JP2008018767A - Drive shaft assembly - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the cost of a hub ring, and to further reduce the cost of a drive shaft assembly including the hub ring, a bearing part and two constant velocity universal joints. <P>SOLUTION: A cylindrical pilot part P fitted to an inner periphery of the wheel 80 is formed in an inner diameter part of a brake rotor 70. By the formation of the pilot part P, the shape of the hub ring 10, particularly, the shape of an outboard side is simplified, and thereby the hub ring 10 can be manufactured by cold forging, etc. at low cost. An outside joint member 31 of an outboard side constant velocity universal joint 30 and the hub ring 10 are connected by a nut member 90. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a drive shaft assembly used for a driving wheel (whether a driving wheel or a driven wheel) of an automobile.

  As shown in FIG. 9, the drive shaft 1 that transmits the power from the engine to the drive wheels includes a fixed type constant velocity universal joint J1 on the outboard side (the side of the vehicle body side in the vehicle width direction) and the inboard side ( The intermediate shaft 2 is connected to a sliding type constant velocity universal joint J2 on the side of the vehicle body in the vehicle width direction. The constant velocity universal joint J1 on the outboard side is coupled to the hub wheel 4 rotatably supported by the wheel bearing 3, and the constant velocity universal joint J2 on the inboard side is coupled to the differential 5.

  The wheel bearing 3 is arranged in double rows between a bearing inner ring 3a fixed to the outer periphery of the hub wheel 4, a bearing outer ring 3b fixed to a knuckle member 6 extending from a suspension on the vehicle body side, and a bearing inner ring 3a and a bearing outer ring 3b. And rolling elements 3c. Usually, both are fixed by press-fitting the bearing inner ring 3 a on the outer periphery of the hub ring 4. The bearing outer ring 3b and the knuckle member 6 are usually fixed by bolting the flange 3b1 of the bearing outer ring 3b to the knuckle member 6.

  The conventional assembly of the drive shaft 1 to the vehicle is performed in a state where the hub wheel 4 and the wheel bearing 3 are fixed to the knuckle member 6 in advance, and the shaft end on the outboard side of the drive shaft 1 (the stem portion 7a of the outer joint member 7). ) Is inserted into the inner periphery of the hub wheel 4 and a nut 8 is screwed onto the shaft end protruding from the hub wheel 4 (see, for example, Patent Document 1). As the nut 8 is tightened, the entire drive shaft 1 slides toward the outboard side, and the shoulder 7b of the outer joint member 7 comes into contact with the end surface of the bearing inner ring 3a. As a result, the outer joint member 7 and the hub wheel 4 are positioned in the axial direction, and a predetermined preload is applied to the wheel bearing 3. The outer peripheral surface of the stem portion 7a of the outer joint member 7 and the inner peripheral surface of the hub wheel 4 are coupled by a spline (not shown), and the driving force of the engine transmitted to the outer joint member 7 is the spline and further the hub wheel 4 Is transmitted to the wheel W via.

A pilot portion 4a is integrally formed at the shaft end of the hub wheel 4 on the outboard side. The inner peripheral surfaces of the brake rotor 9 and the wheels W are fitted to the outer peripheral surface of the pilot portion 4a.
JP 2004-270855 A

  Thus, conventionally, since the pilot portion 4a is provided on the hub wheel 4, the shape of the hub wheel 4 is complicated. Therefore, the turning process is indispensable in the manufacturing process of the hub wheel. In addition, it is necessary to apply a rust preventive coating to prevent the wheels from sticking to the pilot part. These points are factors that increase the cost of the hub wheel.

  Further, in the conventional process, the knuckle member 6 assembled with the wheel bearing 3 and the hub wheel 4 is made to wait in advance at a position swung from the neutral position around the kingpin center, and in this state, the outboard side constant velocity universal joint The complicated work of fixing J1 to the hub wheel 4 and further fixing the inboard side constant velocity universal joint J2 to the differential 5 after returning the knuckle member 6 to the neutral position is required. Therefore, the assembly process of the drive shaft is complicated, and this point is a factor of high cost. Further, since the drive shaft turns with the turning of the knuckle member, a large work space is required.

  Accordingly, an object of the present invention is to reduce the cost of a hub wheel, and further to reduce the cost of a drive shaft assembly including a hub wheel, a bearing portion, and two constant velocity universal joints.

  In addition, an object of the present invention is to simplify the assembly process of the drive shaft assembly to the knuckle member.

  The drive shaft according to the present invention includes an outboard side constant velocity universal joint, an intermediate shaft, an inboard side constant velocity universal joint coupled to the inboard side of the outboard side constant velocity universal joint via the intermediate shaft, A plurality of inner races comprising an outer member having a plurality of outer races on the inner periphery, a hub wheel integrally having a wheel mounting flange, and at least one inner ring press-fitted to the outer periphery of the hub wheel, and facing the outer race on the outer periphery. And a plurality of rows of rolling elements disposed between the outer race and the inner race facing each other. The present invention is characterized in that in this drive shaft assembly, a pilot portion fitted to the inner periphery of the wheel is provided in another member other than the hub wheel.

  Thereby, the shape of the hub wheel can be simplified, and the hub wheel can be formed only by a low cost processing method, for example, cold forging. Further, rust prevention treatment for preventing the wheel from sticking to the hub wheel is not required.

  If the maximum outer diameter of the outboard side and inboard side constant velocity universal joints is made smaller than the minimum inner diameter of the knuckle member, the outer joint member of the outboard side constant velocity universal joint and the hub wheel are combined. Even when the drive shaft, hub wheel, and bearing are assembled, the assembly is knuckled by sequentially inserting the inboard side constant velocity universal joint, the intermediate shaft, and the outboard side constant velocity universal joint into the inner periphery of the knuckle member. Can be assembled to a member. Since such an operation can be performed only by pushing the assembly in the axle direction, the assembly operation of the assembly can be simplified. Here, the term “constant velocity universal joint” includes accessories such as boots and boot bands. The maximum outer diameter dimension of the outboard side and inboard side constant velocity universal joints including these accessories is set smaller than the minimum inner diameter dimension of the knuckle member.

  Positioning of the inner ring in the axial direction with respect to the hub ring can be performed by using the tightening force of the nut member. In this case, the seating surface of the hub wheel that receives the tightening force from the nut member can be formed by cold forging or turning. If it is cold forging, a seat surface can be formed at low cost, and if it is turning, a seat surface with high accuracy can be obtained. If the hub wheel is cold forged and then the required part is turned to finish the seat surface, a highly accurate seat surface can be formed at low cost.

  It is also possible to use a pressed product as the pilot part. In this case, the pilot portion is used by being fitted into the opening of the hub wheel, for example. In addition, a pilot portion can be formed on the nut member.

  A brake rotor is also conceivable as another member for providing the pilot portion. Usually, since the brake rotor is manufactured by casting, even if the pilot portion is formed on the brake rotor, the cost increase is minimized.

  By using the outer diameter portion of the wheel mounting flange of the hub wheel as the guide surface of the brake rotor, when the brake rotor is assembled to the hub wheel, the assembly work can be performed smoothly. In this case, in order to ensure the accuracy of the outer diameter portion of the wheel mounting flange, it is desirable to form the outer diameter portion by turning.

  According to the present invention, the cost of the hub wheel can be reduced, and consequently the cost of the drive shaft assembly can be reduced.

  Further, the elements such as the drive shaft, the bearing portion, and the hub wheel can be assembled to the vehicle at the same time, and the assembling process can be simplified.

  Embodiments of the drive shaft assembly according to the present invention are described in detail below.

  1 and 2 show a first embodiment of a drive shaft assembly according to the present invention. As shown in FIG. 1, this assembly includes a drive shaft 1, a hub wheel 10, and a bearing portion 20. The drive shaft 1 has a configuration in which an outboard side constant velocity universal joint 30 (fixed type constant velocity universal joint) and an inboard side constant velocity universal joint 40 (sliding type constant velocity universal joint) are coupled via an intermediate shaft 2. Have

  As shown in FIG. 2 in an enlarged manner, the hub wheel 10 is hollow and includes a wheel mounting flange 11 for mounting a wheel 80 on the outer peripheral surface thereof. A plurality of bolt holes 12 are formed in the circumferential direction of the wheel mounting flange 11, and wheel bolts 14 for fixing the brake rotor 70 and the wheels 80 are implanted in the bolt holes 12. Unlike the prior art, the pilot portion is not provided on the outboard side of the hub wheel 10, and the end surface on the outboard side of the wheel mounting flange 11 is located on the most outboard side in the hub wheel 10. An inner ring 28 is press-fitted to the small diameter step portion 13 formed on the outer peripheral surface on the inboard side of the hub wheel 10 with an appropriate tightening margin. A retaining ring 29 (see FIG. 7) can be interposed between the inner peripheral surface of the inner ring 28 and the outer peripheral surface of the small diameter step portion 13.

  The bearing portion 20 has a double-row angular ball bearing structure arranged on the back surface, a double-row inner race 21 and an outer race 22, a rolling element 23 disposed between the inner race 21 and the outer race 22 facing each other, and an outboard side ( The holder 24 holds the rolling element row on the left side of the drawing and the rolling element row on the inboard side (right side of the drawing) at equal intervals in the circumferential direction. In the illustrated example, the inner race 21 on the outboard side is formed on the outer peripheral surface of the hub wheel 10, and the inner race 21 on the inboard side is formed in a row on the outer peripheral surface of the inner ring 28. In this case, the hub wheel 10 and the inner ring 28 constitute an inner member 25 having a double row inner race.

  Although illustration is omitted, the double-row inner race 21 may be formed on the inner ring press-fitted into the outer peripheral surface of the hub wheel 10. In this case, the inner ring 25 constitutes the inner member 25 having the double-row inner race 21. Alternatively, two inner rings may be press-fitted into the outer peripheral surface of the hub wheel 10 to form an inner race in each inner ring. In this case, the two inner rings constitute the inner member 25 having a double row inner race.

  The outer race 22 is formed on the inner peripheral surface of the ring-shaped integrated outer member 26. On the outer peripheral surface 26a of the outer member 26, a vehicle body mounting flange 26c for fixing to the knuckle member 6 extending from the suspension device of the vehicle body is formed. The outer peripheral surface 26a of the outer member 26 is inserted into the inner peripheral surface 6a of the knuckle member 6 from the outboard side and fitted with a clearance fit, and then the vehicle body mounting flange 26c is attached to the knuckle member 6 at a plurality of locations in the circumferential direction. The outer member 26 is fixed to the knuckle member 6 by bolting. Seals 27 a and 27 b are press-fitted and fixed to the inner peripheral surfaces of both ends in the axial direction of the outer member 26.

  The outboard-side seal 27a has a configuration in which a core metal is covered with an elastic material such as rubber and a plurality of (for example, three) seal lips are formed on the inner diameter side, and the core metal is formed on the inner peripheral surface of the outer member 26. The outer member 26 is fixed by press-fitting. The seal lip is in contact with the outer peripheral surface of the hub wheel 10 and the inboard side end surface of the flange portion 11.

  The inboard-side seal 27b is called a cassette seal, and has a configuration in which a plurality of (for example, three) seal lips formed on the inner diameter side of the core metal are brought into contact with a slinger having an inverted L-shaped cross section. The seal 27b is fixed to the opening by pressing the cored bar into the inner peripheral surface of the outer member 26 and pressing the slinger into the outer peripheral surface of the inner ring 28. The seals 27a and 27b seal the opening portions at both ends of the bearing portion 20 so as to prevent leakage of grease filled inside and intrusion of water and foreign matters from the outside.

  In the illustrated bearing portion 20, a ball is illustrated as the rolling element 23, but a tapered roller can be used as the rolling element 23 when the vehicle weight increases.

  The outboard side constant velocity universal joint 30 has an outer joint member 31 in which a curved track groove is formed on the inner peripheral surface, and a curved track groove facing the track groove of the outer joint member 31 on the outer peripheral surface. The inner joint member 32, the torque transmission ball 33 incorporated between the track groove of the outer joint member 31 and the track groove of the inner joint member 32, and the outer joint member 31 and the inner joint member 32 are interposed. The cage 34 holds the torque transmission balls 33 at equal intervals in the circumferential direction. The inner joint member 32 is coupled to the shaft end on the outboard side of the intermediate shaft 2 inserted in the inner periphery thereof via a serration.

  The outer joint member 31 is manufactured by, for example, cold forging, and includes a mouth portion 31a that houses the inner joint member 32, the cage 34, and the torque transmission ball 33, and a solid stem portion that extends integrally from the mouth portion 31a in the axial direction. 31b.

  The stem portion 31b is inserted into the inner periphery of the hub wheel 10 and is coupled to the hub wheel 10 via the spline 60 so that torque can be transmitted. A male screw 31b1 is formed at the shaft end of the stem portion 31b. By screwing the nut member 90 into the male screw 31b1 and tightening with a predetermined torque, the shoulder surface 38 of the outer joint member 31 abuts on the end surface on the inboard side of the inner ring 28, and the end surface on the outboard side of the inner ring 28 Comes into contact with the hub wheel 10 in the axial direction. Thereby, the space | interval of the double row inner race 21 is hold | maintained to a regulation dimension, and a predetermined preload is given to the bearing part 20. FIG.

  As shown in FIG. 1, the inboard side constant velocity universal joint 40 is constituted by, for example, a tripod type constant velocity universal joint. The inboard side constant velocity universal joint 40 is provided at one end on the inboard side of the intermediate shaft 2, and has an outer joint member 41 in which a linear track groove is formed on the inner peripheral surface, and a track groove of the outer joint member 41. And the inner joint member 42 that is coupled to the intermediate shaft 2 and rotatably supports the roller 43 is a main component. As the inboard side constant velocity universal joint 40, a double offset type constant velocity universal joint may be used.

  The nut member 90 is accommodated in the nut accommodating portion 16 formed at the end portion of the hub wheel 10 on the outboard side. The seat portion 91 of the nut member 90 is pressed against the seat surface 18 of the nut housing portion 16 by tightening the nut member 90. In the embodiment shown in FIG. 2, the nut housing portion 16 including the seat surface 18 is formed by cold forging.

  The brake rotor 70 is disposed in close contact with the end face of the wheel mounting flange 11 on the outboard side. In the brake rotor 70, holes 71 for inserting the wheel bolts 14 are formed at a plurality of locations in the circumferential direction, and a pilot portion P is formed at the inner diameter end thereof. The outer peripheral surface P1 of the pilot portion P has a cylindrical surface shape, and the inner peripheral surface of the brake rotor 70 and the inner peripheral surface of the wheel 80 are fitted to the outer peripheral surface P1. The tip of the wheel bolt 14 planted in the bolt hole 12 of the wheel mounting flange 11 passes through the hole 71 of the brake rotor 70 and the hole 81 of the wheel 80 and protrudes to the outboard side. By screwing and tightening a wheel nut (not shown) to the tip of the wheel bolt 14, the hub wheel 10, the brake rotor 70, and the wheel 80 are integrally held.

  Thus, if the pilot part P is formed in the brake rotor 70, the shape of the outboard side of the hub wheel 10 can be simplified compared with the conventional structure shown in FIG. Therefore, the entire hub wheel 10 including the seat surface 18 of the nut housing portion 16 can be formed by cold forging, and the hub wheel 10 does not have a pilot portion. Rust prevention treatment for prevention is also unnecessary. From the above, the manufacturing cost of the hub wheel 10 can be reduced. Since the brake rotor 70 is usually manufactured by a casting method, even if the shape of the brake rotor 70 is complicated by providing the pilot portion P, an increase in the manufacturing cost can be suppressed to the minimum. it can.

  As shown in FIG. 2, the outer diameter portion 11 a of the wheel mounting flange 11 is preferably fitted to a cylindrical surface 73 formed on the brake rotor 70. Thereby, when the brake rotor 70 is assembled to the hub wheel 10, the outer diameter portion 11 a of the wheel mounting flange 11 functions as a guide surface for guiding the brake rotor 70, so that the workability of assembling the brake rotor 70 can be improved.

  In the drive shaft assembly described above, as shown in FIG. 1, the maximum outer diameter dimension D1 of the outboard side constant velocity universal joint 30 and the maximum outer diameter dimension D2 of the inboard side constant velocity universal joint 40 are set to the values of the knuckle member 6. It is made smaller than the minimum inner diameter dimension Dn (D1 <Dn, D2 <Dn). As a result, the drive shaft 1, the hub wheel 10, and the bearing portion 20 can be assembled to the vehicle even in a state where the drive shaft 1, the hub wheel 10, and the bearing portion 20 are assembled in advance (drive shaft assembly). That is, in the state where the outer joint member 31 of the outboard side constant velocity universal joint 30 and the hub wheel 10 are coupled using the nut member 90, the inboard side constant velocity universal joint 40, the intermediate shaft 2, the outboard side constant velocity. The universal joints 30 are sequentially inserted into the inner periphery of the knuckle member 6 in this order. Next, the vehicle body mounting flange 26c of the outer member 26 is bolted to the knuckle member 6 to complete the assembly of the drive shaft, the hub wheel, and the bearing portion to the vehicle at the same time. Thereby, the work man-hour at the assembly work site can be reduced, and workability is enhanced. Further, since the pushing direction of the drive shaft assembly is constant, workability at the time of assembly is also improved. In this case, it is not necessary to turn the knuckle member 6 as in the conventional process, so that the work space is minimized.

  Here, the “minimum inner diameter dimension Dn” of the knuckle member 6 means the inner diameter dimension of the portion of the knuckle member 6 that is present on the innermost diameter side. When the inner peripheral surface 6a of the knuckle member 6 is a smooth cylindrical surface as in the embodiment shown in FIG. 2, the inner diameter dimension of the inner peripheral surface 6a is the “minimum inner diameter dimension”.

  The “maximum outer diameter dimensions D1 and D2” of the constant velocity universal joints 30 and 40 are the most outer diameter side in the constant velocity universal joint including accessories such as the boot 37 and the boot band 36 (see FIG. 1). The outer diameter of the existing part. For example, in the outboard-side constant velocity universal joint 30 shown in FIG. 1, the outer diameter of the boot maximum diameter portion 37 a is the maximum outer diameter D1 of the outboard-side constant velocity universal joint 30.

  After the drive shaft assembly is assembled to the vehicle body by the above procedure, the brake rotor 70 and the wheels 80 are assembled to the hub wheel 10 as shown in FIG.

  FIG. 3 shows a second embodiment of the drive shaft assembly, which is different from the first embodiment shown in FIG. 2 in that the bearing surface 18 of the nut housing portion 16 is finished by turning. That is, after the nut housing portion 16 is formed by cold forging (the forged surface is denoted by reference numeral 19), the surface thereof is turned to finish the seat surface 18 with a predetermined surface accuracy. Thus, by finishing the seating surface 18 by turning, the processing accuracy of the seating surface 18 is increased, so that the preload management of the bearing portion 20 can be performed with higher accuracy. After forming the nut housing part 16 by cold forging, if the seating surface 16 is finished by turning, the high-accuracy seating surface 16 is much cheaper than the case where the entire nut housing part 16 is formed by turning. Is obtained.

  The pilot part P can also be formed in another member other than the brake rotor 70. In the third embodiment shown in FIG. 4 and the fourth embodiment shown in FIG. 5, the pilot part P is formed as a separate member from the hub wheel 10 by pressing a metal plate. FIG. A pilot portion P formed in an inverted L shape is shown, and FIG. 5 shows a pilot portion P formed in a cup shape. In any configuration, the pilot portion P is fixed to the opening on the outboard side of the hub wheel 10 by means such as press-fitting and has a cylindrical surface P1 that protrudes to the outboard side from the end surface on the outboard side of the wheel mounting flange 11. is doing. The inner peripheral surface of the brake rotor 70 and the inner peripheral surface of the wheel 80 are fitted to each cylindrical surface P1.

  FIG. 6 shows a fifth embodiment of the drive shaft assembly. In this embodiment, the pilot part P is formed on the nut member 90. The nut member 90 here has a configuration in which a flange-like pilot portion P is integrally formed. The seat portion 91 of the nut member 90 is formed thicker than the seat portion 91 of the nut member 90 shown in FIG. 2, so that the pilot portion P is on the outboard side of the end face on the outboard side of the wheel mounting flange 11. Placed in. The inner peripheral surface of the brake rotor 70 and the inner peripheral surface of the wheel 80 are fitted to the cylindrical outer peripheral surface P1 of the pilot portion P.

  FIG. 8 shows a sixth embodiment of the drive shaft assembly, and FIG. In the first to fifth embodiments, the outer member 26 is provided with the vehicle body mounting flange 26c, and the flange 26c is bolted to the knuckle member 6. In the sixth embodiment, the outer member 26 is provided. The outer peripheral surface 26a is fitted and incorporated into the inner peripheral surface 6a of the knuckle member 6 on the vehicle body side.

  As used herein, fitting and fitting means that the fitting of the outer member 26 and the knuckle member 6 completes the fitting of both. As shown in FIG. 7, this incorporation can be performed, for example, by press-fitting the cylindrical outer peripheral surface 26 a of the outer member 26 into the cylindrical inner peripheral surface 6 a of the knuckle member 6 from the outboard side.

  If necessary, the inboard side end of the inner peripheral surface 6a of the knuckle member 6 is provided with a convex portion 6b that engages with the end surface of the outer member 26 in the axial direction. When the convex portion 6b is provided, as shown in FIG. 7, the inboard side end surface of the outer member 26 press-fitted from the outboard side is in contact with the convex portion 6b and at the same time formed on the inner peripheral surface 6a of the knuckle member 6 The retaining ring groove 6c and the retaining ring groove 26b formed on the outer peripheral surface 26a of the outer member 26 are opposed to each other, and the retaining ring 53 accommodated in the retaining ring groove 26b of the outer member 26 is elastically expanded in diameter to knuckle. It engages both the member 6 and the outer member 26 in the axial direction. Thus, when the convex part 6b is provided in the internal peripheral surface of the knuckle member 6, the internal diameter dimension of the convex part 6b becomes the "minimum internal diameter dimension Dn" of a knuckle member. In addition, when sufficient fixing force is obtained only by press-fitting the outer member 26, the convex portion 6b of the knuckle member 6 can be omitted, or the retaining ring 53 can be omitted.

  As shown in FIG. 7, when the retaining ring 53 is disposed on the outboard side with respect to the axial center line O of the inboard side rolling element 23 and the outboard side rolling element 23, when the outer member 26 is press-fitted. Since the sliding distance of the retaining ring 53 with respect to the knuckle member inner circumferential surface 6 a can be shortened, damage to the knuckle member inner circumferential surface 6 a due to the dragging of the retaining ring 53 can be avoided.

  Thus, by providing a press-fit surface on the outer peripheral surface 26 a of the outer member 26 and press-fitting and fixing the outer member 26 to the inner periphery of the knuckle member 6, the flanged outer member 26 is provided at a plurality of locations on the knuckle member 6. Compared with the case of fastening with bolts (see FIGS. 1 to 6), the bolt fastening operation can be omitted, and the number of parts and the number of work steps can be reduced correspondingly, thereby reducing the cost.

  In addition, by pressing the outer member 26 into the knuckle member 6, radial contraction force acts on the outer member 26 after press-fitting, and the bearing gap is reduced by the contraction force. Therefore, if the press-fitting allowance is appropriately set in consideration of the preliminary preload amount due to tightening of the nut member 90, an appropriate amount of negative gap (for example, 0 to 100 μm, preferably 0 to 30 μm) can be obtained after press-fitting. Become. If the positive clearance is larger than 0, the bearing rigidity is insufficient and the durability is lowered, and if the negative clearance exceeds 100 μm, the preload is excessively increased, causing abnormal heat generation. Is a problem. When the outer member 26 is press-fitted, if the press-fitting allowance is set uniformly on the outer diameter side of each outer race 22, the amount of preload applied to the bearing portion 20 can be stabilized.

It is sectional drawing which shows 1st Embodiment of a drive shaft assembly. It is a principal part expanded sectional view of the drive shaft assembly concerning 1st Embodiment. It is a principal part expanded sectional view of the drive shaft assembly concerning 2nd Embodiment. It is a principal part expanded sectional view of the drive shaft assembly concerning 3rd Embodiment. It is a principal part expanded sectional view of the drive shaft assembly concerning 4th Embodiment. It is a principal part expanded sectional view of the drive shaft assembly concerning 5th Embodiment. It is a principal part expanded sectional view of the drive shaft assembly concerning 6th Embodiment. It is sectional drawing which shows 6th Embodiment of a drive shaft assembly. It is sectional drawing which shows schematic structure around the suspension apparatus of a vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Drive shaft 2 Intermediate shaft 6 Knuckle member 10 Hub wheel 11 Wheel mounting flange 11a Outer diameter part 14 Wheel bolt 16 Nut accommodating part 18 Seat surface 20 Bearing part 21 Inner race 22 Outer race 23 Rolling body 24 Cage 25 Inner member 26 Outside Side member 26a Outer peripheral surface 27a Seal 27b Seal 28 Inner ring 30 Outboard side constant velocity universal joint 31 Outer joint member 31a Mouse portion 31b Stem portion 32 Inner joint member 33 Torque transmission ball 34 Cage 36 Boot band 37 Boot 38 Shoulder surface 40 Inboard Side constant velocity universal joint 70 Brake rotor 80 Wheel 90 Nut member 91 Seat portion P Pilot portion Dn Minimum inside diameter dimension of knuckle member D1 Maximum outside diameter dimension of outboard side constant velocity universal joint D2 Maximum outside of inboard side constant velocity universal joint Diameter dimension

Claims (9)

An outboard side constant velocity universal joint, an intermediate shaft, an inboard side constant velocity universal joint coupled to the inboard side of the outboard side constant velocity universal joint via the intermediate shaft, and a plurality of outer races on the inner periphery An outer member, a hub wheel integrally having a wheel mounting flange, and at least one inner ring press-fitted to the outer periphery of the hub wheel, and facing an inner member having a plurality of inner races facing the outer race on the outer periphery A drive shaft assembly having a plurality of rows of rolling elements disposed between an outer race and an inner race,
A drive shaft assembly characterized in that a pilot portion fitted to the inner periphery of the wheel is provided in a separate member other than the hub wheel.   The drive shaft assembly according to claim 1, wherein the maximum outer diameter of the outboard side and inboard side constant velocity universal joints is smaller than the minimum inner diameter of the knuckle member.   The drive shaft assembly according to claim 1 or 2, wherein the seat surface of the hub wheel is formed by cold forging.   The drive shaft assembly according to claim 1 or 2, wherein a seating surface of the hub wheel is formed by turning.   The drive shaft assembly according to claim 1, wherein the pilot portion is formed by press molding.   The drive shaft assembly according to any one of claims 1 to 4, wherein the pilot portion is formed on a nut member.   The drive shaft assembly according to any one of claims 1 to 4, wherein the pilot portion is formed in a brake rotor.   8. The drive shaft assembly according to claim 7, wherein an outer diameter portion of a wheel mounting flange of the hub wheel is a guide surface of the brake rotor.   9. The drive shaft assembly according to claim 8, wherein a wheel mounting flange outer diameter portion of the hub wheel is formed by turning.

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