JP2007269282A - Wheel mounting structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel mounting structure preventing impression from being generated on a raceway surface caused by the fact that a hub wheel causes movement deviated from usual rotation and an abnormal load is applied to the raceway surface of a rolling body by too large an impact load applied to a tire wheel or the like. <P>SOLUTION: In the hub flange 12, a hub bolt 13 co-penetrating through these from a main surface 12a at a vehicle outer side to a brake disc rotor 18 and a tire wheel 19 sides is projectedly provided. The brake disc rotor 18 and the tire wheel 19 are positioned on the main surface 12a at the vehicle outer side of the hub flange 12 by a projected/formed in-low part 7. An impact absorption metal elastic member 43 for absorbing impact from the brake disc rotor 18 and the tire wheel 19 sides to the hub unit side and the tire wheel 19 are superposed in this order and are mounted by fastening of a bolt 13 and a nut 17. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a wheel mounting structure.

  As a hub unit that is attached to the vehicle body and supports the wheel, an outer ring that is non-rotatably attached to the vehicle body side, and is arranged concentrically with the outer ring and rotates around the axis through a plurality of rolling elements on the outer ring. Some have a hub wheel provided freely.

  The brake disc rotor attached to the hub wheel and the tire wheel rotate as a unit with the hub wheel, but in the case of sudden start, sudden turn, riding on the road shoulder, etc., the hub wheel is affected by the impact applied to the tire wheel etc. A movement deviating from the normal rotation occurs, and an abnormal load is applied to the raceway surface of the rolling element, resulting in an indentation on the raceway surface. If the indentation is generated, it may cause abnormal noise during traveling and a short life of the hub unit.

  According to Patent Document 1, a spacer formed in an annular shape with a rectangular cross section is held on the inner end surface of the inner ring on the step formed on the inner end of the hub, and the inner ring is coupled to the hub by the caulking portion. is doing. With this spacer, when an impact load is applied to the hub unit from the outside, the load can be reduced by the spacer.

JP 2005-140177 A

  However, in Patent Document 1, it is necessary to form the caulking portion wider than in the past.

  The problem of the present invention is that an excessive load applied to the tire wheel or the like causes the hub wheel to move out of the normal rotation and an abnormal load is applied to the raceway surface of the rolling element. It is an object of the present invention to provide a wheel mounting structure that prevents indentation from occurring in the wheel.

Means for Solving the Problems and Effects of the Invention

The wheel mounting structure of the present invention for solving the above problems is
A hub unit comprising an outer ring that is non-rotatably attached to the vehicle body side, and a hub wheel that is arranged concentrically with the outer ring and that is provided on the outer ring so as to be rotatable about a shaft center via a rolling element and rotates integrally with a vehicle wheel. And a wheel mounting structure including a brake disc rotor and a tire wheel,
The hub wheel is provided with a flange portion that protrudes in a radial direction from an end portion of the outer peripheral surface of the hub wheel on the vehicle outer side,
The flange portion is provided with a hub bolt projecting from the main surface on the vehicle outer side to the brake disc rotor and the tire wheel side.
A brake disk rotor, an impact-absorbing metal elastic member that absorbs an impact from the tire wheel side to the hub unit side, and a tire wheel are stacked and attached in this order on the main surface of the flange portion on the vehicle outer side. .

  Thus, the brake disk rotor, the shock absorbing metal elastic member, and the tire wheel are stacked in this order on the main surface of the flange portion on the vehicle outer side, so that the shock from the tire wheel side to the hub unit side is achieved. Can be absorbed. Conventionally, when an impact load is applied to a tire wheel or the like due to a sudden start of a vehicle, a sudden turn while traveling, riding on a shoulder, etc., the impact is transmitted to the hub unit, causing indentation on the raceway surface of the rolling element of the hub unit. However, as described above, the shock absorbing metal elastic member is interposed between the brake disk rotor and the tire wheel, so that the shock is absorbed by the shock absorbing metal elastic member and the indentation is generated on the raceway surface of the hub unit. Can be prevented.

  The shock absorbing metal elastic member can be configured such that a through hole through which the hub bolt penetrates is formed, and the hub bolt protruding from the flange portion penetrates the brake disk rotor, the shock absorbing metal elastic member, and the tire wheel together. . If comprised in this way, an impact-absorbing metal elastic member can be easily attached with a hub bolt between a brake disk rotor and a tire wheel hub bolt.

  The shock-absorbing metal elastic member includes a first end surface portion in contact with a main surface on the vehicle outer side of the brake disc rotor, a second end surface portion in contact with a main surface on the vehicle inner side of the tire wheel, a first end surface portion, and a second end surface. It can comprise so that it may have a cylindrical wall part which connects a part to an axial direction. By comprising in this way, the load added to the axial direction of a 1st end surface part and a 2nd end surface part can be absorbed when a cylindrical wall part elastically deforms.

  As the shock absorbing metal elastic member, for example, a disc spring can be used. The disc spring is easy to manufacture and has an excellent elastic force, so that an action as a spring can be obtained. By using a disc spring, it is possible to absorb an impact and to prevent an increase in manufacturing cost.

  The shock absorbing metal elastic member can be formed of a super elastic alloy. A superelastic alloy is an alloy that can reversibly recover a strain of 1% or more accompanying the application of a load by unloading. As the superelastic alloy, an alloy utilizing a superelastic effect based on the stress-induced martensitic transformation and its reverse transformation can be used. For example, a Ti—Ni alloy, a Cu—Al—Ni alloy, Cu—Zn -Al alloy or the like can be used. In particular, a Ti—Ni alloy is excellent in strength and deformation-return repetition characteristics. By using these superelastic alloys, the impact can be absorbed and reversibly recovered, so that the effect is maintained against multiple impacts.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a cross-sectional view of the hub unit 1 in the present embodiment. In the figure, the right side is the vehicle outer side, and the left side is the vehicle inner side. As shown in FIG. 1, the hub unit 1 includes an outer ring 2, a hub wheel 3 arranged concentrically with the outer ring 2, an inner ring 21, and balls 5, 6 as rolling elements.

  The outer ring 2 is a fixed ring, and the balls 5 and 6 are held by a crown-shaped cage 8 and are connected to inner ring raceways 23 and 24 formed on the shaft portion 11 and outer ring raceways 25 and 26 formed on the outer ring 2. It is arranged so that it can roll along. Further, a seal member 29 is provided on the side of the hub flange 12 so as to be fixed to the outer ring 2 and interposed between the shaft portion 11.

  The hub wheel 3 includes a shaft portion 11 and a hub flange 12 that fixes the tire wheel 19 and the brake disc rotor 18. An inner ring 21 is fitted on the outer peripheral surface of the end portion of the shaft 11 on the vehicle inner side, and the rolling elements 5 and 6 are arranged between the inner ring 21 and the hub wheel 3 and the outer ring 2 in a double row. The hub flange 12 is formed so as to protrude in the radial direction from the end portion of the outer peripheral surface of the hub wheel 3 on the vehicle outer side.

  The outer ring 2 is made of carbon steel hot forging, has a raceway surface in a double row on the inner periphery, and an outer ring flange portion 30 protrudes radially from the end of the outer peripheral surface on the vehicle inner side. The portion 30 is formed with a bolt insertion hole 31 for inserting a bolt into a predetermined position. A hub side spigot portion 32 that projects in the axial direction on the vehicle inner side is formed on the main surface of the outer ring flange portion 30 on the vehicle inner side. The hub unit 1 is fixed to the knuckle 9 on the vehicle body side by the outer ring flange portion 30 and the hub side spigot portion 32.

  The inner ring 21 is fitted on the outer peripheral surface of the vehicle outer end portion of the shaft portion 11. The vehicle inner side end surface of the inner ring 21 is formed closer to the vehicle inner side in the axial direction than the vehicle inner side end surface 11b of the hub wheel 3.

  The shaft portion 11 of the hub wheel 3 has a shaft hole 11a penetrating in the axial direction, and a hub flange 12 extending outward in the radial direction on the vehicle body outer side. The axle 10 is inserted in the shaft hole 11a.

  The axle 10 is linked to a transmission shaft that transmits the output rotation of a differential device (not shown) via a constant velocity joint 14, and a screw portion 10 b is formed on the outer side of the vehicle body and is attached to the shaft portion 11. A large-diameter portion 10c having a larger outer diameter than the hub mounting portion 10a is formed with a step on the vehicle inner side, which is the rear side of the hub mounting portion 10a. The constant velocity joint 14 has an inner ring, a ball, and a cage (not shown).

  The hub flange 12 has a hub bolt 13 projecting from the main surface on the vehicle outer side to the brake disc rotor 18 and the tire wheel 19 side so as to protrude from the main surface 12a of the hub flange 12 on the vehicle outer side. The brake disc rotor 18 and the tire wheel 19 are positioned by the inlay portion 7, and the brake disc rotor 18, the shock absorbing metal elastic member 43, and the tire wheel 19 are overlapped in this order and tightened with the bolt 13 and the nut 17. It is attached.

  The shock absorbing metal elastic member 43 is for absorbing an impact from the tire wheel 19 side to the hub unit 1 side. The shock absorbing metal elastic member 43 includes a first end surface portion that contacts the main surface 18a on the vehicle outer side of the brake disc rotor 18, a second end surface portion that contacts the main surface 19a on the vehicle inner side of the tire wheel 19, and a first end. The cylindrical wall part which connects a surface part and a 2nd end surface part to an axial direction, and the through-hole 44 which the hub bolt 13 penetrates can be comprised.

  The shock absorbing metal elastic member 43 can be a disc spring. The disc spring is formed by press-molding a ring having a hole in the center of a metal disk having elasticity such as steel and forming it into a conical shape. When a load is applied to the outer edge and the inner edge to bend in the direction of decreasing the height, an excellent elastic force is exhibited and an action as a spring is obtained. When a disc spring is used as the shock absorbing metal elastic member 43, it is possible to return elastically to an impact load of about 4G.

  An example of the shock absorbing metal elastic member 43 is shown in FIG. The shock absorbing metal elastic member 43 shown in FIG. 2A includes a bottom surface portion 45, a flange portion 46 parallel to the bottom surface portion 45, and a cylindrical wall portion 47 connecting the bottom surface portion 45 and the flange portion 46. The bottom surface portion 45 is a first end surface portion or a second cross-sectional portion. In the embodiment of FIG. 1, the bottom surface portion 45 is a first end surface portion and the flange portion 46 is a second end surface portion.

  The shock absorbing metal elastic member 43 shown in FIG. 2B includes a bottom surface portion 45 and a cylindrical wall portion 47 connected in the axial direction from the outer peripheral edge of the bottom surface portion 45. The bottom surface portion 45 is a first end surface portion or a second cross section.

  The impact-absorbing metal elastic member 43 configured as described above is interposed between the brake disc rotor 18 and the tire wheel 19 to thereby apply a load applied in the axial direction between the first end surface portion and the second end surface portion to the cylindrical wall portion. 47 can be elastically deformed and absorbed. Thereby, it is possible to prevent the occurrence of indentations on the raceway surfaces (inner ring raceways 23 and 24, outer ring raceways 25 and 26) of the hub unit 1.

  The shock absorbing metal elastic member can be formed of, for example, a super elastic alloy. Specifically, for example, a Ti—Ni alloy can be used as the superelastic alloy. Ti-Ni alloys are excellent in strength and deformation-recovery repeatability, can absorb impacts, and reversibly recover, so that the effect is maintained against multiple impacts.

  FIG. 3 shows another embodiment of mounting the shock absorbing metal elastic member. 3A, the shock absorbing metal elastic member 43 shown in FIG. 2A is attached so that the vehicle inner side and the vehicle outer side are opposite to the embodiment shown in FIG. That is, the bottom surface portion 45 is a second end surface portion, and the flange portion 46 is a first end surface portion.

  In FIG. 3B, the shock absorbing metal elastic member 43 shown in FIG. 2B is attached. That is, the bottom face 45 is the first end face, and the end face opposite to the bottom face 45 of the cylindrical wall 47 is the second end face.

  As described above, the brake disk rotor 18, the shock absorbing metal elastic member 43, and the tire wheel 19 are stacked in this order on the main surface 12 a of the hub flange 12 on the vehicle outer side and attached by tightening the bolt 13 and the nut 17. As a result, the shock is absorbed by the shock-absorbing metal elastic member 43 and the occurrence of indentations on the raceway surface of the hub unit 1 can be prevented. As a result, it is possible to prevent the generation of abnormal noise during traveling.

Sectional drawing which shows the hub unit of this invention. The perspective view which shows the example of an impact-absorbing metal elastic member. The figure which shows the other Example of attachment of an impact-absorbing metal elastic member.

Explanation of symbols

1 Hub unit 2 Outer ring 3 Hub wheel 5, 6 Ball (rolling element)
10 Axle 11 Shaft 12 Hub Flange 13 Hub Bolt 18 Brake Disc Rotor 19 Tire Wheel 21 Inner Ring 21
23, 24 Inner ring raceway 25, 26 Outer ring raceway 43 Shock-absorbing metal elastic member 44 Through-hole 45 Bottom face part 46 Gutter part 47 Cylindrical wall part

Claims (5)

A hub unit comprising an outer ring that is non-rotatably attached to the vehicle body side, and a hub wheel that is arranged concentrically with the outer ring and that is provided on the outer ring so as to be rotatable about a shaft center via a rolling element and rotates integrally with a vehicle wheel. And a wheel mounting structure including a brake disc rotor and a tire wheel,
The hub wheel is provided with a flange portion protruding in a radial direction from an end portion of the outer peripheral surface of the hub wheel on the vehicle outer side,
The flange portion has a hub bolt projecting from the main surface on the vehicle outer side to the brake disc rotor and the tire wheel side.
The brake disk rotor, an impact-absorbing metal elastic member that absorbs an impact from the tire wheel side to the hub unit side, and the tire wheel are stacked in this order on the main surface of the flange portion on the vehicle outer side. A wheel mounting structure characterized by being made. The shock absorbing metal elastic member has a through hole through which the hub bolt passes,
The wheel mounting structure according to claim 1, wherein the hub bolt projecting from the flange portion passes through the brake disc rotor, the shock absorbing metal elastic member, and the tire wheel together.   The impact-absorbing metal elastic member includes a first end surface portion that contacts a main surface on the vehicle outer side of the brake disc rotor, a second end surface portion that contacts a main surface on the vehicle inner side of the tire wheel, and the first end surface portion. The wheel mounting structure according to claim 1, further comprising a cylindrical wall portion that connects the first end surface portion and the second end surface portion in the axial direction.   The wheel mounting structure according to any one of claims 1 to 3, wherein the shock absorbing metal elastic member is a disc spring.   The wheel mounting structure according to any one of claims 1 to 4, wherein the impact-absorbing metal elastic member is formed of a superelastic alloy.

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