inner ring 5, 6 ball 7 hub shaft 7a shaft hole 13 drive shaft 13b large diameter portion of drive shaft 16 drive shaft coupling portion 16a wheel side of drive shaft coupling portion 16b coupling of drive shaft Anti-wheel side of the part

Claims (5)

外輪と、この外輪の内径側に配置されるハブ軸と、前記ハブ軸の反車輪側端部の外径部に固定される内輪と、前記外輪と前記内輪との軌道面間に介在される転動体とを備え、駆動軸を前記ハブ軸の軸方向に貫通した軸孔に反車輪側から挿入し、当該駆動軸の反車輪側に設けた大径部を前記内輪の端面側に当接させ、かつ、前記駆動軸の車輪側に設けた締結部を前記ハブ軸の車輪側で締結して前記駆動軸とハブ軸とを軸方向一体に結合するとともに、前記駆動軸における前記ハブ軸の軸孔内周部に挿入している軸方向中途部の一部または全体を回転方向の結合部として前記ハブ軸の軸孔の内周部に回転方向一体に結合した転がり軸受装置であって、
前記駆動軸の前記結合部を車輪側より反車輪側で大径にするとともに、前記ハブ軸の軸孔の内周部を前記結合部に対応した形状として、前記結合部の反車輪側でのハブ軸との結合個所を、車輪側よりも、駆動軸の大径部と内輪の端面側との当接個所に対して径方向に近接させた、転がり軸受装置。 An outer ring, a hub shaft disposed on the inner diameter side of the outer ring, an inner ring fixed to the outer diameter portion of the hub wheel on the opposite wheel side, and a raceway surface between the outer ring and the inner ring. A rolling element, and a drive shaft is inserted into a shaft hole penetrating in the axial direction of the hub shaft from the opposite wheel side, and a large diameter portion provided on the opposite wheel side of the drive shaft is brought into contact with the end surface side of the inner ring And a fastening portion provided on the wheel side of the drive shaft is fastened on the wheel side of the hub shaft so that the drive shaft and the hub shaft are coupled together in the axial direction, and the hub shaft of the drive shaft is A rolling bearing device in which a part or the whole of the axially intermediate portion inserted in the inner peripheral portion of the shaft hole is integrally coupled in the rotational direction to the inner peripheral portion of the shaft hole of the hub shaft as a coupling portion in the rotational direction,
The connecting portion of the drive shaft is made larger in diameter on the side opposite to the wheel side than the wheel side, and the inner peripheral portion of the shaft hole of the hub shaft is formed in a shape corresponding to the connecting portion, on the side opposite to the wheel of the connecting portion. A rolling bearing device in which a coupling portion with a hub shaft is brought closer to a contact portion between a large-diameter portion of a drive shaft and an end surface side of an inner ring in a radial direction than a wheel side. 請求項１に記載の転がり軸受装置において、
前記駆動軸の前記結合部における反車輪側が、前記内輪の軌道面を転動する転動体のピッチ円直径の軸方向位置よりも反車輪側の領域に臨んでいる、転がり軸受装置。 The rolling bearing device according to claim 1,
A rolling bearing device in which the opposite wheel side of the coupling portion of the drive shaft faces a region on the opposite wheel side from the axial position of the pitch circle diameter of the rolling elements rolling on the raceway surface of the inner ring. 請求項１または２に記載の転がり軸受装置において、
前記駆動軸の前記結合部を、車輪側から反車輪側に向けて拡径するテーパ状とし、この駆動軸の前記結合部に対応して前記ハブ軸の軸孔の内周部をテーパ状とした、転がり軸受装置。 In the rolling bearing device according to claim 1 or 2,
The coupling portion of the drive shaft has a tapered shape that expands from the wheel side toward the non-wheel side, and the inner peripheral portion of the shaft hole of the hub shaft is tapered corresponding to the coupling portion of the drive shaft. Rolling bearing device. 請求項１または２に記載の転がり軸受装置において、
前記駆動軸の前記結合部を、その車輪側に小径のスプラインを、その反車輪側に大径のスプラインを設け、この駆動軸の前記結合部に対応して前記ハブ軸の軸孔の内周部をその車輪側に小径のスプラインを、その反車輪側に大径のスプラインを設けた、転がり軸受装置。 In the rolling bearing device according to claim 1 or 2,
The connecting portion of the drive shaft is provided with a small-diameter spline on the wheel side and a large-diameter spline on the opposite wheel side, and the inner periphery of the shaft hole of the hub shaft corresponding to the connecting portion of the drive shaft. A rolling bearing device having a small-diameter spline on the wheel side and a large-diameter spline on the non-wheel side. 請求項１または２に記載の転がり軸受装置において、
前記駆動軸の前記結合部を、その車輪側にスプラインを、その反車輪側に微小な凹凸を有するテーパ状の噛み合い面を設け、この駆動軸の前記結合部に対応して前記ハブ軸の軸孔の内周部における車輪側に前記スプラインに嵌合するスプラインを、また反車輪側を前記噛み合い面に噛み合うテーパ状とした、転がり軸受装置。 In the rolling bearing device according to claim 1 or 2,
The coupling portion of the drive shaft is provided with a spline on the wheel side, and a tapered meshing surface having minute irregularities on the opposite wheel side. The hub shaft shaft corresponds to the coupling portion of the drive shaft. A rolling bearing device in which a spline that engages with the spline on the wheel side in the inner peripheral portion of the hole and a tapered shape that meshes the opposite wheel side with the meshing surface.
JP2003305961A 2003-08-29 2003-08-29 Rolling bearing device Expired - Fee Related JP4020045B2 (en)

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007018001A1 (en) * 2005-08-10 2007-02-15 Ntn Corporation Bearing device for drive wheel
JP2007269119A (en) * 2006-03-30 2007-10-18 Jtekt Corp Mounting structure of hub unit
WO2007125654A1 (en) * 2006-04-26 2007-11-08 Ntn Corporation Bearing device for drive wheel, and its manufacturing method
JP2008138865A (en) * 2006-11-07 2008-06-19 Ntn Corp Bearing device for wheel
JP2008174068A (en) * 2007-01-18 2008-07-31 Jtekt Corp Hub unit for driving wheel
US7766554B2 (en) 2006-09-25 2010-08-03 Jtekt Corporation Wheel rolling bearing apparatus
US8047722B2 (en) 2006-11-07 2011-11-01 Ntn Corporation Wheel bearing apparatus for a vehicle
JP2018040408A (en) * 2016-09-06 2018-03-15 Ntn株式会社 Wheel bearing device

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007018001A1 (en) * 2005-08-10 2007-02-15 Ntn Corporation Bearing device for drive wheel
JP2007269119A (en) * 2006-03-30 2007-10-18 Jtekt Corp Mounting structure of hub unit
US7641393B2 (en) 2006-03-30 2010-01-05 Jtekt Corporation Hub unit mounting structure
WO2007125654A1 (en) * 2006-04-26 2007-11-08 Ntn Corporation Bearing device for drive wheel, and its manufacturing method
US7766554B2 (en) 2006-09-25 2010-08-03 Jtekt Corporation Wheel rolling bearing apparatus
JP2008138865A (en) * 2006-11-07 2008-06-19 Ntn Corp Bearing device for wheel
US8047722B2 (en) 2006-11-07 2011-11-01 Ntn Corporation Wheel bearing apparatus for a vehicle
JP2008174068A (en) * 2007-01-18 2008-07-31 Jtekt Corp Hub unit for driving wheel
JP2018040408A (en) * 2016-09-06 2018-03-15 Ntn株式会社 Wheel bearing device

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