JP2010164116A - Wheel bearing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel bearing device that reduces the time from when a vehicle driver starts operating a brake pedal until a braking force is produced in the vehicle, by properly setting the spacing between a pad and a disc. <P>SOLUTION: The wheel bearing device 1 includes a hub bearing 2 for a wheel of a vehicle, and a brake 3 for braking the rotation of the hub bearing 2. The brake 3 includes a disc 70 secured to the hub bearing 2 and rotating together with the hub bearing 2, a pad 71 disposed with gaps G1, G2 to the disc 70 in the direction of the rotation axis of the hub bearing 2 for braking the rotation of the disc 70 by making contact with the disc 70, and a caliper 72 for retaining the pad 71. The wheel bearing device 1 is provided with an adjustment mechanism 4 which adjusts the sizes of the gaps G1, G2 between the pad 71 and the disc 70 by moving the caliper 72. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a wheel bearing device including a hub bearing for a vehicle wheel and a brake for braking rotation of the hub bearing.

  The wheel bearing device brakes the rotation of the wheel by braking the rotation of the hub bearing when the driver of the vehicle depresses the brake pedal. Specifically, the rotation of the hub bearing is braked by braking the rotation of the disk by constituting a brake and sandwiching a disk rotating with the hub bearing between pads disposed on both sides thereof. Thereby, the rotation of the wheel rotating together with the hub bearing is braked (see, for example, Patent Document 1).

With reference to FIG. 5, the structure of the conventional wheel bearing apparatus 100 is demonstrated.
As shown in FIG. 5, the wheel bearing device 100 includes a hub bearing 130 that is fixed by a vehicle body and a knuckle 110 and that is fixed to the wheel 120 and rotatably supports the wheel 120 with respect to the vehicle body. Yes. The wheel bearing device 100 is provided with a brake 140 that brakes the rotation of the hub bearing 130. The brake 140 is disposed between the hub bearing 130 and the wheel 120 and rotates together with the hub bearing 130, a pad 160 that brakes the rotation of the disk 150, and a pad 160 that holds the pad 160 and is fixed to the knuckle 110. The caliper 170 is configured.

  In the wheel bearing device 100 described above, the time during which the braking force is generated in the vehicle after the driver starts stepping on the brake pedal is determined by the size of the axial gaps S1 and S2 between the pad 160 and the disk 150. The Therefore, it is desirable that the gaps S1 and S2 are small.

JP 2003-148527 A

  However, in the wheel bearing device 100, there are processing errors in the respective components of the knuckle 110, the wheel 120, the hub bearing 130, the disk 150, the pad 160, and the caliper 170. In addition, in the wheel bearing device 100, the assembly error between the hub bearing 130 and the wheel 120, the assembly error between the hub bearing 130 and the disk 150, the assembly error between the hub bearing 130 and the knuckle 110, and the knuckle 110 and the caliper 170. There are also assembly errors and assembly errors between the pad 160 and the caliper 170. Therefore, the gaps S1 and S2 must be set in consideration of these machining errors and assembly errors, and therefore, the gaps S1 and S2 must be set to a size obtained by adding the accumulated values of these errors. Therefore, it is difficult for the gaps S1 and S2 to have a predetermined size or less.

  In addition, there is a case where the disk 150 is not necessarily arranged at the center position between the pads 160 and the disk 150 is arranged at a position biased to one pad 160. That is, the values of the gaps S1 and S2 may be larger than the gap S2, for example. Therefore, the time until the pad 160 on the side forming the gap S1 comes into contact with the disk 150 may become long. As described above, it has been difficult to shorten the time from when the driver of the vehicle starts to step on the brake pedal until the braking force is generated in the vehicle.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to set the gap between the pad and the disk to be small so that the vehicle driver can start to step on the brake pedal before starting to apply to the vehicle. It is an object of the present invention to provide a wheel bearing device that shortens the time until braking force is generated.

  The invention according to claim 1 is a wheel bearing device including a hub bearing of a vehicle wheel and a brake that brakes rotation of the hub bearing. The brake is fixed to the hub bearing and rotates together with the hub bearing. A disk that is disposed through a gap in the rotation axis direction of the disk and the hub bearing and brakes the rotation of the disk by contacting the disk, and a caliper that holds the pad. The wheel bearing device is provided with adjusting means for adjusting the size of the gap between the pad and the disk by moving the caliper.

  According to the present invention, since the gap in the rotation axis direction between the pad and the disk can be adjusted by the adjusting means, the gap variation due to the processing error and assembly error of the components of the wheel bearing device. Can be suppressed. As a result, since the size of the gap is appropriate, the time from when the driver of the vehicle starts to step on the brake pedal until the braking force is generated in the vehicle is shortened as compared with the case where the gap is uneven. be able to.

The invention according to claim 2 is the wheel bearing device according to claim 1, wherein the adjusting means is adjusted based on a rolling element load of the hub bearing.
The rolling element load of the hub bearing is also used for wheel control such as an anti-block brake system and traction control that suppresses the spin of the drive wheel. In that respect, in the present invention, the adjusting means adjusts the gap in the rotation axis direction between the pad and the disk based on the rolling element load of the hub bearing, so that it is not necessary to use a new sensor for the adjusting means. . Therefore, an increase in the number of parts of the wheel bearing device can be suppressed, and an increase in the cost of the wheel bearing device can be suppressed.

The invention according to claim 3 is the wheel bearing device according to claim 1 or 2, wherein the adjusting means is performed when the vehicle is stopped.
According to the present invention, when the vehicle is stopped, the clearance in the rotational axis direction between the pad and the disk is adjusted, so that the safety of the vehicle is improved compared to the case where the above adjustment is performed while the vehicle is running. Can do.

  According to the present invention, by appropriately setting the gap between the pad and the disk, the wheel bearing device that shortens the time from when the driver of the vehicle starts to step on the brake pedal until the braking force is generated in the vehicle is achieved. Can be provided.

Sectional drawing which shows the cross-sectional structure which cut the wheel bearing apparatus about the embodiment which actualized the wheel bearing apparatus of this invention in the plane along the axial direction while including a rotation center axis | shaft. The top view which shows the planar structure cut | disconnected by plane AA of FIG. 1 about the wheel bearing apparatus of the embodiment. The top view which shows the planar structure cut | disconnected by plane BB of FIG. 1 about the wheel bearing apparatus of the embodiment. The flowchart which shows the process which a control apparatus transmits a command signal to an adjustment means about the wheel bearing apparatus of the embodiment. Sectional drawing which shows the cross-sectional structure which cut the wheel bearing apparatus about the conventional wheel bearing apparatus in the plane along an axial direction while including a rotation center axis | shaft.

With reference to FIGS. 1-4, one Embodiment which actualized the wheel bearing apparatus of this invention as a wheel bearing apparatus which supports a driven wheel rotatably is described.
First, with reference to FIG. 1, the whole structure of the wheel bearing apparatus 1 is demonstrated.

  As shown in FIG. 1, the wheel bearing device 1 is fixed to the vehicle body via the knuckle NC, and is disposed in the vicinity of the hub bearing 2 fixed to the wheel WH, the hub bearing 2, The brake 3 is configured to brake the rotation of the hub bearing 2. The wheel bearing device 1 supports the driven wheel rotatably via the wheel WH and brakes the rotation of the driven wheel.

  The hub bearing 2 supports the wheel WH so as to be rotatable with respect to the vehicle body. The brake 3 brakes the rotation of the wheel WH by braking the rotation of the hub bearing 2. Further, the wheel bearing device 1 is based on the adjusting mechanism 4 that is an adjusting means for adjusting the size of the gaps G1 and G2 between the disk 70 and the pad 71 constituting the brake 3, and the load applied to the hub bearing 2. And a control device 5 for transmitting a command signal for commanding the adjustment mechanism 4 to adjust the size of the gaps G1 and G2. The adjustment mechanism 4 of the present embodiment is an actuator that is connected to the caliper 72 and moves the caliper 72 in the axial direction. The control device 5 is an electronic control unit (ECU).

  Hereinafter, the direction along the rotation center axis of the hub bearing 2 is referred to as “axial direction”, the direction perpendicular to the axial direction is referred to as “radial direction”, and the rotational circumferential direction of the hub bearing 2 is referred to as “circumferential direction”. To do. In the axial direction, the wheel WH side is defined as “vehicle outside”, and the knuckle NC side is defined as “vehicle body side”. Further, in the radial direction, a side toward the rotation center axis is referred to as “inner side”, and a side away from the rotation center axis is referred to as “outer side”.

  The hub bearing 2 is fixed to the wheel WH and rotates with the wheel WH. The hub bearing 2 is fixed to the knuckle NC, and substantially fixed to the knuckle NC. It is comprised from the spherical rolling element 30 arrange | positioned between the rotary body 10 and the radial direction of the fixed body 20. As shown in FIG. Then, the rotating body 10 rotates with respect to the fixed body 20 by supporting the rotating body 10 rotatably with respect to the fixed body 20. The hub bearing 2 is provided with a sensor 50 for detecting a load applied to the rolling element 30 (hereinafter referred to as “rolling element load”). Below, each component of the hub bearing 2 is demonstrated.

  The rotating body 10 is provided with a shaft portion 11 extending in the axial direction and a flange portion 12 extending from the vehicle outer side in the axial direction of the shaft portion 11 to the outer side in the radial direction. Further, a screw portion 13 is provided at the end of the shaft portion 11 on the vehicle body side in the axial direction. And the inner ring | wheel 14 which slidably contacts with the rolling element 30 is arrange | positioned at the vehicle body side of the axial direction of the axial part 11. As shown in FIG. The inner ring 14 is fixed to the shaft portion 11 by a nut 15 screwed into the screw portion 13.

  The fixed body 20 is provided with a cylindrical portion 21 that surrounds the shaft portion 11 and a flange portion 22 that extends from the cylindrical portion 21 in the radial direction and to which the knuckle NC is fixed. A cover 24 that seals the inside of the cylindrical portion 21 is fixed to the upper end portion 23 in the axial direction of the cylindrical portion 21.

  The rolling element 30 is sandwiched between an outer raceway groove 16 provided on the outer side in the axial direction of the shaft portion 11 and an outer raceway groove 25 provided on the outer side in the axial direction of the cylindrical portion 21. The row of moving bodies 30 and the row of rolling elements 30 sandwiched between the vehicle body side raceway grooves 17 provided on the inner ring 14 and the vehicle body side raceway grooves 26 provided on the outer side of the cylindrical portion 21 in the axial direction. Composed. In these rows of rolling elements 30, the number of rolling elements 30 arranged in the circumferential direction is twelve. Each of the rows of rolling elements 30 is held by two substantially annular cages 40 that are spaced apart in the axial direction between the rotating body 10 and the fixed body 20 in the radial direction. Yes.

  The sensors 50 are fixed in two rows in the axial direction at the center of the cylindrical portion 21 of the fixed body 20. The sensor 50 according to the present embodiment transmits, for example, an ultrasonic wave toward a contact portion between the rolling element 30 and the vehicle body side raceway groove 26 and receives the ultrasonic wave reflected from the contact portion as a reflected wave. An ultrasonic sensor is used. As shown in FIGS. 2 and 3, four sensors 50 are arranged at equal intervals on the outer peripheral surface of the cylindrical portion 21 in each row. These sensors 50 detect the intensity of the received reflected wave and transmit measurement data relating to the detected intensity of the reflected wave to the connected rolling element load calculating means 60. The rolling element load calculating means 60 calculates the rolling element load applied to the rolling element 30 based on the transmitted measurement data relating to the intensity of the reflected wave. This rolling element load calculating means 60 is built in the control device 5.

  The brake 3 includes a disk 70 fixed by a bolt 18 in a state of being sandwiched between the flange portion 12 of the rotating body 10 of the hub bearing 2 and the wheel WH, and a radially outer side of the disk 70. Is composed of a pad 71 that sandwiches the pad 71 from both sides in the axial direction, and a caliper 72 that holds the pad 71. The caliper 72 is fixed to the knuckle NC. The brake 3 includes a tubular brake fluid 73 connected to a piston provided on the brake pedal, and a piston 74 provided in the brake fluid 73 and pressing the pad 71 toward the disk 70. Yes. The brake fluid 73 is filled with oil 75.

  The brake 3 brakes the rotation of the disk 70 by contacting the disk 70 rotating together with the rotating body 10 from both sides in the axial direction by the pads 71 when the driver of the vehicle starts to step on the brake pedal. The rotation of the hub bearing 2 is braked. Specifically, by pressurizing the oil 75 in the brake fluid 73, the pressurized oil 75 presses the piston 74 corresponding to each pad 71, and the two pads 71 are discs via the piston 74. It is pressed against both sides of 70. Thereby, the rotation of the disk 70 is braked.

  Next, calculation of the rolling element load of the hub bearing 2 by the sensor 50 and the rolling element load calculating means 60 will be described. As shown in FIGS. 2 to 3, the longitudinal direction of the vehicle is the x direction, the front side is positive, and the rear side is negative. Similarly, the axial direction of the hub bearing 2 is the y direction, and the vehicle outer side shown in FIG. 1 is positive and the vehicle body side is negative. Further, the vertical direction of the vehicle body and the direction orthogonal to the above-described x direction and y direction are defined as the z direction, and the upper side shown in FIG. 1 is positive and the lower side is negative. Further, the rolling element load (rolling element stress) applied to the rolling element 30 is indicated by F, and the component forces in the x direction, the y direction, and the z direction are indicated by Fx, Fy, Fz, and the hub bearing 2 receives them. Among the forces, moments about the x-axis, y-axis, and z-axis are indicated by Mx, My, and Mz. These three component forces and three moments are collectively referred to as six component forces.

  As shown in FIG. 1, the measurement data of the reflected wave measured by the sensor 50 is transmitted to the rolling element load calculating means 60. Based on the transmitted measurement data, the echo ratio is first calculated, and then the rolling element load is calculated. The echo ratio H can be calculated by calculating the following formula (1).

H = 100 × (H0−H1) / H0 (1)
Here, in the above formula (1), H0 is the highest echo intensity detected by the sensor 50, and H1 is the lowest echo intensity detected by the sensor 50. Here, the echo intensity detected by the sensor 50 differs depending on the circumferential position of the rolling element 30 in the vehicle outer raceway groove 25 (vehicle body side raceway groove 26). H0 is the intensity of the reflected wave detected by the sensor 50 when the vehicle outer raceway groove 25 (vehicle body side raceway groove 26) and the rolling element 30 are not in contact with each other at the contact portion where the sensor 50 transmits ultrasonic waves. It is. On the other hand, H1 is a reflected wave detected by the sensor 50 when the outer raceway groove 25 (vehicle body side raceway groove 26) and the rolling element 30 are in contact with each other at the contact portion where the sensor 50 transmits ultrasonic waves. Of strength. If a rolling element load map showing the relationship between the echo ratio H and the rolling element load F is created in advance, the rolling element load F can be calculated from the echo ratio H based on the rolling element load map.

Next, each component force Fx, Fy, Fz of the rolling element load F from the measurement data of the plurality of sensors 50,
A method for calculating the moments Mx, My, Mz around the x-axis, the y-axis, and the z-axis will be described. As shown in FIG. 2, the sensor 50 is arranged in the order of the rotation direction of the rotating body 10 from the sensor 50 arranged in the vertical direction to the sensor 51 to the sensor 54, and as shown in FIG. The sensor 55 to the sensor 58 are arranged in the order of the rotation direction of the rotating body 10 from the top. Further, when the rolling element loads calculated based on the measurement data of the sensors 51 to 58 are f1 to f8, the following equations are established.

f1 = a + bFy + cFz + dMx
f2 = a + bFy + cFx + dMz
f3 = a + bFy-cFz-dMx
f4 = a + bFy−cFx−dMz (2)
f5 = a−bFy + cFz−dMx
f6 = a−bFy + cFx−dMz
f7 = a−bFy−cFz + dMx
f8 = a−bFy−cFx + dMz
However, a is a rolling element load by the preload of the hub bearing 2, and b, c, and d are coefficients independent of external force.

Moreover, in a wheel, following Formula (3) and (4) is also materialized.
Mx = r × Fy + e × Fz (3)
However, r is a wheel rolling radius, and e is a deviation between the action point of Fz and the rotation center axis of the hub bearing 2 in the y-axis direction.

My = r × Fx (4)
As can be seen from the above equation, the axial component Fy and the vertical component Fz of the rolling element load can be obtained by using f1 and f3 of equation (2) and equation (3). That is, by setting f1 + f3, Fy is obtained, and by setting f1-f3, a linear expression including Fz and Mx is obtained, and Fy in Expression (3) is obtained. As a result, Equation (3) also becomes a linear expression including Fz and Mx, and Fz and Mx are obtained by combining these two linear expressions, respectively. As described above, the two sensors 50 can determine the longitudinal component and the vertical component of the load acting on the wheel.

In the above description, f1 and f3 are used. However, it is possible to use a combination other than this combination (for example, f1 and f5).
Further, Mx is obtained by setting f1 + f7, linear expressions of Fy and Fz are obtained by setting f1-f7, and Mx, Fy, and Fz are obtained by combining these with Expression (4). it can. Then, since the linear expressions of Fy and Fx are obtained by setting to f2-f8, the remaining Fx can be obtained by substituting Fy that has already been obtained for this primary expression. If Fx is obtained, Mx is also obtained. Further, Mz can be obtained by setting f2 + f8.

  That is, all six component forces acting on the wheels can be obtained by the four sensors 50. In the above description, f1, f2, f7, and f8 are used. However, other combinations (for example, f1, f2, f3, and f6) can be used.

  The calculated data of the rolling element load F is transmitted to the control device 5. Thereby, it can be seen what load the hub bearing 2 receives. In the present embodiment, the load received by the hub bearing 2 due to the pad 71 sandwiching the disk 70 by measuring the rolling element load F of the hub bearing 2 when the driver of the vehicle starts to step on the brake pedal. Detect the direction of. Thereby, the difference in the size of the gaps G1 and G2 between the disk 70 and the pad 71 is estimated. Then, the control device 5 transmits a command signal to the adjustment mechanism 4 so that the sizes of the gaps G1 and G2 are equal to each other. Since the disk 70 is fixed to the hub bearing 2 and the wheel WH and is fixed in the axial direction, the caliper 72 is moved in the axial direction by the adjusting mechanism 4, so that the caliper 72 is moved to the caliper 72. Since the fixed pad 71 moves, the position of the pad 71 with respect to the disk 70 changes. As a result, the sizes of the gaps G1 and G2 are adjusted. Here, the time that both of the pads 71 contact the disk 70 is the shortest when the gaps G1 and G2 are equal in size.

Next, with reference to FIG. 4, a process in which the adjustment mechanism 4 adjusts the sizes of the gaps G <b> 1 and G <b> 2 by the control device 5 when the vehicle is stopped will be described.
As shown in FIG. 4, in step S1, the start of operation of the brake 3 is confirmed. Specifically, it detects that the brake pedal has started to be depressed by a sensor disposed on the brake pedal. Then, the detected sensor signal is transmitted to the control device 5. As described above, the control device 5 recognizes the start of operation of the brake 3.

  Next, in step S2, the rolling element load F of the hub bearing 2 is measured. Specifically, the rolling element loads f1 to f8 of the sensors 51 to 58 are calculated by the rolling element load calculation means 60 based on the echo ratios of the sensors 51 to 58, respectively.

  In step S3, among the sensors 50, the rolling element load f2 of the rear sensor 52 in the front-rear direction of the sensors 51 to 54 on the vehicle body side is greater than the rolling element loads f1, f3, f4 of the other sensors 51, 53, 54. It is determined whether the rolling element load f6 of the front sensor 56 in the front-rear direction of the sensors 55 to 58 outside the vehicle is larger than the rolling element loads f5, f7, and f8 of the other sensors 55, 57, and 58. Here, when the rolling element load f2 is larger than the rolling element loads f1, f3, and f4 and the rolling element load f6 is larger than the rolling element loads f5, f7, and f8 (YES in step S3), the gap G2 is larger than the gap G1. Is also determined to be large. In step S5, the pad 71 is moved outward in the axial direction, and a command signal is transmitted to the adjustment mechanism 4 so that the sizes of the gap G2 and the gap G1 are substantially equal to each other. Then, the gaps G1 and G2 are adjusted by the adjusting mechanism 4. On the other hand, the rolling element load f2 is equal to or smaller than any one of the rolling element loads f1, f3, f4, and the rolling element load f6 is equal to any one of the rolling element loads f5, f7, f8, or If smaller (NO in step S3), the process proceeds to the next step, step S5.

  Next, in step S5, among the sensors 50, the rolling element loads f4 of the front sensor 54 in the front-rear direction of the vehicle-side sensors 51 to 54 are larger than the rolling element loads f1 to f3 of the other sensors 51 to 53, It is determined whether or not the rolling element load f8 of the rear sensor 58 in the front-rear direction of the sensors 55 to 58 outside the vehicle is larger than the rolling element loads f5 to f7 of the other sensors 55 to 57. Here, when the rolling element load f4 is larger than the rolling element loads f1 to f3 and the rolling element load f8 is larger than the rolling element loads f5 to f7 (YES in step S5), it is determined that the gap G1 is larger than the gap G2. To do. In step S6, the pad 71 is moved to the vehicle body side in the axial direction, and a command signal is transmitted to the adjustment mechanism 4 so that the gap G1 and the gap G2 are adjusted to be substantially equal to each other. Then, the gaps G1 and G2 are adjusted by the adjusting mechanism 4.

  On the other hand, when the rolling element load f4 is equal to or smaller than any one of the rolling element loads f1 to f3, and the rolling element load f8 is equal to or smaller than any one of the rolling element loads f5 to f7 (step) NO in S5), it is determined that the gap G1 and the gap G2 are substantially equal to each other. That is, it is determined that there is no or small load applied to the hub bearing 2 due to the difference in size between the gap G1 and the gap G2. And a process is once complete | finished. As described above, when the sizes of the gaps G1 and G2 are different by the adjusting mechanism 4, the gaps G1 and G2 are adjusted to be substantially equal to each other.

The wheel bearing device 1 of the present embodiment can achieve the following effects.
(1) The wheel bearing device 1 of the present embodiment has a configuration in which the adjusting mechanism 4 for adjusting the axial gaps G1 and G2 between the disk 70 and the pad 71 is provided. According to this configuration, the adjustment mechanism 4 can adjust the axial gaps G1 and G2 between the disk 70 and the pad 71, so that the hub bearing 2 and the brake 3 which are components of the wheel bearing device 1 are used. Variations in the gaps G1 and G2 due to the machining error and the assembly error can be suppressed. As a result, since the gaps G1 and G2 are appropriately sized, the braking force is generated in the vehicle after the driver of the vehicle starts to step on the brake pedal, compared to the case where the gaps G1 and G2 vary. Can be shortened.

  (2) In the wheel bearing device 1 of the present embodiment, the adjustment mechanism 4 is configured to adjust the gaps G1 and G2 based on the rolling element load of the hub bearing 2. According to this configuration, the rolling element load of the hub bearing 2 is also used in, for example, an anti-block brake system. By using this rolling element load also for the adjustment mechanism 4, it is not necessary to add a new sensor for the adjustment mechanism 4, so that an increase in the number of parts of the wheel bearing device 1 can be suppressed. As a result, an increase in the cost of the wheel bearing device 1 can be suppressed.

  (3) In the wheel bearing device 1 of the present embodiment, the adjustment of the gaps G1 and G2 by the adjustment mechanism 4 is performed when the vehicle is stopped. According to this configuration, when adjusting the gaps G1 and G2 by the adjustment mechanism 4 while the vehicle is running, it is necessary for the vehicle to step on the brake during the adjustment. At this time, the gaps G1 and G2 vary. If this occurs, the time from when the driver of the vehicle starts to step on the brake pedal to when the braking force is generated in the vehicle becomes longer. In that respect, in the wheel bearing device 1 of the present embodiment, since the operation is performed when the vehicle is stopped, the gaps G1 and G2 are maintained at appropriate sizes while the vehicle is running. Therefore, the safety of the vehicle can be improved.

(Other embodiments)
The wheel bearing device of the present invention is not limited to the embodiment illustrated above, and can be modified as follows.

  In the wheel bearing device 1 of the present embodiment, the size of the axial gaps G1 and G2 between the disk 70 and the pad 71 by the adjustment mechanism 4 is adjusted when the vehicle is stopped. The adjustment time of G1 and G2 is not limited to this. For example, the adjustment time may be when the internal combustion engine is started. For example, the adjustment mechanism 4 can be adjusted even while the vehicle is running.

  In the wheel bearing device 1 of the present embodiment, the both sides in the axial direction of the disk 70 are sandwiched between the pads 71, but the structure of the disk 70 and the pad 71 is not limited to this. For example, the pad 71 may be arranged on one side in the axial direction of the disk 70 (for example, only on the vehicle body side in the axial direction of the disk 70).

  In the wheel bearing device 1 of the present embodiment, the adjustment mechanism 4 estimates the sizes of the gaps G1 and G2 based on the rolling element load of the hub bearing 2, but estimates the sizes of the gaps G1 and G2. The means to do is not limited to this. For example, a sensor capable of detecting the position of the pad 71 may be attached to the caliper 72 or the like, and the size of the gaps G1 and G2 may be estimated based on the position of the pad 71.

  -In the wheel bearing apparatus 1 of this embodiment, although applied to the driven wheel, the application place of the wheel bearing apparatus 1 is not limited to this. For example, you may apply to a driving wheel.

  NC ... Knuckle, WH ... Wheel, 1 ... Wheel bearing device, 2 ... Hub bearing, 3 ... Brake, 4 ... Adjustment mechanism (adjustment means), 10 ... Rotating body, 11 ... Shaft, 12 ... Flange, 13 ... Threaded part, 14 ... Inner ring, 15 ... Nut, 16 ... Outer raceway groove, 17 ... Car body side raceway groove, 18 ... Bolt, 20 ... Fixed body, 21 ... Cylindrical part, 22 ... Flange part, 23 ... Upper end part, 24 DESCRIPTION OF SYMBOLS ... Cover, 25 ... Outer side raceway groove, 26 ... Vehicle body side raceway groove, 30 ... Rolling body, 40 ... Cage, 50 ... Sensor, 51-58 ... Each sensor, 60 ... Rolling body load calculation means, 70 ... Disc, 71 ... Pad, 72 ... Caliper, 73 ... Brake fluid, 74 ... Piston, 75 ... Oil.

Claims (3)

In a wheel bearing device comprising a hub bearing for a vehicle wheel and a brake for braking rotation of the hub bearing,
The brake is fixed to the hub bearing and rotates together with the hub bearing, and the brake is disposed with a gap in the rotation axis direction of the disk and the hub bearing, and is brought into contact with the disk to contact the disk. A pad that brakes rotation and a caliper that holds the pad;
The wheel bearing device, wherein the wheel bearing device is provided with adjusting means for adjusting the size of the gap between the pad and the disk by moving the caliper. The wheel bearing device according to claim 1,
The wheel bearing device, wherein the adjusting means is adjusted based on a rolling element load of the hub bearing. In the wheel bearing device according to claim 1 or 2,
The wheel bearing device, wherein the adjusting means is performed when the vehicle is stopped.

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