JP2009184546A - Wheel bearing device - Google Patents

Wheel bearing device Download PDF

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Publication number
JP2009184546A
JP2009184546A JP2008027278A JP2008027278A JP2009184546A JP 2009184546 A JP2009184546 A JP 2009184546A JP 2008027278 A JP2008027278 A JP 2008027278A JP 2008027278 A JP2008027278 A JP 2008027278A JP 2009184546 A JP2009184546 A JP 2009184546A
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Japan
Prior art keywords
side end
outboard side
hub wheel
end surface
wheel
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Pending
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JP2008027278A
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Japanese (ja)
Inventor
Masayuki Kuroda
正幸 黒田
Shigeaki Fukushima
茂明 福島
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NTN Corp
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NTN Corp
NTN Toyo Bearing Co Ltd
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Priority to JP2008027278A priority Critical patent/JP2009184546A/en
Publication of JP2009184546A publication Critical patent/JP2009184546A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C35/00—Rigid support of bearing units; Housings, e.g. caps, covers
    • F16C35/04—Rigid support of bearing units; Housings, e.g. caps, covers in the case of ball or roller bearings
    • F16C35/06—Mounting or dismounting of ball or roller bearings; Fixing them onto shaft or in housing
    • F16C35/063—Fixing them on the shaft
    • F16C35/0635—Fixing them on the shaft the bore of the inner ring being of special non-cylindrical shape which co-operates with a complementary shape on the shaft, e.g. teeth, polygonal sections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F16C19/186—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement with three raceways provided integrally on parts other than race rings, e.g. third generation hubs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/52—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions
    • F16C19/527—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions related to vibration and noise
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel bearing device capable of preventing looseness accompanying with torque transmission of a nut giving fastening axial force to a hub wheel by being screwed with a stem part of an outer ring of a constant velocity joint. <P>SOLUTION: The wheel bearing device is provided with: an outer member 1; an inner member 2; a rolling element 5 interposed between opposed double-row rolling surfaces 3, 4 of both members; and the outer ring 63 of the constant velocity joint. The inner member 2 makes the hub wheel 9 having a through-hole 11 at a center as a constitution part, and a stem part 63a of the outer ring 63 of the constant velocity joint is spline-fitted to the through-hole 11. The inner member 2 is fastened by the nut 64 pressed to a side end surface 9d of an out-board of the hub wheel while screwed with an end of an out-board side of the stem part and a shoulder part 63b of a base end of the stem part abutted on a side end surface of an in-board of the inner member. An axial position relative to a side end surface 9d of the out-board of the hub wheel of a side end of the out-board of a stem part male spline 63aa is set so that relative displacement is not generated between the nut 64 and the side end surface 9d of the out-board of the hub wheel. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

この発明は、自動車等の車両の車輪を支持する車輪用軸受装置、詳しくは、車輪用軸受と等速ジョイントとを備え、車体の懸架装置に駆動輪を回転自在に支持する車輪用軸受装置に関する。   BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel bearing device that supports a wheel of a vehicle such as an automobile, and more particularly to a wheel bearing device that includes a wheel bearing and a constant velocity joint and rotatably supports a drive wheel on a suspension device of a vehicle body. .

図７は、この種の車輪用軸受装置の従来例を示す。この車輪用軸受装置は、内周に複列の転走面７３が形成された固定側部材となる外方部材７１と、前記各転走面７３に対向する転走面７４が外周に形成された回転側部材となる内方部材７２と、これら対向する転走面７３，７４の間に介在した複列の転動体７５と、前記内方部材７２に連結される等速ジョイント９２の外輪９３とを備える。外方部材７１は、その外周の車体取付用のフランジ７１ａを介して車体の懸架装置のナックルに連結される。内方部材７２は、車輪取付用のハブフランジ７９ａを外周に有するハブ輪７９と、その軸部外周のインボード側端に嵌合した内輪８０とでなり、ハブ輪７９の軸部７９ｂのインボード側端は内輪８０を加締固定する加締部７９ｃとされている。等速ジョイント９２の外輪９３は、そのステム部９３ａがハブ輪７９の中心に設けられた貫通孔８１にスプライン嵌合され、ステム部９３ａの基端肩部９３ｂとステム部９３ａの先端に螺合するナット９４との間で内方部材７２を挟み込むことで、車輪用軸受と等速ジョイント９２とが連結される。   FIG. 7 shows a conventional example of this type of wheel bearing device. In this wheel bearing device, an outer member 71 serving as a fixed member having a double row rolling surface 73 formed on the inner periphery, and a rolling surface 74 facing each of the rolling surfaces 73 are formed on the outer periphery. An inner member 72 serving as a rotating member, a double row rolling element 75 interposed between the facing rolling surfaces 73 and 74, and an outer ring 93 of a constant velocity joint 92 connected to the inner member 72. With. The outer member 71 is connected to the knuckle of the suspension device of the vehicle body via the flange 71a for mounting the vehicle body on the outer periphery thereof. The inner member 72 includes a hub ring 79 having a hub flange 79a for wheel mounting on the outer periphery and an inner ring 80 fitted to an inboard side end of the outer periphery of the shaft portion. The board side end is a caulking portion 79c for caulking and fixing the inner ring 80. The outer ring 93 of the constant velocity joint 92 has a stem portion 93a that is spline-fitted into a through hole 81 provided in the center of the hub wheel 79, and is screwed into the proximal end shoulder portion 93b of the stem portion 93a and the distal end of the stem portion 93a. The inner bearing 72 is sandwiched between the nut 94 and the wheel bearing and the constant velocity joint 92 is connected.

このような構造の車輪用軸受装置において、ハブ輪７９の前記加締部７９ｃの面圧を低減することで、加締部７９ｃの塑性変形や摩耗の防止、前記ナット９４の弛み止め、およびハブ輪加締部７９ｃと等速ジョイントステム部９３ａにおける基端肩部９３ｂとの当接面でのスティックスリップ音の防止を図ったものが提案されている（例えば特許文献１）。
このように、ハブ輪加締部７９ｃの面圧を低減する構造とした場合、前記ナット９４とハブ輪加締部７９ｃの塑性変形や摩耗に伴って車輪用軸受と等速ジョイント９２の締結軸力が低下するのを効果的に防止することができる。これにより、互いに当接し合うナット９４とハブ輪７９の端面７９ｄの摩擦力を維持し、ナット９４の弛み防止に一定の効果を上げることができる。
特開２００７−２２４９５４号公報 In the wheel bearing device having such a structure, by reducing the surface pressure of the caulking portion 79c of the hub wheel 79, the plastic deformation and wear of the caulking portion 79c are prevented, the nut 94 is prevented from loosening, and the hub. The thing which aimed at prevention of the stick-slip sound in the contact surface of the base end shoulder part 93b in the wheel crimping part 79c and the constant velocity joint stem part 93a is proposed (for example, patent document 1).
Thus, when it is set as the structure which reduces the surface pressure of the hub wheel crimping part 79c, the fastening shaft of a wheel bearing and the constant velocity joint 92 is accompanied with the plastic deformation and wear of the said nut 94 and the hub wheel crimping part 79c. It is possible to effectively prevent the force from being lowered. Thus, the frictional force between the nut 94 and the end surface 79d of the hub wheel 79 that are in contact with each other can be maintained, and a certain effect can be achieved in preventing the nut 94 from loosening.
JP 2007-224954 A

前記スプライン嵌合部では、ガタ詰め、つまり遊びの詰めを目的として、通常、転造によって形成される雄スプライン（等速ジョイント外輪９３のステム部９３ａ側）に、計算上、概ね予圧嵌合となるように設定された捩れ角（１０〜３０分程度）が与えられる。しかし、実際には、前記車輪用軸受装置における軸受単体の断面図を示す図８のように、スプラインの入口側と出口側の対角部（同図にハッチングして示すＡ部およびＢ部）で雌雄のスプラインが接触していることになるので、トルク入力に伴う前記外輪ステム部９３ａの捩れに起因して、等速ジョイント外輪９３のステム部９３ａとハブ輪７９との間に、回転方向の位相差つまり動的遊びが生じる。この動的遊びは、当然、雄スプラインの捩れ角に伴うものなので、伝達トルクが同じであっても、トルクの入力方向によって、前記位相差の大きさに差が生じることとなる。すなわち、仮にトルク入力が正逆同じ大きさであっても、一方では相対変位量が大きく、他方では小さいことになり、場合によってはナット９４の弛みを助長することになる。   In the spline fitting part, for the purpose of loosening, that is, play filling, a pre-spread fitting is generally applied to a male spline (on the side of the stem part 93a of the constant velocity joint outer ring 93) that is usually formed by rolling. The twist angle (about 10 to 30 minutes) set so as to be given is given. However, in reality, as shown in FIG. 8 which shows a sectional view of a bearing alone in the wheel bearing device, diagonal portions on the inlet side and outlet side of the spline (A portion and B portion shown hatched in the same drawing) The male and female splines are in contact with each other, so that the rotation direction between the stem portion 93a of the constant velocity joint outer ring 93 and the hub wheel 79 is caused by the twist of the outer ring stem portion 93a due to torque input. Phase difference, that is, dynamic play occurs. This dynamic play is naturally associated with the torsion angle of the male spline, so that even if the transmission torque is the same, the magnitude of the phase difference varies depending on the torque input direction. That is, even if the torque input has the same magnitude in the forward and reverse directions, the relative displacement amount is large on the one hand and small on the other hand, and in some cases, the loosening of the nut 94 is promoted.

ここで、雄スプラインの捩れ角をナット９４の弛みを助長しない方向に設定することも考えられる。しかし、このような設定は、以下に挙げる理由から選択されない。
（１） 実車両におけるトルク入力は、加速時と減速時とで逆になる。
（２） 仮に加速時の弛みを防止する方向に捩れ角を設定しようとしても、車輪用軸受装置を左右で捩れ角を別設定することは、量産上、あまり現実的とは言えない。 Here, it is also conceivable to set the twist angle of the male spline in a direction that does not promote the slackness of the nut 94. However, such a setting is not selected for the following reasons.
(1) Torque input in an actual vehicle is reversed between acceleration and deceleration.
(2) Even if an attempt is made to set the torsion angle in a direction that prevents slack during acceleration, it is not very realistic in mass production to set the torsion angle separately on the left and right sides of the wheel bearing device.

しかし、特許文献１に開示された構造としても、等速ジョイント外輪９３のステム部９３ａとハブ輪７９のスプライン嵌合部に過大トルクが繰り返し印加された場合、前記ステム部９３ａの捩れと前記スプライン嵌合部に生じる動的遊びに伴い、ナット９４とハブ輪７９の端面７９ｄとの間に生じる相対変位、ひいてはその相対変位によって起こるナット９４の弛みを防止をするには不十分な面があった。   However, even in the structure disclosed in Patent Document 1, when excessive torque is repeatedly applied to the stem portion 93a of the constant velocity joint outer ring 93 and the spline fitting portion of the hub wheel 79, the twist of the stem portion 93a and the spline There is an insufficient surface to prevent the relative displacement that occurs between the nut 94 and the end surface 79d of the hub wheel 79 due to the dynamic play that occurs in the fitting portion, and thus the loosening of the nut 94 that is caused by the relative displacement. It was.

この発明の目的は、等速ジョイント外輪ステム部に螺合してハブ輪に締結軸力を付与するナットのトルク伝達に伴う弛みを防止できる車輪用軸受装置を提供することである。   An object of the present invention is to provide a wheel bearing device that can prevent loosening associated with torque transmission of a nut that is screwed into a constant velocity joint outer ring stem portion to apply a fastening axial force to a hub ring.

この発明の車輪用軸受装置は、内周に複列の転走面が形成された固定側部材である外方部材と、前記各列の転走面に対向する転走面が外周に形成された回転側部材である内方部材と、これら対向する転走面の間に介在した複列の転動体と、等速ジョイントの片方の継手部材となる外輪とを備え、前記内方部材は、外周に車輪取付用のハブフランジを有し中心に貫通孔を有するハブ輪が構成部品であり、前記等速ジョイントの外輪は、前記ハブ輪の貫通孔に挿通されてスプライン嵌合するステム部を有し、そのステム部のアウトボード側端部に螺合して前記ハブ輪のアウトボード側端面に押し付けられるナットと、前記内方部材のインボード側端面に当接する前記ステム部の基端肩部とで内方部材を締結することにより、内方部材と等速ジョイントの外輪とを連結した車輪用軸受装置において、前記ステム部における雄スプラインのアウトボード側端の、前記ハブ輪のアウトボード側端面に対する軸方向位置を、前記ナットとハブ輪のアウトボード側端面との間に相対変位が生じないように設定したことを特徴とする。
この構成によると、ハブ輪とスプライン嵌合する等速ジョイント外輪のステム部における雄スプラインのアウトボード側端の軸方向位置を、ナットとハブ輪のアウトボード側端面との間に相対変位が生じないように設定しているので、その相対変位によって起こるナットの弛みを防止をすることができる。 In the wheel bearing device of the present invention, an outer member, which is a stationary member having a double row rolling surface formed on the inner periphery, and a rolling surface facing the rolling surface of each row are formed on the outer periphery. An inner member which is a rotating side member, a double row rolling element interposed between these opposing rolling surfaces, and an outer ring which is one joint member of a constant velocity joint, A hub wheel having a hub flange for wheel attachment on the outer periphery and a through hole in the center is a component, and the outer ring of the constant velocity joint is inserted into the through hole of the hub wheel and has a stem portion for spline fitting. A nut that is screwed into an outboard side end portion of the stem portion and pressed against an outboard side end surface of the hub wheel, and a proximal shoulder of the stem portion that contacts the inboard side end surface of the inner member The inner member is fastened with the inner member by fastening the inner member In the wheel bearing device connected to the outer ring of the hub, the axial position of the outboard side end of the male spline in the stem portion with respect to the outboard side end surface of the hub wheel is defined as the endboard side end surface of the nut and the hub wheel. It is set so that no relative displacement occurs between the two.
According to this configuration, the axial position of the outboard side end of the male spline in the stem portion of the constant velocity joint outer ring that is spline-fitted with the hub wheel is relatively displaced between the nut and the end surface of the hub wheel on the outboard side. Since the setting is made so that the nut does not sag due to the relative displacement, it can be prevented.

この発明において、前記ステム部における雄スプラインのアウトボード側端を、前記ハブ輪のアウトボード側端面よりもアウトボード側に突出させても良い。
このように、ステム部における雄スプラインのアウトボード側端の軸方向位置を、ハブ輪のアウトボード側端面よりもアウトボード側に突出させると、スプライン嵌合部に過大トルクが繰り返し印加されて、ステム部の雄スプラインの捩れやスプライン嵌合部での動的遊びが生じても、ナットとハブ輪アウトボード側端面との間に相対変位が生じず、その相対変位によって起こるナットの弛みを防止をすることができる。 In this invention, you may make the outboard side end of the male spline in the said stem part protrude on the outboard side rather than the outboard side end surface of the said hub ring.
In this way, when the axial position of the outboard side end of the male spline in the stem portion is protruded to the outboard side from the outboard side end surface of the hub wheel, excessive torque is repeatedly applied to the spline fitting portion, Even if torsion of the male spline of the stem part or dynamic play at the spline fitting part occurs, relative displacement does not occur between the nut and the end face of the hub wheel outboard, preventing loosening of the nut caused by the relative displacement. Can do.

この発明において、前記ステム部における雄スプラインのアウトボード側端を、前記ハブ輪のアウトボード側端面に一致させても良い。この構成の場合も、ナットとハブ輪アウトボード側端面との間に相対変位が生じず、その相対変位によって起こるナットの弛みを防止をすることができる。   In this invention, you may make the outboard side end of the male spline in the stem part correspond with the outboard side end surface of the hub wheel. Also in this configuration, relative displacement does not occur between the nut and the end surface on the hub wheel outboard side, and it is possible to prevent the nut from loosening due to the relative displacement.

この発明において、前記ステム部における雄スプラインのアウトボード側端を、前記ハブ輪のアウトボード側端面よりもインボード側でハブ輪のアウトボード側端面に近接させても良い。この構成の場合も、ナットとハブ輪アウトボード側端面との間に相対変位が生じず、その相対変位によって起こるナットの弛みを防止をすることができる。   In this invention, the outboard side end of the male spline in the stem portion may be closer to the outboard side end surface of the hub wheel on the inboard side than the outboard side end surface of the hub wheel. Also in this configuration, relative displacement does not occur between the nut and the end surface on the hub wheel outboard side, and it is possible to prevent the nut from loosening due to the relative displacement.

この発明において、前記ステム部における雄スプラインのアウトボード側端の軸方向位置を、前記ハブ輪のアウトボード側端面を基準として、±５ｍｍの範囲内に設定しても良い。
この範囲内に、ステム部における雄スプラインのアウトボード側端の軸方向位置を設定すると、ナットとハブ輪アウトボード側端面との間の相対変位を効果的に無くすことができる。雄スプラインが−５mmを超える範囲に短くなる場合は、上記相対変位を効果的無くすことが困難であり、また＋５mmを超える範囲で長くなると、雄スプラインの突出部分が障害となって、ナット締めが困難になる。 In the present invention, the axial position of the outboard side end of the male spline in the stem portion may be set within a range of ± 5 mm on the basis of the outboard side end surface of the hub wheel.
If the axial position of the outboard side end of the male spline in the stem portion is set within this range, the relative displacement between the nut and the hub wheel outboard side end surface can be effectively eliminated. When the male spline is shortened to a range exceeding -5 mm, it is difficult to effectively eliminate the relative displacement. When the male spline is increased to a range exceeding +5 mm, the protruding portion of the male spline becomes an obstacle, and the nut tightening is difficult. It becomes difficult.

この発明において、前記ナットと前記ハブ輪のアウトボード側端面の間に、内周に前記ステム部の雄スプラインと嵌合する雌スプラインを形成した座金を介在させても良い。このような座金を介在させると、雄スプラインがハブ輪アウトボード側端面よりも突出していても、ナットに雄スプラインの突出部分を逃がす部分の加工が不要で、通常形状のナットで締め付けが行える。   In the present invention, a washer in which a female spline that fits with the male spline of the stem portion is formed on the inner periphery may be interposed between the nut and the end face on the outboard side of the hub wheel. When such a washer is interposed, even if the male spline protrudes from the end surface on the side of the hub wheel outboard, it is not necessary to process the portion that allows the protruding portion of the male spline to escape, and the nut can be tightened with a normal-shaped nut.

この発明において、前記座金は、周方向１箇所にスリットを有し、かつ軸方向に弾性的にたわみ可能なたわみ代を有するばね座金であっても良い。ばね座金を介在させると、ナットの緩みが生じ難い。   In the present invention, the washer may be a spring washer having a slit at one place in the circumferential direction and having a deflection allowance that can be flexed elastically in the axial direction. When the spring washer is interposed, the nut is hardly loosened.

この発明の車輪用軸受装置は、内周に複列の転走面が形成された固定側部材である外方部材と、前記各列の転走面に対向する転走面が外周に形成された回転側部材である内方部材と、これら対向する転走面の間に介在した複列の転動体と、等速ジョイントの片方の継手部材となる外輪とを備え、前記内方部材は、外周に車輪取付用のハブフランジを有し中心に貫通孔を有するハブ輪が構成部品であり、前記等速ジョイントの外輪は、前記ハブ輪の貫通孔に挿通されてスプライン嵌合するステム部を有し、そのステム部のアウトボード側端部に螺合して前記ハブ輪のアウトボード側端面に押し付けられるナットと、前記内方部材のインボード側端面に当接する前記ステム部の基端肩部とで内方部材を締結することにより、内方部材と等速ジョイントの外輪とを連結した車輪用軸受装置において、前記ステム部における雄スプラインのアウトボード側端の、前記ハブ輪のアウトボード側端面に対する軸方向位置を、前記ナットとハブ輪のアウトボード側端面との間に相対変位が生じないように設定したため、等速ジョイント外輪ステム部に螺合してハブ輪に締結軸力を付与するナットのトルク伝達に伴う弛みを防止できる。   In the wheel bearing device of the present invention, an outer member, which is a stationary member having a double row rolling surface formed on the inner periphery, and a rolling surface facing the rolling surface of each row are formed on the outer periphery. An inner member which is a rotating side member, a double row rolling element interposed between these opposing rolling surfaces, and an outer ring which is one joint member of a constant velocity joint, A hub wheel having a hub flange for wheel attachment on the outer periphery and a through hole in the center is a component, and the outer ring of the constant velocity joint is inserted into the through hole of the hub wheel and has a stem portion for spline fitting. A nut that is screwed into an outboard side end portion of the stem portion and pressed against an outboard side end surface of the hub wheel, and a proximal shoulder of the stem portion that contacts the inboard side end surface of the inner member The inner member is fastened with the inner member by fastening the inner member In the wheel bearing device connected to the outer ring of the hub, the axial position of the outboard side end of the male spline in the stem portion with respect to the outboard side end surface of the hub wheel is defined as the endboard side end surface of the nut and the hub wheel. Therefore, it is possible to prevent loosening associated with torque transmission of the nut that is screwed into the constant velocity joint outer ring stem portion to apply the fastening axial force to the hub ring.

この発明の第１の実施形態を図１と共に説明する。この実施形態の車輪用軸受装置は、第３世代型に分類される複列のアンギュラ玉軸受型であり、内輪回転タイプでかつ駆動輪支持用のものである。なお、この明細書において、車両に取付けた状態で車両の車幅方向の外側寄りとなる側をアウトボード側と呼び、車両の中央寄りとなる側をインボード側と呼ぶ。   A first embodiment of the present invention will be described with reference to FIG. The wheel bearing device of this embodiment is a double-row angular contact ball bearing type classified as a third generation type, and is an inner ring rotating type and for driving wheel support. In this specification, the side closer to the outer side in the vehicle width direction of the vehicle when attached to the vehicle is referred to as the outboard side, and the side closer to the center of the vehicle is referred to as the inboard side.

この車輪用軸受装置は、内周に複列の転走面３を形成した外方部材１と、これら各転走面３に対向する転走面４を外周に形成した内方部材２と、これら外方部材１および内方部材２の転走面３，４間に介在した複列の転動体５と、等速ジョイント６２の片方の継手部材となる外輪６３とで構成される。転動体５はボールからなり、各列毎に保持器６で保持されている。上記転走面３，４は断面円弧状であり、各接触角が背面合わせとなるように形成されている。外方部材１と内方部材２との間の軸受空間の両端は、密封装置となるシール７，８によってそれぞれ密封されている。   The wheel bearing device includes an outer member 1 in which a double row rolling surface 3 is formed on the inner periphery, an inner member 2 in which a rolling surface 4 facing each of the rolling surfaces 3 is formed on the outer periphery, These are composed of a double row rolling element 5 interposed between the rolling surfaces 3 and 4 of the outer member 1 and the inner member 2 and an outer ring 63 which is one joint member of the constant velocity joint 62. The rolling elements 5 are formed of balls and are held by the cage 6 for each row. The rolling surfaces 3 and 4 have a circular arc shape in cross section, and are formed so that the respective contact angles are back to back. Both ends of the bearing space between the outer member 1 and the inner member 2 are respectively sealed by seals 7 and 8 serving as sealing devices.

外方部材１は固定側部材となるものであって、車体の懸架装置におけるナックル（図示せず）に取付ける車体取付用のフランジ１ａを外周に有し、全体が一体の部品とされている。
内方部材２は回転側部材となるものであって、車輪取付用のハブフランジ９ａを有するハブ輪９と、このハブ輪９の軸部９ｂのインボード側端の外周に嵌合した内輪１０とでなる。これらハブ輪９および内輪１０に、前記各列の転走面４が形成されている。ハブ輪９のインボード側端の外周には段差を持って小径となる内輪嵌合面１２が設けられ、この内輪嵌合面１２に内輪１０が嵌合している。さらに、ハブ輪９の軸部９ｂのインボード側端には、内輪１０を加締固定する加締部９ｃが形成されている。ハブ輪９の中心には貫通孔１１が設けられ、その内周面が雌スプライン１１ａに形成されている。この貫通孔１１に、等速ジョイント６２の片方の継手部材となる外輪６３のステム部６３ａが挿通されて、ハブ輪９とスプライン嵌合する。さらに、ステム部６３ａのアウトボード側端部に螺合してハブ輪９のアウトボード側端面９ｄに押し付けられるナット６４と、内方部材２のインボード側端面に当接するステム部６３ａの基端肩部６３ｂとの間で内方部材２を締結することにより、内方部材２と等速ジョイント６２の外輪６３とを連結する。前記基端肩部６３ｂは、外輪６３のカップ部の外底面であり、軸方向を向く面とされている。前記ナット６４が押し付けられるハブ輪９のアウトボード側端面９ｄは、凹部となった平坦な座繰り面に加工されている。ステム部６３ｃの基端肩部６３ｂが当接する内方部材２のインボード側端面は、この実施形態ではハブ輪９の軸部９ｂの加締部９ｃにおけるインボード側に向く表面に旋削加工された平坦面９ｃａである。
ハブフランジ９ａには、周方向複数箇所にハブボルト１５の圧入孔１６が設けられている。ハブ輪９のハブフランジ９ａの根元部付近には、ブレーキロータとホイール（図示せず）を案内する円筒状のパイロット部１３がアウトボード側に突出している。このパイロット部１３の案内により、前記ハブフランジ９ａにブレーキロータとホイールを重ね、ハブボルト１５で固定する。 The outer member 1 is a fixed side member, and has a flange 1a for mounting a vehicle body attached to a knuckle (not shown) in the suspension device of the vehicle body on the outer periphery, and the whole is an integral part.
The inner member 2 is a rotating side member, and includes a hub wheel 9 having a hub flange 9a for wheel mounting, and an inner ring 10 fitted to the outer periphery of the end portion on the inboard side of the shaft portion 9b of the hub wheel 9. And become. The hub wheel 9 and the inner ring 10 are formed with the rolling surfaces 4 of the respective rows. An inner ring fitting surface 12 having a small diameter with a step is provided on the outer periphery of the inboard side end of the hub wheel 9, and the inner ring 10 is fitted to the inner ring fitting surface 12. Further, a caulking portion 9 c for caulking and fixing the inner ring 10 is formed at the inboard side end of the shaft portion 9 b of the hub wheel 9. A through hole 11 is provided at the center of the hub wheel 9, and an inner peripheral surface thereof is formed in a female spline 11a. The stem portion 63a of the outer ring 63, which is one joint member of the constant velocity joint 62, is inserted into the through hole 11 and is splined with the hub wheel 9. Furthermore, a nut 64 that is screwed into the outboard side end of the stem portion 63a and pressed against the outboard side end surface 9d of the hub wheel 9, and a base end of the stem portion 63a that abuts on the inboard side end surface of the inner member 2 By fastening the inner member 2 between the shoulder 63b, the inner member 2 and the outer ring 63 of the constant velocity joint 62 are connected. The base end shoulder portion 63b is an outer bottom surface of the cup portion of the outer ring 63, and is a surface facing the axial direction. The outboard side end surface 9d of the hub wheel 9 against which the nut 64 is pressed is processed into a flat countersink surface which is a recess. In this embodiment, the inboard side end surface of the inner member 2 with which the proximal end shoulder portion 63b of the stem portion 63c abuts is turned to a surface facing the inboard side of the crimping portion 9c of the shaft portion 9b of the hub wheel 9. The flat surface 9ca.
The hub flange 9a is provided with press-fit holes 16 for hub bolts 15 at a plurality of locations in the circumferential direction. In the vicinity of the base portion of the hub flange 9a of the hub wheel 9, a cylindrical pilot portion 13 for guiding a brake rotor and a wheel (not shown) protrudes toward the outboard side. With the guidance of the pilot portion 13, the brake rotor and the wheel are overlapped on the hub flange 9 a and fixed with the hub bolt 15.

内方部材２と等速ジョイント６２の外輪６３とを連結した状態において、外輪６３のステム部６３ａにおける雄スプライン６３ａａのアウトボード側端の、ハブ輪９のアウトボード側端面９ｄに対する軸方向位置は、前記ナット６４とハブ輪９のアウトボード側端面９ｄとの間に相対変位が生じないように設定される。具体的には、この実施形態では、ステム部６３ａにおける雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄよりも所定量δだけアウトボード側に突出させている。その突出量δは５ｍｍ以下に設定するのが良い。
ナット６４は、内周面におけるハブ輪９側の部分に、雌ねじ部６４ａよりも大径の座繰り状の逃がし凹部６４ｂが形成されている。この逃がし凹部６４ｂは、上記ステム部６３ａにおける雄スプライン６３ａａの突出部分が遊嵌可能な内径および深さに形成されている。 In a state where the inner member 2 and the outer ring 63 of the constant velocity joint 62 are coupled, the axial position of the outboard side end of the male spline 63aa in the stem portion 63a of the outer ring 63 with respect to the end surface 9d of the hub wheel 9 is The relative displacement between the nut 64 and the outboard side end surface 9d of the hub wheel 9 is set. Specifically, in this embodiment, the outboard side end of the male spline 63aa in the stem portion 63a protrudes from the outboard side end surface 9d of the hub wheel 9 by a predetermined amount δ toward the outboard side. The protrusion amount δ is preferably set to 5 mm or less.
The nut 64 has a countersink-shaped relief recess 64b having a larger diameter than the female threaded portion 64a in a portion on the hub wheel 9 side on the inner peripheral surface. The relief recess 64b is formed to have an inner diameter and a depth at which the protruding portion of the male spline 63aa in the stem portion 63a can be loosely fitted.

この構成の車輪用軸受装置によると、ハブ輪９とスプライン嵌合する等速ジョイント外輪６３のステム部６３ａにおける雄スプライン６３ａａのアウトボード側端の軸方向位置を、ハブ輪９のアウトボード側端面９ｄよりもアウトボード側に所定量δだけ突出させているので、前記スプライン嵌合部に過大トルクが繰り返し印加されて、ステム部６３ａの雄スプライン６３ａａの捩れや前記スプライン嵌合部での動的遊びが生じても、ナット６４とハブ輪９のアウトボード側端面９ｄとの間に相対変位が生じず、その相対変位によって起こるナット６４の弛みを防止をすることができる。   According to the wheel bearing device of this configuration, the axial position of the outboard side end of the male spline 63aa in the stem portion 63a of the constant velocity joint outer ring 63 that is spline-fitted with the hub wheel 9 is the outboard side end surface of the hub wheel 9. Since it protrudes by a predetermined amount δ toward the outboard side from 9d, excessive torque is repeatedly applied to the spline fitting portion, and the torsion of the male spline 63aa of the stem portion 63a and dynamics at the spline fitting portion Even if play occurs, relative displacement does not occur between the nut 64 and the end surface 9d of the hub wheel 9, and the loosening of the nut 64 caused by the relative displacement can be prevented.

また、この実施形態では、等速ジョイント外輪６３のステム部６３ａにおける基端肩部６３ｂが当接する内方部材２のインボード側端面であるハブ輪加締部９ｃのインボード側を向く表面を平坦面９ｃａとしているので、前記基端肩部６３ｂとハブ輪加締部９ｃの面接触を確保することができ、ナット６４の締緊力によって加締部９ｃに加えられる面圧を小さくすることができる。これにより、加締部９ｃの塑性変形を防止できることから、ナット６４の弛みをより確実に防止できると共に、前記ステム部６３ｃの基端肩部６３ｂとハブ輪加締部９ｃとの当接面で急激なスリップによるスティックスリップ音が発生するのを防止することもできる。   In this embodiment, the surface facing the inboard side of the hub ring caulking portion 9c, which is the inboard side end surface of the inner member 2 with which the proximal end shoulder portion 63b of the stem portion 63a of the constant velocity joint outer ring 63 abuts, is provided. Since the flat surface 9ca is used, the surface contact between the base shoulder portion 63b and the hub wheel crimping portion 9c can be secured, and the surface pressure applied to the crimping portion 9c by the tightening force of the nut 64 can be reduced. Can do. Thereby, since the plastic deformation of the caulking portion 9c can be prevented, loosening of the nut 64 can be more reliably prevented, and at the contact surface between the proximal end shoulder portion 63b of the stem portion 63c and the hub wheel caulking portion 9c. It is also possible to prevent the occurrence of stick-slip noise due to sudden slip.

なお、この実施形態では、等速ジョイント外輪６３のステム部６３ａにおける雄スプライン６３ａａのアウトボード側端の軸方向位置を、ハブ輪９のアウトボード側端面９ｄよりもアウトボード側に所定量δだけ突出させているが、前記ステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄに一致させても良い。さらには、前記ステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄよりもインボード側でハブ輪９のアウトボード側端面９ｄに近接させても良い。このように、ステム部６３ａにおける雄スプライン６３ａａのアウトボード側端の軸方向位置を設定した場合にも、ナット６４とハブ輪９のアウトボード側端面９ｄとの間に相対変位が生じないので、その相対変位によって起こるナット６４の弛みを防止をすることができる。この場合にも、ハブ輪９のアウトボード側端面９ｄを基準として、ステム部６３ａにおける雄スプライン６３ａａのアウトボード側端を、インボード側に後退させる後退量は、５ｍｍに設定するのが良い。   In this embodiment, the axial position of the outboard side end of the male spline 63aa in the stem portion 63a of the constant velocity joint outer ring 63 is set to a predetermined amount δ on the outboard side from the outboard side end surface 9d of the hub wheel 9. Although protruding, the outboard side end of the male spline 63aa of the stem portion 63a may coincide with the outboard side end surface 9d of the hub wheel 9. Further, the outboard side end of the male spline 63aa of the stem portion 63a may be closer to the outboard side end surface 9d of the hub wheel 9 on the inboard side than the outboard side end surface 9d of the hub wheel 9. Thus, even when the axial position of the outboard side end of the male spline 63aa in the stem portion 63a is set, no relative displacement occurs between the nut 64 and the outboard side end surface 9d of the hub wheel 9. The loosening of the nut 64 caused by the relative displacement can be prevented. Also in this case, it is preferable to set the retraction amount for retreating the outboard side end of the male spline 63aa to the inboard side in the stem portion 63a with respect to the outboard side end surface 9d of the hub wheel 9 to 5 mm.

図２および図３は、この発明の他の実施形態を示す。この実施形態は、図１の車輪用軸受装置において、前記ナット６４とハブ輪９のアウトボード側端面９ｄとの間に、図３のように内周に前記等速ジョイント外輪６３のステム部６３ａの雄スプライン６３ａａと嵌合する雌スプライン６５ａを形成した座金６５を介在させたものである。この場合の座金６５は、周方向１箇所にスリット６５ｂを有し、かつ軸方向に弾性的にたわみ可能なたわみ代を有するばね座金とされている。この座金６５を介在させた場合は、ナット６４に図１の例の逃がし凹部６４ｂが不要で、ナット６４に通常の形状のものが使用できる。
その他の構成，効果は図１の実施形態の場合と同様である。 2 and 3 show another embodiment of the present invention. In this embodiment, in the wheel bearing device of FIG. 1, between the nut 64 and the outboard side end surface 9d of the hub wheel 9, a stem portion 63a of the constant velocity joint outer ring 63 is provided on the inner periphery as shown in FIG. A washer 65 having a female spline 65a fitted to the male spline 63aa is interposed. The washer 65 in this case is a spring washer having a slit 65b at one place in the circumferential direction and having a deflection allowance that can be flexed elastically in the axial direction. When this washer 65 is interposed, the relief recess 64b of the example of FIG. 1 is not necessary for the nut 64, and the nut 64 having a normal shape can be used.
Other configurations and effects are the same as those in the embodiment of FIG.

なお、この実施形態の場合も、等速ジョイント外輪６３のステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄに一致させても良い。さらには、前記ステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄよりもインボード側でハブ輪９のアウトボード側端面９ｄに近接させても良い。ただし、これらの場合は、雌スプライン６５ａは不要であり、上記ステム部６３ａが遊嵌可能な単純円筒形状に、座金６５の内径が形成されていれば良い。   Also in this embodiment, the outboard side end of the male spline 63aa of the stem portion 63a of the constant velocity joint outer ring 63 may coincide with the outboard side end surface 9d of the hub wheel 9. Further, the outboard side end of the male spline 63aa of the stem portion 63a may be closer to the outboard side end surface 9d of the hub wheel 9 on the inboard side than the outboard side end surface 9d of the hub wheel 9. However, in these cases, the female spline 65a is not necessary, and the inner diameter of the washer 65 may be formed in a simple cylindrical shape into which the stem portion 63a can be loosely fitted.

図４は、この発明のさらに他の実施形態を示す。この実施形態は、図１の車輪用軸受装置において、ハブ輪９の軸部９ｂのインボード側端の加締部９ｃを省略して、内方部材２のインボード側端面となる内輪１０の端面に等速ジョイント外輪６３のステム部６３ａの基端肩部６３ｂを当接させたものである。その他の構成は図１の実施形態の場合と同様である。   FIG. 4 shows still another embodiment of the present invention. In this embodiment, in the wheel bearing device of FIG. 1, the caulking portion 9 c at the inboard side end of the shaft portion 9 b of the hub wheel 9 is omitted, and the inner ring 10 serving as the inboard side end surface of the inner member 2 is omitted. The base end shoulder 63b of the stem 63a of the constant velocity joint outer ring 63 is brought into contact with the end surface. Other configurations are the same as those in the embodiment of FIG.

この実施形態の場合も、等速ジョイント外輪６３のステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄに一致させても良い。さらには、前記ステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄよりもインボード側でハブ輪９のアウトボード側端面９ｄに近接させても良い。   Also in this embodiment, the outboard side end of the male spline 63aa of the stem portion 63a of the constant velocity joint outer ring 63 may coincide with the outboard side end surface 9d of the hub wheel 9. Further, the outboard side end of the male spline 63aa of the stem portion 63a may be closer to the outboard side end surface 9d of the hub wheel 9 on the inboard side than the outboard side end surface 9d of the hub wheel 9.

図５は、この発明のさらに他の実施形態を示す。この実施形態の車輪用軸受装置は、第２世代型に分類される複列のアンギュラ玉軸受型であり、内輪回転タイプでかつ駆動輪支持用のものである。すなわち、この実施形態は、図４の実施形態において、ハブ輪９とその軸部９ｂの外周に嵌合した単列の内輪１０とでなる内方部材２を、ハブ輪９とその軸部９ｂの外周に嵌合した複列の内輪１０Ａ，１０Ｂとでなる内方部材２Ａに置き換えたものである。内方部材２Ａの複列の転走面４は、複列の各内輪１０Ａ，１０Ｂにそれぞれ形成される。その他の構成は図４の実施形態の場合と同様である。なお、この実施形態では、外方部材１、内輪１０Ａ，１０Ｂ、および転動体５により、ハブ輪９とは独立した転がり軸受を構成する。   FIG. 5 shows still another embodiment of the present invention. The wheel bearing device of this embodiment is a double-row angular contact ball bearing type classified as a second generation type, and is an inner ring rotating type and for driving wheel support. That is, in this embodiment, in the embodiment of FIG. 4, the inner member 2 composed of the hub wheel 9 and the single-row inner ring 10 fitted to the outer periphery of the shaft portion 9b is replaced with the hub wheel 9 and the shaft portion 9b. The inner member 2A is composed of double rows of inner rings 10A and 10B fitted to the outer periphery of the inner ring 2A. The double-row rolling surfaces 4 of the inner member 2A are respectively formed on the double-row inner rings 10A and 10B. Other configurations are the same as those in the embodiment of FIG. In this embodiment, the outer member 1, the inner rings 10 </ b> A and 10 </ b> B, and the rolling elements 5 constitute a rolling bearing independent of the hub ring 9.

この実施形態の場合も、等速ジョイント外輪６３のステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄに一致させても良い。さらには、前記ステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄよりもインボード側でハブ輪９のアウトボード側端面９ｄに近接させても良い。   Also in this embodiment, the outboard side end of the male spline 63aa of the stem portion 63a of the constant velocity joint outer ring 63 may coincide with the outboard side end surface 9d of the hub wheel 9. Further, the outboard side end of the male spline 63aa of the stem portion 63a may be closer to the outboard side end surface 9d of the hub wheel 9 on the inboard side than the outboard side end surface 9d of the hub wheel 9.

図６は、この発明のさらに他の実施形態を示す。この実施形態の車輪用軸受装置は、第１世代型に分類される複列のアンギュラ玉軸受型であり、内輪回転タイプでかつ駆動輪支持用のものである。すなわち、この実施形態は、図５の実施形態において、車体取付用のフランジ１ａを外周に有する外方部材１を、外径面が全体にわたって円筒状面とされた外方部材１Ａに置き換えたものである。外方部材１Ａの外径面はハウジング６６の内径面に嵌合する。具体的には、ハウジング６６のアウトボード側端の内径面は段差を持って大径となる外方部材嵌合面６６ａとされ、この外方部材嵌合面６６ａに前記外方部材１Ａが嵌合する。外方部材１Ａは、そのインボード側端が前記外方部材嵌合面６６ａにおける段差面６６ａａに係合し、アウトボード側端が外方部材嵌合面６６ａに周設された溝６６ａｂに嵌合する止め輪６７に係合することで、軸方向に位置決めされる。前記ハウジング６６を、車体の懸架装置におけるナックル（図示せず）に組み付けることにより、車体に対し車輪が回転自在に支持される。なお、外方部材１Ａと内方部材２Ａとの間の軸受空間のインボード側端を密封するシール８は、前記ハウジング６６の内周面と等速ジョイント外輪６３のステム部６３ａにおける基端肩部６３ｂの外周面との間に設けられる。その他の構成は図５の実施形態の場合と同様である。   FIG. 6 shows still another embodiment of the present invention. The wheel bearing device of this embodiment is a double-row angular contact ball bearing type classified as a first generation type, and is an inner ring rotating type and for driving wheel support. That is, in this embodiment, in the embodiment of FIG. 5, the outer member 1 having a flange 1a for mounting the vehicle body on the outer periphery is replaced with an outer member 1A whose outer diameter surface is entirely cylindrical. It is. The outer diameter surface of the outer member 1 </ b> A is fitted to the inner diameter surface of the housing 66. Specifically, the inner diameter surface of the end of the outboard side of the housing 66 is an outer member fitting surface 66a having a large diameter with a step, and the outer member 1A is fitted to the outer member fitting surface 66a. Match. The outer member 1A has an inboard side end engaged with the step surface 66aa of the outer member fitting surface 66a, and an outboard side end fitted in a groove 66ab provided around the outer member fitting surface 66a. By being engaged with the retaining ring 67 to be combined, it is positioned in the axial direction. By assembling the housing 66 to a knuckle (not shown) in the suspension device of the vehicle body, the wheels are supported rotatably with respect to the vehicle body. The seal 8 that seals the inboard side end of the bearing space between the outer member 1A and the inner member 2A is the base shoulder of the inner peripheral surface of the housing 66 and the stem portion 63a of the constant velocity joint outer ring 63. It is provided between the outer peripheral surface of the part 63b. Other configurations are the same as those of the embodiment of FIG.

この実施形態の場合も、等速ジョイント外輪６３のステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄに一致させても良い。さらには、前記ステム部６３ａの雄スプライン６３ａａのアウトボード側端を、ハブ輪９のアウトボード側端面９ｄよりもインボード側でハブ輪９のアウトボード側端面９ｄに近接させても良い。   Also in this embodiment, the outboard side end of the male spline 63aa of the stem portion 63a of the constant velocity joint outer ring 63 may coincide with the outboard side end surface 9d of the hub wheel 9. Further, the outboard side end of the male spline 63aa of the stem portion 63a may be closer to the outboard side end surface 9d of the hub wheel 9 on the inboard side than the outboard side end surface 9d of the hub wheel 9.

この発明の第１の実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning 1st Embodiment of this invention. この発明の他の実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning other embodiment of this invention. 同車輪用軸受装置に用いられる座金の平面図である。It is a top view of the washer used for the bearing device for the wheels. この発明のさらに他の実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning other embodiment of this invention. この発明のさらに他の実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning other embodiment of this invention. この発明のさらに他の実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning other embodiment of this invention. 従来の車輪用軸受装置の断面図である。It is sectional drawing of the conventional wheel bearing apparatus. 同車輪用軸受装置における軸受単体の断面図である。It is sectional drawing of the bearing single-piece | unit in the same bearing apparatus for wheels.

符号の説明Explanation of symbols

１，１Ａ…外方部材
２，２Ａ…内方部材
３，４…転走面
５…転動体
９…ハブ輪
９ａ…ハブフランジ
９ｄ…アウトボード側端面
１０，１０Ａ…内輪
１１…貫通孔
６２…等速ジョイント
６３…等速ジョイント外輪
６３ａ…ステム部
６３ａａ…雄スプライン
６３ｂ…基端肩部
６４…ナット
６５…座金
６５ａ…雌スプライン
６５ｂ…スリット DESCRIPTION OF SYMBOLS 1, 1A ... Outer member 2, 2A ... Inner member 3, 4 ... Rolling surface 5 ... Rolling element 9 ... Hub wheel 9a ... Hub flange 9d ... Outboard side end surface 10, 10A ... Inner ring 11 ... Through-hole 62 ... Constant velocity joint 63 ... Constant velocity joint outer ring 63a ... Stem portion 63aa ... Male spline 63b ... Base end shoulder 64 ... Nut 65 ... Washer 65a ... Female spline 65b ... Slit

Claims (7)

内周に複列の転走面が形成された固定側部材である外方部材と、前記各列の転走面に対向する転走面が外周に形成された回転側部材である内方部材と、これら対向する転走面の間に介在した複列の転動体と、等速ジョイントの片方の継手部材となる外輪とを備え、
前記内方部材は、外周に車輪取付用のハブフランジを有し中心に貫通孔を有するハブ輪が構成部品であり、前記等速ジョイントの外輪は、前記ハブ輪の貫通孔に挿通されてスプライン嵌合するステム部を有し、そのステム部のアウトボード側端部に螺合して前記ハブ輪のアウトボード側端面に押し付けられるナットと、前記内方部材のインボード側端面に当接する前記ステム部の基端肩部とで内方部材を締結することにより、内方部材と等速ジョイントの外輪とを連結した車輪用軸受装置において、
前記ステム部における雄スプラインのアウトボード側端の、前記ハブ輪のアウトボード側端面に対する軸方向位置を、前記ナットとハブ輪のアウトボード側端面との間に相対変位が生じないように設定したことを特徴とする車輪用軸受装置。 An outer member which is a fixed side member having a double row rolling surface formed on the inner periphery, and an inner member which is a rotating side member having a rolling surface opposite to the rolling surface of each row formed on the outer periphery. And a double-row rolling element interposed between these opposing rolling surfaces, and an outer ring that is a joint member of one of the constant velocity joints,
The inner member is a hub wheel having a hub flange for mounting a wheel on the outer periphery and a through hole in the center, and the outer ring of the constant velocity joint is inserted into the through hole of the hub wheel to form a spline. A nut that fits into the outboard side end of the stem and is pressed against the outboard side end surface of the hub wheel; and the abutting on the inboard side end surface of the inner member In the wheel bearing device that connects the inner member and the outer ring of the constant velocity joint by fastening the inner member with the proximal shoulder portion of the stem portion,
The axial position of the outboard side end of the male spline in the stem portion with respect to the outboard side end surface of the hub wheel was set so that no relative displacement occurred between the nut and the outboard side end surface of the hub wheel. A wheel bearing device characterized by that. 請求項１において、前記ステム部における雄スプラインのアウトボード側端を、前記ハブ輪のアウトボード側端面よりもアウトボード側に突出させた車輪用軸受装置。   2. The wheel bearing device according to claim 1, wherein an outboard side end of the male spline in the stem portion protrudes to an outboard side from an outboard side end surface of the hub wheel. 3. 請求項１において、前記ステム部における雄スプラインのアウトボード側端を、前記ハブ輪のアウトボード側端面に一致させた車輪用軸受装置。   The wheel bearing device according to claim 1, wherein an outboard side end of the male spline in the stem portion is matched with an outboard side end surface of the hub wheel. 請求項１において、前記ステム部における雄スプラインのアウトボード側端を、前記ハブ輪のアウトボード側端面よりもインボード側でハブ輪のアウトボード側端面に近接させた車輪用軸受装置。   2. The wheel bearing device according to claim 1, wherein an outboard side end of the male spline in the stem portion is closer to an outboard side end surface of the hub wheel on an inboard side than an outboard side end surface of the hub wheel. 請求項１ないし請求項４のいずれか１項において、前記ステム部における雄スプラインのアウトボード側端の軸方向位置を、前記ハブ輪のアウトボード側端面を基準として、±５ｍｍの範囲内に設定した車輪用軸受装置。   5. The axial position of the outboard side end of the male spline in the stem portion is set within a range of ± 5 mm based on the outboard side end surface of the hub wheel according to claim 1. Wheel bearing device. 請求項１ないし請求項５のいずれか１項において、前記ナットと前記ハブ輪のアウトボード側端面の間に、内周に前記ステム部の雄スプラインと嵌合する雌スプラインを形成した座金を介在させた車輪用軸受装置。   The washer according to any one of claims 1 to 5, wherein a female spline that fits with a male spline of the stem portion is formed on an inner periphery between the nut and an outboard side end surface of the hub wheel. Wheel bearing device. 請求項６において、前記座金は、周方向１箇所にスリットを有し、かつ軸方向に弾性的にたわみ可能なたわみ代を有するばね座金である車輪用軸受装置。   8. The wheel bearing device according to claim 6, wherein the washer is a spring washer having a slit in one circumferential direction and having a deflection allowance that can be flexed elastically in the axial direction.
JP2008027278A 2008-02-07 2008-02-07 Wheel bearing device Pending JP2009184546A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017520728A (en) * 2014-05-15 2017-07-27 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフトＺｆ Ｆｒｉｅｄｒｉｃｈｓｈａｆｅｎ Ａｇ Device for securing a tension element against unintentional release

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005219650A (en) * 2004-02-06 2005-08-18 Ntn Corp Bearing device for driving wheel
WO2005080807A1 (en) * 2004-02-06 2005-09-01 Fusao Yamada Fastening body with loosening preventing ability
JP2005231475A (en) * 2004-02-19 2005-09-02 Nsk Ltd Roller bearing unit for wheel driving
JP2007331509A (en) * 2006-06-14 2007-12-27 Ntn Corp Bearing device for drive wheel

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005219650A (en) * 2004-02-06 2005-08-18 Ntn Corp Bearing device for driving wheel
WO2005080807A1 (en) * 2004-02-06 2005-09-01 Fusao Yamada Fastening body with loosening preventing ability
JP2005231475A (en) * 2004-02-19 2005-09-02 Nsk Ltd Roller bearing unit for wheel driving
JP2007331509A (en) * 2006-06-14 2007-12-27 Ntn Corp Bearing device for drive wheel

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017520728A (en) * 2014-05-15 2017-07-27 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフトＺｆ Ｆｒｉｅｄｒｉｃｈｓｈａｆｅｎ Ａｇ Device for securing a tension element against unintentional release

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