JP2008162359A - Bearing device for wheel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a bearing device for a wheel capable of suppressing any play in the circumferential direction, and having the excellent connection work efficiency of a hub ring with an outer joint member of a constant velocity universal joint. <P>SOLUTION: In the bearing device for the wheel, a shaft part 12 of an outer joint member of a constant velocity universal joint 3 to be fitted in a hole part 22 of a hub ring 1 is integrated with the hub ring 1 via an uneven fitting structure M. In the uneven fitting structure M, the entire recess fitting part 38 of a projecting part 35 is tightly fitted to its corresponding recess 36. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a wheel bearing device for rotatably supporting a wheel with respect to a vehicle body in a vehicle such as an automobile.

  The wheel bearing device has evolved from a structure in which a double row rolling bearing called a first generation is used alone to a second generation in which a vehicle body mounting flange is integrated with an outer member. The third generation in which the inner raceway is integrally formed on one of the double row rolling bearings on the outer periphery of the hub wheel having an integral, and the constant velocity universal joint is integrated with the hub wheel. A fourth generation type has been developed in which the other inner rolling surface of the double row rolling bearing is integrally formed on the outer periphery of the outer joint member constituting the joint.

  For example, Patent Document 1 describes what is called a third generation. As shown in FIG. 11, the wheel bearing device called the third generation includes a hub wheel 102 having a flange 101 extending in the outer diameter direction, and a constant velocity universal joint 104 in which an outer joint member 103 is fixed to the hub wheel 102. And an outer member 105 disposed on the outer peripheral side of the hub wheel 102.

  The constant velocity universal joint 104 includes an outer joint member 103, an inner joint member 108 disposed in the bowl-shaped portion 107 of the outer joint member 103, and the inner joint member 108 and the outer joint member 103. A ball 109 is provided, and a holder 110 that holds the ball 109. Further, a spline portion 111 is formed on the inner peripheral surface of the center hole of the inner joint member 108, and an end spline portion of a shaft (not shown) is inserted into the center hole, and the spline portion 111 on the inner joint member 108 side The spline portion on the shaft side is engaged.

  The hub wheel 102 has a cylindrical portion 113 and the flange 101, and a short cylindrical shape in which a wheel and a brake rotor (not shown) are mounted on the outer end surface 114 (end surface on the opposite joint side) of the flange 101. A pilot part 115 is provided in a protruding manner. The pilot portion 115 includes a large-diameter first portion 115a and a small-diameter second portion 115b. A wheel is externally fitted to the first portion 115a, and a brake rotor is externally fitted to the second portion 115b.

  A notch 116 is provided on the outer peripheral surface of the end portion of the cylindrical portion 113 on the side of the flange portion 107, and an inner ring 117 is fitted into the notch 116. A first inner raceway surface 118 is provided in the vicinity of the flange on the outer peripheral surface of the cylindrical portion 113 of the hub wheel 102, and a second inner raceway surface 119 is provided on the outer peripheral surface of the inner ring 117. Further, a bolt mounting hole 112 is provided in the flange 101 of the hub wheel 102, and a hub bolt for fixing the wheel and the brake rotor to the flange 101 is mounted in the bolt mounting hole 112.

  The outer member 105 is provided with two rows of outer raceway surfaces 120 and 121 on its inner periphery, and a flange (vehicle body mounting flange) 132 on its outer periphery. Then, the first outer raceway surface 120 of the outer member 105 and the first inner raceway surface 118 of the hub wheel 102 face each other, and the second outer raceway surface 121 of the outer member 105 and the raceway surface 119 of the inner ring 117 are formed. Opposing and the rolling element 122 is interposed between these.

  The shaft portion 123 of the outer joint member 103 is inserted into the tube portion 113 of the hub wheel 102. The shaft portion 123 has a threaded portion 124 formed at the end of the ridged portion, and a spline portion 125 is formed between the threaded portion 124 and the hooked portion 107. Further, a spline portion 126 is formed on the inner peripheral surface (inner diameter surface) of the tube portion 113 of the hub wheel 102, and when the shaft portion 123 is inserted into the tube portion 113 of the hub wheel 102, The spline portion 125 engages with the spline portion 126 on the hub wheel 102 side.

Then, the nut member 127 is screwed to the threaded portion 124 of the shaft portion 123 protruding from the cylindrical portion 113, and the hub wheel 102 and the outer joint member 103 are connected. At this time, the inner end surface (back surface) 128 of the nut member 127 and the outer end surface 129 of the cylindrical portion 113 are in contact with each other, and the end surface 130 on the shaft portion side of the bowl-shaped portion 107 and the outer end surface 131 of the inner ring 117 are in contact with each other. That is, by tightening the nut member 127, the hub wheel 102 is sandwiched between the nut member 127 and the hook-shaped portion 107 via the inner ring 117.
JP 2004340403 A

  Conventionally, as described above, the spline portion 125 on the shaft portion 123 side and the spline portion 126 on the hub wheel 102 side are engaged. For this reason, it is necessary to perform spline processing on both the shaft portion 123 side and the hub wheel 102 side, which increases the cost and at the time of press-fitting, the spline portion 125 on the shaft portion 123 side and the spline portion 126 on the hub wheel 102 side. It is necessary to match the unevenness of the teeth, and at this time, if the teeth are pressed by matching the tooth surfaces, the uneven teeth may be damaged (peeled). Moreover, if it press-fits by matching the large diameter of an uneven | corrugated tooth | gear, without matching a tooth surface, it will be easy to produce the play of the circumferential direction. As described above, when there is a backlash in the circumferential direction, the transmission performance of the rotational torque is inferior and abnormal noise may occur. For this reason, it has been difficult to establish both the damage to the concavo-convex teeth and the play in the circumferential direction in the case of spline fitting as in the prior art.

  Further, it is necessary to screw the nut member 127 to the screw portion 124 of the shaft portion 123 protruding from the cylindrical portion 113. For this reason, it has a screw fastening operation at the time of assembly, which is inferior in workability, has a large number of parts, and inferior in part manageability.

  SUMMARY OF THE INVENTION In view of the above problems, the present invention provides a wheel bearing device that can suppress circumferential backlash and is excellent in connection workability between a hub wheel and an outer joint member of a constant velocity universal joint. To do.

  A wheel bearing device according to the present invention includes an outer member having a plurality of outer races on an inner periphery, a plurality of inner races facing the outer races, and a plurality of rows of rolling elements arranged between the outer races and the inner races facing each other. A moving body, a hub wheel attached to the wheel, and a constant velocity universal joint, and the shaft portion of the outer joint member of the constant velocity universal joint inserted into the hole of the hub wheel is connected to the hub wheel via the concave-convex fitting structure. In the wheel bearing device to be integrated, the concave / convex fitting structure is such that the entire concave portion fitting portion of the convex portion is in close contact with the corresponding concave portion.

  According to the wheel bearing device of the present invention, the concave / convex fitting structure is such that the entire concave portion fitting portion of the convex portion is in close contact with the corresponding concave portion. No gap is formed in which the play occurs in the circumferential direction.

  A convex portion extending in the axial direction provided on one of the outer diameter surface of the shaft portion of the outer joint member and the inner diameter surface of the hole portion of the hub wheel is press-fitted into the other along the axial direction, and is projected to the other. A concave portion that closely fits to the convex portion is formed at the portion to constitute the concave-convex fitting structure. In other words, the shape of the convex portion is transferred to the concave portion forming surface on the other side. At this time, the convex portion bites into the concave-part forming surface on the other side, so that the shaft hole is slightly expanded in diameter, allowing the convex portion to move in the axial direction and stopping the axial movement. In this case, the diameter of the shaft hole is reduced to return to the original diameter. Thereby, the whole recessed part fitting part of a convex part closely_contact | adheres to the corresponding recessed part.

  A convex portion of the concave-convex fitting structure is provided on the shaft portion of the outer joint member of the constant velocity universal joint, and at least the hardness of the axial end portion of the convex portion is higher than the inner diameter portion of the hole portion of the hub wheel, By pressing the shaft portion into the hole portion of the hub wheel from the axial end portion side of the convex portion, a concave portion that closely fits the convex portion is formed on the inner diameter surface of the hole portion of the hub wheel at the convex portion. You may comprise an uneven | corrugated fitting structure. Further, a convex portion of the concave-convex fitting structure is provided on the inner diameter surface of the hole portion of the hub wheel, and at least the hardness of the axial end portion of the convex portion is set to the outer diameter portion of the shaft portion of the outer joint member of the constant velocity universal joint. The convex portion on the hub wheel side is press-fitted into the shaft portion of the outer joint member from the axial end portion side, thereby projecting to the outer diameter surface of the shaft portion of the outer joint member. The concave-convex fitting structure may be formed by forming a concave portion that closely fits to the portion.

  It is preferable that a pocket portion for accommodating a protruding portion generated by forming the concave portion by the press-fitting is provided in the shaft portion. At this time, a pocket portion for accommodating a protruding portion generated by forming a concave portion by press-fitting can be provided on the shaft portion, or can be provided on the inner diameter surface of the hole portion of the hub wheel. Here, the protruding portion is the material of the capacity of the concave portion into which the concave portion fitting portion of the convex portion is fitted (fitted), and is extruded from the formed concave portion, or cut to form the concave portion. It is comprised from what was extruded, what was extruded, and what was cut.

  In addition, a pocket portion for storing the protruding portion is provided on the press-fitting start end side of the convex portion of the shaft portion, and a collar portion for alignment with the hole portion of the hub wheel is provided on the axially anti-convex portion side of the pocket portion. Is preferred.

  Moreover, the protrusion direction intermediate part of a convex part respond | corresponds to the position of the recessed part formation surface before the hole recessed part formation of a hub ring. At this time, the maximum diameter dimension of the arc connecting the vertices of the plurality of projections is made larger than the inner diameter dimension of the shaft fitting hole of the hub wheel, and the minimum outer diameter dimension of the shaft outer diameter surface between the projections is set to the hub. In some cases, it may be smaller than the inner diameter of the shaft shaft fitting hole. In addition, the diameter dimension of the arc connecting the vertices of the plurality of convex portions of the shaft hole is made smaller than the outer diameter size of the shaft portion of the outer joint member, and the inner diameter size of the hole inner diameter surface between the convex portions is made smaller than that of the outer joint member. In some cases, it may be larger than the outer diameter of the shaft.

  It is preferable that the circumferential thickness of the protruding portion intermediate portion of the convex portion is smaller than the circumferential dimension at a position corresponding to the intermediate portion between the convex portions adjacent in the circumferential direction. By setting in this way, the sum of the circumferential thicknesses of the projecting direction intermediate portions of the convex portions is the position corresponding to the intermediate portion in the mating convex portion that fits between the convex portions adjacent in the circumferential direction. Smaller than the sum of the circumferential thicknesses.

  It is also preferable to provide a sawtooth portion on the convex portion side of the concave-convex fitting structure.

  The outer joint member of the constant velocity universal joint includes a mouth portion in which the inner joint member is housed, and the shaft portion projecting from the bottom portion of the mouth portion. A preload is applied to the inner ring of the rolling bearing that is fitted on the ring, so that the mouth portion is not in contact with the hub ring.

  In the wheel bearing device of the present invention, in the fitting structure, there is no gap in which play occurs in the radial direction and the circumferential direction, so that all of the fitting parts contribute to rotational torque transmission and stable torque transmission is possible. In addition, no abnormal noise is generated. Furthermore, since the contact is made without a gap, the strength of the torque transmitting portion is improved. For this reason, the bearing unit for drive wheels can be made lightweight and compact.

  A convex portion provided on either the outer diameter surface of the shaft portion of the outer joint member or the inner diameter surface of the hole portion of the hub wheel is press-fitted into the other along the axial direction, thereby closely fitting to this convex portion. A concave portion to be formed can be formed. For this reason, an uneven | corrugated fitting structure can be formed reliably. Moreover, it is not necessary to form a spline portion or the like on the member where the recess is formed, and it is excellent in productivity and does not require the phase alignment between the splines. Damage to the tooth surface can be avoided and a stable fitting state can be maintained.

  Moreover, while providing the convex part of the concave-convex fitting structure on the shaft part of the outer joint member of the constant velocity universal joint, the hardness of the axial end of the convex part is higher than the inner diameter part of the hole of the hub wheel, If the shaft portion is press-fitted into the hole of the hub wheel from the axial end portion side of the convex portion, the hardness on the shaft portion side can be increased and the rigidity of the shaft portion can be improved. In addition, a convex portion of the concave-convex fitting structure is provided on the inner diameter surface of the hole portion of the hub wheel, and the hardness of the axial end portion of the convex portion is determined from the outer diameter portion of the shaft portion of the outer joint member of the constant velocity universal joint. In the case where the convex portion on the hub wheel side is press-fitted into the shaft portion of the outer joint member from the end portion in the axial direction, there is no need to perform hardness treatment (heat treatment) on the shaft portion side, so that the constant velocity Excellent productivity of universal joint outer joint members.

  By providing a pocket portion for storing the protruding portion generated by forming the concave portion by the press-fitting, the protruding portion can be held (maintained) in the pocket, and the protruding portion may enter the vehicle outside the apparatus. Absent. In other words, the protruding portion can be kept stored in the pocket portion, and it is not necessary to perform the removal processing of the protruding portion, the number of assembling work can be reduced, and the assembling workability can be improved and the cost can be reduced. Can be planned.

  In addition, by providing a collar for alignment with the hole of the hub wheel on the side opposite to the convex part in the axial direction of the pocket part, the protruding part in the pocket part does not protrude to the collar part side, and the protruding part is stored. Becomes more stable. In addition, since the collar portion is used for alignment, the shaft portion can be press-fitted into the hub wheel while preventing misalignment. For this reason, an outer joint member and a hub ring can be connected with high precision, and stable torque transmission becomes possible.

  In addition, by arranging the intermediate part in the protruding direction of the convex part on the concave part forming surface before forming the concave part, the convex part bites into the concave part forming surface during press-fitting, so that the concave part can be reliably formed. it can.

  The convex part on the side where the concave part is formed by making the circumferential thickness of the intermediate part in the protruding direction of the convex part smaller than the dimension at the position corresponding to the intermediate part between the convex parts adjacent in the circumferential direction ( The thickness in the circumferential direction of the projecting intermediate portion of the convex portion between the concave portions formed can be increased. For this reason, the shear area of the convex part of the other party (the convex part having low hardness between the concave parts due to the formation of the concave parts) can be increased, and the torsional strength can be ensured. Moreover, since the tooth thickness of the convex portion on the higher hardness side is small, the press-fitting load can be reduced and the press-fitting property can be improved.

  By providing the sawtooth portion on the convex portion side, when press-fitted, the sawtooth portion bites in the axial direction on the side having low hardness (the side on which the concave portion into which the convex portion is fitted). By this bite-in, it is possible to constitute an axial stopper for the outer joint member of the constant velocity universal joint with respect to the hub wheel. For this reason, the stable connection state can be maintained and the quality improvement of the wheel bearing apparatus can be achieved. In addition, since the stopper can be configured by the sawtooth portion, the conventional screw fastening can be omitted. For this reason, it is not necessary to form a screw portion protruding from the hole portion of the hub wheel in the shaft portion, and it is possible to reduce the weight and to omit the screw fastening operation and to improve the assembly workability. .

  Since the mouse portion is not in contact with the hub wheel, it is possible to prevent the generation of abnormal noise due to the contact between the mouse portion and the hub wheel. Further, since the end portion of the hub ring is crimped and preload is applied to the inner ring of the rolling bearing, it is not necessary to apply preload to the inner ring by the mouth portion of the outer joint member. For this reason, it is possible to press-fit the shaft portion of the outer joint member without considering the preload to the inner ring, and it is possible to improve the connectivity (assembly property) between the hub wheel and the outer joint member.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIG. 1 shows a wheel bearing device according to the first embodiment. The wheel bearing device comprises a hub wheel 1, a double row rolling bearing 2 and a constant velocity universal joint 3 integrated with each other.

  The constant velocity universal joint 3 includes a plurality of outer rings 5 serving as outer joint members, an inner ring 6 serving as an inner joint member disposed on the inner side of the outer ring 5, and a plurality of torque transmissions interposed between the outer ring 5 and the inner ring 6. The ball 7 and the cage 8 that is interposed between the outer ring 5 and the inner ring 6 and holds the ball 7 are configured as main members. The inner ring 6 is spline-fitted by press-fitting the end 10a of the shaft 10 into the inner diameter 6a of the shaft hole, and is coupled to the shaft 10 so that torque can be transmitted. Note that a retaining ring 9 for retaining the shaft is fitted to the end portion 10a of the shaft 10.

  The outer ring 5 is composed of a mouse part 11 and a stem part (shaft part) 12. The mouse part 11 has a bowl shape opened at one end, and a plurality of track grooves 14 extending in the axial direction are circumferentially formed on the inner spherical surface 13 thereof. It is formed at equal intervals in the direction. The track groove 14 extends to the open end of the mouse portion 11. In the inner ring 6, a plurality of track grooves 16 extending in the axial direction are formed on the outer spherical surface 15 at equal intervals in the circumferential direction.

  The track groove 14 of the outer ring 5 and the track groove 16 of the inner ring 6 make a pair, and one ball 7 as a torque transmitting element can roll on each ball track constituted by the pair of track grooves 14 and 16. It is incorporated. The ball 7 is interposed between the track groove 14 of the outer ring 5 and the track groove 16 of the inner ring 6 to transmit torque. The cage 8 is slidably interposed between the outer ring 5 and the inner ring 6, is in contact with the inner spherical surface 13 of the outer ring 5 at the outer spherical surface 8a, and is in contact with the outer spherical surface 15 of the inner ring 6 at the inner spherical surface 8b. In this case, the constant velocity universal joint is an undercut free type having a straight straight portion at the bottom of each of the track grooves 14 and 16, but is another constant velocity universal joint such as a Zepper type. May be.

  The hub wheel 1 includes a cylindrical portion 20 and a flange 21 provided at an end of the cylindrical portion 20 on the side opposite to the joint. The hole portion 22 of the cylindrical portion 20 includes a shaft portion fitting hole 22a in the middle portion in the axial direction, a tapered hole 22b on the anti-joint side, and a large-diameter hole 22c on the joint side. That is, the shaft portion 12 of the outer ring 5 of the constant velocity universal joint 3 and the hub wheel 1 are coupled to each other through the concave-convex fitting structure M described later in the shaft portion fitting hole 22a.

  The rolling bearing 2 includes an inner member 24 that fits into a step portion 23 provided on the joint side of the shaft portion 12 of the hub wheel 1, and an outer member 25 that fits outside the shaft portion 12 of the hub wheel 1. Prepare. The outer member 25 is provided with two rows of outer raceways (outer races) 26 and 27 on its inner circumference, and a first inner raceway (provided on the outer circumference of the first outer raceway 26 and the shaft portion of the hub wheel 1). The inner race) 28 is opposed to the second outer raceway surface 27 and the second inner raceway surface (inner race) 29 provided on the outer peripheral surface of the inner ring 24 is opposed to the ball as the rolling element 30 therebetween. Is installed. Note that seal members S are attached to both openings of the outer member 25.

  In this case, the end of the hub wheel 1 on the joint side is swaged, and a preload is applied to the inner member (inner ring) 24 by the swaged portion 31. As a result, the inner ring 24 can be fastened to the hub wheel 1. The flange 21 of the hub wheel 1 is provided with a bolt mounting hole 32, and a hub bolt 33 for fixing the wheel and the brake rotor to the flange 21 is mounted in the bolt mounting hole 32.

  As shown in FIG. 2, the concave-convex fitting structure M includes, for example, a convex portion 35 provided at an end portion of the shaft portion 12 and extending in the axial direction, and an inner diameter surface of the hole portion 22 of the hub wheel 1 (in this case, the shaft The concave portion 36 is formed in the inner surface 37) of the portion fitting hole 22a, and the entire concave portion fitting portion 38 of the convex portion 35 is in close contact with the corresponding concave portion 36. That is, a plurality of convex portions 35 are arranged at a predetermined pitch along the circumferential direction on the outer peripheral surface of the shaft portion 12 on the side opposite to the mouse portion, and the inner diameter surface of the shaft portion fitting hole 22a of the hole portion 22 of the hub wheel 1 A plurality of concave portions 36 into which the convex portions 35 are fitted to 37 are formed along the circumferential direction. That is, the convex part 35 and the concave part 36 fitted to this are tight-fitted over the entire circumference in the circumferential direction.

  In this case, each convex portion 35 has a triangular shape (mountain shape) having a convex rounded apex in the cross section, and the concave portion fitting portion 38 of each convex portion 35 is a range A shown in FIG. It is the range from the middle part of the mountain shape to the mountaintop in the cross section. Further, a gap 40 is formed on the inner diameter side with respect to the inner diameter surface 37 of the hub wheel 1 between the adjacent convex portions 35 in the circumferential direction.

  In this way, the hub wheel 1 and the shaft portion 12 of the outer ring 5 of the constant velocity universal joint 3 can be connected via the concave-convex fitting structure M. At this time, the end of the hub wheel 1 on the joint side is swaged, and the swaged portion 31 applies a preload to the inner member (inner ring) 24. It is not necessary to apply a preload to 24, and the mouse portion 11 is not in contact with the end portion of the hub wheel 1 (in this case, the caulking portion 31).

  In the present invention, the concave-convex fitting structure M is in close contact with the corresponding concave portion 36 of the concave portion fitting portion 38 of the convex portion 35. Therefore, in the fitting structure M, the radial direction and the circumferential direction are provided. In this case, there is no gap in which play occurs. For this reason, all the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, and no abnormal noise is generated.

  Since the mouse part 11 is not in contact with the hub wheel 1, it is possible to prevent the generation of noise due to the contact between the mouse part 11 and the hub wheel 1. Further, since the end portion of the hub wheel 1 is crimped and preload is applied to the inner ring 24 of the rolling bearing 2, it is not necessary to apply preload to the inner ring 24 by the mouth portion 11 of the outer joint member. For this reason, it is possible to press-fit the shaft portion 12 of the outer joint member without considering the preload to the inner ring 24, and it is possible to improve the connectivity (assembly property) between the hub wheel 1 and the outer joint member. .

  Next, the fitting method of the uneven fitting structure M will be described. In this case, as shown in FIG. 3, the outer diameter portion of the shaft portion 12 is subjected to a thermosetting process, and the spline 41 including the convex portions 41 a and the concave portions 41 b along the axial direction is formed on the hardened layer H. For this reason, the convex part 41a of the spline 41 is cured, and the convex part 41a becomes the convex part 35 of the concave-convex fitting structure M. The inner diameter surface 37 of the hole 22 of the hub wheel 1 is an uncured portion that is not subjected to thermosetting. In FIG. 3, the cross hatched portion indicates the hardened layer H. The hardness difference between the hardened layer H and the uncured portion of the inner diameter surface 37 of the hole 22 of the hub wheel 1 is 30 points or more in HRC. The module of the spline 41 of the shaft portion 12 is a small tooth of 0.5 or less. Here, the module is a pitch circle diameter divided by the number of teeth.

  At this time, the intermediate portion in the protruding direction of the convex portion 35 corresponds to the position of the concave portion forming surface (in this case, the inner diameter surface 37 of the hole portion 22 of the hub wheel 1) before the concave portion is formed. That is, the inner diameter dimension D of the inner diameter surface 37 of the hole 22 is set to the maximum outer diameter of the convex portion 55, that is, the maximum diameter dimension of the circle connecting the vertices of the convex portion 35 that is the convex portion 41 a of the spline 41 (circumscribed circle diameter) It is smaller than D1 and is set larger than the outer diameter dimension on the shaft outer diameter surface between the convex parts, that is, the maximum diameter dimension D2 of the circle connecting the bottom of the concave part 41b of the spline 41. That is, D2 <D <D1.

  The spline 41 can be formed by various processing methods such as rolling processing, cutting processing, press processing, and drawing processing, which are known publicly known means. Moreover, various heat processing, such as induction hardening and carburizing hardening, can be employ | adopted as a thermosetting process.

  Then, as shown in FIG. 3, the shaft portion 12 of the outer ring 5 is inserted into the hub wheel 1 with the shaft center of the hub wheel 1 aligned with the shaft center of the outer ring 5 of the constant velocity universal joint 3 ( Press fit). At this time, the diameter D of the inner diameter surface 37 of the hole 22, the maximum outer diameter D 1 of the convex portion 35, and the minimum outer diameter D 2 of the concave portion of the spline 41 are as described above. Since the hardness of the portion 35 is 30 points or more larger than the hardness of the inner diameter surface 37 of the hole portion 22, if the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the convex portion 35 bites into the inner diameter surface 37. Thus, the convex portion 35 forms the concave portion 36 into which the convex portion 35 is fitted along the axial direction.

  Thereby, as shown in FIG. 2, it is possible to configure a fitting state in which the entire concave portion fitting portion 38 of the convex portion 35 at the end of the shaft portion 12 is in close contact with the corresponding concave portion 36. . In other words, the shape of the convex portion 35 is transferred to the other-side concave portion forming surface (in this case, the inner diameter surface 37 of the hole portion 22). At this time, the convex portion 35 bites into the inner diameter surface 37 of the hole portion 22, so that the hole portion 22 is slightly expanded in diameter, and the convex portion 35 is allowed to move in the axial direction. When the movement stops, the hole 22 is reduced in diameter to return to the original diameter. In other words, the hub wheel 1 is elastically deformed in the radial direction when the convex portion 35 is press-fitted, and a preload corresponding to this elastic deformation is applied to the tooth surface of the convex portion 35 (surface of the concave portion fitting portion 38). For this reason, the concave / convex fitting structure M in which the entire concave portion fitting portion 38 of the convex portion 35 is in close contact with the corresponding concave portion 36 can be reliably formed. In addition, the member (in this case, the hub wheel 1) in which the concave portion 36 is formed does not need to have a spline portion or the like formed therein, is excellent in productivity, and does not require phase alignment between the splines. In addition, it is possible to avoid damage to the tooth surface during press-fitting and maintain a stable fitting state.

  As in the above-described embodiment, the spline 41 formed on the shaft portion 12 uses small teeth with a module of 0.5 or less, so that the formability of the spline 41 can be improved and the press-fit load is reduced. Can be achieved. In addition, since the convex part 35 can be comprised with the spline normally formed in this kind of shaft, this convex part 35 can be easily formed at low cost.

  Further, when the concave portion 36 is formed by press-fitting the shaft portion 12 into the hub wheel 1, work hardening occurs on the concave portion 36 side. Here, work hardening means that when plastic deformation (plastic processing) is applied to an object, the resistance to deformation increases as the degree of deformation increases, and it becomes harder than a material that has not undergone deformation. For this reason, by plastically deforming at the time of press-fitting, the inner diameter surface 37 of the hub wheel 1 on the concave portion 36 side is hardened, and the rotational torque transmission performance can be improved.

  By the way, in the spline 41 shown in FIG. 3, the pitch of the convex portions 41a and the pitch of the concave portions 41b are set to be the same. For this reason, in the said embodiment, as shown in FIG. 2, the circumferential direction thickness L of the protrusion direction intermediate part of the convex part 35 and the position corresponding to the said intermediate part between the convex parts 35 adjacent to the circumferential direction are shown. The circumferential dimension L0 is substantially the same.

  On the other hand, as shown in FIG. 4, the circumferential thickness L2 of the projecting direction intermediate portion of the convex portion 35 is set to the circumferential dimension at a position corresponding to the intermediate portion between the convex portions 35 adjacent in the circumferential direction. It may be smaller than L1. That is, in the spline 41 formed on the shaft portion 12, the circumferential thickness (tooth thickness) L <b> 2 of the intermediate portion in the projecting direction of the convex portion 35 is set to the height of the convex portion 43 on the hub wheel 1 side fitted between the convex portions 35. It is made smaller than the circumferential thickness (tooth thickness) L1 of the intermediate portion in the protruding direction.

  Therefore, the total tooth thickness Σ (B1 + B2 + B3 +...) Of the convex portion 35 on the entire circumference on the shaft 12 side is replaced by the total tooth thickness Σ (A1 + A2 + A3 +) of the convex portion 43 (convex tooth) on the hub wheel 1 side.・ It is set smaller than. As a result, the shear area of the convex portion 43 on the hub wheel 1 side can be increased, and the torsional strength can be ensured. And since the tooth thickness of the convex part 35 is small, a press-fit load can be made small and a press-fit property can be aimed at. When making the sum total of the circumferential thickness of the convex part 35 smaller than the sum total of the circumferential direction thickness in the other convex part 43, the circumferential direction thickness L2 of all the convex parts 35 is the convex part adjacent to the circumferential direction. It is not necessary to make it smaller than the circumferential dimension L1 between 35. That is, among the plurality of convex portions 35, even if the circumferential thickness of the arbitrary convex portion 35 is the same as the circumferential dimension between the convex portions adjacent in the circumferential direction, it is larger than the circumferential dimension. However, it is sufficient if the sum is small. In addition, the convex part 35 in FIG. 4 is made into the cross-sectional trapezoid (Mt. Fuji shape).

  By the way, if the shaft portion 12 of the outer ring 5 is press-fitted into the hub wheel 1, the material protrudes from the concave portion 36 formed by the convex portion 35 and the protruding portion 45 as shown in FIG. 5 of the second embodiment. Is formed. The protruding portion 45 is the material of the capacity of the concave portion 36 into which the concave portion fitting portion 38 of the convex portion 35 is fitted (fitted), and is pushed out from the formed concave portion 36 to form the concave portion 36. It is composed of what has been cut or both extruded and cut.

  For this reason, in the wheel bearing device shown in FIG. 1, after the constant velocity universal joint is assembled to the hub wheel 1, it is necessary to remove the protruding portion 45. Therefore, in another embodiment shown in FIG. 5, a pocket portion 50 that accommodates the protruding portion 45 is provided in the shaft portion 12.

  That is, the pocket portion 50 is formed by providing the circumferential groove 51 at the shaft end edge of the spline 41 of the shaft portion 12. As shown in FIG. 6, in the circumferential groove 51, the side wall 51a on the spline 41 side is a plane orthogonal to the axial direction, and the side surface 51b on the anti-spline side faces from the groove bottom 51c to the anti-spline side. This is a tapered surface that expands in diameter.

  Further, a disc-shaped flange 52 for alignment is provided on the side opposite to the spline from the side surface 51b. The outer diameter of the flange 52 is set to be the same as the diameter of the fitting hole 22a of the hole 22 or slightly smaller than the diameter of the fitting hole 22a. In this case, a minute gap t is provided between the outer diameter surface 52 a of the flange portion 52 and the inner diameter surface of the fitting hole 22 a of the hole portion 22.

  Even in the outer ring 5 shown in FIG. 6, if the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, a concave portion 36 is formed on the hub wheel 1 side by the convex portion 35 on the shaft portion 12 side. be able to. At this time, the protruding portion 45 to be formed is housed in the pocket portion 50 while curling as shown in FIG. That is, a part of the material scraped off or pushed out from the inner diameter surface of the hole portion 22 enters the pocket portion 50.

  In this way, by providing the pocket portion 50 for accommodating the protruding portion 45 generated by forming the concave portion by the press-fitting, the protruding portion 45 can be held (maintained) in the pocket portion 50, and the protruding portion 45 is outside the apparatus. Never get into any other vehicle. That is, the protruding portion 45 can be kept stored in the pocket portion 50, and it is not necessary to perform the removal process of the protruding portion 45, the number of assembling work can be reduced, and the assembling workability can be improved. Cost reduction can be achieved.

  Further, by providing a collar 52 for alignment with the hole 22 of the hub wheel 1 on the side opposite to the convex portion in the axial direction of the pocket 50, the protrusion 45 in the pocket 50 protrudes toward the collar 52. And the storage of the protruding portion 45 becomes more stable. Moreover, since the flange portion 52 is for alignment, the shaft portion 12 can be press-fitted into the hub wheel 1 while preventing misalignment. For this reason, the outer joint member 5 and the hub wheel 1 can be connected with high precision, and stable torque transmission becomes possible.

  Since the flange 52 is used for aligning during press-fitting, the outer diameter is preferably set to be slightly smaller than the diameter of the fitting hole 22a of the hole 22 of the hub wheel 1. That is, if the outer diameter of the flange 52 is the same as the hole diameter of the fitting hole 22a or larger than the hole diameter of the fitting hole 22a, the flange 52 itself is press-fitted into the fitting hole 22a. At this time, if the center is misaligned, the convex portion 35 of the concave-convex fitting structure M is pressed in as it is, and the shaft portion 1 and the hub wheel 1 are not aligned with the shaft center of the shaft portion 12 and the hub wheel 1. 1 is connected. Moreover, if the outer diameter dimension of the collar part 52 is too smaller than the hole diameter of the fitting hole 22a, it will not function for alignment. For this reason, it is preferable that the minute gap t between the outer diameter surface 52a of the flange portion 52 and the inner diameter surface of the fitting hole 22a of the hole portion 22 is set to about 0.01 mm to 0.2 mm.

  Since the other structure of the wheel bearing device shown in FIG. 5 is the same as that of the wheel bearing device shown in FIG. 1, the same members as those in FIG. For this reason, the wheel bearing apparatus shown in FIG. 5 has the same effect as the wheel bearing apparatus shown in FIG.

  Next, FIG. 7 shows a third embodiment. In this concave-convex fitting structure M, a sawtooth portion 55 is formed on the convex portion 35 of the shaft portion 12, that is, the convex portion 41 a of the spline 41. The saw-tooth part 55 is a small uneven part formed along the longitudinal direction of the top part of the convex part 41a. In this case, the convex portion (convex tooth) 55a has a cross-sectional shape of a right triangle having the pocket side as an inclined surface. The sawtooth portion 55 in this example is provided on the pocket portion 50 side.

  As shown in FIG. 7, when the shaft portion 12 having the sawtooth portion 55 is press-fitted into the hole portion 22 of the hub wheel 1, the shaft portion 12 side is aligned as shown in FIG. A protrusion 36 is formed by forming the recess 36 on the hub wheel 1 side by the protrusion 35. The protruding portion 45 is stored in the pocket portion 50 while curling.

  Further, during the press-fitting, the sawtooth portion 55 bites into the bottom portion of the concave portion 36 formed on the hub wheel 1 side. That is, the hole 22 of the hub wheel 1 that has been expanded at the time of press-fitting is enlarged, but when the press-fitting is completed, the diameter is reduced so as to return to the original state. Therefore, a pressing force (diameter reducing force) acts on the sawtooth portion 55 as shown by the arrow in FIG. 9 from the inner diameter surface side of the hole portion 22 of the hub wheel 1, and the inner diameter surface of the hole portion 22 of the hub wheel 1. The convex part 55a of the saw-tooth part 55 bites into.

  Thus, by providing the sawtooth portion 55 on the convex portion 35 side, the sawtooth portion 55 (that is, the plurality of convex portions 55a) bites in along the axial direction when press-fitted. By this bite-in, it is possible to configure the axial joint of the outer joint member 5 of the constant velocity universal joint with respect to the hub wheel 1. Thereby, the stable connection state can be maintained and the quality improvement of the wheel bearing apparatus can be achieved. In addition, since the saw-tooth portion 55 can constitute a retaining member, conventional screw fastening can be omitted. For this reason, it is not necessary to form the screw part which protrudes from the hole part 22 of the hub wheel 1 in the axial part 12, and while being able to achieve weight reduction, a screw fastening operation | work can be abbreviate | omitted and aiming at the improvement of assembly workability | operativity. be able to.

  By the way, in each said embodiment, while forming the spline 41 which comprises the convex part 35 in the axial part 12 side, the hardening process is performed with respect to the spline 41 of this axial part 12, and the internal diameter surface of the hub ring 1 is unhardened. (Raw material). On the other hand, as shown in FIG. 10 of the fourth embodiment, a spline 61 (consisting of ridges 61a and ridges 61b) is formed on the inner diameter surface of the hole 22 of the hub wheel 1 by a hardening process. In addition, the shaft portion 12 may not be subjected to a curing process. The spline 61 can also be formed by various processing methods such as broaching, cutting, pressing, and drawing, which are publicly known means. Further, various heat treatments such as induction hardening and carburizing and quenching can be employed as the thermosetting treatment.

  In this case, the intermediate portion in the protruding direction of the convex portion 35 corresponds to the position of the concave portion forming surface (the outer diameter surface of the shaft portion 12) before the concave portion is formed. That is, the diameter dimension (minimum diameter dimension of the convex portion 35) D4 connecting the vertices of the convex portions 35 that are the convex portions 61a of the spline 61 is smaller than the outer diameter size D3 of the shaft portion 12, and the concave portions 61b of the spline 61 are formed. A diameter dimension (inner diameter dimension of the inner diameter surface of the fitting hole between the convex portions) D5 is set to be larger than the outer diameter dimension D3 of the shaft portion 12. That is, D4 <D3 <D5.

  If the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the concave portion 36 into which the convex portion 35 is fitted can be formed on the outer peripheral surface of the shaft portion 12 by the convex portion 35 on the hub wheel 1 side. As a result, it is possible to configure a fitting state in which the entire concave portion fitting portion 38 of the convex portion 35 on the hub wheel 1 side is in close contact with the corresponding concave portion 36 on the shaft portion 12 side.

  Here, the concave portion fitting portion 38 of the convex portion 35 is a range B shown in FIG. 10 (b), and is a range from the middle of the mountain shape to the top of the mountain in the cross section. Further, a gap 62 is formed on the outer diameter side of the outer peripheral surface of the shaft portion 12 between the adjacent convex portions 35 in the circumferential direction.

  Even in this case, since the protruding portion 45 is formed by press-fitting, it is preferable to provide a pocket portion 45 for storing the protruding portion 45. Unlike the one shown in FIG. 5, the protruding portion 45 is formed on the mouse side of the shaft portion 12, so that the pocket portion is provided on the hub wheel 1 side.

  Even if the convex portion 35 of the concave-convex fitting structure M is formed on the hub wheel 1 side in this way, the outer diameter of the shaft portion 12 is press-fitted into the hub wheel 1 at the end of the shaft portion 12 on the anti-mouse side. You may provide the collar part used as the alignment at the time of doing. Thereby, press-fitting with high accuracy becomes possible. Moreover, you may provide the serrated part which exhibits a retaining function in the hub ring | wheel side.

  As described above, the embodiment of the present invention has been described. However, the present invention is not limited to the above-described embodiment, and various modifications are possible. For example, as the shape of the convex portion 35 of the concave-convex fitting structure M, FIG. In the embodiment shown in FIG. 2, the cross section is triangular, and in the embodiment shown in FIG. 4, the cross section is trapezoidal (mountain shape), but other shapes such as semicircular, semielliptical, and rectangular are available. The area, the number, the circumferential arrangement pitch, and the like of the convex portions 35 can be arbitrarily changed. That is, the splines 41 and 61 are formed, and the convex portions (convex teeth) 41a and 61a of the splines 41 and 61 do not need to be the convex portions 35 of the concave-convex fitting structure M. Alternatively, a curved corrugated mating surface may be formed. In short, the convex portion 35 disposed along the axial direction can be press-fitted into the mating side, and the concave portion 36 can be formed on the mating side with the convex portion 35 so as to closely fit the convex portion 35. It suffices that the entire recessed portion fitting portion 38 of the portion 35 is in close contact with the corresponding recessed portion 36 and that rotational torque can be transmitted between the hub wheel 1 and the constant velocity universal joint 3.

  Further, the shaft hole 22 of the hub wheel 1 may be a deformed hole such as a polygonal hole other than a circular hole, and the cross-sectional shape of the end portion of the shaft portion 12 fitted into the shaft hole 22 may be other than a circular cross section. An irregular cross section such as a square may be used. For this reason, for example, the shaft hole 22 of the hub wheel 1 can be a circular hole, the cross-sectional shape of the end 5a of the shaft 5 can be a polygon other than a circle, and the edge can be the convex portion 35.

  In the embodiment, the convex portion 35 is subjected to thermosetting treatment, and the convex portion corresponding side is set as an uncured portion, and the hardness of the convex portion 35 is higher than the portion where the concave portion 36 is formed. If possible, both may be heat treated or both may not be heat treated. Furthermore, since only the press-fitting start end portion of the convex portion 35 needs to be harder than the portion where the concave portion 36 is formed during press-fitting, it is not necessary to increase the overall hardness of the convex portion 35. In FIG. 2 and the like, the gap 40 is formed. However, the gap 40 between the convex portions 35 may bite into the inner diameter surface 37 of the hub wheel 1. In addition, as described above, the hardness difference between the convex portion 35 side and the concave portion forming surface side formed by the convex portion 35 is preferably 30 points or more by HRC, but the convex portion 35 is press-fitted. If possible, it may be less than 30 points.

  Although the end surface (press-fit start end) of the convex portion 35 is a surface orthogonal to the axial direction in the embodiment, it may be inclined at a predetermined angle with respect to the axial direction. In this case, it may be inclined from the inner diameter side toward the outer diameter side toward the anti-convex portion side or inclined toward the convex portion side.

  Moreover, as the shape of the pocket portion 50, in the above-described embodiment, the circumferential groove 51 has a side surface 51b on the anti-spline side that is a tapered surface that expands from the groove bottom 51c toward the anti-spline side. In other words, it is sufficient that the protruding portion 45 to be generated can be accommodated (accommodated), and therefore, the capacity of the pocket portion 50 can correspond to the generated protruding portion 45. That's fine.

  In the case where the sawtooth portion 55 is provided, in FIG. 7, it is provided at the axial end portion (pocket portion side) of the spline 41, but it is provided at the intermediate portion in the axial direction of the spline 41 even if provided at the opposite mouse portion 11 side. Furthermore, you may provide in the axial direction full length of the spline 41 further. Further, the number and shape of the convex portions (convex teeth) 55a of each sawtooth portion 55 can be arbitrarily changed, and even if the sawtooth portion 55 is provided on the convex portion 35 on the entire circumference in the circumferential direction, the circumferential direction You may make it provide in the arbitrary convex parts 35 among the convex parts 35 of a perimeter. In the embodiment, the sawtooth portion 55 is provided on the convex portion 41 a of the spline 41 constituting the convex portion 35, but the sawtooth portion 55 may be provided on the concave portion 41 b of the spline 41.

  Furthermore, you may provide the small recessed part arrange | positioned by the predetermined pitch along the circumferential direction in the internal diameter surface 37 of the hole 22 of the hub wheel 1. FIG. The small recess needs to be smaller than the volume of the recess 36. By providing such a small recess, the press-fit property of the protrusion 35 can be improved. That is, by providing the small concave portion, the capacity of the protruding portion 45 formed when the convex portion 35 is press-fitted can be reduced, and the press-fit resistance can be reduced. Moreover, since the protrusion part 45 can be decreased, the volume of the pocket part 50 can be made small and the workability of the pocket part 50 and the intensity | strength of the axial part 12 can be aimed at. Various shapes such as a semi-elliptical shape and a rectangular shape can be adopted as the shape of the small concave portion, and the number can be arbitrarily set.

  In the embodiment of FIG. 1 and the like, a preload is applied to the inner ring 24 by crimping the end of the hub wheel 1, but a male screw is provided at the tip of the small-diameter step portion on the inboard side of the hub wheel 1. A preload may be applied by tightening with a nut. Further, a roller may be used as the rolling element 30 of the bearing 2. In the above-described embodiment, the third generation wheel bearing device is shown. However, the first generation, the second generation, or the fourth generation may be used. In addition, when press-fitting the convex portion 35, even if the side where the concave portion 36 is formed is fixed and the side where the convex portion 35 is formed is moved, the side where the convex portion 35 is formed is reversed. It may be fixed and the side where the recess 36 is formed may be moved or both may be moved. In the constant velocity universal joint 3, the inner ring 6 and the shaft 10 may be integrated via the concave / convex fitting structure M described in the above embodiments.

It is sectional drawing of the wheel bearing apparatus which shows 1st Embodiment of this invention. The uneven | corrugated fitting structure of the said wheel bearing apparatus is shown, (a) is an expanded sectional view, (b) is the X section enlarged view of (a). It is sectional drawing before the assembly | attachment of the constant velocity universal joint of the said bearing apparatus for wheels. It is a principal part expanded sectional view which shows the modification of an uneven | corrugated fitting structure. It is sectional drawing of the wheel bearing apparatus which shows 2nd Embodiment of this invention. It is a principal part expanded sectional view of the wheel bearing apparatus of the said FIG. It is a principal part side view of the outer joint member of the wheel bearing apparatus which shows 3rd Embodiment of this invention. It is a principal part expanded sectional view of the wheel bearing apparatus of the said FIG. FIG. 8 is a simplified view of the concave-convex fitting structure of the wheel bearing device of FIG. 7. The uneven | corrugated fitting structure of the wheel bearing apparatus which shows 4th Embodiment of this invention is shown, (a) is an expanded sectional view, (b) is the Y section expanded sectional view of (a). It is sectional drawing of the conventional wheel bearing apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hub wheel 2 Bearing 3 Constant velocity universal joint 11 Mouse | mouth part 12 Shaft part (stem part)
22 Hole part 24 Inner ring 35 Convex part 36 Concave part 38 Concave fitting part 50 Pocket part 52 Gutter part 55 Sawtooth part M Concave-concave structure

Claims (14)

An outer member having a plurality of outer races on the inner periphery, a plurality of inner races opposed to the outer races, a plurality of rows of rolling elements disposed between the opposed outer races and the inner races, and a hub wheel attached to the wheels And a constant velocity universal joint, wherein the shaft portion of the outer joint member of the constant velocity universal joint that is inserted into the hole of the hub wheel is integrated with the hub wheel via the concave-convex fitting structure. There,
In the concave and convex fitting structure, the convex portion of the outer joint member is in close contact with the whole concave and convex fitting surface of the hub ring hole.   A convex portion extending in the axial direction provided on one of the outer diameter surface of the shaft portion of the outer joint member and the inner diameter surface of the hole portion of the hub wheel is press-fitted into the other along the axial direction, and is projected to the other. 2. The wheel bearing device according to claim 1, wherein the concave and convex fitting structure is formed by forming a concave portion that closely fits to the convex portion.   A convex portion of the concave-convex fitting structure is provided on the shaft portion of the outer joint member of the constant velocity universal joint, and at least the hardness of the axial end portion of the convex portion is higher than the inner diameter portion of the hole portion of the hub wheel, By pressing the shaft portion into the hole portion of the hub wheel from the axial end portion side of the convex portion, a concave portion that closely fits the convex portion is formed on the inner diameter surface of the hole portion of the hub wheel at the convex portion. 3. The wheel bearing device according to claim 2, wherein the concave-convex fitting structure is constituted.   A convex portion of the concave-convex fitting structure is provided on the inner diameter surface of the hole portion of the hub wheel, and at least the hardness of the axial end portion of the convex portion is higher than the outer diameter portion of the shaft portion of the outer joint member of the constant velocity universal joint. The convex portion on the hub wheel side is press-fitted into the shaft portion of the outer joint member from the axial end side thereof, so that the convex portion is formed on the outer diameter surface of the shaft portion of the outer joint member. The wheel bearing device according to claim 2, wherein a concave and convex fitting portion is formed to constitute the concave and convex fitting structure.   The wheel bearing device according to claim 3, wherein a pocket portion that accommodates a protruding portion generated by forming the concave portion by the press-fitting is provided in the shaft portion.   The wheel bearing device according to claim 4, wherein a pocket portion for accommodating a protruding portion generated by forming the concave portion by the press-fitting is provided on an inner diameter surface of the hole portion of the hub wheel.   A pocket portion for accommodating the protruding portion is provided on the press-fitting start end side of the convex portion of the shaft portion, and a collar portion for alignment with the hole portion of the hub wheel is provided on the axially anti-convex portion side of the pocket portion. The wheel bearing device according to claim 5, wherein:   The wheel bearing device according to any one of claims 1 to 7, wherein an intermediate portion in the protruding direction of the convex portion corresponds to a position of the concave portion forming surface before the hole concave portion of the hub wheel is formed.   Make the maximum diameter dimension of the arc connecting the vertices of the plurality of protrusions larger than the inner diameter dimension of the hub ring shaft fitting hole, and set the minimum outer diameter dimension of the shaft outer diameter surface between the protrusions to the hub wheel axis. The wheel bearing device according to claim 8, wherein the inner diameter dimension of the part fitting hole is smaller.   The diameter dimension of the arc connecting the vertices of the plurality of convex portions of the shaft hole is made smaller than the outer diameter size of the shaft portion of the outer joint member, and the inner diameter size of the hole inner diameter surface between the convex portions is changed to the shaft portion of the outer joint member. The wheel bearing device according to claim 8, wherein the outer diameter dimension of the wheel bearing device is larger.   The circumferential thickness of the projecting direction intermediate portion of the convex portion is smaller than the circumferential dimension at a position corresponding to the intermediate portion between the convex portions adjacent to each other in the circumferential direction. The wheel bearing device of any one of 10.   The sum of the circumferential thicknesses of the projecting direction intermediate portions of the convex portions is the sum of the circumferential thicknesses at positions corresponding to the intermediate portions of the mating convex portions that fit between the convex portions adjacent in the circumferential direction. The wheel bearing device according to any one of claims 1 to 10, wherein the wheel bearing device is also made smaller.   The wheel bearing device according to any one of claims 1 to 12, wherein a sawtooth portion is provided on a convex portion side of the concave-convex fitting structure.   The outer joint member of the constant velocity universal joint includes a mouth portion in which the inner joint member is housed, and the shaft portion projecting from the bottom portion of the mouth portion. 14. The wheel for any one of claims 1 to 13, wherein a preload is applied to an inner ring of a rolling bearing that is externally fitted to the ring so that the mouth portion is not in contact with the hub ring. Bearing device.

Images