JP2010018229A - Bearing device for supporting wheel - Google Patents

Bearing device for supporting wheel Download PDF

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JP2010018229A
JP2010018229A JP2008182660A JP2008182660A JP2010018229A JP 2010018229 A JP2010018229 A JP 2010018229A JP 2008182660 A JP2008182660 A JP 2008182660A JP 2008182660 A JP2008182660 A JP 2008182660A JP 2010018229 A JP2010018229 A JP 2010018229A
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bearing device
hub
ring
cold forging
wheel
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Yasuyuki Shimizu
康之 清水
Koji Ueda
光司 植田
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NSK Ltd
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NSK Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To suppress a crack generated during cold forging when the cold forging is used when manufacturing at least either one of a hub wheel member and an outer wheel member of a bearing device for a supporting a wheel. <P>SOLUTION: A billet provided with an organization having spherical cementite, needle-like cementite and ferrite by applying softening annealing is subjected to cold forging and is molded. Further, surface roughness is made to a range of HV 180 or less and a content of sulfur in a steel material is properly adjusted. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、自動車の車輪等を懸架装置に対して回転自在に支持する車輪支持用軸受装置に関する。   The present invention relates to a wheel support bearing device that rotatably supports a wheel or the like of an automobile with respect to a suspension device.

この種の車輪支持用軸受装置は、一般に、車輪と一体に回転するハブ輪と、このハブ輪の外周面に形成された内輪軌道面をハブ輪の回転に伴って転動する複数の転動体と、この転動体を介してハブ輪を回転自在に支持する外輪と、を備えた構成となっている。
しかし、このような車輪支持用軸受装置では、従来、ハブ輪や外輪が、高炭素鋼材(例えばS50〜S55C相当材、SAE1070等)を熱間鍛造した後、所定の形状に切削加工して形成されている。そのため、ハブ輪や外輪の製造に多くの手間と時間がかかるという難点がある。
This type of wheel support bearing device generally includes a hub wheel that rotates integrally with a wheel, and a plurality of rolling elements that roll on an inner ring raceway surface formed on the outer peripheral surface of the hub ring as the hub ring rotates. And an outer ring that rotatably supports the hub ring via the rolling elements.
However, in such a wheel support bearing device, conventionally, the hub wheel and the outer ring are formed by hot forging a high carbon steel material (for example, S50 to S55C equivalent material, SAE1070, etc.) and then cutting into a predetermined shape. Has been. Therefore, there is a problem that it takes a lot of labor and time to manufacture the hub wheel and the outer ring.

そこで、車輪支持用軸受装置のハブ輪や外輪の素材として炭素鋼板を用い、この炭素鋼板を所定の形状にプレス成形することによってハブ輪や外輪を製造する技術が提案されている(例えば特許文献1〜5参照)。
特開2003−25803号公報 特許第3352226号公報 特開平9−151950号公報 特開平7−317777号公報 特開2006−64036号公報
Therefore, a technology has been proposed in which a carbon steel plate is used as a material for a hub wheel or an outer ring of a wheel support bearing device, and the carbon steel plate is press-formed into a predetermined shape to manufacture a hub wheel or an outer ring (for example, Patent Documents). 1-5).
JP 2003-25803 A Japanese Patent No. 3352226 JP-A-9-151950 JP 7-317777 A JP 2006-64036 A

しかしながら、一般的に0.45%以上の炭素を有する鋼は難加工材であり、このような鋼を冷間鍛造する場合、鍛造時の割れが問題となる。そこで、この問題点に対して本発明者らが研究を進めたところ、鋼中の硫化マンガンが冷間鍛造時の割れに影響することがわかった。そして、使用する鋼材中の硫黄の含有量を制御することで、鋼材中に生成された非金属介在物である硫化マンガンの生成を抑え、結果として冷間鍛造時の割れを抑制し得る硫黄の含有量を解明するに至った。
本発明は、このような問題点に着目してなされたものであって、鋼材中の硫黄の含有量を適正に調節して、冷間鍛造時に発生する割れを抑制し得る車両用軸受装置を提供することを目的としている。
However, in general, steel having 0.45% or more of carbon is a difficult-to-process material, and cracking during forging becomes a problem when such steel is cold-forged. Then, when the present inventors advanced research about this problem, it turned out that manganese sulfide in steel influences the crack at the time of cold forging. And by controlling the content of sulfur in the steel material to be used, the generation of manganese sulfide, which is a non-metallic inclusion produced in the steel material, is suppressed, and as a result of the sulfur that can suppress cracking during cold forging The content has been elucidated.
The present invention has been made paying attention to such problems, and is a vehicle bearing device that can appropriately control the content of sulfur in steel and suppress cracks that occur during cold forging. It is intended to provide.

上記課題を解決するために、本発明者らは、ハブ輪と、そのハブ輪を複数の転動体を介して回転自在に支持する外輪と、を備える車輪支持用軸受装置において、冷間鍛造でハブ輪および外輪の少なくとも一方の部材を製造する場合に、硫黄含有量および硬さについて鋭意研究を行い、良好な成形性が得られる素材の状態に関する知見を得、かかる知見に基づいて本発明を完成するに至った。   In order to solve the above problems, the inventors of the present invention have provided a wheel support bearing device including a hub ring and an outer ring that rotatably supports the hub ring via a plurality of rolling elements. In the case of producing at least one member of the hub ring and the outer ring, intensive research is conducted on the sulfur content and hardness, and knowledge regarding the state of the material that can obtain good formability is obtained. It came to be completed.

即ち、上記目的を達成するために、本発明は、外周面に形成された内輪軌道面に高周波焼入れが施されたハブ輪と、そのハブ輪を複数の転動体を介して回転自在に支持する外輪と、を備える車輪支持用軸受装置であって、前記ハブ輪および外輪の少なくとも一方は、冷間鍛造をする前に軟化焼鈍を施して、球状セメンタイト、針状セメンタイトおよびフェライトを有する組織を備えてなるビレットを冷間鍛造して成形されており、更に、その表面硬さがHV180以下の範囲で且つ下記(1)式の範囲に調整されていることを特徴とする。
表面硬さ(HV)+2×10×S≦220,且つS≦0.035・・・・・(1)
但し(1)式において、Sは、硫黄の質量%である。
ここで、上記本発明に係る車輪支持用軸受装置において、前記ハブ輪および外輪の少なくとも一方を形成する鋼材の鋼種は、炭素含有量が0.45質量%〜0.75質量%であるJIS規格S45C〜S75C、およびSAE規格1045〜1075から選択される一の鋼種であることは好ましい。
That is, in order to achieve the above-mentioned object, the present invention supports a hub ring in which an inner ring raceway surface formed on an outer peripheral surface is induction-quenched and the hub ring rotatably via a plurality of rolling elements. And at least one of the hub ring and the outer ring is subjected to soft annealing before cold forging and has a structure having spherical cementite, acicular cementite, and ferrite. The billet is formed by cold forging, and the surface hardness is adjusted within the range of HV180 or less and within the range of the following formula (1).
Surface hardness (HV) + 2 × 10 3 × S ≦ 220 and S ≦ 0.035 (1)
However, in Formula (1), S is the mass% of sulfur.
Here, in the wheel support bearing device according to the present invention, the steel type of the steel material forming at least one of the hub ring and the outer ring has a carbon content of 0.45 mass% to 0.75 mass%. It is preferably one steel type selected from S45C to S75C and SAE standards 1045 to 1075.

本発明によれば、ハブ輪および外輪の少なくとも一方の部材を製造するに際し、冷間鍛造を用いる場合に、鋼材中の硫黄の含有量を適正に調節して、冷間鍛造時に発生する割れを抑制することができる。したがって、ハブ輪および外輪の少なくとも一方の部材の製造が容易である。   According to the present invention, when producing at least one member of the hub ring and the outer ring, when using cold forging, the sulfur content in the steel material is appropriately adjusted to prevent cracks that occur during cold forging. Can be suppressed. Therefore, it is easy to manufacture at least one member of the hub wheel and the outer ring.

以下、本発明の一実施形態について説明する。
図1は、本発明の一実施形態に係る車輪支持用軸受装置を説明する図であり、同図では、車輪支持用軸受装置をその軸線を含む断面で図示している。
同図に示すように、この車輪支持用軸受装置1は、ハブ輪2、内輪3、外輪4及び複数の転動体5を備えて構成されており、ハブ輪2の外周面の外端部(自動車への組み付け状態で車幅方向外側の端部:同図の左端部)には、車輪を支持するための車輪取付用のフランジ部6が設けられている。
Hereinafter, an embodiment of the present invention will be described.
FIG. 1 is a diagram for explaining a wheel support bearing device according to an embodiment of the present invention. In FIG. 1, the wheel support bearing device is shown in a cross section including its axis.
As shown in FIG. 1, the wheel support bearing device 1 includes a hub wheel 2, an inner ring 3, an outer ring 4, and a plurality of rolling elements 5, and an outer end ( A flange portion 6 for attaching a wheel for supporting the wheel is provided at an end portion on the outer side in the vehicle width direction in the assembled state to the automobile (the left end portion in the figure).

また、ハブ輪2の内端部(同図の右端部)には小径段部8が形成されており、この小径段部8に嵌め込まれた内輪3の外周面及びハブ輪2の軸方向の中間部外周面には、それぞれ軌道面が形成されて複列の内輪軌道面7a,7bとされている。そして、このハブ輪2の内端部は中実の円筒状に形成されており、この円筒状の部分を径方向外方にかしめ広げることにより、かしめ部9が形成され、これにより、内輪3をハブ輪2に固定している。   A small-diameter step 8 is formed at the inner end of the hub wheel 2 (the right end in the figure). The outer peripheral surface of the inner ring 3 fitted in the small-diameter step 8 and the axial direction of the hub wheel 2 are provided. A raceway surface is formed on the outer peripheral surface of the intermediate portion to form double-row inner ring raceway surfaces 7a and 7b. The inner end portion of the hub wheel 2 is formed in a solid cylindrical shape, and a caulking portion 9 is formed by caulking and expanding the cylindrical portion outward in the radial direction. Is fixed to the hub wheel 2.

また、外輪4には、その内周面に、上記複列の内輪軌道面7a,7bに対応する複列の外輪軌道面10a,10bが形成されており、また、ハブ輪2のフランジ部6から離間する側の端部には、懸架装置取付用フランジ11が設けられている。そして、複列の内輪軌道面7a,7bと複列の外輪軌道面10a,10bとの間には、複数の転動体5が転動可能にそれぞれ配設されている。なお、同図に示す例では、転動体5として玉を使用しているが、重量の嵩む車輪支持用軸受装置の場合には、転動体5としてテーパころを使用する場合もある。
そして、この車輪支持用軸受装置1を自動車に組み付けるには、外輪4の懸架装置取付用フランジ11を懸架装置に固定し、ハブ輪2の車輪取付用のフランジ部6に車輪を固定する。これにより、車輪を懸架装置に対して回転自在に支持するようになっている。
Further, the outer ring 4 is formed with double row outer ring raceway surfaces 10 a and 10 b corresponding to the double row inner ring raceway surfaces 7 a and 7 b on the inner peripheral surface thereof, and the flange portion 6 of the hub ring 2. A suspension device mounting flange 11 is provided at the end portion on the side away from the suspension device. A plurality of rolling elements 5 are arranged between the double row inner ring raceway surfaces 7a and 7b and the double row outer ring raceway surfaces 10a and 10b, respectively, so as to be able to roll. In the example shown in the figure, a ball is used as the rolling element 5, but in the case of a wheel support bearing device that is heavy, a tapered roller may be used as the rolling element 5.
In order to assemble the wheel support bearing device 1 to an automobile, the suspension device mounting flange 11 of the outer ring 4 is fixed to the suspension device, and the wheel is fixed to the wheel mounting flange portion 6 of the hub wheel 2. As a result, the wheels are rotatably supported with respect to the suspension device.

ここで、この車輪支持用軸受装置1のハブ輪2は、高炭素(炭素含有量:0.45〜0.75重量%)のビレットを用いている。そして、そのビレットに塑性加工による成形前に、軟化焼鈍を施している。この軟化焼鈍条件は、A1変態点以上の740〜860℃を0.1hr以上保持した後、720〜680℃まで20〜70℃/hrで冷却後、1〜5hr程度保持し、620〜680℃まで10〜100℃/hrで冷却を行い、さらに、500〜560℃まで10〜150℃/hrで冷却を行う。この条件で処理を実施することで、球状化セメンタイト、針状セメンタイト、フェライトの組織となる。   Here, the hub wheel 2 of the wheel support bearing device 1 uses a billet of high carbon (carbon content: 0.45 to 0.75% by weight). And the softening annealing is given to the billet before shaping | molding by plastic working. The softening annealing condition is that after holding 740 to 860 ° C. above the A1 transformation point for 0.1 hr or more, cooling to 720 to 680 ° C. at 20 to 70 ° C./hr, holding about 1 to 5 hr, 620 to 680 ° C. Cooling is carried out at 10 to 100 ° C./hr until further cooling to 500 to 560 ° C. at 10 to 150 ° C./hr. By performing the treatment under these conditions, a spheroidized cementite, acicular cementite, and ferrite structure is obtained.

そして、この車輪支持用軸受装置1のハブ輪2は、上記軟化焼鈍を施したビレットを塑性加工して成形されている。
図2は、上記軟化焼鈍を施したビレットを用いて、ハブ輪2を冷間鍛造によって成形する工程の一例を示す概略図(a)〜(d)、および同図(d)でのE矢視図(e)である。
The hub wheel 2 of the wheel support bearing device 1 is formed by plastic working the billet subjected to the softening annealing.
FIGS. 2A to 2D are schematic views (a) to (d) showing an example of a process for forming the hub wheel 2 by cold forging using the billet subjected to the softening annealing, and an arrow E in FIG. 2 (d). It is a view (e).

同図(a)〜(d)に示すように、このハブ輪2の成形工程は、上記軟化焼鈍後のビレット2Sを素材として用い(同図(a)参照)、このビレット2Sに第一の前方押出し、第二の前方押出しを順に行い(同図(b)参照)、次いで、必要な段付け加工を施し(同図(c)参照)、最後に、側方押出し(同図(d)および(e)参照)を行って成形される。なお、このハブ輪2は、その大部分が焼入れ焼戻しをすることなく使用されるが、上記図1に示すように、車輪取付用フランジ6の車幅方向内側の付け根部(以下、内側付け根部という)12から内輪軌道面7bを経て小径段部8までの領域は、転がり疲労寿命を確保するためと、内輪3の嵌合部でのフレッチングを防止するために、高周波焼入れによる硬化層13が形成されている。   As shown in FIGS. 4A to 4D, the hub ring 2 is formed by using the billet 2S after the softening annealing as a material (see FIG. 2A), and the billet 2S has a first shape. Next, forward extrusion and second forward extrusion are performed in order (see (b) in the figure), then necessary stepping is performed (see (c) in the figure), and finally, side extrusion ((d) in the figure) is performed. And (see (e)). Although most of the hub wheel 2 is used without quenching and tempering, as shown in FIG. 1, the root portion on the inner side in the vehicle width direction of the wheel mounting flange 6 (hereinafter referred to as the inner root portion). In order to secure a rolling fatigue life and to prevent fretting at the fitting portion of the inner ring 3, the hardened layer 13 by induction hardening is provided in the region from 12 to the inner ring raceway surface 7 b to the small-diameter step portion 8. Is formed.

ここで、本実施の形態では、軟化焼鈍を施した焼鈍材をビレット2Sの素材に用いることにより、高炭素ビレットの硬さを低下させ、これにより素材の加工性の向上を図ると共に、冷間鍛造による塑性加工での素材の割れを防止している。なお、素材の硬さとしては、その表面硬さがHV180以下であれば、十分な塑性変形能が得られるが、変形抵抗は、その硬さが低い方が小さくなって塑性加工を行い易くなるので、素材の硬さは望ましくはHV170以下とする。   Here, in the present embodiment, by using the annealed material subjected to soft annealing as the material of the billet 2S, the hardness of the high carbon billet is reduced, thereby improving the workability of the material and cold. It prevents cracking of the material during plastic working by forging. In addition, as the hardness of the material, if the surface hardness is HV180 or less, sufficient plastic deformability can be obtained, but the lower the hardness, the easier it is to perform plastic working. Therefore, the hardness of the material is desirably HV 170 or less.

すなわち、上述したように、このハブ輪2は、軟化焼鈍を施した炭素含有量:0.45〜0.75重量%の高炭素ビレットを用いており、このビレットに塑性加工による成形として冷間鍛造をする前に軟化焼鈍を施し、球状セメンタイト、針状セメンタイトおよびフェライトを有する組織を備えてなるビレットにして、この軟化焼鈍後のビレットを冷間鍛造して成形されており、更に、その表面硬さがHV180以下の範囲で且つ下記(1)式の範囲に調整されている。
表面硬さ(HV)+2×10×S≦220,且つS≦0.035・・・・・(1)
但し(1)式において、Sは硫黄の質量%である。
That is, as described above, the hub ring 2 uses a high carbon billet having a carbon content of 0.45 to 0.75 wt% subjected to soft annealing. Before the forging, soft annealing is performed to form a billet having a structure having spherical cementite, acicular cementite and ferrite, and the billet after the soft annealing is formed by cold forging, and further, its surface The hardness is adjusted within the range of HV180 or less and the range of the following formula (1).
Surface hardness (HV) + 2 × 10 3 × S ≦ 220 and S ≦ 0.035 (1)
However, in Formula (1), S is the mass% of sulfur.

以下、上述した数値の臨界的意義について述べる。
[HV180以下]
上記条件で軟化焼鈍を実施した場合、ビレット2Sの良好な成形性が得られるが、焼鈍不十分であった場合、変形抵抗が大きくなるので割れが発生してしまうことが考えられる。そこで、良好な成形性を十分に得る為の硬さとしては、表面硬さがHV180以下であることが必要である。
The critical significance of the above numerical values will be described below.
[HV180 or less]
When soft annealing is performed under the above conditions, good formability of the billet 2S can be obtained. However, if the annealing is insufficient, it is considered that cracking occurs because deformation resistance increases. Therefore, as the hardness for sufficiently obtaining good moldability, the surface hardness needs to be HV180 or less.

[(HV)+2×10×S(質量%)≦220]
S(硫黄)に関しては、S(硫黄)の質量%が増えていくにつれて、MnS(硫化マンガン)が増加する。そのため、本実施形態の例のような強烈な冷間鍛造をビレット2Sに施した場合、MnSが割れの起点となってしまう。しかしながら、S(硫黄)の量を制御するだけでは、冷間鍛造の際の割れを十分に防止または抑制することが困難である。鍛造割れの原因として、硫化マンガンのような介在物だけではなく、組織的な因子も影響するからである。そのため、両者の最適値を満足しなければならいない。具体的には、素材の組織状態によっても影響を受けるため、硬さとS(硫黄)の量との最適値で規定する必要がある。そのため、「(HV)+2×10×S(質量%)≦220,且つS(質量%)≦0.O35」と規定した(数値根拠は以下の実施例参照)。
[(HV) + 2 × 10 3 × S (mass%) ≦ 220]
Regarding S (sulfur), MnS (manganese sulfide) increases as the mass% of S (sulfur) increases. Therefore, when intense cold forging as in the example of the present embodiment is performed on the billet 2S, MnS becomes a starting point of cracking. However, it is difficult to sufficiently prevent or suppress cracking during cold forging only by controlling the amount of S (sulfur). This is because not only inclusions such as manganese sulfide but also structural factors influence the forging crack. Therefore, both optimum values must be satisfied. Specifically, since it is also affected by the texture state of the material, it is necessary to define the optimum value of the hardness and the amount of S (sulfur). Therefore, it is defined as “(HV) + 2 × 10 3 × S (mass%) ≦ 220 and S (mass%) ≦ 0.035” (see the following examples for the numerical basis).

本発明の効果を確認するために、以下の実験を行った。
[冷間鍛造実験]
JIS規格、S45C、S55C、S75C相当のφ60mmのビレット(2S)を、図2に示した上述の製造工程で冷間鍛造を施し、これにより成形されたハブ輪2のフランジ部6の外周部にマイクロクラック(割れ)が発生しているか否かを顕微鏡観察にて確認を行った。各条件100個実験を実施し、割れの発生率で整理した。実験結果を表1に示す。また、図3に「(HV)+2×10×S(質量%)」と割れ発生率の関係を示す。
In order to confirm the effect of the present invention, the following experiment was conducted.
[Cold forging experiment]
A φ60 mm billet (2S) equivalent to JIS standards, S45C, S55C, and S75C is cold forged in the above-described manufacturing process shown in FIG. It was confirmed by microscopic observation whether or not micro cracks (breaks) occurred. Experiments were conducted for 100 conditions, and the results were organized according to the occurrence rate of cracks. The experimental results are shown in Table 1. FIG. 3 shows the relationship between “(HV) + 2 × 10 3 × S (mass%)” and the crack generation rate.

尚、本実施例のビレットの焼鈍条件は、A1変態点以上の740〜860℃を0.1hr以上保持した後、720〜680℃まで20〜70℃/hrで冷却後1〜5hr程度保持、620〜680℃まで10〜100℃/hrで冷却を行い、さらに500〜560℃まで10〜150℃/hrで冷却を行った。この条件で処理を実施することで、球状化セメンタイト、針状セメンタイト、フェライトの組織となる。   In addition, the annealing conditions of the billet of the present example are, after holding 740 to 860 ° C. above the A1 transformation point for 0.1 hr or more, holding at about 20 to 70 ° C./hr from 720 to 680 ° C. and holding for about 1 to 5 hr. It cooled at 620-680 degreeC at 10-100 degreeC / hr, and also cooled at 500-560 degreeC at 10-150 degreeC / hr. By performing the treatment under these conditions, a spheroidized cementite, acicular cementite, and ferrite structure is obtained.

Figure 2010018229
Figure 2010018229

表1および図3に示す結果からわかるように、「(HV)+2×10×S(質量%)」の値が220以下(実施例1〜18)では、割れが生じておらず、これに対し、「(HV)+2×10×S(質量%)」の値が220を超える(比較例1〜18)と割れが生じ、220を境にして、フランジ部6の外周部に割れの発生率が高くなっていることがわかる。これは、S(硫黄)の量の増加にともなって、MnSの量が著しく増加したためであることが考えられる。この結果から考えると冷間鍛造の際の割れをより好適に防止または抑制する上では、「(HV)+2×10×S(質量%)」の値を220以下にしなければならないことがわかる。 As can be seen from the results shown in Table 1 and FIG. 3, when the value of “(HV) + 2 × 10 3 × S (mass%)” is 220 or less (Examples 1 to 18), no cracks occurred. On the other hand, if the value of “(HV) + 2 × 10 3 × S (mass%)” exceeds 220 (Comparative Examples 1 to 18), cracking occurs, and cracking occurs at the outer peripheral portion of the flange portion 6 with 220 as a boundary. It can be seen that the incidence of is increasing. This is considered to be because the amount of MnS was remarkably increased with the increase in the amount of S (sulfur). From this result, it is understood that the value of “(HV) + 2 × 10 3 × S (mass%)” must be 220 or less in order to more suitably prevent or suppress cracking during cold forging. .

本発明の一実施形態に係る車輪支持用軸受装置を示す断面図である。It is sectional drawing which shows the wheel bearing apparatus which concerns on one Embodiment of this invention. 図1に示す車輪支持用軸受装置のハブ輪のビレット塑性加工による成形工程の一例を示す概略図である。It is the schematic which shows an example of the shaping | molding process by billet plastic working of the hub ring of the wheel support bearing apparatus shown in FIG. 「(HV)+2×10×S(質量%)」と割れ発生率の関係を示すグラフである。It is a graph which shows the relationship between "(HV) + 2 * 10 < 3 > * S (mass%)" and a crack incidence.

符号の説明Explanation of symbols

1 車輪支持用軸受装置
2 ハブ輪
3 転動体
4 外輪
5 転動体
6 フランジ部
2S ビレット
DESCRIPTION OF SYMBOLS 1 Wheel support bearing device 2 Hub wheel 3 Rolling element 4 Outer ring 5 Rolling element 6 Flange part 2S Billet

Claims (2)

外周面に形成された内輪軌道面に高周波焼入れが施されたハブ輪と、そのハブ輪を複数の転動体を介して回転自在に支持する外輪と、を備える車輪支持用軸受装置であって、
前記ハブ輪および外輪の少なくとも一方の部材は、冷間鍛造をする前に軟化焼鈍を施して、球状セメンタイト、針状セメンタイトおよびフェライトを有する組織を備えてなるビレットを冷間鍛造して成形されており、更に、その表面硬さがHV180以下の範囲で且つ下記(1)式の範囲に調整されていることを特徴とする車輪支持用軸受装置。
表面硬さ(HV)+2×10×S≦220,且つS≦0.035・・・・・(1)
但し(1)式において、Sは硫黄の質量%である。
A wheel support bearing device comprising: a hub ring that is induction-hardened on an inner ring raceway surface formed on an outer peripheral surface; and an outer ring that rotatably supports the hub ring via a plurality of rolling elements,
At least one member of the hub ring and the outer ring is formed by soft forging before cold forging and cold forging a billet having a structure having spherical cementite, acicular cementite and ferrite. Further, the wheel support bearing device is characterized in that the surface hardness thereof is adjusted within the range of HV180 or less and within the range of the following formula (1).
Surface hardness (HV) + 2 × 10 3 × S ≦ 220 and S ≦ 0.035 (1)
However, in Formula (1), S is the mass% of sulfur.
請求項1に記載の車輪支持用軸受装置において、
前記ハブ輪および外輪の少なくとも一方の部材を形成する鋼材の鋼種は、炭素含有量が0.45質量%〜0.75質量%であるJIS規格S45C〜S75C、およびSAE規格1045〜1075から選択される一の鋼種であることを特徴とする車両用軸受装置。
The wheel support bearing device according to claim 1,
The steel material of the steel material forming at least one member of the hub ring and the outer ring is selected from JIS standards S45C to S75C and SAE standards 1045 to 1075 having a carbon content of 0.45 mass% to 0.75 mass%. A bearing device for a vehicle, characterized by being a steel type.
JP2008182660A 2008-07-14 2008-07-14 Bearing device for supporting wheel Pending JP2010018229A (en)

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CN104245181B (en) * 2012-04-20 2016-05-04 Ntn株式会社 Wheel bearing arrangement and manufacture method thereof

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