JP2007303522A - Hub unit - Google Patents

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JP2007303522A
JP2007303522A JP2006131301A JP2006131301A JP2007303522A JP 2007303522 A JP2007303522 A JP 2007303522A JP 2006131301 A JP2006131301 A JP 2006131301A JP 2006131301 A JP2006131301 A JP 2006131301A JP 2007303522 A JP2007303522 A JP 2007303522A
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vehicle
outer ring
rolling element
vehicle inner
element row
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Kenji Ishiguro
憲治 石黒
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JTEKT Corp
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JTEKT Corp
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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
    • 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
    • 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
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/30—Parts of ball or roller bearings
    • F16C33/58—Raceways; Race rings
    • F16C33/583—Details of specific parts of races
    • 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
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/72—Sealings
    • F16C33/723—Shaft end sealing means, e.g. cup-shaped caps or covers
    • 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
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Rolling Contact Bearings (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hub unit whose manufacturing cost is prevented from increasing without lowering the detection precision of a rotation detector in the hub unit mounted to a vehicle body to rotatably support a wheel, adapted to the enlargement of a tread. <P>SOLUTION: The hub unit 1 is provided with an outer ring 2, a hub wheel 3, an inner ring 4, a vehicle inner side rolling element train 51, and a vehicle outer side rolling element train 52. A detected portion 11 of an inner ring end 41 and a detection portion 12 of a cap 9 are axially oppositely disposed in a rotation sensor 10. A pitch circle of the vehicle inner side rolling element train 51 is positioned at the vehicle inner side nearer from a vehicle inner side main surface 23a of an outer flange 23. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、車体に車輪を回動自在に支持するハブユニットに関する。   The present invention relates to a hub unit that rotatably supports wheels on a vehicle body.

車体に取り付けられ、車輪を支持するためのハブユニットとして、アンチロックブレーキシステム（ＡＢＳ）等の制御のために、車輪の回転速度や回転方向を検出する回転検出器を備えるものがある（例えば、特許文献１）。   As a hub unit that is attached to a vehicle body and supports a wheel, there is a hub unit that includes a rotation detector that detects a rotation speed and a rotation direction of a wheel for control of an anti-lock brake system (ABS) or the like (for example, Patent Document 1).

回転検出器は、センサーロータ（被検知体）と、センサ（検知体）とを含み、センサーロータは、ハブユニットの回転部材に取り付けられ、センサは、このセンサーロータに対しアキシャル方向に対向するように静止部材側に取り付けられて、センサーロータの回転速度がセンサによって検出されることにより、車輪の回転速度や回転方向などの回転状態が検出される。   The rotation detector includes a sensor rotor (detected body) and a sensor (detecting body). The sensor rotor is attached to a rotating member of the hub unit, and the sensor faces the sensor rotor in the axial direction. The rotation state of the wheel is detected by detecting the rotation speed of the sensor rotor by the sensor.

特開２００４−３７３５６号公報JP 2004-37356 A

ところで、意匠面や性能面から、トレッド（左右の車輪間の距離）を拡大する場合がある。この場合において、ハブユニットの基本的な構造、部品等をできる限り変更しないよう、車両のキャリア等の車体固定部材とハブユニットとの間にスペーサを組み込んで、トレッドを拡大することが行われる。そこで、トレッドの拡大に対応しつつ、ハブユニットの基本的な構造の変更を最小限とし、重量や製造コストの増大を抑えたハブユニットが求められてきた。さらに、アキシャル方向の検出ギャップを介して被検出部と検出部とが配置されるタイプの回転検出器（例えば磁気センサ）を備えるハブユニットにおいては、トレッドの拡大は検出ギャップの増大を招き、検出精度の低下につながる可能性がある。従って、トレッドを拡大しつつ、回転検出器の検出精度を低下させない構造が求められている。   By the way, the tread (distance between the left and right wheels) may be increased from the design and performance aspects. In this case, a tread is enlarged by incorporating a spacer between a vehicle body fixing member such as a vehicle carrier and the hub unit so as not to change the basic structure, parts, and the like of the hub unit as much as possible. Accordingly, there has been a demand for a hub unit that can cope with the expansion of the tread, minimizes the change in the basic structure of the hub unit, and suppresses increase in weight and manufacturing cost. Further, in a hub unit having a rotation detector (for example, a magnetic sensor) of a type in which a detected part and a detecting part are arranged via a detection gap in the axial direction, the enlargement of the tread causes an increase in the detection gap. It may lead to a decrease in accuracy. Accordingly, there is a demand for a structure that does not reduce the detection accuracy of the rotation detector while enlarging the tread.

本発明の課題は、上記課題に鑑みてなされたものであり、車体に取り付けられ、車輪を回動自在に支持するハブユニットにおいて、トレッドの拡大に対応しつつも、回転検出器の検出精度を落とすことなく、かつ製造コストの増大も抑えたハブユニットを提供することである。   An object of the present invention has been made in view of the above problems, and in a hub unit that is attached to a vehicle body and rotatably supports a wheel, the detection accuracy of a rotation detector is improved while supporting the enlargement of a tread. It is an object of the present invention to provide a hub unit that does not drop and suppresses an increase in manufacturing cost.

上記課題を解決するために、本発明のハブユニットの第一は、
車体側に非回転に取り付けられる外輪と、この外輪と同心配置されるとともに車輪取り付け用フランジが周方向に形成されたハブホイールと、該ハブホイールの少なくとも車両インナ側端部の外周面に嵌着される内輪と、該内輪又はハブホイールと外輪との間にて周方向に配列する複数の転動体からなる転動体列とを備えるハブユニットであって、
内輪の車両インナ側端部からアキシャル方向に突設される被検知部と、外輪の車両インナ側端部開口を覆うように該外輪と一体回転可能に取り付けられるキャップ部の内面側に、被検知部に対しアキシャル方向に予め定められた検出ギャップを介して設けられ、被検知部の回転を検知する検知部とを有する回転センサが設けられ、
転動体列は、車両インナ側転動体列と車両アウタ側転動体列とを有する複列に設けられ、
外輪は、筒状の本体部と、該本体部からラジアル方向に突出する外輪フランジ部とを有し、本体部の該外輪フランジ部よりも車両インナ側に突出する部分が車体への取付部をなす外輪インロー部とされ、車両インナ側転動体列のピッチ円位置が、外輪フランジ部の車両インナ側主表面よりも車両インナ側に定められてなることを特徴とする。 In order to solve the above problems, the first of the hub units of the present invention is:
An outer ring that is non-rotatably mounted on the vehicle body side, a hub wheel that is concentrically arranged with the outer ring and that has a wheel mounting flange formed in the circumferential direction, and is fitted to at least the outer peripheral surface of the vehicle inner side end of the hub wheel A hub unit comprising an inner ring and a rolling element row composed of a plurality of rolling elements arranged in the circumferential direction between the inner ring or the hub wheel and the outer ring,
Detected on the inner surface side of the detected part protruding in the axial direction from the vehicle inner side end of the inner ring and the cap part attached so as to rotate integrally with the outer ring so as to cover the vehicle inner side end opening of the outer ring. A rotation sensor having a detection unit that detects rotation of the detected part provided in a predetermined detection gap in the axial direction with respect to the part;
The rolling element rows are provided in a double row having a vehicle inner side rolling element row and a vehicle outer side rolling element row,
The outer ring has a cylindrical main body portion and an outer ring flange portion that protrudes in a radial direction from the main body portion, and a portion of the main body portion that protrudes toward the vehicle inner side from the outer ring flange portion serves as a mounting portion for the vehicle body. The outer ring inner portion is formed, and the pitch circle position of the vehicle inner side rolling element row is defined on the vehicle inner side with respect to the vehicle inner side main surface of the outer ring flange portion.

上記本発明の構成によると、従来、外輪フランジの車両インナ側主表面よりも車両アウタ側に転動体中心が位置していた車両インナ側の転動体列を、外輪フランジの車両インナ側主表面よりも車両インナ側に離れて位置させた構造となる。つまり、車両インナ側転動体列と車両アウタ側転動体列との間隔を大きくとることで、内輪の車両インナ側端部と外輪の車両インナ側端部とをより車両インナ側に延出させた構造となり、トレッドの拡大に対応することが可能となっている。この構造は、従来の構造に対し、外輪の中央部とハブホイールの中央部とを延長して、車両インナ側転動体列と車両アウタ側転動体列との間隔を拡大する変更だけで形成できるから、製造コストを抑えることができる。また、この構造の場合、内輪の車両インナ側端部と外輪の車両インナ側端部との双方が延出するから、それら端部に設けられる回転センサの被検出部と検出部との相対位置関係は、従来のものから変更しなくてよいので、従来のものと同じ検出精度を容易に確保できる。   According to the configuration of the present invention described above, the rolling element row on the vehicle inner side, in which the rolling element center is positioned on the vehicle outer side of the outer ring flange on the vehicle inner side main surface, is conventionally arranged on the vehicle inner side main surface of the outer ring flange. Also, the structure is located away from the vehicle inner side. In other words, by increasing the distance between the vehicle inner side rolling element row and the vehicle outer side rolling element row, the inner side vehicle inner side end portion and the outer ring vehicle inner side end portion are further extended to the vehicle inner side. It becomes a structure and it is possible to cope with the expansion of the tread. This structure can be formed only by modifying the conventional structure by extending the center part of the outer ring and the center part of the hub wheel to increase the distance between the vehicle inner side rolling element row and the vehicle outer side rolling element row. Therefore, the manufacturing cost can be suppressed. In addition, in this structure, since both the inner side end of the inner ring and the inner side end of the outer ring extend, the relative positions of the detected part and the detecting part of the rotation sensor provided at these end parts Since the relationship does not have to be changed from the conventional one, the same detection accuracy as the conventional one can be easily secured.

本発明のハブユニットでは、内輪の車両アウタ側端面は、外輪フランジ部の車両インナ側端面よりも車両アウタ側に位置するものとできる。この構成によると、内輪の配置をより車両アウタ側にすることができるから、トレッドのより大きな拡大にも対応できる。   In the hub unit of the present invention, the vehicle outer side end surface of the inner ring may be located closer to the vehicle outer side than the vehicle inner side end surface of the outer ring flange portion. According to this configuration, the arrangement of the inner ring can be made closer to the vehicle outer side, so that it is possible to cope with a larger expansion of the tread.

本発明のハブユニットでは、車両アウタ側転動体列のピッチ円位置が、ハブユニットの車両インナ側端面から、該ハブユニット全体のアキシャル方向長さの３０％以内に位置するものとできる。この構成の場合、車両インナ側の転動体列がより車両インナ側に位置した構造となるので、トレッドの拡大に対応した構造となる。   In the hub unit of the present invention, the pitch circle position of the vehicle outer side rolling element row can be located within 30% of the axial length of the entire hub unit from the vehicle inner side end face of the hub unit. In the case of this configuration, since the rolling element row on the vehicle inner side is located closer to the vehicle inner side, the structure corresponds to the expansion of the tread.

本発明のハブユニットでは、車両インナ側転動体列と車両アウタ側転動体列とのピッチ円位置間距離と、該ピッチ円位置間におけるハブホイールの最大外径との比を１：１〜１．２：１とすることができる。この構成の場合も、車両インナ側の転動体列がより車両インナ側に位置した構造となるので、トレッドの拡大に対応した構造となる。   In the hub unit of the present invention, the ratio between the distance between the pitch circle positions of the vehicle inner side rolling element row and the vehicle outer side rolling element row and the maximum outer diameter of the hub wheel between the pitch circle positions is 1: 1 to 1. .2: 1. Also in this configuration, since the rolling element row on the vehicle inner side is located more on the vehicle inner side, the structure corresponds to the expansion of the tread.

本発明のハブユニットでは、外輪フランジ部に形成される、車体を固定するためのボルト挿通孔の車両アウタ側開口を、車両インナ側転動体列と車両アウタ側転動体列とのピッチ円位置間の中心位置よりも車両インナ側に位置するものとできる。この構成の場合も、車両インナ側の転動体列がより車両インナ側に位置した構造となるので、トレッドの拡大に対応した構造となる。   In the hub unit of the present invention, the vehicle outer side opening of the bolt insertion hole for fixing the vehicle body formed in the outer ring flange portion is provided between the pitch circle positions of the vehicle inner side rolling element row and the vehicle outer side rolling element row. It can be located on the vehicle inner side from the center position. Also in this configuration, since the rolling element row on the vehicle inner side is located more on the vehicle inner side, the structure corresponds to the expansion of the tread.

本発明のハブユニットの第二は、
車体側に非回転に取り付けられる外輪と、この外輪と同心配置されるとともに車輪取り付け用フランジが周方向に形成されたハブホイールと、該ハブホイールの少なくとも車両インナ側端部の外周面に嵌着される内輪と、該内輪又はハブホイールと外輪との間にて周方向に配列する複数の転動体からなる転動体列とを備えるハブユニットであって、
内輪の車両インナ側端部からアキシャル方向に突設される被検知部と、外輪の車両インナ側端部開口を覆うように該外輪と一体回転可能に取り付けられるキャップ部の内面側に、被検知部に対しアキシャル方向に予め定められた検出ギャップを介して設けられ、被検知部の回転を検知する検知部とを有する回転センサが設けられ、
転動体列は、車両インナ側転動体列と車両アウタ側転動体列とを有する複列に設けられ、
外輪は、筒状の本体部と、該本体部からラジアル方向に突出する外輪フランジ部とを有し、本体部の該外輪フランジ部よりも車両インナ側に突出する部分が車体への取付部をなす外輪インロー部とされ、車両インナ側転動体列のピッチ円位置が、外輪フランジ部の車両インナ側主表面よりも車両アウタ側に定められ、
内輪は、車両インナ側転動体列に対応して設けられた、該内輪の軌道面のアキシャル方向における端縁位置を基準位置として、該基準位置よりも車両インナ側に位置する第一部分のアキシャル方向距離が、同じく車両アウタ側に位置する第二部分のアキシャル方向距離よりも大きく定められてなることを特徴とする。 The second hub unit of the present invention is
An outer ring that is non-rotatably mounted on the vehicle body side, a hub wheel that is concentrically arranged with the outer ring and that has a wheel mounting flange formed in the circumferential direction, and is fitted to at least the outer peripheral surface of the vehicle inner side end of the hub wheel A hub unit comprising an inner ring and a rolling element row composed of a plurality of rolling elements arranged in the circumferential direction between the inner ring or the hub wheel and the outer ring,
Detected on the inner surface side of the detected part protruding in the axial direction from the vehicle inner side end of the inner ring and the cap part attached so as to rotate integrally with the outer ring so as to cover the vehicle inner side end opening of the outer ring. A rotation sensor having a detection unit that detects rotation of the detected part provided in a predetermined detection gap in the axial direction with respect to the part;
The rolling element rows are provided in a double row having a vehicle inner side rolling element row and a vehicle outer side rolling element row,
The outer ring has a cylindrical main body portion and an outer ring flange portion that protrudes in a radial direction from the main body portion, and a portion of the main body portion that protrudes toward the vehicle inner side from the outer ring flange portion serves as a mounting portion for the vehicle body. The outer ring inlay portion to be formed, the pitch circle position of the vehicle inner side rolling element row is determined on the vehicle outer side from the vehicle inner side main surface of the outer ring flange portion,
The inner ring is provided corresponding to the vehicle inner-side rolling element row, and the axial position of the first portion located on the vehicle inner side from the reference position with the end position in the axial direction of the raceway surface of the inner ring as the reference position The distance is determined to be larger than the axial distance of the second portion that is also located on the vehicle outer side.

上記本発明の構成によると、従来の転動体列の配置間隔は維持したまま、外輪の車両インナ側端部（外輪インロー部）と内輪の車両インナ側端部との双方が延長された構造となり、これにより、トレッドの拡大に対し対応できる。また、それら端部にそれぞれ設けられる回転センサの被検出部と検出部との配置を、従来のものから変更しなくてよいので、従来のものと同等の検出精度を確保できる。   According to the configuration of the present invention described above, both the vehicle inner side end portion (outer ring inlay portion) of the outer ring and the vehicle inner side end portion of the inner ring are extended while maintaining the arrangement interval of the conventional rolling element rows. Thereby, it can respond to expansion of a tread. Further, since the arrangement of the detected part and the detection part of the rotation sensor provided at each of the end parts does not have to be changed from the conventional one, it is possible to ensure the same detection accuracy as the conventional one.

以下、図面を参照しつつ本発明の実施の形態について説明する。図１は、本発明のハブユニットの第一実施形態を示す断面図である。なお、いずれの図も、左側が車両アウタ側、右側が車両インナ側となっている。図１に示すように、本発明のハブユニット１は、二列の軌道を有する固定輪としての外輪２と、外輪２と同心配置されるハブ軸（ハブホイール）３と、一列の軌道を有する回転輪としての内輪４と、複列の転動体列５，５と、冠形保持器５３，５３とを備え、上記ハブ軸３の大径外周面３ｂにも一列の軌道を有する構成になっている。本実施形態においては、トレッド（左右の車輪間の距離）の拡大に対応するために、転動体列５，５間の距離が従来のものに比べて長くなるよう構成されている。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a cross-sectional view showing a first embodiment of a hub unit of the present invention. In both figures, the left side is the vehicle outer side, and the right side is the vehicle inner side. As shown in FIG. 1, the hub unit 1 of the present invention has an outer ring 2 as a fixed ring having two rows of raceways, a hub shaft (hub wheel) 3 arranged concentrically with the outer race 2, and a row of raceways. The inner ring 4 as a rotating wheel, the double row rolling element rows 5 and 5, and the crown-shaped cages 53 and 53 are provided, and the large-diameter outer peripheral surface 3b of the hub shaft 3 has a row of tracks. ing. In this embodiment, in order to cope with an increase in tread (distance between the left and right wheels), the distance between the rolling element rows 5 and 5 is configured to be longer than that of the conventional one.

外輪２は、Ｓ５５Ｃ等の機械構造用炭素鋼の熱間鍛造製であり、内周に２列の軌道面を有する筒状の外輪本体部（本体部）２０と、該外輪本体部２０の外周面からラジアル方向に突出する外輪フランジ部２３とを有する。本体部２０のうち、外輪フランジ部２３よりも車両インナ側に突出する部分が車体への取付部をなす外輪インロー部２１とされている。また、外輪フランジ部２３にはアキシャル方向にボルト挿通孔２３ｈが形成されている。   The outer ring 2 is made of hot forged carbon steel for machine structure such as S55C, and has a cylindrical outer ring main body (main body) 20 having two rows of raceways on the inner periphery, and the outer periphery of the outer ring main body 20. And an outer ring flange portion 23 protruding in the radial direction from the surface. A portion of the main body portion 20 that protrudes further toward the vehicle inner side than the outer ring flange portion 23 is an outer ring inlay portion 21 that forms an attachment portion to the vehicle body. The outer ring flange portion 23 is formed with a bolt insertion hole 23h in the axial direction.

外輪インロー部２１の車両インナ側の外周面２１ａによって、車体側に形成されたボルト挿通孔に対する位置決めを行い、ボルト挿通孔８１ｈ，８２ｈ，２３ｈにボルト２６を挿通することで、外輪２の外輪フランジ部２３の車両インナ側主表面２３ａにスペーサ８１を挟んで車体側のキャリア（ナックル）８２が固定される。これにより、ハブユニット１が車体に対して固定される。そして外輪２を介してタイヤホイール（車輪）６が車体に対して回転自在に支持される。   Positioning with respect to the bolt insertion hole formed on the vehicle body side is performed by the outer peripheral surface 21a on the vehicle inner side of the outer ring inlay part 21, and the bolt 26 is inserted into the bolt insertion holes 81h, 82h, and 23h, thereby the outer ring flange of the outer ring 2 A vehicle body side carrier (knuckle) 82 is fixed to the vehicle inner side main surface 23a of the portion 23 with a spacer 81 interposed therebetween. Thereby, the hub unit 1 is fixed to the vehicle body. A tire wheel (wheel) 6 is rotatably supported with respect to the vehicle body via the outer ring 2.

また、外輪２の車両インナ側端部開口２１ｈには、その開口２１ｈを覆うように保護キャップ（キャップ部）が該外輪２と一体回転可能に取り付けられる。   A protective cap (cap portion) is attached to the vehicle inner side end opening 21h of the outer ring 2 so as to be able to rotate integrally with the outer ring 2 so as to cover the opening 21h.

ハブ軸３は、軸心回りに回転する軸部３０と、該軸部３０からラジアル方向に突出する環状のハブフランジ３３とを有して構成され、外輪２と同心に配置される。軸部３０の外周には外輪２が装着されている。軸部３０の車両インナ側端部（小径部）３１の外周面３ａには内輪４が嵌着される。   The hub shaft 3 includes a shaft portion 30 that rotates around the shaft center and an annular hub flange 33 that protrudes in the radial direction from the shaft portion 30, and is disposed concentrically with the outer ring 2. An outer ring 2 is mounted on the outer periphery of the shaft portion 30. The inner ring 4 is fitted on the outer peripheral surface 3 a of the vehicle inner side end portion (small diameter portion) 31 of the shaft portion 30.

ハブフランジ３３は、車輪のタイヤホイール６やブレーキ装置のブレーキディスクロータ７を固定する車輪取付け用フランジとして機能するものであり、タイヤホイール（車輪）６とブレーキディスクロータ７とが取り付けられてこれらと一体回転する。   The hub flange 33 functions as a wheel mounting flange for fixing the tire wheel 6 of the wheel and the brake disc rotor 7 of the brake device, and the tire wheel (wheel) 6 and the brake disc rotor 7 are attached to these. Rotates together.

具体的には、ハブフランジ３３の主表面３４には、該主表面３４から車両アウタ側へ突出するように、ブレーキディスクロータ７及びタイヤホイール６のラジアル方向の取付位置をガイドするインロー部３２が形成されており、ブレーキディスクロータ７がインロー部３２に当接してブレーキディスクロータ７のハブフランジ３３に対する位置決めがなされ、さらにタイヤホイール６がインロー部３２に当接してタイヤホイール６のハブフランジ３３に対する位置決めがなされる。そして、ハブ軸３の挿通孔３３ｈに挿通された複数本のハブボルトが、ブレーキディスクロータ７及びタイヤホイール６に形成されたそれぞれの取付孔に挿通され、複数個のハブナット３７がそれぞれのハブボルト３６にねじ込まれて、タイヤホイール６がブレーキディスクロータ７とともに、ハブ軸３に固定される。   Specifically, the main surface 34 of the hub flange 33 has an inlay portion 32 that guides the radial mounting positions of the brake disc rotor 7 and the tire wheel 6 so as to protrude from the main surface 34 toward the vehicle outer side. The brake disc rotor 7 is in contact with the inlay portion 32 to be positioned with respect to the hub flange 33 of the brake disc rotor 7, and the tire wheel 6 is in contact with the inlay portion 32 to make contact with the hub flange 33 of the tire wheel 6. Positioning is done. A plurality of hub bolts inserted into the insertion holes 33h of the hub shaft 3 are inserted into the respective mounting holes formed in the brake disc rotor 7 and the tire wheel 6, and a plurality of hub nuts 37 are inserted into the respective hub bolts 36. The tire wheel 6 is fixed to the hub shaft 3 together with the brake disc rotor 7 by being screwed.

内輪４は、ハブ軸３の車両インナ側端部３１の外周面３ａに嵌着される。この内輪４は、車両インナ側転動体列５１に対応して設けられた、該内輪４の軌道面４０ａのアキシャル方向における端縁位置Ｐを基準位置として、該基準位置Ｐよりも車両アウタ側に位置する内輪本体部（第二部分）４０と、同じく車両インナ側に位置する車両インナ側内輪端部（第一部分）４１とを有しており、該内輪端部（第一部分）４１のアキシャル方向距離が、内輪本体部（第二部分）４０のアキシャル方向距離よりも小さく定められている。本発明においては、内輪４の車両アウタ側端面４２ａが、外輪フランジ部２３の車両インナ側端面２３ａよりも車両アウタ側に位置する。   The inner ring 4 is fitted to the outer peripheral surface 3 a of the vehicle inner side end portion 31 of the hub axle 3. The inner ring 4 is provided corresponding to the vehicle inner-side rolling element row 51, and the end position P in the axial direction of the raceway surface 40a of the inner ring 4 is used as a reference position, and the inner ring 4 is located closer to the vehicle outer side than the reference position P. It has an inner ring main body portion (second portion) 40 and a vehicle inner side inner ring end portion (first portion) 41 which is also located on the vehicle inner side, and the inner ring end portion (first portion) 41 has an axial direction. The distance is determined to be smaller than the axial distance of the inner ring main body portion (second portion) 40. In the present invention, the vehicle outer side end surface 42 a of the inner ring 4 is positioned closer to the vehicle outer side than the vehicle inner side end surface 23 a of the outer ring flange portion 23.

回転センサ１０は、上記ハブ軸３の回転速度や回転方向などの回転状態を検出するものであり、パルサーリング（被検知体）１１と、センサ（検知体）１２とを備える。パルサーリング１１は、内輪４の車両インナ側端部４１からアキシャル方向に突設される。センサ（検知体）１２は、外輪２の車両インナ側端部開口２１ｈを覆うように該外輪２と一体回転可能に取り付けられるキャップ部９の内面９ａ側で、パルサーリング１１に対してアキシャル方向に予め定められた検出ギャップＡを介して設けられている。   The rotation sensor 10 detects a rotation state such as a rotation speed and a rotation direction of the hub shaft 3, and includes a pulsar ring (detected body) 11 and a sensor (detection body) 12. The pulsar ring 11 projects from the vehicle inner side end 41 of the inner ring 4 in the axial direction. The sensor (detecting body) 12 is arranged in the axial direction with respect to the pulsar ring 11 on the inner surface 9a side of the cap portion 9 that is attached to the outer ring 2 so as to be integrally rotatable so as to cover the vehicle inner side end opening 21h of the outer ring 2. It is provided via a predetermined detection gap A.

パルサーリング１１は、内輪４の外周面肩部に取り付けられる支持部１１ｂと、この支持部１１ｂに対して取り付けられる環状磁石１１ａとを有している。環状磁石１１ａは、図２に示すように、例えばフェライトの磁性粉末を混入したゴム材料を環状板形状にし、その円周等間隔の領域をＮ極とＳ極に交互に着磁した構成の着磁ゴムリングとされている。   The pulsar ring 11 has a support portion 11b attached to the shoulder portion of the outer peripheral surface of the inner ring 4, and an annular magnet 11a attached to the support portion 11b. As shown in FIG. 2, the annular magnet 11a has a structure in which, for example, a rubber material mixed with ferrite magnetic powder is formed into an annular plate shape, and its circumferentially equidistant regions are alternately magnetized to N and S poles. It is a magnetic rubber ring.

センサ１２は、図３で一点鎖線で示すように、該センサ１２のセンタと環状磁石１１ａの検出径とを一致させた状態で、かつパルサーリング１１の環状磁石１１ａの外面に対して予め定められた検出ギャップＡ（エアーギャップ）を介してアキシャル方向で対向する状態で、保護キャップ９の内側面９ａに取り付けられており、環状磁石１１ａの回転状態に対応した電気信号を出力する。この保護キャップ９は外輪２に嵌合固定されたものである。このセンサ１２は、ホール素子や磁気抵抗素子等の磁束の流れ方向に応じて出力を変化させる検知部となる磁気検出素子と、当該磁気検出素子の出力波形を整える波形整形回路を組み込んだＩＣ等とで構成されたもので、いわゆるアクティブセンサと呼ばれるものである。   The sensor 12 is predetermined with respect to the outer surface of the annular magnet 11a of the pulsar ring 11 in a state where the center of the sensor 12 and the detection diameter of the annular magnet 11a coincide with each other, as indicated by a one-dot chain line in FIG. In addition, it is attached to the inner surface 9a of the protective cap 9 in a state of being opposed in the axial direction via the detection gap A (air gap), and outputs an electrical signal corresponding to the rotational state of the annular magnet 11a. The protective cap 9 is fitted and fixed to the outer ring 2. This sensor 12 is an IC or the like that incorporates a magnetic detection element, such as a Hall element or a magnetoresistive element, that serves as a detection unit that changes the output according to the flow direction of magnetic flux, and a waveform shaping circuit that adjusts the output waveform of the magnetic detection element. This is what is called an active sensor.

この磁気式回転センサ１０は、ハブ軸３と一体の内輪４の回転に伴ってパルサーリング１１が回転すると、センサ１２がパルサーリング１１の磁束の変化を検知し、ハブ軸３に取り付けられる車輪の回転速度を検出する。なお、本発明の回転センサは、上記のものに限られるものではない。少なくとも内輪の車両インナ側端部に取り付けられる被検知部とその外を覆うキャップ部に取り付けられる検知部とがアキシャル方向に対向配置されるものであれば、他の周知のセンサを用いることも可能である。   In the magnetic rotation sensor 10, when the pulsar ring 11 rotates with the rotation of the inner ring 4 integrated with the hub shaft 3, the sensor 12 detects a change in the magnetic flux of the pulsar ring 11, and the wheel attached to the hub shaft 3 is detected. Detect the rotation speed. The rotation sensor of the present invention is not limited to the above. Other known sensors can be used as long as at least the detected part attached to the inner side end of the inner ring and the detection part attached to the cap part covering the outer part are opposed to each other in the axial direction. It is.

転動体列５は、内輪４又はハブ軸３と、外輪２との間にて周方向に配列する複数の転動体からなるものであり、アキシャル方向に２列配置される。本実施形態における転動体列５，５は、内輪４及びハブ軸３と、外輪２との間に車両インナ側転動体列（最も車両インナ側に位置する転動体列）５１と車両アウタ側転動体列（最も車両アウタ側に位置する転動体列）５２とが配置されるとともに、車両インナ側転動体列５１のピッチ円位置Ｓ２が、外輪フランジ部２３の車両インナ側主表面２３ａよりも車両インナ側に定められることで、車両インナ側転動体列５１と車両アウタ側転動体列５２との間隔（ピッチ円位置間の間隔Ｌ１）が従来のものよりも長く形成されている。これにより、外輪２及びハブ軸３のアキシャル方向長さが延長された構造となり、ハブユニット１全体がトレッドの拡大に対応する構造となっている。   The rolling element row 5 is composed of a plurality of rolling elements arranged in the circumferential direction between the inner ring 4 or the hub shaft 3 and the outer ring 2, and is arranged in two rows in the axial direction. In the present embodiment, the rolling element rows 5 and 5 include a vehicle inner side rolling element row (a rolling element row located closest to the vehicle inner side) 51 and a vehicle outer side rolling between the inner ring 4 and the hub shaft 3 and the outer ring 2. The moving body row (the rolling body row positioned closest to the vehicle outer side) 52 is disposed, and the pitch circle position S2 of the vehicle inner side rolling body row 51 is more vehicle than the vehicle inner side main surface 23a of the outer ring flange portion 23. By being defined on the inner side, the distance between the vehicle inner side rolling element row 51 and the vehicle outer side rolling element row 52 (the distance L1 between pitch circle positions) is formed longer than that of the conventional one. Thereby, the axial direction length of the outer ring 2 and the hub shaft 3 is extended, and the entire hub unit 1 has a structure corresponding to the expansion of the tread.

従来のハブユニットの構造をトレッドの拡大に対応させるためには、外輪インロー２１をアキシャル方向に延出させる構造に変更することが不可欠である。ところが、外輪インロー２１を単純に延長した場合には、外輪インロー２１の車両インナ側端部に取り付けられるキャップ部９の位置がより車両インナ側へと移動するから、そのキャップ部９に取り付けられるセンサ１２と内輪４の端部４１に固定されるパルサーリング１１との間の検出ギャップＡが拡大して、センサ１２の検出精度の低下を招くという問題があった。本実施形態においては、車両インナ側転動体列５１のピッチ円位置Ｓ２が、外輪フランジ部２３の車両インナ側主表面２３ａよりも車両インナ側に位置するように変更し、車両インナ側転動体列５１と車両アウタ側転動体列５２との間隔（Ｓ１〜Ｓ２）を広くとることで、パルサーリング１１を固定している内輪４がより車両インナ側に配置される構造とし、検出ギャップＡを従来のままに保つことを可能としている。このとき、ハブユニット１全体の変更箇所を見ると、外輪本体部２０の中間部とハブ軸３の軸部３０の中間部とが単純に延長されているだけで、内輪４やキャップ部９、及び外輪２、ハブ軸３の他の部分についての構造の変更は無いから、製造コストの増大も抑えられている。また、車両インナ側転動体列５１と車両アウタ側転動体列５２との間隔が広いことで、転動体列の内側の構造体及び外側の構造体とを安定して支持できる利点もある。車体の取付構造部８１，８２の直下に車両インナ側転動体列５１が位置する（図１参照）ことも、車体側を安定して支持するためには有効である。   In order to adapt the structure of the conventional hub unit to the expansion of the tread, it is essential to change the structure so that the outer ring inlay 21 extends in the axial direction. However, when the outer ring inlay 21 is simply extended, the position of the cap portion 9 attached to the vehicle inner side end portion of the outer ring inlay 21 moves further toward the vehicle inner side. There is a problem in that the detection gap A between the pulsar ring 11 fixed to the end 12 of the inner ring 4 and the inner ring 4 is enlarged, and the detection accuracy of the sensor 12 is lowered. In the present embodiment, the pitch circle position S2 of the vehicle inner side rolling element row 51 is changed so as to be positioned on the vehicle inner side with respect to the vehicle inner side main surface 23a of the outer ring flange portion 23, and the vehicle inner side rolling element row is changed. 51 and the vehicle outer side rolling element row 52 (S1 to S2) are widened, so that the inner ring 4 fixing the pulsar ring 11 is arranged on the vehicle inner side, and the detection gap A is conventionally provided. It is possible to keep it as it is. At this time, looking at the changed part of the hub unit 1 as a whole, the intermediate part of the outer ring main body part 20 and the intermediate part of the shaft part 30 of the hub axle 3 are simply extended, and the inner ring 4 and the cap part 9, And since there is no change in the structure of the outer ring 2 and other parts of the hub shaft 3, an increase in manufacturing cost is also suppressed. Moreover, since the space | interval of the vehicle inner side rolling element row | line | column 51 and the vehicle outer side rolling element row | line | column 52 is wide, there also exists an advantage which can support the inner structure body and outer structure body of a rolling element row | line | column stably. It is also effective for stably supporting the vehicle body side that the vehicle inner side rolling element row 51 is positioned directly below the vehicle body attachment structure portions 81 and 82 (see FIG. 1).

なお、車両インナ側転動体列５１のピッチ円位置Ｓ２を、外輪フランジ部２３の車両インナ側主表面２３ａよりも車両インナ側に位置させるだけでなく、内輪４の車両アウタ側端面４２ａを、外輪フランジ部２３の車両インナ側端面２３ａよりも車両アウタ側に位置させてもよい。また、車両アウタ側転動体列５２のピッチ円位置Ｓ１を、ハブユニット１の車両インナ側端面（本実施形態においてはキャップ部９の外側面９ｂ）から、該ハブユニット１全体のアキシャル方向長さＬの３０％以内に位置するようにしてもよいし、車両インナ側転動体列５１と車両アウタ側転動体列５２とのピッチ円位置間距離Ｌ１と、該ピッチ円位置間におけるハブ軸３の最大外径Ｒ０との比が１：１〜１；１．２となるようにしてもよい。外輪フランジ部２３に形成される、車体を固定するためのボルト挿通孔２３ｈの車両アウタ側開口２３ｈｂを、車両インナ側転動体列５１と車両アウタ側転動体列５２とのピッチ円位置Ｓ１，Ｓ２間の中心位置Ｓ０よりも車両インナ側に位置するようにしてもよい。   In addition, the pitch circle position S2 of the vehicle inner side rolling element row 51 is not only positioned closer to the vehicle inner side than the vehicle inner side main surface 23a of the outer ring flange portion 23, but the vehicle outer side end surface 42a of the inner ring 4 is The flange 23 may be positioned closer to the vehicle outer side than the vehicle inner side end surface 23a. Also, the pitch circle position S1 of the vehicle outer side rolling element row 52 is set to the axial length of the entire hub unit 1 from the vehicle inner side end surface of the hub unit 1 (in this embodiment, the outer surface 9b of the cap portion 9). It may be located within 30% of L, or the distance L1 between the pitch circle positions of the vehicle inner side rolling element row 51 and the vehicle outer side rolling element row 52 and the hub shaft 3 between the pitch circle positions. The ratio with the maximum outer diameter R0 may be 1: 1 to 1; 1.2. The vehicle outer side opening 23hb of the bolt insertion hole 23h for fixing the vehicle body, which is formed in the outer ring flange portion 23, has pitch circle positions S1, S2 between the vehicle inner side rolling element row 51 and the vehicle outer side rolling element row 52. You may make it locate in the vehicle inner side rather than center position S0 in the middle.

上記のように車両インナ側転動体列５１又は内輪４の配置を特定した構造とすることで、より大きなトレッドの拡大にも対応する構造となる。図１に示すハブユニット１は上記全てを満たす構造となっているが、本発明においては、これらのうちの少なくとも１つが満たされていればよい。   By adopting a structure in which the arrangement of the vehicle inner side rolling element row 51 or the inner ring 4 is specified as described above, a structure corresponding to a larger tread expansion is obtained. Although the hub unit 1 shown in FIG. 1 has a structure that satisfies all of the above, in the present invention, at least one of them may be satisfied.

以上、本発明の実施形態を説明したが、これらはあくまで例示にすぎず、本発明はこれらに限定されるものではなく、特許請求の範囲の趣旨を逸脱しない限りにおいて種々の変更が可能である。以下、上記実施形態とは異なる実施形態について説明する。なお、同様の構造については同一の符号を付することでその説明を省略する。   As mentioned above, although embodiment of this invention was described, these are only illustrations to the last, and this invention is not limited to these, A various change is possible unless it deviates from the meaning of a claim. . Hereinafter, an embodiment different from the above embodiment will be described. In addition, about the same structure, the description is abbreviate | omitted by attaching | subjecting the same code | symbol.

図４は、本発明の第二実施形態を示すものである。上記第一実施形態はトレッドの拡大に対応してアキシャル方向に延出した構造となっていることで、従来のハブユニットの構造よりも重量が増しており、図４に示す第二実施形態においては、図１の破線部分を除去して軽量化を実現した構造となっている。具体的には、外輪フランジ２３の車両アウタ側端面及びハブフランジ３３の車両インナ側端面に、ラジアル方向に延びる溝状の座ぐり部２３０，３３０を形成してハブユニット１ａ全体が軽量化された構造となっている。座ぐり部２３０，３３０が溝状に形成されていることで、座ぐり部２３０，３３０以外の残された部分２３１，３３１がラジアル方向に延びる補強リブとして機能し、フランジ部２３，３３の補強構造となっている。また、ハブ軸３の内径側を薄くする軽量化も図られている。   FIG. 4 shows a second embodiment of the present invention. The first embodiment has a structure extending in the axial direction corresponding to the expansion of the tread, so that the weight is increased as compared with the structure of the conventional hub unit. In the second embodiment shown in FIG. 1 has a structure in which the broken line part in FIG. Specifically, groove-shaped counterbore portions 230 and 330 extending in the radial direction are formed on the vehicle outer side end surface of the outer ring flange 23 and the vehicle inner side end surface of the hub flange 33 to reduce the weight of the entire hub unit 1a. It has a structure. Since the counterbore portions 230 and 330 are formed in a groove shape, the remaining portions 231 and 331 other than the counterbore portions 230 and 330 function as reinforcing ribs extending in the radial direction, and the flange portions 23 and 33 are reinforced. It has a structure. In addition, the hub shaft 3 is also made lighter by making the inner diameter side thinner.

図５は、本発明の第三実施形態を示すものである。この実施形態におけるハブユニット１ｂでは、内輪４００が、車両インナ側転動体列５１に対応して設けられた、該内輪４００の軌道面４００ａのアキシャル方向における端縁位置Ｑを基準位置として、該基準位置Ｑよりも車両アウタ側に位置する内輪本体部（第二部分）４０と、同じく車両インナ側に位置する車両インナ側内輪端部（第一部分）４０１とを有しており、該内輪端部（第一部分）４０１のアキシャル方向距離が、内輪本体部（第二部分）４０のアキシャル方向距離よりも大きく定められている。また、車両インナ側転動体列５１のピッチ円位置Ｓ３が、外輪フランジ部２３の車両インナ側主表面２３ａよりも車両アウタ側に定められており、ハブ軸３の大径外周面３００ｂの長さが上記第一及び第二実施形態よりも短くされ、ハブ軸３の車両インナ側端部（小径部）３０１の外周面３００ａの長さが長くなっている。この実施形態の場合、トレッドの拡大に対応するために、外輪インロー部２２１と内輪端部４０１とハブ軸３００の車両インナ側端部（小径部）３０１を単純に延長に対応しているだけで、転動体列５１，５２や他の部分についての構造についての変更は無いから、製造コストの増大を抑えることが可能となる。なお、図６のハブユニット１ｃは本発明の第四実施形態を示すものであり、図４と同様、図５の破線部分に対して軽量化を施したものである。   FIG. 5 shows a third embodiment of the present invention. In the hub unit 1b in this embodiment, the inner ring 400 is provided in correspondence with the vehicle inner side rolling element row 51, and the reference position is the edge position Q in the axial direction of the raceway surface 400a of the inner ring 400. The inner ring body portion (second portion) 40 located on the vehicle outer side from the position Q, and the vehicle inner side inner ring end portion (first portion) 401 also located on the vehicle inner side, the inner ring end portion The axial direction distance of the (first part) 401 is set to be larger than the axial direction distance of the inner ring main body part (second part) 40. Further, the pitch circle position S3 of the vehicle inner side rolling element row 51 is defined on the vehicle outer side with respect to the vehicle inner side main surface 23a of the outer ring flange portion 23, and the length of the large-diameter outer peripheral surface 300b of the hub shaft 3 is determined. Is shorter than the first and second embodiments, and the length of the outer peripheral surface 300a of the vehicle inner side end portion (small diameter portion) 301 of the hub axle 3 is increased. In the case of this embodiment, in order to cope with the enlargement of the tread, the outer ring inlay portion 221, the inner ring end portion 401, and the vehicle inner side end portion (small diameter portion) 301 of the hub axle 300 are simply supported for extension. Since there is no change in the structure of the rolling element rows 51 and 52 and other parts, it is possible to suppress an increase in manufacturing cost. Note that the hub unit 1c of FIG. 6 shows a fourth embodiment of the present invention, and is similar to FIG.

本発明のハブユニットの第一実施形態を示す断面図。Sectional drawing which shows 1st embodiment of the hub unit of this invention. パルサーリングを説明する図。The figure explaining pulsar ring. 回転センサの構造を説明する図。The figure explaining the structure of a rotation sensor. 本発明のハブユニットの第二実施形態を示す断面図。Sectional drawing which shows 2nd embodiment of the hub unit of this invention. 本発明のハブユニットの第三実施形態を示す断面図。Sectional drawing which shows 3rd embodiment of the hub unit of this invention. 本発明のハブユニットの第四実施形態を示す断面図。Sectional drawing which shows 4th embodiment of the hub unit of this invention.

符号の説明Explanation of symbols

１，１ａ，１ｂ，１ｃ ハブユニット
２，２００ 外輪
２０ 外輪本体部（本体部）
２１，２２１ 外輪インロー部
２３ 外輪フランジ部
２３ａ 外輪フランジ部の車両インナ側端面
２６ ボルト
３，３００ ハブ軸
３０ 軸部
３１ ハブ軸の車両インナ側端部（小径部）
３３ ハブフランジ
４，４００ 内輪
４０ 内輪本体部（第二部分）
４１，４０１ 車両インナ側内輪端部（第一部分）
４２ａ 内輪の車両アウタ側端面
５ 転動体
５１ 車両インナ側転動体列
５２ 車両アウタ側転動体列
６ タイヤホイール
７ ブレーキディスクロータ
８１ スペーサ
８２ キャリア（ナックル）
９ 保護キャップ（キャップ部）
１０ 回転センサ
１１ パルサーリング（被検知体）
１２ センサ（検知体）
Ｐ，Ｑ 基準位置
Ｓ１，Ｓ２，Ｓ３ ピッチ円位置 1, 1a, 1b, 1c Hub unit 2,200 Outer ring 20 Outer ring main body (main body)
21,221 Outer ring inlay part 23 Outer ring flange part 23a Vehicle inner side end face of outer ring flange part 26 Bolt 3,300 Hub shaft 30 Shaft part 31 Vehicle inner side end part (small diameter part) of hub shaft
33 Hub flange 4,400 Inner ring 40 Inner ring body (second part)
41, 401 Vehicle inner side inner ring end (first portion)
42a End surface of vehicle outer side of inner ring 5 Rolling element 51 Inner rolling element array 52 Outer rolling element array 6 Tire wheel 7 Brake disc rotor 81 Spacer 82 Carrier (knuckle)
9 Protection cap (cap part)
10 Rotation sensor 11 Pulsar ring (Detected object)
12 Sensor (detection body)
P, Q reference position S1, S2, S3 Pitch circle position

Claims (6)

車体側に非回転に取り付けられる外輪と、この外輪と同心配置されるとともに車輪取り付け用フランジが周方向に形成されたハブホイールと、該ハブホイールの少なくとも車両インナ側端部の外周面に嵌着される内輪と、該内輪又は前記ハブホイールと前記外輪との間にて周方向に配列する複数の転動体からなる転動体列とを備えるハブユニットであって、
前記内輪の車両インナ側端部からアキシャル方向に突設される被検知部と、前記外輪の車両インナ側端部開口を覆うように該外輪と一体回転可能に取り付けられるキャップ部の内面側に、前記被検知部に対しアキシャル方向に予め定められた検出ギャップを介して設けられ、前記被検知部の回転を検知する検知部とを有する回転センサが設けられ、
前記転動体列は、車両インナ側転動体列と車両アウタ側転動体列とを有する複列に設けられ、
前記外輪は、筒状の本体部と、該本体部からラジアル方向に突出する外輪フランジ部とを有し、前記本体部の該外輪フランジ部よりも車両インナ側に突出する部分が車体への取付部をなす外輪インロー部とされ、前記車両インナ側転動体列のピッチ円位置が、前記外輪フランジ部の車両インナ側主表面よりも車両インナ側に定められてなることを特徴とするハブユニット。 An outer ring that is non-rotatably attached to the vehicle body side, a hub wheel that is concentrically arranged with the outer ring and that has a wheel mounting flange formed in the circumferential direction, and is fitted to at least the outer peripheral surface of the vehicle inner side end portion A hub unit comprising an inner ring and a rolling element row composed of a plurality of rolling elements arranged in a circumferential direction between the inner ring or the hub wheel and the outer ring,
On the inner surface side of the detected part projecting in the axial direction from the vehicle inner side end of the inner ring and the cap part attached to the outer ring so as to rotate integrally with the outer ring so as to cover the vehicle inner side end opening of the outer ring, A rotation sensor is provided that has a detection gap that is provided in a predetermined detection direction in an axial direction with respect to the detected portion, and that detects a rotation of the detected portion,
The rolling element rows are provided in a double row having a vehicle inner side rolling element row and a vehicle outer side rolling element row,
The outer ring has a cylindrical main body portion and an outer ring flange portion protruding radially from the main body portion, and a portion of the main body portion that protrudes toward the vehicle inner side from the outer ring flange portion is attached to the vehicle body. The hub unit is formed as an outer ring inlay part that forms a part, and a pitch circle position of the vehicle inner side rolling element row is determined on the vehicle inner side from the vehicle inner side main surface of the outer ring flange part. 前記内輪の車両アウタ側端面は、前記外輪フランジ部の車両インナ側端面よりも車両アウタ側に位置する請求項１記載のハブユニット。   2. The hub unit according to claim 1, wherein a vehicle outer side end surface of the inner ring is positioned closer to a vehicle outer side than a vehicle inner side end surface of the outer ring flange portion. 前記車両アウタ側転動体列のピッチ円位置が、前記ハブユニットの車両インナ側端面から、該ハブユニット全体のアキシャル方向長さの３０％以内に位置する請求項１又は請求項２記載のハブユニット。   The hub unit according to claim 1 or 2, wherein a pitch circle position of the vehicle outer side rolling element row is located within 30% of an axial length of the entire hub unit from a vehicle inner side end surface of the hub unit. . 前記車両インナ側転動体列と前記車両アウタ側転動体列とのピッチ円位置間距離と、該ピッチ円位置間における前記ハブホイールの最大外径との比が１：１〜１．２：１である請求項１ないし請求項３のいずれか１項に記載のハブユニット。   A ratio between a distance between pitch circle positions of the vehicle inner side rolling element row and the vehicle outer side rolling element row and a maximum outer diameter of the hub wheel between the pitch circle positions is 1: 1 to 1.2: 1. The hub unit according to any one of claims 1 to 3, wherein 前記外輪フランジ部に形成される、前記車体を固定するためのボルト挿通孔の車両アウタ側開口が、前記車両インナ側転動体列と前記車両アウタ側転動体列とのピッチ円位置間の中心位置よりも車両インナ側に位置する請求項１ないし請求項４のいずれか１項に記載のハブユニット。   A vehicle outer side opening of a bolt insertion hole for fixing the vehicle body formed in the outer ring flange portion is a center position between pitch circle positions of the vehicle inner side rolling element row and the vehicle outer side rolling element row. The hub unit according to any one of claims 1 to 4, wherein the hub unit is located closer to the vehicle inner side. 車体側に非回転に取り付けられる外輪と、この外輪と同心配置されるとともに車輪取り付け用フランジが周方向に形成されたハブホイールと、該ハブホイールの少なくとも車両インナ側端部の外周面に嵌着される内輪と、該内輪又は前記ハブホイールと前記外輪との間にて周方向に配列する複数の転動体からなる転動体列とを備えるハブユニットであって、
前記内輪の車両インナ側端部からアキシャル方向に突設される被検知部と、前記外輪の車両インナ側端部開口を覆うように該外輪と一体回転可能に取り付けられるキャップ部の内面側に、前記被検知部に対しアキシャル方向に予め定められた検出ギャップを介して設けられ、前記被検知部の回転を検知する検知部とを有する回転センサが設けられ、
前記転動体列は、車両インナ側転動体列と車両アウタ側転動体列とを有する複列に設けられ、
前記外輪は、筒状の本体部と、該本体部からラジアル方向に突出する外輪フランジ部とを有し、前記本体部の該外輪フランジ部よりも車両インナ側に突出する部分が車体への取付部をなす外輪インロー部とされ、前記車両インナ側転動体列のピッチ円位置が、前記外輪フランジ部の車両インナ側主表面よりも車両アウタ側に定められ、
前記内輪は、前記車両インナ側転動体列に対応して設けられた、該内輪の軌道面のアキシャル方向における端縁位置を基準位置として、該基準位置よりも車両インナ側に位置する第一部分のアキシャル方向距離が、同じく車両アウタ側に位置する第二部分のアキシャル方向距離よりも大きく定められてなることを特徴とするハブユニット。
An outer ring that is non-rotatably mounted on the vehicle body side, a hub wheel that is concentrically arranged with the outer ring and that has a wheel mounting flange formed in the circumferential direction, and is fitted to at least the outer peripheral surface of the vehicle inner side end of the hub wheel A hub unit comprising an inner ring and a rolling element row composed of a plurality of rolling elements arranged in a circumferential direction between the inner ring or the hub wheel and the outer ring,
On the inner surface side of the detected part projecting in the axial direction from the vehicle inner side end of the inner ring and the cap part attached to the outer ring so as to rotate integrally with the outer ring so as to cover the vehicle inner side end opening of the outer ring, A rotation sensor provided with a detection unit that is provided in a predetermined detection gap in the axial direction with respect to the detected unit and that detects the rotation of the detected unit is provided,
The rolling element rows are provided in a double row having a vehicle inner side rolling element row and a vehicle outer side rolling element row,
The outer ring has a cylindrical main body portion and an outer ring flange portion protruding radially from the main body portion, and a portion of the main body portion that protrudes toward the vehicle inner side from the outer ring flange portion is attached to the vehicle body. An outer ring inlay portion forming a portion, the pitch circle position of the vehicle inner side rolling element row is determined on the vehicle outer side from the vehicle inner side main surface of the outer ring flange portion,
The inner ring is provided in correspondence with the vehicle inner side rolling element row, and is a first portion located on the vehicle inner side of the reference position with an end edge position in the axial direction of the raceway surface of the inner ring as a reference position. A hub unit characterized in that an axial direction distance is determined to be larger than an axial direction distance of a second portion which is also located on the vehicle outer side.
JP2006131301A 2006-05-10 2006-05-10 Hub unit Pending JP2007303522A (en)

Priority Applications (1)

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009150490A (en) * 2007-12-21 2009-07-09 Jtekt Corp Bearing device for axle
WO2014094749A1 (en) * 2012-12-20 2014-06-26 Schaeffler Technologies AG & Co. KG Wheel hub rolling bearing unit with a signal emitter on a higher area of an inner ring within a sealing cap having a protrusion for securing a sensor
CN104669934A (en) * 2013-11-26 2015-06-03 Zf腓特烈斯哈芬股份公司 Portal housing arrangement
DE102014206100A1 (en) * 2014-04-01 2015-10-01 Schaeffler Technologies AG & Co. KG Wheel bearing assembly comprising an inner ring with helix angle
KR101728030B1 (en) * 2015-07-03 2017-04-18 주식회사 일진글로벌 Wheel bearing
DE102020107956A1 (en) 2020-03-23 2021-09-23 Schaeffler Technologies AG & Co. KG Bearing designed to accommodate a sensor unit

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009150490A (en) * 2007-12-21 2009-07-09 Jtekt Corp Bearing device for axle
WO2014094749A1 (en) * 2012-12-20 2014-06-26 Schaeffler Technologies AG & Co. KG Wheel hub rolling bearing unit with a signal emitter on a higher area of an inner ring within a sealing cap having a protrusion for securing a sensor
CN104937297A (en) * 2012-12-20 2015-09-23 舍弗勒技术股份两合公司 Wheel hub rolling bearing unit with signal generator on the projecting region of the inner ring inside a sealing cap with a projection for fixing a sensor
CN104669934A (en) * 2013-11-26 2015-06-03 Zf腓特烈斯哈芬股份公司 Portal housing arrangement
CN104669934B (en) * 2013-11-26 2019-05-10 Zf腓特烈斯哈芬股份公司 Gate-type casing component
DE102014206100A1 (en) * 2014-04-01 2015-10-01 Schaeffler Technologies AG & Co. KG Wheel bearing assembly comprising an inner ring with helix angle
KR101728030B1 (en) * 2015-07-03 2017-04-18 주식회사 일진글로벌 Wheel bearing
DE102020107956A1 (en) 2020-03-23 2021-09-23 Schaeffler Technologies AG & Co. KG Bearing designed to accommodate a sensor unit

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