JP2008032225A - Wheel bearing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel bearing device, the wheel side of which can be reduced in weight without changing the layout of a knuckle on the vehicle side. <P>SOLUTION: This wheel bearing device comprises an outer ring 55 having double raceway surfaces 56, 57 and fixedly connected to the mounting member on the vehicle side, a hub wheel 41a and an inner ring 60a on which double raceway surfaces 58, 59 opposed to the raceway surfaces 56, 57 of the outer ring 55 are formed and to which a wheel is fitted, and double-row rolling elements 61, 62 interposed between the raceway surfaces of the outer ring 55 and the hub wheel 41a and between the raceway surfaces of the outer ring 55 and the inner ring 60a. The wheel bearing device rotatably supports the wheels on a vehicle body. The wheel bearing device has the hub wheel 41a on which the raceway surface 58 of one of the double raceway surfaces 58, 59 is directly formed on the outboard side and the separate inner ring 60a on which the other raceway surface 59 is formed on the outer periphery. The hub ring 41a and the inner ring 60a are so arranged that the opposed end surfaces thereof are brought into an abutted state. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a wheel bearing device, and more particularly to a wheel bearing device that supports a vehicle wheel rotatably on a vehicle body and realizes a light weight and compact size.

  FIG. 9 and FIG. 10 show an example of an automobile wheel bearing device that rotatably supports a driving wheel on a vehicle body. FIG. 9 shows an axle bearing 4 composed of the hub wheel 1, the inner ring 20 and the outer ring 15, and FIG. 10 shows a state in which the constant velocity universal joint 2 is coupled to the axle bearing 4 and these assemblies are attached to the knuckle 14.

  This bearing device has a structure in which a constant velocity universal joint 2 is attached to an axle bearing 4 constituted by a hub wheel 1 and an inner ring 20 and an outer ring 15 which are separate from the hub wheel 1. The constant velocity universal joint 2 is a serration (or spline) formed on the outer diameter of the shaft portion 5 and the inner diameter of the hub wheel 1 by inserting the shaft portion 5 of the outer joint member 3 into the through hole 6 of the hub wheel 1. 7 and 8 are coupled to the hub wheel 1 so as to be able to transmit torque, and are fixed to the axle bearing 4 by nuts 9.

  The constant velocity universal joint 2 includes the outer joint member 3, an inner joint member 11 attached to the end of the drive shaft 10, and the track grooves of the inner joint member 11 and the outer joint member 3. A plurality of incorporated torque transmission balls 12 and a cage 13 that is interposed between the outer spherical surface of the inner joint member 11 and the inner spherical surface of the outer joint member 3 and supports the torque transmission ball 12. Yes.

  This bearing device has a structure in which a hub wheel 1 is rotatably supported, a wheel wheel (not shown) is fixed to the hub wheel 1, and a vehicle body suspension device (see FIG. (Not shown).

  The axle bearing 4 has a double-row angular contact ball bearing structure, in which double-row raceway surfaces 16 and 17 are formed on the inner diameter surface of the outer ring 15, and one raceway surface 18 formed on the outer peripheral surface of the hub wheel 1 and its hub wheel. The other raceway surface 19 formed on the outer circumference surface of a separate inner ring 20 press-fitted into the outer circumference of one end portion, and the double-row raceway surfaces 18 and 19 facing the raceway surfaces 16 and 17 of the outer ring 15 are Formed between the raceway surfaces of the outer ring 15, the hub ring 1 and the inner ring 20, and multiple rows of rolling elements 21 and 22 are interposed at equal intervals in the circumferential direction by the cages 23 and 24. It has a supported structure.

  A vehicle body mounting flange 25 protrudes from the outer periphery of the outer ring 15 and is fixed to the knuckle 14 by screwing bolts 27 to female threads 26 formed at a plurality of locations along the circumferential direction of the flange 25. Yes. Note that seals 28 and 29 are provided between the hub wheel 1 and the inner ring 20 and the outer ring 15 in order to prevent foreign matters from entering the axle bearing 4 and leakage of grease filled therein.

The hub wheel 1 includes a wheel mounting flange 30, and hub bolts 31 for fixing the wheel wheel are mounted at equal circumferential positions of the flange 30. A brake rotor (not shown) is fixed to the flange 30 of the hub wheel 1 by the hub bolt 31 (see, for example, Patent Document 1).
JP-A-10-297208

  By the way, in the case of the structure of the conventional wheel bearing device, the diameter size of the serration 7 formed on the shaft portion 5 of the constant velocity universal joint 2 fitted to the hub wheel 1 and the shape of the knuckle 14 are determined by the torsional strength determined from the vehicle specifications. Because of this, the bearing specifications are limited.

  In order to greatly contribute to the weight reduction of vehicles in recent years, for example, in the constant velocity universal joint 2, the number of torque transmission balls 12 incorporated between the track grooves of the inner joint member 11 and the outer joint member 3 is increased. Thus, it is possible to reduce the outer diameter of each torque transmitting ball 12 and thereby reduce the outer diameter of the outer joint member 3 to reduce the weight of the entire apparatus. There was no current situation.

  Therefore, the present invention has been proposed in view of the above problems, and its object is to provide a wheel bearing device that can realize weight reduction on the wheel side without changing the layout of the knuckle on the vehicle side. It is to provide.

  As technical means for achieving the above object, the present invention has an outer member having a double-row raceway surface and connected and fixed to a mounting member on the vehicle body side, and faces the raceway surface of the outer member. A double row raceway surface is formed, and includes an inner member to which a wheel is attached, and a double row rolling element interposed between the outer member and the inner member. In the wheel bearing device that is rotatably supported, the inner member includes a hub wheel in which one of the raceway surfaces is directly formed on the outboard side, and a separate body in which the other raceway surface is formed on the outer periphery. The end faces of the hub ring and the inner ring facing each other are arranged in abutment with each other (claim 1).

  In the wheel bearing device of the present invention, by adopting a structure in which the hub ring and the inner ring are disposed in a state of abutting in the axial direction, the entire device is made compact in the axial direction, thereby increasing the degree of design freedom. That is, if the center of the constant velocity universal joint coupled to the inner member composed of the hub ring and the inner ring is changed to the outboard side, it is possible to coincide with the kingpin axis. If the joint center coincides with the kingpin axis in this way, the moment load does not act on the constant velocity universal joint when the vehicle turns, and the steering stability and running stability are improved. In addition, since the inboard side raceway surface of the double row raceway surface is a severe part in terms of life, the inner ring that forms the inboard side raceway surface is separated from the hub ring. The degree of freedom in material selection is increased, and the service life can be improved. Furthermore, the bearing clearance can be set more reliably and the assembly man-hours can be reduced than the type of wheel bearing device having a structure in which the inner ring is press-fitted into the hub ring.

  If a connecting ring is attached to the abutting end of the hub ring and the inner ring (Claim 2), when removing the constant velocity universal joint coupled to the inner member arranged in a state where the hub ring and the inner ring are abutted, The inner ring remains on the outer joint member and is not removed from the wheel bearing device, and the structure can be easily separated from the constant velocity universal joint.

  If a serration or spline and a fitting surface are formed on the inner periphery of the hub ring (Claim 3), and the fitting surface is formed with a diameter smaller than the inner diameter of the inner ring (Claim 4), the constant velocity universal joint The operation when inserting the shaft portion into the inner diameter of the inner member from the inner ring side is facilitated, and the assemblability can be improved.

  If the inner ring is made of high carbon steel and is hardened and hardened to the core (Claim 5), the short life of the raceway surface on the inboard side, which is a severe part in the life, can be suppressed. Can improve the service life.

  Further, if a hardened layer is formed by quenching from the raceway surface of the hub ring to the abutting end surface with the inner ring (Claim 6), the surface of the abutting end surface of the hub ring becomes hard and wear due to the abutting with the inner ring is suppressed. It is possible to prevent a decrease in the preload inside the bearing due to wear and an increase in the axial clearance, thereby maintaining the bearing life and rigidity.

  According to the present invention, an outer member having a double-row raceway surface and connected and fixed to a mounting member on the vehicle body side, and a double-row raceway surface facing the raceway surface of the outer member are formed. A wheel bearing device for supporting the wheel rotatably on the vehicle body, and an inner member to which the outer member and the inner member are interposed. The inner member is formed by a hub ring in which one of the raceway surfaces is formed directly on the outboard side and a separate inner ring in which the other raceway surface is formed on the outer periphery. And the end faces of the inner ring facing each other are arranged in abutment with each other, so that the entire apparatus is made compact in the axial direction, thereby increasing the degree of freedom in design. The degree of freedom in selecting the material for the inner ring is increased, and the service life can be improved.

  If a connecting ring is attached to the abutting end of the hub ring and the inner ring, when the constant velocity universal joint coupled to the inner member arranged in a state where the hub ring and the inner ring are abutted is removed, the inner ring is connected to the outer joint. The inner ring is not removed from the bearing and remains in the member, and the bearing and the constant velocity universal joint can be easily separated.

  If a serration or spline and a fitting surface are formed on the inner periphery of the hub ring, and the fitting surface is formed smaller than the inner diameter of the inner ring, the shaft portion of the constant velocity universal joint is set to the inner diameter of the inner member. The work at the time of insertion from the inner ring side becomes easy, and the assemblability can be improved.

  If the inner ring is made of high carbon steel and is hardened and hardened to the core, the life of the inboard side raceway surface, which is a severe part of the life, can be improved.

  Further, if a hardened layer is formed by quenching from the raceway surface of the hub ring to the abutting end surface with the inner ring, the surface of the abutting end surface of the hub ring becomes hard and wear due to the abutting with the inner ring can be suppressed. This can prevent a decrease in the preload inside the bearing and an increase in the axial clearance due to this, thereby maintaining the bearing life and rigidity.

  An embodiment of the present invention will be described in detail below with reference to FIGS.

  1 shows an axle bearing 44 composed of a hub wheel 41a, an inner ring 60a and an outer ring 55, and FIG. 2 shows a state in which a constant velocity universal joint 42 is coupled to the axle bearing 44 and these assemblies are attached to a knuckle 54. In this embodiment, a shaft portion 45a of a constant velocity universal joint 42 is coupled to a hub wheel 41a and an inner ring 60a by a bolt 72.

  The wheel bearing device of the embodiment shown in FIG. 1 and FIG. 2 is an axle bearing composed of a hub ring 41a, an inner member comprising an inner ring 60a separate from the hub wheel 41a, and an outer ring 55 which is an outer member. 44 and a constant velocity universal joint 42. The constant velocity universal joint 42 inserts the shaft portion 45a of the outer joint member 43a into the hub wheel 41a and the inner ring 60a, and serrations (or splines) 47 formed on the outer diameter of the shaft portion 45a and the inner diameter of the hub wheel 41a. , 48 so as to be able to transmit torque to the hub wheel 41a, and fixed to the axle bearing 44 by bolts 72.

  The constant velocity universal joint 42 includes, in addition to the outer joint member 43a, an inner joint member 51 attached to an end of the drive shaft 50, and the track grooves of the inner joint member 51 and the outer joint member 43a. A plurality of incorporated torque transmission balls 52 and a cage 53 that supports the torque transmission balls 52 interposed between the outer spherical surface of the inner joint member 51 and the inner spherical surface of the outer joint member 43a. Yes.

  This bearing device has a structure in which a hub wheel 41a is rotatably supported, a wheel wheel (not shown) is fixed to the hub wheel 41a, and an axle bearing 44 is attached to a vehicle body via a knuckle 54 as an attachment member. It is supported by a suspension device (not shown).

  The hub wheel 41a includes a wheel mounting flange 70 formed integrally with an outer diameter of one end portion on the outboard side, and a hub bolt 71 for fixing the wheel wheel to the circumferentially equidistant position of the flange 70 is mounted. ing. A brake rotor (not shown) is fixed to the flange 70 of the hub wheel 41a by the hub bolt 71.

  The outer ring 55 includes a vehicle body mounting flange 65 formed integrally with the outer diameter thereof, and screws 67 are screwed onto female screws 66 formed at a plurality of locations along the circumferential direction of the flange 65. The flange 65 and the knuckle 54 are connected and fixed.

  The axle bearing 44 has a double-row angular ball bearing structure, and double-row raceway surfaces 56, 57 are formed on the inner diameter surface of the outer ring 55, and double-row raceway surfaces 58, 57 facing the raceway surfaces 56, 57 of the outer ring 55. One (outboard side) raceway surface 58 is directly formed on the outer diameter of the hub wheel 41a, and the other (inboard side) raceway surface 59 is a shaft root portion of the constant velocity universal joint 42. It is formed in the outer diameter of the inner ring | wheel 60a fitted by the shoulder part. Further, double row rolling elements 61 and 62 are interposed between the raceways of the outer ring 55, the hub ring 41a and the inner ring 60a, and the rolling elements 61 and 62 in each row are supported at equal intervals in the circumferential direction by the cages 63 and 64. Has the structure. Note that seals 68 and 69 are provided between the outer ring 55 and the hub ring 41a and the inner ring 60a in order to prevent foreign matter from entering the axle bearing 44 and leakage of grease filled therein.

  In this way, the hub wheel 41a on which the outboard raceway surface 58 is formed and the inner ring 60a on which the inboard raceway surface 59 is formed are arranged so that the end surfaces thereof are in contact with each other. A structure is adopted in which the shoulder portion of the shaft base portion of the universal joint 42 is fitted. As a result, the entire apparatus is made compact in the axial direction, thereby increasing the degree of design freedom. That is, if the center of the constant velocity universal joint 42 coupled to the inner member composed of the hub ring 41a and the inner ring 60a is changed to the outboard side, it can be aligned with the kingpin axis. If the joint center coincides with the kingpin axis in this way, the moment load does not act on the constant velocity universal joint 42 when the vehicle turns, and the steering stability and running stability are improved.

  Further, since the inboard side raceway surface 59 of the double-row raceway surfaces 58 and 59 is a severe part in terms of life, the inner ring 60a forming the inboard side raceway surface 59 is separated from the hub wheel 41a. By doing so, the degree of freedom in selecting the material of the inner ring 60a is increased. That is, if the inner ring 60a is made of high carbon steel and is hardened and hardened to the core, the life of the inboard side raceway surface 59, which is a severe part in the life, can be improved. Furthermore, the bearing clearance can be set more reliably and the assembly man-hour can be reduced than in the conventional wheel bearing device (see FIGS. 9 and 10) in which the inner ring 20 is press-fitted into the hub ring 1, and the assembly man-hour can be reduced. Accordingly, the hub ring 41a can be reduced in weight and the bearing can be made compact.

  A serration 48 is formed on the inner diameter of the hub wheel 41a and a fitting surface 74 with the shaft portion 45a of the constant velocity universal joint 42 is formed. The fitting surface 74 is smaller in diameter than the inner diameter of the inner ring 60a. Thus, if the inner diameter of the inner ring 60a is made larger than the fitting surface 74 of the inner diameter of the hub ring 41a, the shaft portion 45a of the constant velocity universal joint 42 is inserted into the inner diameter of the inner ring 60a and the hub ring 41a from the inner ring side. The work at the time of carrying out becomes easy, and the improvement of assembly property and the intensity | strength of the axial part 45a can be aimed at.

  In the above-described embodiment, the hub wheel 41a and the outer joint member 43a of the constant velocity universal joint 42 are coupled by the bolt 72. However, in addition to this structure, for example, as shown in FIG. 41a and the constant velocity universal joint 42 may be coupled by a nut 49, that is, the shaft portion 45b of the outer joint member 43b of the constant velocity universal joint 42 may be fixed to the hub wheel 41a by the nut 49. It is. Further, as shown in FIG. 4, a structure in which both ends of the shaft portion 45c of the outer joint member 43c protruding from the end portion of the hub wheel 41a are joined by plastic deformation by caulking.

  Next, another embodiment of the present invention has a structure shown in FIGS. Each of the bearing devices of each embodiment shown in the figure has a structure in which a connecting ring 73 is attached to a butted end portion of the hub ring 41b and the inner ring 60b. With such a structure, when the constant velocity universal joint 42 coupled to the inner member disposed in a state where the hub ring 41b and the inner ring 60b face each other is removed, the inner ring 60b is connected to the outer joint members 43a and 43b. Therefore, the inner ring 60b is not removed from the axle bearing 44, and the structure can be easily separated from the constant velocity universal joint 42.

  5 shows an axle bearing 44 composed of a hub wheel 41b, an inner ring 60b and an outer ring 55, and FIG. 6 shows a state in which the constant velocity universal joint 42 is attached to the axle bearing 44 and these assemblies are attached to the knuckle 54. . In this embodiment, a shaft portion 45a of a constant velocity universal joint 42 is coupled to a hub wheel 41b and an inner ring 60b by a bolt 72. FIG. 7 shows a structure in which the shaft portion 45b of the constant velocity universal joint 42 is coupled to the hub wheel 41b and the inner ring 60b by a nut 49. The embodiment shown in FIGS. 5 to 7 has a structure in which the axle bearing 44 and the constant velocity universal joint 42 can be separated.

  In the wheel bearing device of each embodiment shown in FIGS. 1 to 7, the hub wheels 41 a and 41 b and the inner rings 60 a and 60 b are arranged in abutting state, and the inner rings 60 a and 60 b are arranged at the root portion of the shaft portion of the constant velocity universal joint 42. By adopting a structure fitted to the shoulder, the diameter of the serration 48 formed on the inner diameter of the hub wheels 41a, 41b can be increased by the thickness of the portion where the inner rings 60a, 60b are fitted. Therefore, the number of teeth of the serration 48 can be increased accordingly. Further, since the torque transmission capacity at the coupling portion between the hub wheels 41a and 41b and the shaft portions 45a to 45c of the constant velocity universal joint 42 can be increased, the serration fitting width can be designed to be smaller than that of the conventional device. The overall axial dimension can be reduced, and the rigidity of the hub wheels 41a and 41b and the constant velocity universal joint 42 can be improved. In addition, the outer diameter of the shaft portions 45a to 45c of the constant velocity universal joint 42 can be increased, whereby the shaft portions 45a to 45c can be hollowed, and further weight reduction of the entire apparatus can be easily realized. To do.

  The wheel bearing device of each embodiment described above has a structure in which the hub rings 41a and 41b and the inner rings 60a and 60b are arranged in a state of abutting in the axial direction, and the inner rings 60a and 60b are made of high carbon steel. Therefore, since the surface hardness is about Rockwell hardness HRC60, the butt end surfaces of the hub wheels 41a and 41b may be worn in a raw state where the butt end surfaces of the hub wheels 41a and 41b are not quenched. .

  Therefore, for example, in the case of the hub wheel 41a of the embodiment shown in FIG. 1, as shown in FIG. 8, the hardened layer is formed by quenching from the raceway surface 58 of the hub wheel 41a to the butt end surface 75 with the inner ring 60a (see FIGS. 2 to 4). 76, 77 are formed. This is because, when the raceway surface 58 of the hub wheel 41a is quenched, a hardened layer 76 is formed by burning out to the butted end surface 75 of the hub wheel 41a as shown in FIG. As shown in b), it can be realized by forming the hardened layer 77 by forcibly quenching the butt end face 75 of the hub wheel 41a. The surface hardness of the hardened layers 76 and 77 is set to Rockwell hardness HRC50 or more, preferably HRC58 or more. The formation of the hardened layers 76 and 77 can also be applied to a hub wheel 41b that can be separated from the constant velocity universal joint 42 shown in FIG.

  By forming the hardened layers 76 and 77 on the abutting end faces 75 of the hub wheels 41a and 41b, the surfaces become hard and wear due to butting against the inner rings 60a and 60b can be suppressed. It can prevent the decrease and the increase of axial clearance due to it, and can maintain the bearing life and rigidity.

  The hub wheels 41a and 41b may be made of a material having a carbon content in the carbon steel of 0.45 to 0.70 wt%. Carbon needs to be 0.45 wt% or more in order to improve strength, wear resistance and rolling fatigue life, and if it exceeds 0.80 wt%, this is because the workability, machinability and toughness deteriorate. Is the upper limit.

It is sectional drawing which shows the non-separation type wheel bearing apparatus by embodiment of this invention. FIG. 2 is a cross-sectional view showing a wheel bearing device in which a constant velocity universal joint is coupled to the axle bearing of FIG. 1 with a bolt. It is sectional drawing which shows the wheel bearing apparatus which combined the constant velocity universal joint with the nut to the axle bearing of FIG. It is sectional drawing which shows the wheel bearing apparatus which couple | bonded the constant velocity universal joint by crimping with the axle bearing of FIG. It is sectional drawing which shows the separation type wheel bearing apparatus in other embodiment of this invention. FIG. 6 is a cross-sectional view showing a wheel bearing device in which a constant velocity universal joint is coupled to the axle bearing of FIG. 5 with a bolt. It is sectional drawing which shows the wheel bearing apparatus which combined the constant velocity universal joint with the nut to the axle bearing of FIG. (A) is a cross-sectional view showing a hub ring in which a hardened layer is formed on the butt end face with the inner ring by burn-out, and (b) is a cross-sectional view showing a hub ring in which a hardened layer is formed on the butt end face with the inner ring by full quenching. is there. It is sectional drawing which shows the prior art example of a wheel bearing apparatus. It is sectional drawing which shows the wheel bearing apparatus which combined the constant velocity universal joint with the nut to the axle bearing of FIG.

Explanation of symbols

41a, 41b Inner member (hub ring)
47, 48 Serration 54 Mounting member (knuckle)
55 Outer member (outer ring)
56, 57 Track surface 58, 59 Track surface 60a, 60b Inner member (inner ring)
61, 62 Rolling element 73 Connecting ring 74 Fitting surface

Claims (6)

  An outer member having a double-row raceway surface and connected and fixed to a mounting member on the vehicle body side, and an inner member on which a double-row raceway surface facing the raceway surface of the outer member is formed and a wheel is attached And a wheel bearing device that includes a plurality of rolling elements interposed between the respective raceway surfaces of the outer member and the inner member, and supports the wheel rotatably on the vehicle body. One end face of the double-row raceway surface is formed directly on the outboard side and a separate inner ring having the other raceway face formed on the outer periphery, and the opposite end faces of the hub ring and the inner ring The wheel bearing device is characterized by being arranged in a butted state.   The wheel bearing device according to claim 1, wherein a connecting ring is attached to a butt end portion of the hub ring and the inner ring.   The wheel bearing device according to claim 1 or 2, wherein a serration or spline and a fitting surface are formed on an inner diameter of the hub wheel.   The wheel bearing device according to any one of claims 1 to 3, wherein the fitting surface is formed with a smaller diameter than an inner diameter of the inner ring.   The wheel bearing device according to any one of claims 1 to 4, wherein the inner ring is made of high carbon steel and is hardened and hardened to a core portion thereof.   The wheel bearing device according to any one of claims 1 to 5, wherein a hardened layer is formed by quenching from a raceway surface of the hub ring to a butt end surface with an inner ring.

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