JP2010083432A - Bearing unit for wheel - Google Patents

Bearing unit for wheel Download PDF

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Publication number
JP2010083432A
JP2010083432A JP2008257397A JP2008257397A JP2010083432A JP 2010083432 A JP2010083432 A JP 2010083432A JP 2008257397 A JP2008257397 A JP 2008257397A JP 2008257397 A JP2008257397 A JP 2008257397A JP 2010083432 A JP2010083432 A JP 2010083432A
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Prior art keywords
face
face spline
spline
tooth
wheel
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JP2008257397A
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JP2010083432A5 (en
JP5206291B2 (en
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Takaaki Onizuka
高晃 鬼塚
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JTEKT Corp
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JTEKT Corp
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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
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/06—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end
    • F16D1/076—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end by clamping together two faces perpendicular to the axis of rotation, e.g. with bolted flanges
    • 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
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D2003/22326—Attachments to the outer joint member, i.e. attachments to the exterior of the outer joint member or to the shaft of the outer joint member

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mounting Of Bearings Or Others (AREA)
  • Rolling Contact Bearings (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a bearing unit for a wheel improved so as to prevent the wheel from being connected to an axle with tooth faces of face splines incorrectly engaged with each other. <P>SOLUTION: A top part 28 of a tooth face 27 of a first face spline is composed of a curved surface as well as a top part 48 of a tooth face 47 of a second face spline. When an inner ring is incorporated in a constant velocity joint, even if the engagement between the first face spline and the second face spline is imperfect as shown in Fig.3(a), an engagement surface slips to fend off the axial pressure as shown in Fig.3(b) when pressure is applied in a direction vertical to the first face spline and the second engagement surface, as both the top part 28 of the tooth face 27 of the first face spline and the top part 48 of the tooth face of the second face spline are curved surfaces. With a bolt fastened, the incorporation is completed in a normal engagement state, as shown in Fig.3(c). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、車輪用軸受ユニットに関し、特にフェーススプラインを用いて車輪と車軸とが接続された車輪用軸受ユニットに関する。   The present invention relates to a wheel bearing unit, and more particularly to a wheel bearing unit in which a wheel and an axle are connected using a face spline.

従来、駆動輪を駆動するための回転力を伝える車軸と駆動輪との接続は、インライン式のスプラインを介して行われることが殆どであった。例えば、図６に示すように、駆動輪である略円筒形状の内輪１０２の内周面１２４にスプライン１２６が形成されているとともに、車軸端部に設けられている等速継手１０４から延設された略円柱形の接続部１４２の外周面１４４にも、スプライン１２６に対応するスプライン１４６が形成されている。かかる内輪１０２に接続部１４２を内嵌することにより、内輪１０２のスプライン１２６と等速継手１０４の接続部１４２のスプライン１４６とが互いに噛合し、等速継手１０４に内輪１０２が固定される。   Conventionally, the axle and the drive wheel that transmit the rotational force for driving the drive wheel are mostly connected via an in-line spline. For example, as shown in FIG. 6, a spline 126 is formed on an inner peripheral surface 124 of a substantially cylindrical inner ring 102 that is a drive wheel, and is extended from a constant velocity joint 104 provided at an axle end. A spline 146 corresponding to the spline 126 is also formed on the outer peripheral surface 144 of the substantially cylindrical connecting portion 142. By fitting the connecting portion 142 into the inner ring 102, the spline 126 of the inner ring 102 and the spline 146 of the connecting portion 142 of the constant velocity joint 104 are engaged with each other, and the inner ring 102 is fixed to the constant velocity joint 104.

しかし内輪１０２の内周面１２４に正確なスプラインを形成したり、更に形成されたスプラインを検査したりするためには特殊な工具、検査器具、および技術が必要であるため、製造時間と製造コストが大きくなり問題となっていた。そこで、内輪１０２の平らな輪車体側端面１２２にスプラインを形成するとともに、等速継手１０４の平らな外部側端面１４５にもスプラインを形成し、これら２つの平らな表面上に形成されたスプライン、即ちフェーススプラインの歯面同士を噛合させた状態で、接続部１４２の外部側端部１４３に形成されているねじ部１４９に噛合されているナット１５０締め付けることにより、噛合面に垂直に圧をかけて内輪１０２と等速継手１０４とを接続させた車輪用軸受ユニットが提案されている（例えば、特許文献１および特許文献２）。
ＤＥ １０ ２００６ ０３２ １５９Ａ１ 特開平１１−２４０３０６号公報 However, in order to form an accurate spline on the inner peripheral surface 124 of the inner ring 102 and to inspect the formed spline, special tools, inspection tools, and techniques are required. Became a problem. Therefore, a spline is formed on the flat wheel body side end surface 122 of the inner ring 102 and a spline is also formed on the flat outer side end surface 145 of the constant velocity joint 104, and a spline formed on these two flat surfaces, That is, in a state where the tooth surfaces of the face spline are engaged with each other, the nut 150 engaged with the threaded portion 149 formed on the outer end 143 of the connection portion 142 is tightened to apply pressure to the engagement surface vertically. A wheel bearing unit in which an inner ring 102 and a constant velocity joint 104 are connected has been proposed (for example, Patent Document 1 and Patent Document 2).
DE 10 2006 032 159A1 JP-A-11-240306

図７（ａ）に示すように、フェーススプラインの歯面同士が正常に噛合した状態においては、歯面が堅固にかみ合っているため、回転方向に位置ずれすることはない。また、ナット１５０によって締め付けていることにより、フェーススプラインの噛合面に垂直な方向、即ち軸方向に圧がかかっているため、軸方向に位置ずれが生ずることもない。しかし、図７（ａ）および図７（ｂ）に示すように、内輪１０２のフェーススプライン１２７の頂点部分１２８の形状が平面であるとともに等速継手１０４のフェーススプライン１４７の頂点部分１４８の形状が平面であるため、図７（ｂ）に示すように、平面同士が面接触する場合がある。頂点部分１２８の平面と頂点部分１４８の平面とが面接触した状態で、噛合面に垂直に圧をかけてもフェーススプラインの歯面同士が正常に噛合した状態にはならず、不正噛合状態で内輪１０２と等速継手１０４とを接続させた車輪用軸受ユニットが形成される。このような車輪用軸受ユニットは回転方向にずれが生じやすく、ずれによるがたつきが発生し、問題となる。   As shown in FIG. 7A, in the state where the tooth surfaces of the face spline are normally meshed with each other, the tooth surfaces are firmly meshed with each other, so that they are not displaced in the rotational direction. Further, by tightening with the nut 150, pressure is applied in a direction perpendicular to the meshing surface of the face spline, that is, in the axial direction, so that no positional deviation occurs in the axial direction. However, as shown in FIGS. 7A and 7B, the shape of the vertex portion 128 of the face spline 127 of the inner ring 102 is a plane, and the shape of the vertex portion 148 of the face spline 147 of the constant velocity joint 104 is as follows. Since it is a plane, as shown in FIG.7 (b), planes may surface-contact. In a state where the plane of the vertex portion 128 and the plane of the vertex portion 148 are in surface contact, even if pressure is applied perpendicularly to the meshing surface, the tooth spur surfaces of the face spline do not normally mesh with each other. A wheel bearing unit in which the inner ring 102 and the constant velocity joint 104 are connected is formed. Such a wheel bearing unit is likely to be displaced in the rotational direction, causing rattling due to the displacement, which is a problem.

本発明はかかる実情を鑑みてなされたもので、フェーススプラインの歯面同士が不正噛合状態で、車輪と車軸とが接続されることを防止するよう改良された車輪用軸受ユニットを提供することを目的とする。   The present invention has been made in view of such circumstances, and provides a wheel bearing unit improved to prevent a wheel and an axle from being connected when the tooth spur surfaces of a face spline are in an improper meshing state. Objective.

本発明にかかる車輪用軸受ユニットは、車体側端面に第１のフェーススプラインが形成された車輪と、外部側端面に第２のフェーススプラインが形成された車軸とを備え、前記第１のフェーススプラインの歯面と前記第２のフェーススプラインの歯面とを噛合させた状態でこの噛合面に垂直に圧がかけられることにより前記車輪と前記車軸とが固定される車輪用軸受ユニットである。また、前記第１のフェーススプラインの前記歯面の形状および前記第２のフェーススプラインの前記歯面の形状の各々が、前記噛合面に垂直に圧がかけられることにより互いに噛合する形状である。   A wheel bearing unit according to the present invention includes a wheel having a first face spline formed on an end face on a vehicle body, and an axle having a second face spline formed on an outer end face. This is a wheel bearing unit in which the wheel and the axle are fixed by applying pressure perpendicularly to the meshing surface in a state where the tooth surface of the second surface spline is meshed with the tooth surface of the second face spline. Each of the tooth surface shape of the first face spline and the tooth surface shape of the second face spline is a shape that meshes with each other when pressure is applied perpendicularly to the meshing surface.

上記構成によると、第１のフェーススプラインの歯面の形状および第２のフェーススプラインの歯面の形状の各々が、噛合面に垂直に圧がかけられることにより互いに噛合する形状であるため、噛合面に垂直に圧をかけることによって不正噛合を防止することができる。従って、フェーススプラインの歯面同士が不正噛合状態で、車輪と車軸とが接続されることが防止される。なお、本明細書において車軸というときには、車軸端部に設けられた継手部分を含むものとし、例えば、同継手部分が車軸本体部分より取り外し可能に設けられている場合であっても該継手部分を含むものとする。   According to the above configuration, each of the tooth face shape of the first face spline and the tooth face shape of the second face spline is a shape that meshes with each other when pressure is applied perpendicularly to the meshing surface. Improper meshing can be prevented by applying pressure perpendicular to the surface. Therefore, it is possible to prevent the wheels and the axle from being connected when the tooth spur surfaces of the face spline are in an intermeshing state. In this specification, the term “axle” includes a joint portion provided at an end portion of the axle, and includes, for example, the joint portion even when the joint portion is detachable from the axle body portion. Shall be.

本発明にかかる車輪用軸受ユニットは、前記第１のフェーススプラインの前記歯面の頂点部分および前記第２のフェーススプラインの前記歯面の頂点部分の各々が、曲面で構成されていることが好ましい。   In the wheel bearing unit according to the present invention, each of the apex portion of the tooth surface of the first face spline and the apex portion of the tooth surface of the second face spline is preferably configured by a curved surface. .

上記構成によると、第１のフェーススプラインの歯面の頂点部分および第２のフェーススプラインの歯面の頂点部分の各々が、曲面で構成されているため、噛合面に垂直に圧がかけられた場合において、第１のフェーススプラインの歯面の頂点部分と第２のフェーススプラインの歯面の頂点部分とが面接触することがない。従って、噛合面に垂直に圧をかけることによって第１のフェーススプラインの歯面と第２のフェーススプラインの歯面とが互いに噛合するため、車輪と車軸とが、不正噛合状態で接続されることが防止される。   According to the above configuration, each of the apex portion of the tooth face of the first face spline and the apex portion of the tooth face of the second face spline is formed of a curved surface, so that pressure is applied perpendicularly to the meshing surface. In some cases, the apex portion of the tooth face of the first face spline and the apex portion of the tooth face of the second face spline do not come into surface contact. Therefore, since the tooth surface of the first face spline and the tooth surface of the second face spline mesh with each other by applying pressure perpendicular to the meshing surface, the wheel and the axle are connected in an improper meshing state. Is prevented.

また、第１のフェーススプラインの歯面の頂点部分および第２のフェーススプラインの歯面の頂点部分の各々が曲面で構成されており、応力が特に集中しやすい角部を、噛合状態における第１のフェーススプラインの歯面と第２のフェーススプラインの歯面との接触部分に持たないため、第１のフェーススプラインの歯面と第２のフェーススプラインの噛合部において、車輪の回転に伴う応力集中が生ずることを抑制することができる。   Further, each of the apex portion of the tooth face of the first face spline and the apex portion of the tooth face of the second face spline is formed of a curved surface, and the corner portion where stress is particularly concentrated is formed in the first state in the meshing state. Since there is no contact portion between the tooth face of the face spline and the tooth face of the second face spline, the stress concentration caused by the rotation of the wheel at the meshing portion of the tooth face of the first face spline and the second face spline Can be prevented from occurring.

本発明にかかる車輪用軸受ユニットは、前記第１のフェーススプラインの前記歯面の頂点部分および前記第２のフェーススプラインの前記歯面の頂点部分の各々が、鋭角に構成されていることも好ましい。   In the wheel bearing unit according to the present invention, it is also preferable that each of the apex portion of the tooth surface of the first face spline and the apex portion of the tooth surface of the second face spline is configured with an acute angle. .

上記構成によると、第１のフェーススプラインの歯面の頂点部分および第２のフェーススプラインの歯面の頂点部分の各々が鋭角に構成されているため、噛合面に垂直に圧がかけられた場合において、第１のフェーススプラインの歯面の頂点部分と第２のフェーススプラインの歯面の頂点部分とが面接触することがない。従って、噛合面に垂直に圧をかけることによって、第１のフェーススプラインの歯面と第２のフェーススプラインの歯面とが噛合するため、車輪と車軸とが、不正噛合状態で接続されることが防止される。   According to the above configuration, since each of the apex portion of the tooth face of the first face spline and the apex portion of the tooth face of the second face spline is configured with an acute angle, pressure is applied perpendicularly to the meshing surface. In this case, the apex portion of the tooth face of the first face spline and the apex portion of the tooth face of the second face spline do not come into surface contact. Therefore, by applying pressure perpendicular to the meshing surface, the tooth surface of the first face spline and the tooth surface of the second face spline mesh with each other, so that the wheel and the axle are connected in an improper meshing state. Is prevented.

本発明によれば、フェーススプラインの歯面同士が不正噛合状態で、車輪と車軸とが接続されることを防止するよう改良された車輪用軸受ユニットを提供することができる。   ADVANTAGE OF THE INVENTION According to this invention, the wheel bearing unit improved so that it might prevent that a wheel and an axle shaft are connected when the tooth-surfaces of a face spline are in improper meshing state can be provided.

（第１の実施形態）
本発明を具体化した車輪用軸受ユニットの一実施形態を図１〜図３を用いて、以下に説明する。 (First embodiment)
An embodiment of a wheel bearing unit embodying the present invention will be described below with reference to FIGS.

図１に示すように、本実施形態にかかる車輪用軸受ユニットは、車軸の端部に設けられた継手部分として機能する等速継手４に内輪２が接続され、駆動輪として用いられる車輪用軸受ユニットである。略円筒状の外輪１の内周面には軌道面１３および軌道面１４が設けられている。一方、貫通孔２１を有する略円筒状の内輪２の外周面には、軌道面１３に対向する位置に軌道面２３が設けられていると共に、軌道面１４に対向する位置に軌道面２４が設けられている。かかる軌道面１３および軌道面２３に介設されて転動体３３が備えられていると共に、軌道面１４および軌道面２４に介設されて転動体３４が備えられている。また、内輪２の軸方向において外部側（以下、単に、「外部側」とする。）の端部外周面からは、車輪（不図示）を取り付けるためのフランジ部２５が延設されている。内輪２の軸方向において車体側（以下、単に、「車体側」とする。）の円環状の端面２２には、歯面を車体側にむけて第１のフェーススプライン２６が形成されている。   As shown in FIG. 1, the wheel bearing unit according to the present embodiment is a wheel bearing used as a drive wheel by connecting an inner ring 2 to a constant velocity joint 4 that functions as a joint portion provided at an end of an axle. Is a unit. A raceway surface 13 and a raceway surface 14 are provided on the inner peripheral surface of the substantially cylindrical outer ring 1. On the other hand, on the outer peripheral surface of the substantially cylindrical inner ring 2 having the through hole 21, a track surface 23 is provided at a position facing the track surface 13, and a track surface 24 is provided at a position facing the track surface 14. It has been. A rolling element 33 is provided on the raceway surface 13 and the raceway surface 23, and a rolling element 34 is provided on the raceway surface 14 and the raceway surface 24. Further, a flange portion 25 for attaching a wheel (not shown) extends from the outer peripheral surface of the end portion on the outside side (hereinafter, simply referred to as “outside side”) in the axial direction of the inner ring 2. A first face spline 26 is formed on the annular end surface 22 on the vehicle body side (hereinafter simply referred to as “vehicle body side”) in the axial direction of the inner ring 2 with the tooth surface facing the vehicle body side.

一方、内輪２の車体側には、外部側に円環状の端面４２を有する等速継手４が配設されている。この円環状の端面には、第１のフェーススプライン２６に対向するように第２のフェーススプライン４６が形成されているとともに、円環状の端面４２の中心部にはねじ穴４１が設けられている。この第１のフェーススプライン２６と第２のフェーススプライン４６とを噛合させた状態で、内輪２の外部側よりボルト５が貫通孔２１に挿入されている。このボルトの先端はねじ穴４１に螺合するおねじ５１がきられているとともに、このおねじ５１をねじ穴４１に挿入することによって、ボルト５を介して内輪２と等速継手４が接続されている。   On the other hand, a constant velocity joint 4 having an annular end surface 42 on the outside is disposed on the vehicle body side of the inner ring 2. A second face spline 46 is formed on the annular end face so as to face the first face spline 26, and a screw hole 41 is provided in the center of the annular end face 42. . In a state where the first face spline 26 and the second face spline 46 are engaged, the bolt 5 is inserted into the through hole 21 from the outer side of the inner ring 2. The end of the bolt is provided with a male screw 51 that is screwed into the screw hole 41, and the inner ring 2 and the constant velocity joint 4 are connected via the bolt 5 by inserting the male screw 51 into the screw hole 41. ing.

ここで、図２（ａ）および図２（ｂ）に示すように、第１のフェーススプライン２６の歯面２７の頂点部分２８は曲面で構成されている。また、図示は省略するが、第２のフェーススプライン４６の歯面４７の頂点部分も同様に曲面で構成されている。従って、例えば、等速継手４に内輪２を組み付ける際に、第１のフェーススプライン２６と第２のフェーススプライン４６との噛合が、図３（ａ）に示すように、不完全であった場合にも、ボルト５を締め付けてゆくことにより、図中矢印で示したように軸方向、即ち第１のフェーススプライン２６と第２の噛合面に垂直な方向に、圧力がかかる。ここで、第１のフェーススプライン２６の歯面２７の頂点部分２８と第２のフェーススプライン４６の歯面４７の頂点部分４８とはともに曲面である。そのため、図３（ｂ）に示すように、軸方向の圧力を受け流すように噛合面が滑り、徐々に噛合し、ボルト５を締め付け終えた状態においては、図３（ｃ）に示すように、正常に噛合した状態で組み付けが終了する。   Here, as shown in FIGS. 2A and 2B, the apex portion 28 of the tooth surface 27 of the first face spline 26 is formed of a curved surface. Although not shown, the apex portion of the tooth surface 47 of the second face spline 46 is similarly formed of a curved surface. Therefore, for example, when the inner ring 2 is assembled to the constant velocity joint 4, the engagement between the first face spline 26 and the second face spline 46 is incomplete as shown in FIG. In addition, as the bolt 5 is tightened, pressure is applied in the axial direction, that is, in the direction perpendicular to the first face spline 26 and the second meshing surface as indicated by the arrows in the figure. Here, the apex portion 28 of the tooth surface 27 of the first face spline 26 and the apex portion 48 of the tooth surface 47 of the second face spline 46 are both curved surfaces. Therefore, as shown in FIG. 3B, in the state where the meshing surface slips and gradually meshes so as to receive the axial pressure, and in the state where the bolt 5 has been tightened, as shown in FIG. Assembling is completed in a state of normal meshing.

また、第１のフェーススプライン２６と第２のフェーススプライン４６とが正常に噛合した状態で、等速継手４を介して内輪２を回転させると、第１のフェーススプライン２６と第２のフェーススプライン４６との接触部分には回転方向の応力が加わる。ここで第１のフェーススプライン２６の歯面２７の頂点部分２８と第２のフェーススプライン４６の歯面４７の頂点部分４８とが曲面で形成されており応力が特に集中しやすい角を接触部分に持たない。従って、回転に伴う応力が、第１のフェーススプライン２６の歯面２７と第２のフェーススプライン４６の歯面４７との噛合部分内に集中することを抑制することができる。   In addition, when the inner ring 2 is rotated through the constant velocity joint 4 in a state where the first face spline 26 and the second face spline 46 are normally meshed, the first face spline 26 and the second face spline are rotated. A stress in the rotational direction is applied to the contact portion with 46. Here, the apex portion 28 of the tooth surface 27 of the first face spline 26 and the apex portion 48 of the tooth surface 47 of the second face spline 46 are formed as curved surfaces, and the corner where the stress is particularly concentrated is used as the contact portion. do not have. Therefore, it is possible to suppress the stress accompanying the rotation from being concentrated in the meshing portion between the tooth surface 27 of the first face spline 26 and the tooth surface 47 of the second face spline 46.

上記実施形態の車輪用軸受ユニットによれば、以下のような効果を得ることができる。
（１）上記構成によると、第１のフェーススプライン２６の歯面２７の頂点部分２８および第２のフェーススプライン４６の歯面４７の頂点部分４８の各々が、曲面で構成されている。そのため、噛合面に垂直に圧がかけられた場合において、第１のフェーススプライン２６の歯面２７の頂点部分２８および第２のフェーススプライン４６の歯面４７の頂点部分４８とが面接触することがない。従って、噛合面に垂直に圧をかけることによって第１のフェーススプラインの歯面と第２のフェーススプラインの歯面とが互いに噛合するため、駆動輪である内輪２と等速継手４とが、不正噛合状態で接続されることが防止される。 According to the wheel bearing unit of the above embodiment, the following effects can be obtained.
(1) According to the above configuration, each of the apex portion 28 of the tooth surface 27 of the first face spline 26 and the apex portion 48 of the tooth surface 47 of the second face spline 46 is formed of a curved surface. Therefore, when pressure is applied perpendicularly to the meshing surface, the apex portion 28 of the tooth surface 27 of the first face spline 26 and the apex portion 48 of the tooth surface 47 of the second face spline 46 are in surface contact. There is no. Therefore, by applying a pressure perpendicular to the meshing surface, the tooth surface of the first face spline and the tooth surface of the second face spline mesh with each other, so that the inner ring 2 that is the drive wheel and the constant velocity joint 4 are It is prevented from being connected in an improper meshing state.

（２）上記実施形態ではまた、第１のフェーススプライン２６の歯面２７の頂点部分２８および第２のフェーススプライン４６の歯面４７の頂点部分４８の各々が曲面で構成されている。従って、応力が特に集中しやすい角部を、噛合状態における第１のフェーススプライン２６の歯面２７と第２のフェーススプライン４６の歯面４７との接触部分に持たないため、第１のフェーススプライン２６の歯面２７と第２のフェーススプライン４６の歯面４７の噛合部において、駆動輪である内輪２の回転に伴う応力集中が生ずることを抑制することができる。   (2) In the above embodiment, each of the apex portion 28 of the tooth surface 27 of the first face spline 26 and the apex portion 48 of the tooth surface 47 of the second face spline 46 is formed of a curved surface. Accordingly, since the corner portion where stress is particularly likely to be concentrated is not provided in the contact portion between the tooth surface 27 of the first face spline 26 and the tooth surface 47 of the second face spline 46 in the meshing state, the first face spline. It is possible to suppress the occurrence of stress concentration due to the rotation of the inner ring 2 as the drive wheel at the meshing portion of the tooth surface 27 of the 26 and the tooth surface 47 of the second face spline 46.

（第２の実施形態）
次に、本発明を具体化した車輪用軸受ユニットの第２の実施形態を図４および図５にしたがって説明する。なお、第２の実施形態は、第１の実施形態の第１のフェーススプラインの歯面２７と第２のフェーススプラインの歯面４７の形状を変更したのみの構成であるため、同様の部分についてはその詳細な説明を省略する。 (Second Embodiment)
Next, a second embodiment of the wheel bearing unit embodying the present invention will be described with reference to FIGS. In the second embodiment, since only the shapes of the tooth face 27 of the first face spline and the tooth face 47 of the second face spline of the first embodiment are changed, Will not be described in detail.

ここで、図４に示すように、第１のフェーススプライン２６の歯面２７の頂点部分２８は鋭角で構成されている。また、図示は省略するが、第２のフェーススプライン４６の歯面４７の頂点部分も同様に鋭角で構成されている。従って、例えば、等速継手４に内輪２を組み付ける際に、第１のフェーススプライン２６と第２のフェーススプライン４６との噛合が、図５（ａ）に示すように、不完全であった場合にも、ボルト５を締め付けてゆくことにより、図中矢印で示したように軸方向、即ち第１のフェーススプライン２６と第２の噛合面に垂直な方向に、圧力がかかる。ここで、第１のフェーススプライン２６の歯面２７の頂点部分２８と第２のフェーススプライン４６の歯面４７の頂点部分４８とはともに鋭角である。そのため、図５（ｂ）に示すように、軸方向の圧力を受け流すように噛合面が滑り、徐々に噛合し、ボルト５を締め付け終えた状態においては、図５（ｃ）に示すように、正常に噛合した状態で組み付けが終了する。   Here, as shown in FIG. 4, the apex portion 28 of the tooth surface 27 of the first face spline 26 is formed with an acute angle. Although not shown, the apex portion of the tooth surface 47 of the second face spline 46 is similarly formed with an acute angle. Therefore, for example, when the inner ring 2 is assembled to the constant velocity joint 4, the engagement between the first face spline 26 and the second face spline 46 is incomplete as shown in FIG. In addition, as the bolt 5 is tightened, pressure is applied in the axial direction, that is, in the direction perpendicular to the first face spline 26 and the second meshing surface as indicated by the arrows in the figure. Here, the apex portion 28 of the tooth face 27 of the first face spline 26 and the apex portion 48 of the tooth face 47 of the second face spline 46 are both acute angles. Therefore, as shown in FIG. 5B, in the state where the meshing surface slips and gradually meshes so as to receive the axial pressure, in the state where the bolt 5 has been tightened, as shown in FIG. Assembling is completed in a state of normal meshing.

従って、第２の実施形態によれば、第１の実施形態に記載の（１）の効果に変えて以下の効果を得ることができる。
（１）第２の実施形態では、第１のフェーススプライン２６の歯面２７の頂点部分２８と第２のフェーススプライン４６の歯面４７の頂点部分４８の各々が鋭角に構成されている。そのため、噛合面に垂直に圧がかけられた場合において、第１のフェーススプライン２６の歯面２７の頂点部分２８と第２のフェーススプライン４６の歯面４７の頂点部分４８とが面接触することがない。従って、噛合面に垂直に圧をかけることによって、第１のフェーススプライン２６の歯面２７と第２のフェーススプライン４６の歯面４７とが噛合するため、駆動輪である内輪２と等速継手４とが、不正噛合状態で接続されることが防止される。 Therefore, according to the second embodiment, the following effect can be obtained instead of the effect (1) described in the first embodiment.
(1) In the second embodiment, each of the apex portion 28 of the tooth surface 27 of the first face spline 26 and the apex portion 48 of the tooth surface 47 of the second face spline 46 is formed at an acute angle. Therefore, when pressure is applied perpendicularly to the meshing surface, the apex portion 28 of the tooth surface 27 of the first face spline 26 and the apex portion 48 of the tooth surface 47 of the second face spline 46 are in surface contact. There is no. Accordingly, when the pressure is applied perpendicularly to the meshing surface, the tooth surface 27 of the first face spline 26 and the tooth surface 47 of the second face spline 46 mesh with each other. 4 is prevented from being connected in an improper meshing state.

なお、本実施形態は以下のように変更してもよい。
・第１の実施形態では、第１のフェーススプライン２６の歯面２７の頂点部分２８と第２のフェーススプライン４６の歯面４７の頂点部分４８とは、ともに単純な径を持つ円弧で構成した曲面で構成したが、他の構成であっても良い。例えば、複合径を有する円弧で構成された曲面や、対数曲面等であっても同様の効果を奏することが可能である。 In addition, you may change this embodiment as follows.
In the first embodiment, the apex portion 28 of the tooth surface 27 of the first face spline 26 and the apex portion 48 of the tooth surface 47 of the second face spline 46 are both configured by arcs having a simple diameter. Although configured with a curved surface, other configurations may be used. For example, the same effect can be obtained even with a curved surface constituted by an arc having a composite diameter, a logarithmic curved surface, or the like.

・また、第１のフェーススプライン２６の歯面２７の頂点部分２８と第２のフェーススプライン４６の歯面４７の頂点部分４８とは、第１の実施形態で示した曲面や、第２の実施形態で示した鋭角以外の構成であっても良い。即ち、第１のフェーススプラインの前記歯面２７および前記第２のフェーススプラインの前記歯面４７の形状が前記噛合面に垂直に圧がかけられることにより互いに噛合する歯面形状であれば形状は特に限定されない。   The apex portion 28 of the tooth surface 27 of the first face spline 26 and the apex portion 48 of the tooth surface 47 of the second face spline 46 are the curved surface shown in the first embodiment or the second implementation. A configuration other than the acute angle shown in the form may be used. That is, if the shape of the tooth surface 27 of the first face spline and the shape of the tooth surface 47 of the second face spline is a tooth surface shape that meshes with each other when pressure is applied perpendicularly to the meshing surface, the shape is There is no particular limitation.

・第１の実施形態および第２の実施形態では、継手として等速継手４を用いたが、他の構成でも良い。例えば、バーフィールドタイプの等速ジョイントや自在継手であるフック型ジョイントであっても良い。   -In 1st Embodiment and 2nd Embodiment, although the constant velocity coupling 4 was used as a coupling, another structure may be sufficient. For example, a bar-field type constant velocity joint or a hook joint that is a universal joint may be used.

・第１の実施形態および第２の実施形態では、継手として等速継手４を用いたが、他の構成でも良い。例えば、別体の継手を用いず、車軸端部に直接第２のフェーススプライン４６が形成されていても良い。かかる構成であれば、従動輪についても本発明を適用することが可能となる。   -In 1st Embodiment and 2nd Embodiment, although the constant velocity coupling 4 was used as a coupling, another structure may be sufficient. For example, the second face spline 46 may be formed directly at the axle end without using a separate joint. With this configuration, the present invention can be applied to the driven wheel.

本発明は、フェーススプラインを用いて内輪と車軸とが接続された車輪用軸受ユニットに関するものであるため、産業上広く利用可能である。   Since the present invention relates to a wheel bearing unit in which an inner ring and an axle are connected using a face spline, the present invention can be widely used industrially.

本発明にかかる車輪用軸受ユニットの一実施形態について説明する図面であって、車輪用軸受ユニットの軸方向断面図である。It is drawing explaining one Embodiment of the wheel bearing unit concerning this invention, Comprising: It is an axial sectional view of the wheel bearing unit. 本発明にかかる車輪用軸受ユニットの一実施形態について説明する図面であって、（ａ）は車輪用軸受ユニットの等速継手を除いた斜視図であって、（ｂ）は第１のフェーススプライン部分の拡大図である。BRIEF DESCRIPTION OF THE DRAWINGS It is drawing explaining one Embodiment of the wheel bearing unit concerning this invention, (a) is a perspective view except the constant velocity joint of the wheel bearing unit, (b) is the 1st face spline. It is an enlarged view of a part. 本発明にかかる車輪用軸受ユニットの一実施形態について説明する図面であって、（ａ）〜（ｃ）は第１のフェーススプラインと第２のフェーススプラインとが軸方向の圧力を受けて噛合する状態を説明する模式図である。BRIEF DESCRIPTION OF THE DRAWINGS It is drawing explaining one Embodiment of the wheel bearing unit concerning this invention, Comprising: (a)-(c) meshes with the 1st face spline and the 2nd face spline receiving axial pressure. It is a schematic diagram explaining a state. 本発明にかかる車輪用軸受ユニットの第２の実施形態について説明する図面であって、第１のフェーススプライン部分の拡大図である。It is drawing explaining 2nd Embodiment of the wheel bearing unit concerning this invention, Comprising: It is an enlarged view of a 1st face spline part. 本発明にかかる車輪用軸受ユニットの第２の実施形態について説明する図面であって、（ａ）〜（ｃ）は第１のフェーススプラインと第２のフェーススプラインとが軸方向の圧力を受けて噛合する状態を説明する模式図である。It is drawing explaining 2nd Embodiment of the wheel bearing unit concerning this invention, Comprising: (a)-(c) is the 1st face spline and the 2nd face spline receive the pressure of an axial direction. It is a schematic diagram explaining the state which meshes | engages. 従来の車輪用軸受ユニットについて説明する図面であって、車輪用軸受ユニットの軸方向断面図である。It is drawing explaining the conventional wheel bearing unit, Comprising: It is an axial sectional view of a wheel bearing unit. 従来の車輪用軸受ユニットについて説明する図面であって、（ａ）は第１のフェーススプラインと第２のフェーススプラインとが噛合した状態を説明する模式図であり、（ｂ）は第１のフェーススプラインと第２のフェーススプラインとが不正噛合した状態を説明する模式図である。It is drawing explaining the conventional wheel bearing unit, (a) is a schematic diagram explaining the state which the 1st face spline and the 2nd face spline meshed, (b) is a 1st face. It is a mimetic diagram explaining the state where the spline and the 2nd face spline were improperly meshed.

符号の説明Explanation of symbols

１…外輪、２…内輪（車輪）、４…等速継手（車軸）、５…ボルト、１０…車輪用軸受ユニット、１３…軌道面、１４…軌道面、２１…貫通孔、２２…端面、２３…軌道面、２４…軌道面、２５…フランジ部、２６…第１のフェーススプライン、２７…歯面、２８…頂点部分、３３…転動体、３４…転動体、４１…ねじ穴、４２…端面、４６…第２のフェーススプライン、４７…歯面、４８…頂点部分、５１…おねじ、１０２…内輪（車輪）、１０４…等速継手（車軸）、１２２…輪車体側端面、１２４…内周面、１２６…スプライン、１２６…輪車体側端面、１２７…フェーススプライン、１２８…頂点部分、１４２…接続部、１４３…外部側端部、１４４…外周面、１４５…外部側端面、１４６…スプライン、１４７…フェーススプライン、１４８…頂点部分、１４９…ねじ部、１５０…ナット。   DESCRIPTION OF SYMBOLS 1 ... Outer ring, 2 ... Inner ring (wheel), 4 ... Constant velocity joint (axle), 5 ... Bolt, 10 ... Wheel bearing unit, 13 ... Track surface, 14 ... Track surface, 21 ... Through-hole, 22 ... End surface, DESCRIPTION OF SYMBOLS 23 ... Track surface, 24 ... Track surface, 25 ... Flange part, 26 ... 1st face spline, 27 ... Tooth surface, 28 ... Vertex part, 33 ... Rolling body, 34 ... Rolling body, 41 ... Screw hole, 42 ... End face 46 ... second face spline 47 ... tooth face 48 ... apex portion 51 ... male screw 102 ... inner ring (wheel) 104 ... constant velocity joint (axle) 122 ... wheel body side end face 124 ... Inner circumferential surface, 126 ... spline, 126 ... wheel body side end surface, 127 ... face spline, 128 ... vertical portion, 142 ... connecting portion, 143 ... outside end portion, 144 ... outer peripheral surface, 145 ... outside end surface, 146 ... Spline, 147 ... Face splice , 148 ... vertex portion, 149 ... thread portion, 150 ... nut.

Claims (3)

車体側端面に第１のフェーススプラインが形成された車輪と、外部側端面に第２のフェーススプラインが形成された車軸とを備え、前記第１のフェーススプラインの歯面と前記第２のフェーススプラインの歯面とを噛合させた状態でこの噛合面に垂直に圧がかけられることにより前記車輪と前記車軸とが固定される車輪用軸受ユニットにおいて、
前記第１のフェーススプラインの前記歯面の形状および前記第２のフェーススプラインの前記歯面の形状の各々が、前記噛合面に垂直に圧がかけられることにより互いに噛合する形状であることを特徴とする車輪用軸受ユニット。 A wheel having a first face spline formed on a vehicle body side end surface and an axle having a second face spline formed on an outer side end surface, the tooth surface of the first face spline and the second face spline In the wheel bearing unit in which the wheel and the axle are fixed by applying pressure perpendicularly to the meshing surface in a state of meshing with the tooth surface of
Each of the shape of the tooth surface of the first face spline and the shape of the tooth surface of the second face spline is a shape that meshes with each other when pressure is applied perpendicularly to the meshing surface. Wheel bearing unit. 前記第１のフェーススプラインの前記歯面の頂点部分および前記第２のフェーススプラインの前記歯面の頂点部分の各々が、曲面で構成されていることを特徴とする請求項１に記載の車輪用軸受ユニット。   The wheel portion according to claim 1, wherein each of the apex portion of the tooth surface of the first face spline and the apex portion of the tooth surface of the second face spline is formed of a curved surface. Bearing unit. 前記第１のフェーススプラインの前記歯面の頂点部分および前記第２のフェーススプラインの前記歯面の頂点部分の各々が、鋭角に構成されていることを特徴とする請求項１に記載の車輪用軸受ユニット。   2. The wheel according to claim 1, wherein each of the apex portion of the tooth surface of the first face spline and the apex portion of the tooth surface of the second face spline has an acute angle. Bearing unit.
JP2008257397A 2008-10-02 2008-10-02 Wheel bearing unit Expired - Fee Related JP5206291B2 (en)

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WO2015163574A1 (en) * 2014-04-23 2015-10-29 주식회사 일진글로벌 Driving wheel bearing and method for manufacturing same
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JP2012046150A (en) * 2010-08-30 2012-03-08 Jtekt Corp Vehicle hub unit
CN103671586A (en) * 2012-09-12 2014-03-26 上海通用汽车有限公司 Automobile transmission shaft
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