JP2011168266A - Bearing unit for driving wheel - Google Patents

Bearing unit for driving wheel Download PDF

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JP2011168266A
JP2011168266A JP2010287199A JP2010287199A JP2011168266A JP 2011168266 A JP2011168266 A JP 2011168266A JP 2010287199 A JP2010287199 A JP 2010287199A JP 2010287199 A JP2010287199 A JP 2010287199A JP 2011168266 A JP2011168266 A JP 2011168266A
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hub
axial direction
inner ring
face
face spline
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JP5561151B2 (en
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Hisashi Hayashi
久之 林
Hiroshige Sakota
裕成 迫田
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NSK Ltd
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NSK Ltd
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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
    • 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
    • F16C19/187—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 all four raceways integrated on parts other than race rings, e.g. fourth 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
    • F16C19/02—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
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/30—Parts of ball or roller bearings
    • F16C33/58—Raceways; Race rings
    • F16C33/583—Details of specific parts of races
    • F16C33/586—Details of specific parts of races outside the space between the races, e.g. end faces or bore of inner ring
    • 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
    • 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

Abstract

<P>PROBLEM TO BE SOLVED: To realize a structure for easily performing work for meshing mutual first and second both face splines 21a and 26a and capable of making the axis of a hub body 8a coincide with the axis of an outer ring 2a for a constant velocity universal joint based on the fact of meshing mutual these first and second both face splines 21a and 26a. <P>SOLUTION: The first face spline 21a is formed as a partial conical spline concentric with the hub body 8a. The second face spline 26a is formed as a partial conical spline inclined by the same angle in the same direction as the first face spline 21a. The problem is solved by adopting such a constitution. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

この発明に係る車輪駆動用軸受ユニットは、車輪支持用軸受ユニットと等速ジョイントとを組み合わせたもので、駆動輪（ＦＦ車の前輪、ＦＲ車及びＲＲ車の後輪、４ＷＤ車の全輪）を懸架装置に対して回転自在に支持すると共に、この駆動輪を回転駆動する為に利用する。   The wheel drive bearing unit according to the present invention is a combination of a wheel support bearing unit and a constant velocity joint, and driving wheels (front wheels of FF vehicles, rear wheels of FR and RR vehicles, all wheels of 4WD vehicles). Is used to rotate the drive wheel and to support the suspension.

図６は、本発明の対象となる車輪駆動用軸受ユニットの従来構造の１例として、特許文献１に記載されたものを示している。この図６に示した車輪駆動用軸受ユニットは、車輪支持用軸受ユニット１と、等速ジョイント用外輪２とを組み合わせて成る。このうちの車輪支持用軸受ユニット１は、外輪３と、ハブ４と、複数個の転動体（図示の例では玉）５、５とを備える。   FIG. 6 shows one described in Patent Document 1 as an example of a conventional structure of a wheel drive bearing unit that is an object of the present invention. The wheel drive bearing unit shown in FIG. 6 comprises a wheel support bearing unit 1 and a constant velocity joint outer ring 2 in combination. The wheel support bearing unit 1 includes an outer ring 3, a hub 4, and a plurality of rolling elements (balls in the illustrated example) 5 and 5.

このうちの外輪３は、外周面に静止側フランジ６を、内周面に複列の外輪軌道７ａ、７ｂを、それぞれ有する。又、前記ハブ４は、ハブ本体８と内輪９とを組み合わせて成る。このうちのハブ本体８は、外周面の軸方向外端（軸方向に関して「外」とは、自動車への組み付け状態で車両の幅方向外側となる、各図の左側を言う。反対に、自動車への組み付け状態で車両の幅方向中央側となる、各図の右側を、軸方向に関して「内」と言う。本明細書及び特許請求の範囲の全体で同じ。）寄り部分に回転側フランジ１０を、同じく軸方向中間部に内輪軌道１１ａを、同じく内端部に小径段部１２を、中心部に中心孔１３を、それぞれ有する。この中心孔１３の軸方向外端部には、結合部材であるボルト１５の杆部１６を所定の案内隙間を介して挿通可能な小径部１４が存在する。又、前記内輪９は、外周面に内輪軌道１１ｂを有するもので、前記ハブ本体８の小径段部１２に締り嵌めで外嵌している。又、前記各転動体５、５は、前記両外輪軌道７ａ、７ｂと前記両内輪軌道１１ａ、１１ｂとの間に、両列毎に複数個ずつ転動自在に設けられている。又、この状態で、前記ハブ本体８の軸方向内端部に設けた円筒部１９のうち、前記内輪９の軸方向内端開口から突出した部分を径方向外方に塑性変形させる事によりかしめ部２０を形成している。そして、このかしめ部２０により前記内輪９の軸方向内端面を抑え付ける事で、前記各転動体５、５に適正な予圧を付与している。又、前記かしめ部２０の軸方向内端面には、円周方向に亙る凹凸面である第一フェイススプライン２１を、全周に亙り形成している。この第一フェイススプライン２１の歯先面は、前記ハブ本体８の中心軸に対して直角な平面としている。   Of these, the outer ring 3 has a stationary flange 6 on the outer peripheral surface and double row outer ring raceways 7a and 7b on the inner peripheral surface. The hub 4 is formed by combining a hub body 8 and an inner ring 9. Of these, the hub body 8 is the outer end in the axial direction of the outer peripheral surface ("outside" with respect to the axial direction is the left side of each figure, which is the outer side in the width direction of the vehicle when assembled to the vehicle. The right side of each figure, which is the center side in the width direction of the vehicle in the assembled state, is referred to as “inside” in the axial direction.This is the same throughout the present specification and claims.) Similarly, an inner ring raceway 11a is provided in the middle portion in the axial direction, a small diameter step portion 12 is provided in the inner end portion, and a center hole 13 is provided in the central portion. A small-diameter portion 14 through which the flange portion 16 of the bolt 15 that is a coupling member can be inserted through a predetermined guide gap is present at the axially outer end portion of the center hole 13. The inner ring 9 has an inner ring raceway 11b on the outer peripheral surface, and is fitted on the small-diameter step portion 12 of the hub body 8 by an interference fit. Further, a plurality of rolling elements 5, 5 are provided between the outer ring raceways 7a, 7b and the inner ring raceways 11a, 11b so as to be freely rollable in both rows. Further, in this state, of the cylindrical portion 19 provided at the inner end portion in the axial direction of the hub body 8, the portion protruding from the inner end opening in the axial direction of the inner ring 9 is caulked by plastic deformation outward in the radial direction. Part 20 is formed. An appropriate preload is applied to each of the rolling elements 5 and 5 by suppressing the axial inner end face of the inner ring 9 by the caulking portion 20. A first face spline 21 that is an uneven surface extending in the circumferential direction is formed on the inner end surface in the axial direction of the caulking portion 20 over the entire circumference. The tooth tip surface of the first face spline 21 is a plane perpendicular to the central axis of the hub body 8.

又、前記等速ジョイント用外輪２は、カップ状のマウス部２２と、このマウス部２２の底部である端壁部２３と、この端壁部２３の中心部から軸方向外方に延出する円筒状の軸部２４とを有すると共に、この軸部２４の中心孔をねじ孔２５としている。又、前記端壁部２３の軸方向外端面の外周寄り部分には、円周方向に亙る凹凸面である第二フェイススプライン２６を、全周に亙り形成している。この第二フェイススプライン２６の歯先面は、前記等速ジョイント用外輪２の中心軸に対して直角な平面としている。   The constant velocity joint outer ring 2 extends axially outwardly from a cup-shaped mouth portion 22, an end wall portion 23 which is the bottom portion of the mouth portion 22, and a center portion of the end wall portion 23. A cylindrical shaft portion 24 is provided, and a central hole of the shaft portion 24 is a screw hole 25. Further, a second face spline 26, which is an uneven surface extending in the circumferential direction, is formed over the entire circumference of the end wall portion 23 near the outer periphery of the axially outer end surface. The tooth tip surface of the second face spline 26 is a plane perpendicular to the central axis of the constant velocity joint outer ring 2.

そして、前記ハブ本体８と前記等速ジョイント用外輪２との中心軸同士を一致させた状態で、前記第一、第二両フェイススプライン２１、２６同士を噛み合わせる事により、前記ハブ本体８と前記等速ジョイント用外輪２との間での回転力の伝達を可能としている。又、この状態で、前記ハブ本体８の中心孔１３の小径部１４に、軸方向外側からボルト１５の杆部１６を挿通すると共に、この杆部１６の先端部に設けた雄ねじ部１７を前記ねじ孔２５に螺合し、更に締め付けている。これにより、前記ボルト１５の頭部１８と前記等速ジョイント用外輪２との間に前記ハブ本体８を挟持した状態で、これらハブ本体８と等速ジョイント用外輪２とを結合固定している。   Then, the first and second face splines 21 and 26 are engaged with each other while the central axes of the hub body 8 and the constant velocity joint outer ring 2 are aligned with each other. The rotational force can be transmitted to and from the outer ring 2 for the constant velocity joint. Further, in this state, the flange portion 16 of the bolt 15 is inserted into the small diameter portion 14 of the center hole 13 of the hub body 8 from the outside in the axial direction, and the male screw portion 17 provided at the distal end portion of the flange portion 16 is provided with the male screw portion 17. It is screwed into the screw hole 25 and further tightened. Accordingly, the hub body 8 and the constant velocity joint outer ring 2 are coupled and fixed in a state where the hub body 8 is sandwiched between the head 18 of the bolt 15 and the constant velocity joint outer ring 2. .

上述の様に構成する車輪駆動用軸受ユニットを車両に組み付ける際には、外輪３の静止側フランジ６を懸架装置に結合固定すると共に、ハブ本体８の回転側フランジ１０に車輪（駆動輪）及びディスク等の制動用回転部材を支持固定する。又、エンジンによりトランスミッションを介して回転駆動される、図示しない駆動軸の先端部を、等速ジョイント用外輪２の内側に設けた等速ジョイント用内輪２７の内側にスプライン係合させる。自動車の走行時には、この等速ジョイント用内輪２７の回転を、複数のボール２８を介して、前記等速ジョイント用外輪２及びハブ本体８に伝達し、前記車輪を回転駆動する。   When the wheel drive bearing unit configured as described above is assembled to a vehicle, the stationary side flange 6 of the outer ring 3 is coupled and fixed to the suspension device, and the wheel (drive wheel) and the rotation side flange 10 of the hub body 8 are connected to the suspension unit. A brake rotating member such as a disk is supported and fixed. Further, the tip of a drive shaft (not shown) that is rotationally driven by the engine via the transmission is spline-engaged inside the constant velocity joint inner ring 27 provided inside the constant velocity joint outer ring 2. When the automobile travels, the rotation of the constant velocity joint inner ring 27 is transmitted to the constant velocity joint outer ring 2 and the hub main body 8 via a plurality of balls 28 to rotate the wheels.

ところで、上述した様な車輪駆動用軸受ユニットを組み立てる場合、前記第一、第二両フェイススプライン２１、２６は、互いの中心軸を（前記ハブ本体８の中心軸と前記等速ジョイント用外輪２の中心軸とを）或る程度一致させた状態にしなければ、噛み合わせる事ができない。ところが、前記第一、第二両フェイススプライン２１、２６は、それぞれの歯先面が自身の中心軸に対して直角な平面になっている。この為、これら両フェイススプライン２１、２６の存在が、前記両部材８、２の中心軸同士を一致させる為のガイドとして機能する事はない。即ち、それぞれが放射状の歯面を有する、前記両フェイススプライン２１、２６同士は、円周方向の位相及び中心軸合わせに於いて、或る特定の点でのみ噛み合せ可能である。従って、前記両部材８、２を組み合わせる場合に、互いの中心軸を一致させ、更に前記両フェイススプライン２１、２６同士を噛み合わせる作業が面倒である。更に、これら両フェイススプライン２１、２６の加工に関しても、高い加工精度が要求される為、コストが嵩む事が予想される。   By the way, when the wheel drive bearing unit as described above is assembled, the first and second face splines 21 and 26 have their center axes (the center axis of the hub body 8 and the outer ring 2 for the constant velocity joint). It is not possible to engage with each other unless the center axis of the lens is in a certain state. However, each of the first and second face splines 21 and 26 is a plane whose respective tooth tip surfaces are perpendicular to the central axis of the first and second face splines 21 and 26. For this reason, the presence of both the face splines 21 and 26 does not function as a guide for causing the central axes of the members 8 and 2 to coincide with each other. That is, the face splines 21 and 26 each having a radial tooth surface can be meshed only at a specific point in the circumferential phase and center axis alignment. Therefore, when the members 8 and 2 are combined, it is troublesome to align the center axes of the members and to engage the face splines 21 and 26 with each other. Further, regarding the processing of both the face splines 21 and 26, high processing accuracy is required, so that the cost is expected to increase.

ここで、前記両フェイススプライン２１、２６同士の噛み合わせ作業の容易化を優先して、円周方向に隣り合う各歯面同士の間隔を広めに設定すると、運転時に互いの歯面同士がぶつかって歯打ち音と呼ばれる異音が発生する。又、この様な設定を行うか否かを問わず（この様な設定を行う場合には特にそうであるが）、前記第一、第二両フェイススプライン２１、２６同士を単に噛み合わせただけの状態では、前記ハブ本体８の中心軸と前記等速ジョイント用外輪２の中心軸とが一致するとは限らず、若干の偏心が生じる可能性がある。仮に、この様な若干の偏心が生じたままの状態で、前記ハブ本体８と前記等速ジョイント用外輪２とが前記ボルト１５によって結合固定されると、この結合部で車両走行時に異音や振動が発生する可能性がある。   Here, giving priority to facilitating the meshing operation of the face splines 21 and 26, if the spacing between the tooth surfaces adjacent in the circumferential direction is set wider, the tooth surfaces will collide with each other during operation. An abnormal noise called a rattling noise is generated. Regardless of whether or not such a setting is made (particularly in the case of such setting), the first and second face splines 21 and 26 are simply meshed with each other. In this state, the center axis of the hub body 8 and the center axis of the constant velocity joint outer ring 2 do not always coincide with each other, and a slight eccentricity may occur. If the hub body 8 and the constant velocity joint outer ring 2 are coupled and fixed by the bolt 15 in a state in which such a slight eccentricity is generated, abnormal noise or noise is generated at the time of vehicle traveling at the coupling portion. Vibration may occur.

又、上述した従来構造の場合には、かしめ部２０の軸方向内端面のほぼ全体に、前記第一フェイススプライン２１を形成している。この為、この第一フェイススプライン２１を形成する事に伴って、前記かしめ部２０の強度及び剛性が低下し、前記各転動体５、５に付与した予圧が不安定になると言った不都合が生じない様にすべく、前記かしめ部２０の肉厚を大きくする必要がある。ところが、このかしめ部２０の肉厚を大きくすると、このかしめ部２０を形成する為の装置が大型化し、これによって製造コストが上昇すると言った問題が生じる。   In the case of the conventional structure described above, the first face spline 21 is formed on substantially the entire inner end surface in the axial direction of the caulking portion 20. For this reason, with the formation of the first face spline 21, the strength and rigidity of the caulking portion 20 are reduced, and the preload applied to the rolling elements 5 and 5 becomes unstable. In order to avoid such a situation, it is necessary to increase the thickness of the caulking portion 20. However, when the thickness of the caulking portion 20 is increased, an apparatus for forming the caulking portion 20 becomes larger, thereby causing a problem that the manufacturing cost increases.

特開２００９−２９２４２２号公報JP 2009-292422 A

本発明の車輪駆動用軸受ユニットは、上述の様な事情に鑑み、少なくとも、第一、第二両フェイススプライン同士を噛み合わせる作業を容易に行えると共に、これら第一、第二両フェイススプライン同士を噛み合わせる事に基づいてハブの中心軸と等速ジョイント用外輪の中心軸とを一致させる事ができる構造を実現すべく発明したものである。   The wheel drive bearing unit of the present invention is capable of easily engaging at least the first and second face splines with at least the first and second face splines in view of the circumstances as described above. The present invention was invented to realize a structure capable of matching the center axis of the hub with the center axis of the constant velocity joint outer ring based on the meshing.

本発明の車輪駆動用軸受ユニットは、車輪支持用軸受ユニットと、等速ジョイント用外輪とを備える。
このうちの車輪支持用軸受ユニットは、外輪と、ハブと、複数個の転動体とを備える。
このうちの外輪は、内周面に複列の外輪軌道を有し、使用時に懸架装置に支持固定された状態で回転しない。
又、前記ハブは、前記外輪の内径側にこの外輪と同心に配置されて、外周面のうち前記両外輪軌道と対向する部分に複列の内輪軌道を、同じく前記外輪の軸方向外端開口から突出した部分に回転側フランジを、軸方向内端面に円周方向に亙る凹凸面である第一フェイススプラインを、それぞれ有し、使用時に前記回転側フランジに車輪を結合固定した状態でこの車輪と共に回転する。
又、前記各転動体は、前記両外輪軌道と前記両内輪軌道との間に両列毎に複数個ずつ転動自在に設けられている。
又、前記等速ジョイント用外輪は、軸方向外端面に円周方向に亙る凹凸面である第二フェイススプラインを有し、この第二フェイススプラインを前記第一フェイススプラインに噛み合せる事により前記ハブとの間での回転力の伝達を可能とした状態で、結合部材によりこのハブに結合固定している。
特に、本発明の車輪駆動用軸受ユニットに於いては、前記第一フェイススプラインは、内径側に向かう程軸方向外側に向かう方向に傾斜した、前記ハブと同心の部分円すい状のスプライン（歯先面及び歯底面が部分円すい凹面状のスプライン）であり、前記第二フェイススプラインは、前記第一フェイススプラインと同方向に同角度だけ傾斜した、前記等速ジョイント用外輪と同心の部分円すい状のスプライン（歯先面及び歯底面が部分円すい凸面状のスプライン）である。 The wheel drive bearing unit of the present invention includes a wheel support bearing unit and a constant velocity joint outer ring.
Of these, the wheel support bearing unit includes an outer ring, a hub, and a plurality of rolling elements.
Among these, the outer ring has a double row outer ring raceway on the inner peripheral surface, and does not rotate while being supported and fixed to the suspension device during use.
The hub is disposed concentrically with the outer ring on the inner diameter side of the outer ring, and a double row of inner ring raceways are formed in a portion of the outer peripheral surface facing the outer ring raceways. The rotating flange is provided in the protruding portion from the first face spline and the first face spline is an uneven surface extending in the circumferential direction on the inner end surface in the axial direction. Rotate with.
Each of the rolling elements is provided between the outer ring raceways and the inner ring raceways so as to be capable of rolling plurally in both rows.
The constant velocity joint outer ring has a second face spline which is an uneven surface extending in the circumferential direction on the outer end surface in the axial direction, and the hub is formed by engaging the second face spline with the first face spline. The hub is coupled and fixed to the hub by a coupling member in a state in which the rotational force can be transmitted between the hub and the hub.
In particular, in the wheel drive bearing unit of the present invention, the first face spline is inclined in a direction toward the outer side in the axial direction toward the inner diameter side, and is a partial conical spline (tooth tip) concentric with the hub. The second face spline is inclined by the same angle in the same direction as the first face spline and is concentric with the outer ring for the constant velocity joint. It is a spline (a spline whose tooth tip surface and tooth bottom surface are partially conical and convex).

又、前記ハブが、外周面に回転側フランジを有するハブ本体と、外周面に軸方向内側の内輪軌道を有する内輪とを備えたもので、前記ハブ本体の軸方向内端寄り部分にこの内輪を締り嵌めで外嵌すると共に、前記ハブ本体の軸方向内端部に設けた円筒部を径方向外方に塑性変形させて形成したかしめ部により前記内輪の軸方向内端面を抑え付けている構造を対象として本発明を実施する場合には、例えば請求項２に記載した発明の様に、前記ハブ本体の軸方向内端面に、第一フェイススプラインを形成する。
この場合に、好ましくは、請求項３に記載した発明の様に、前記第一フェイススプラインの外径寸法を、軸方向内側の内輪軌道の最小径部の直径寸法よりも小さくする｛より好ましくは、前記内輪の軸方向内端面の内周縁部分に存在するＲ面取り部の最大径部（例えば、後述する図１のＰ部）の直径寸法よりも小さくする。更に好ましくは、前記ハブ本体の外周面のうち前記内輪を締り嵌めで外嵌した部分の直径寸法よりも小さくする｝。但し、前記かしめ部の外径寸法が、前記軸方向内側の内輪軌道の最小径部の直径寸法よりも小さい場合には、上述したより好ましい構成や、上述した更に好ましい構成を採用するのが良い。 The hub includes a hub body having a rotation-side flange on the outer peripheral surface and an inner ring having an inner ring raceway on the outer peripheral surface on the outer peripheral surface. And an inner end surface in the axial direction of the inner ring is suppressed by a caulking portion formed by plastically deforming a cylindrical portion provided in the inner end portion in the axial direction of the hub main body radially outward. When the present invention is implemented for a structure, a first face spline is formed on the inner end surface in the axial direction of the hub body, for example, as in the second aspect of the present invention.
In this case, preferably, as in the invention described in claim 3, the outer diameter of the first face spline is made smaller than the diameter of the smallest diameter portion of the inner ring race on the inner side in the axial direction. The diameter is made smaller than the diameter of the maximum diameter portion (for example, P portion of FIG. 1 described later) of the R chamfered portion present at the inner peripheral edge portion of the inner end surface in the axial direction of the inner ring. More preferably, the diameter of the outer peripheral surface of the hub main body is made smaller than the diameter of the portion where the inner ring is externally fitted by an interference fit}. However, when the outer diameter size of the caulking portion is smaller than the diameter size of the minimum diameter portion of the inner ring raceway on the inner side in the axial direction, it is preferable to adopt the more preferable configuration described above or the more preferable configuration described above. .

又、前記ハブが、外周面に回転側フランジを有するハブ本体と、外周面に軸方向内側の内輪軌道を有する内輪とを備えたもので、前記ハブ本体の軸方向内端寄り部分にこの内輪を締り嵌めで外嵌すると共に、等速ジョイント用外輪の軸方向外端面のうち第二フェイススプラインから外れた部分により前記内輪の軸方向内端面を抑え付けている構造を対象として本発明を実施する場合には、例えば請求項４に記載した発明の様に、前記ハブ本体の軸方向内端面に第一フェイススプラインを形成する。   The hub includes a hub body having a rotation-side flange on the outer peripheral surface and an inner ring having an inner ring raceway on the outer peripheral surface on the outer peripheral surface. The present invention is implemented for a structure in which the inner end surface in the axial direction of the inner ring is held down by the portion of the outer end surface in the axial direction of the outer ring for the constant velocity joint that is out of the second face spline. In this case, a first face spline is formed on the inner end surface in the axial direction of the hub body, for example, as in the invention described in claim 4.

又、本発明を実施する場合に、好ましくは、請求項５に記載した発明の様に、前記ハブを、外周面に回転側フランジ及び軸方向外側の内輪軌道を有する第一ハブ素子と、外周面に軸方向内側の内輪軌道を有する第二ハブ素子とを備え、これら両ハブ素子のうちの一方のハブ素子の一部に設けた筒部に他方のハブ素子を外嵌した状態で、これら両ハブ素子同士を結合固定すると共に、前記軸方向内側の内輪軌道の直径を前記軸方向外側の内輪軌道の直径よりも大きくしたものとする。そして、前記第二ハブ素子の軸方向内端面に第一フェイススプラインを形成する。   In carrying out the present invention, it is preferable that, as in the invention described in claim 5, the hub includes a first hub element having a rotation side flange and an axially outer ring on the outer peripheral surface, and an outer periphery. A second hub element having an inner ring raceway on the inner surface in the axial direction, and in a state where the other hub element is externally fitted to a cylindrical portion provided in a part of one of the hub elements. Both hub elements are connected and fixed, and the diameter of the inner ring raceway on the inner side in the axial direction is made larger than the diameter of the inner ring raceway on the outer side in the axial direction. A first face spline is formed on the inner end surface in the axial direction of the second hub element.

上述の様に構成する本発明の車輪駆動用軸受ユニットの場合も、前述した従来構造の場合と同様、第一、第二両フェイススプラインは、互いの中心軸を（ハブの中心軸と等速ジョイント用外輪の中心軸とを）或る程度一致させた状態にしなければ、噛み合わせる事ができない。但し、本発明の場合には、第一フェイススプラインの歯先面が部分円すい状凹面になっており、第二フェイススプラインの歯先面が部分円すい状凸面になっている。この為、第一フェイススプラインの内側に第二フェイススプラインを差し込めば、一方の歯先面が他方の歯先面に案内されて、互いの中心軸が自然と一致した状態になる。従って、第一、第二両フェイススプライン同士を噛み合わせる作業を容易に行える。更に、本発明の場合には、第一、第二両フェイススプラインが、互いに同方向に同角度だけ傾斜した部分円すい状のスプラインになっている。この為、これら第一、第二両フェイススプライン同士を単に噛み合わせるだけで、ハブの中心軸と等速ジョイント用外輪の中心軸とが一致した状態になり、この一致した状態が保持される。この為、これらハブと等速ジョイント用外輪とが、互いの中心軸が不一致のまま結合部材によって結合固定される事を防止できる。   Also in the case of the wheel drive bearing unit of the present invention configured as described above, the first and second face splines have the same center axis (with the same speed as the center axis of the hub) as in the case of the conventional structure described above. The meshing cannot be achieved unless the central axis of the outer ring for joints is made to coincide to some extent. However, in the case of the present invention, the tooth tip surface of the first face spline is a partial conical concave surface, and the tooth tip surface of the second face spline is a partial conical convex surface. For this reason, if a 2nd face spline is inserted inside a 1st face spline, one tooth tip surface will be guided to the other tooth tip surface, and it will be in the state which the mutual center axis corresponded naturally. Therefore, it is possible to easily engage the first and second face splines. Further, in the case of the present invention, the first and second face splines are partially conical splines that are inclined in the same direction by the same angle. For this reason, by simply meshing the first and second face splines, the center axis of the hub and the center axis of the outer ring for constant velocity joint are matched, and this matched state is maintained. For this reason, it is possible to prevent the hub and the constant velocity joint outer ring from being coupled and fixed by the coupling member while their center axes are not coincident.

又、請求項３に記載した発明の構成を採用すれば、かしめ部の軸方向内端面のうち、少なくとも軸方向内側の内輪軌道の最小径部よりも外径側の部分｛前述した、より好ましい構成を採用する場合には、少なくとも内輪の軸方向内端面の内周縁部分に存在するＲ面取り部の最大径部（例えば、後述する図１のＰ部）よりも外径側の部分。前述した、更に好ましい構成を採用する場合には、少なくともハブ本体の外周面のうち内輪を締り嵌めで外嵌した部分よりも外径側の部分｝に、第一フェイススプラインが形成されていない。この為、その分だけ、この第一フェイススプラインの存在によってかしめ部の強度及び剛性が低下する事を抑制できる。従って、このかしめ部の強度及び剛性を確保する為に、このかしめ部の肉厚を大きくする量を抑制できる。この結果、このかしめ部を形成する為の装置の大型化を抑制でき、延いては製造コストが上昇する事を抑制できる。   Further, if the configuration of the invention described in claim 3 is adopted, at least the portion on the outer diameter side with respect to the smallest diameter portion of the inner ring raceway on the inner side in the axial direction among the axially inner end surfaces of the caulking portion {more preferable as described above. In the case of adopting the configuration, at least a portion on the outer diameter side of the maximum diameter portion (for example, a P portion in FIG. 1 described later) of the R chamfered portion existing in the inner peripheral edge portion of the inner end surface in the axial direction of the inner ring. In the case of adopting the more preferable configuration described above, the first face spline is not formed at least on the outer peripheral surface of the hub main body on the outer diameter side of the portion where the inner ring is externally fitted by interference fitting. For this reason, it can suppress that the intensity | strength and rigidity of a caulking part fall by the presence of this 1st face spline. Therefore, in order to ensure the strength and rigidity of the caulking portion, the amount of increase in the thickness of the caulking portion can be suppressed. As a result, it is possible to suppress an increase in the size of the apparatus for forming the caulking portion, and it is possible to suppress an increase in manufacturing cost.

又、請求項５に記載した発明の構成を採用すれば、軸方向内側の内輪軌道の直径を軸方向外側の内輪軌道の直径よりも大きくした分だけ、第二ハブ素子の軸方向内端面の平均直径｛＝（外径＋内径）／２｝を大きくできる。この為、この第二ハブ素子の軸方向内端面に形成する第一フェイススプラインの平均直径、及び、この第一フェイススプラインと係合する第二フェイススプラインの平均直径を大きくできる。一方、これら両フェイススプラインの平均直径が大きくなると、その分だけ、回転力の伝達時に於ける、これら両フェイススプラインを構成する各歯に作用する周方向の力が軽減される。従って、上述の様に両フェイススプラインの平均直径を大きくできる分だけ、これら両フェイススプラインの耐久性を確保しつつ、これら両フェイススプラインの歯幅を狭くする事ができる。この結果、これら両フェイススプラインを形成する為の加工を容易に行える。又、上述の様に両フェイススプラインの平均直径を大きくできる分だけ、これら両フェイススプライン同士を係合させた状態での、前記第二ハブ素子の内径側に対する、前記等速ジョイント用外輪の外端部の軸方向挿入量を大きくできる。従って、その分だけ、車輪駆動用軸受ユニットの軸方向寸法を小さくできる。   Further, if the configuration of the invention described in claim 5 is adopted, the axially inner end surface of the second hub element is made larger by the diameter of the inner ring raceway on the inner side in the axial direction than the diameter of the inner ring raceway on the outer side in the axial direction. The average diameter {= (outer diameter + inner diameter) / 2} can be increased. For this reason, the average diameter of the first face spline formed on the inner end surface in the axial direction of the second hub element and the average diameter of the second face spline engaged with the first face spline can be increased. On the other hand, when the average diameter of both the face splines is increased, the circumferential force acting on each tooth constituting the both face splines during the transmission of the rotational force is reduced accordingly. Therefore, the tooth width of both face splines can be narrowed while ensuring the durability of both face splines, as much as the average diameter of both face splines can be increased as described above. As a result, the processing for forming these both face splines can be easily performed. Further, as described above, the outer diameter of the outer ring for the constant velocity joint with respect to the inner diameter side of the second hub element in a state where both the face splines are engaged with each other by an amount that can increase the average diameter of the both face splines. The amount of axial insertion at the end can be increased. Therefore, the axial dimension of the wheel drive bearing unit can be reduced by that amount.

又、請求項５に記載した発明の場合には、前記第一フェイススプラインを形成する部位である、前記第二ハブ素子の軸方向内端部に、かしめ部が存在しない。この為、前記第一フェイススプラインを形成した状態での、前記かしめ部の耐久性を確保すると言った考慮が不要になる分、設計の自由度を向上させる事ができる。又、かしめ部を形成していない部分の形状精度は、かしめ部を形成した部分の形状精度に比べて良好にできる為、前記第一フェイススプラインの加工精度を良好にし易い。更には、前記第一、第二両ハブ素子と外輪と複数個の転動体とを組み合わせて軸受ユニットを構成する前の状態、即ち、前記第二ハブ素子単体の状態で、この第二ハブ素子の軸方向内端面に前記第一フェイススプラインを形成する事ができる。この為、この第一フェイススプラインを形成する際の加工力によって前記軸受ユニットの一部が損傷したり、或いは、この第一フェイススプラインの形成に伴って生じた切粉が前記軸受ユニットの内部空間に侵入したりする事を回避できる。   Further, in the case of the invention described in claim 5, there is no caulking portion at the axially inner end portion of the second hub element, which is a portion forming the first face spline. For this reason, the degree of freedom in design can be improved by eliminating the need for consideration to ensure the durability of the caulking portion in the state where the first face spline is formed. Further, since the shape accuracy of the portion where the caulking portion is not formed can be made better than the shape accuracy of the portion where the caulking portion is formed, it is easy to improve the processing accuracy of the first face spline. Further, in the state before the bearing unit is configured by combining the first and second hub elements, the outer ring, and a plurality of rolling elements, that is, in the state of the second hub element alone, the second hub element. The first face spline can be formed on the inner end surface in the axial direction. For this reason, a part of the bearing unit is damaged by the processing force when forming the first face spline, or the chips generated with the formation of the first face spline are generated in the internal space of the bearing unit. Can be avoided.

本発明の実施の形態の第１例を示す、図６のＡ部に相当する部分の拡大図。The enlarged view of the part corresponded to the A section of FIG. 6 which shows the 1st example of embodiment of this invention. 同第２例を示す、図１と同様の図。The figure similar to FIG. 1 which shows the 2nd example. 同第３例を示す、図１と同様の図。The figure similar to FIG. 1 which shows the 3rd example. 同第４例を示す、図１と同様の図。The figure similar to FIG. 1 which shows the 4th example. 同第５例を、軸方向内端部を省略した状態で示す、半部断面図。Sectional drawing with a half part which shows the said 5th example in the state which abbreviate | omitted the axial direction inner end part. 従来構造の１例を示す断面図。Sectional drawing which shows an example of a conventional structure.

［実施の形態の第１例］
図１は、請求項１〜３に対応する、本発明の実施の形態の第１例を示している。尚、本例の特徴は、完成状態で互いに噛み合わされる、第一、第二両フェイススプライン２１ａ、２６ａの構造にある。その他の部分の構造及び作用は、前述の図６に示した従来構造の場合とほぼ同様である為、重複する図示並びに説明は省略若しくは簡略にし、以下、本例の特徴部分を中心に説明する。 [First example of embodiment]
FIG. 1 shows a first example of an embodiment of the present invention corresponding to claims 1 to 3. The feature of this example is the structure of both the first and second face splines 21a and 26a that are meshed with each other in the completed state. Since the structure and operation of the other parts are almost the same as those of the conventional structure shown in FIG. 6, the overlapping illustrations and explanations are omitted or simplified, and the following description will focus on the features of this example. .

本例の場合、ハブ本体８ａの軸方向内端面に形成した第一フェイススプライン２１ａは、内径側に向かう程軸方向外側に向かう方向に傾斜した、前記ハブ本体８ａと同心の部分円すい状のスプライン（歯先面及び歯底面が部分円すい凹面状のスプライン）としている。これと共に、この第一フェイススプライン２１ａの外径寸法ｄ21aを、前記ハブ本体８ａの小径段部１２（内輪９を締り嵌めで外嵌した部分）の外径寸法Ｄ12よりも少しだけ小さく（ｄ21a＜Ｄ12）している。一方、等速ジョイント用外輪２ａを構成する端壁部２３ａの軸方向外端面のうち、前記第一フェイススプライン２１ａと軸方向に対向する部分に形成した第二フェイススプライン２６ａは、前記第一フェイススプライン２１ａと同方向に同角度だけ傾斜した部分円すい状のスプライン（歯先面及び歯底面が部分円すい凸面状のスプライン）としている。 In the case of this example, the first face spline 21a formed on the inner end surface in the axial direction of the hub main body 8a is inclined in a direction toward the outer side in the axial direction toward the inner diameter side, and is a partial conical spline concentric with the hub main body 8a. (The tooth tip surface and the tooth bottom surface are partially conical concave splines). Simultaneously, the outer diameter d 21a of the first face splines 21a, smaller slightly than the outer diameter D 12 of the hub body 8a cylindrical portion 12 of the (fitted portion with the inner ring 9 interference fit) ( d 21a <D 12 ). On the other hand, the second face spline 26a formed in a portion facing the first face spline 21a in the axial direction of the end wall portion 23a constituting the constant velocity joint outer ring 2a is the first face. The spline 21a is a partially conical spline inclined at the same angle in the same direction (a spline having a partially conical convex surface at the tooth tip surface and the tooth bottom surface).

上述の様に構成する本例の車輪駆動用軸受ユニットの場合も、前述した従来構造の場合と同様、第一、第二両フェイススプライン２１ａ、２６ａは、互いの中心軸を（ハブ本体８ａの中心軸と等速ジョイント用外輪２ａの中心軸とを）或る程度一致させた状態にしなければ、噛み合わせる事ができない。但し、本例の場合には、前記第一フェイススプライン２１ａの歯先面が部分円すい状凹面になっており、前記第二フェイススプライン２６ａの歯先面が部分円すい状凸面になっている。この為、前記第一フェイススプライン２１ａの内側に前記第二フェイススプライン２６ａを差し込めば、一方の歯先面が他方の歯先面に案内されて、互いの中心軸が自然と一致した状態になる。従って、前記第一、第二両フェイススプライン２１ａ、２６ａ同士を噛み合わせる作業を容易に行える。更に、本例の場合には、前記第一、第二両フェイススプライン２１ａ、２６ａが、互いに同方向に同角度だけ傾斜した部分円すい状のスプラインになっている。この為、これら第一、第二両フェイススプライン２１ａ、２６ａ同士を単に噛み合わせるだけで、前記ハブ本体８ａの中心軸と前記等速ジョイント用外輪２ａの中心軸とが一致した状態になり、この一致した状態が保持される。この為、これらハブ本体８ａと等速ジョイント用外輪２ａとが、互いの中心軸が不一致のままボルト１５（図６参照）によって結合固定される事を防止できる。   Also in the case of the wheel drive bearing unit of this example configured as described above, the first and second face splines 21a and 26a have their center axes (of the hub body 8a) as in the case of the conventional structure described above. If the central axis and the central axis of the constant velocity joint outer ring 2a are not matched to a certain extent, they cannot be meshed. However, in this example, the tooth tip surface of the first face spline 21a is a partially conical concave surface, and the tooth tip surface of the second face spline 26a is a partial conical convex surface. For this reason, if the second face spline 26a is inserted inside the first face spline 21a, one tooth tip surface is guided by the other tooth tip surface, and the center axes of the two teeth spline naturally coincide with each other. . Accordingly, the first and second face splines 21a and 26a can be easily engaged with each other. Further, in the case of this example, the first and second face splines 21a, 26a are partially conical splines inclined at the same angle in the same direction. For this reason, by simply meshing the first and second face splines 21a, 26a, the central axis of the hub body 8a and the central axis of the constant velocity joint outer ring 2a are in agreement with each other. The matched state is maintained. For this reason, it is possible to prevent the hub main body 8a and the constant velocity joint outer ring 2a from being coupled and fixed by the bolt 15 (see FIG. 6) with the center axes of the hub body 8a being inconsistent.

又、本例の場合には、前記ハブ本体８ａの軸方向内端部に形成したかしめ部２０（内輪９の軸方向内端面を抑え付ける部位）に、前記第一フェイススプライン２１ａが形成されていない。この為、この第一フェイススプライン２１ａの存在によって前記かしめ部２０の強度及び剛性が低下する事は殆どない。従って、このかしめ部２０の強度及び剛性を確保する為に、このかしめ部２０の肉厚を大きくする必要は殆どない。この結果、このかしめ部２０を形成する為の装置が大型化して製造コストが上昇すると言った不具合が生じる事を回避できる。又、前記かしめ部２０の強度及び剛性を十分に確保できる為、各転動体５、５（図６参照）に付与した予圧が不安定になる事を防止できる。   Further, in the case of this example, the first face spline 21a is formed at the caulking portion 20 (the portion that holds down the inner end surface in the axial direction of the inner ring 9) formed at the inner end portion in the axial direction of the hub body 8a. Absent. For this reason, the strength and rigidity of the caulking portion 20 are hardly lowered by the presence of the first face spline 21a. Therefore, in order to ensure the strength and rigidity of the caulking portion 20, there is almost no need to increase the thickness of the caulking portion 20. As a result, it is possible to avoid the occurrence of a problem that the apparatus for forming the caulking portion 20 is enlarged and the manufacturing cost is increased. Further, since the strength and rigidity of the caulking portion 20 can be sufficiently secured, it is possible to prevent the preload applied to the rolling elements 5 and 5 (see FIG. 6) from becoming unstable.

又、本例の場合には、前記第一フェイススプライン２１ａと前記内輪９とが、軸方向に関して重畳配置されていない（ｄ21a＜Ｄ12）。この為、回転力の伝達時に前記第一フェイススプライン２１ａの歯面に加わる力の影響を、前記内輪９に伝わりにくくする事ができる。この結果、転がり軸受部の予圧が不安定になる事を抑制できる。尚、この様な効果をより大きく得る為には、前記第一フェイススプライン２１ａと前記内輪９とを、径方向に関して重畳配置させない（この第一フェイススプライン２１ａをこの内輪９の軸方向内端面よりも軸方向内方に配置する）構成を採用する事が好ましい。又、この様な構成を採用し易くする為に、前記ハブ本体８ａの中心軸に対する前記第一フェイススプライン２１ａの傾斜角度は、４５度以上にするのが好ましい。 In the case of this example, the first face spline 21a and the inner ring 9 are not arranged so as to overlap in the axial direction (d 21a <D 12 ). For this reason, the influence of the force applied to the tooth surface of the first face spline 21a when the rotational force is transmitted can be made difficult to be transmitted to the inner ring 9. As a result, it is possible to suppress the preload of the rolling bearing portion from becoming unstable. In order to obtain such an effect, the first face spline 21a and the inner ring 9 are not overlapped with each other in the radial direction (the first face spline 21a is formed from the inner end surface in the axial direction of the inner ring 9). Also, it is preferable to adopt a configuration in which they are also arranged inward in the axial direction. In order to facilitate the adoption of such a configuration, the inclination angle of the first face spline 21a with respect to the central axis of the hub body 8a is preferably 45 degrees or more.

［実施の形態の第２例］
図２は、請求項１〜３に対応する、本発明の実施の形態の第２例を示している。本例の場合には、等速ジョイント用外輪２ｂの外周面の軸方向外端寄り部分で、第二フェイススプライン２６ａよりも外径側の部分に、嵌合用円筒面部２９を形成している。そして、この嵌合用円筒面部２９にシールリング３０を外嵌固定すると共に、このシールリング３０を構成する弾性材３１の先端縁を、ハブ本体２ａの軸方向内端部に形成したかしめ部２０の内端面に全周に亙り弾性接触させている。これにより、第一、第二両フェイススプライン２１ａ、２６ａ同士の噛み合い部（スプライン係合部）と外部空間との間を密閉して、外部空間に存在する異物（塵芥、雨水等）が前記噛み合い部に入り込む事や、この噛み合い部に塗布した潤滑剤が外部空間に漏洩する事を防止している。この結果、この噛み合い部で摩耗が促進する事や、異音が発生する事を防止できる。その他の構成及び作用は、上述した第１例の場合と同様である。 [Second Example of Embodiment]
FIG. 2 shows a second example of an embodiment of the present invention corresponding to claims 1 to 3. In the case of this example, a fitting cylindrical surface portion 29 is formed in a portion closer to the outer end in the axial direction of the outer peripheral surface of the outer ring 2b for the constant velocity joint at a portion closer to the outer diameter side than the second face spline 26a. Then, the seal ring 30 is externally fitted and fixed to the fitting cylindrical surface portion 29, and the tip edge of the elastic material 31 constituting the seal ring 30 is formed on the inner end portion in the axial direction of the hub body 2a. The inner end surface is in elastic contact over the entire circumference. As a result, the space between the meshing portion (spline engaging portion) between the first and second face splines 21a and 26a and the external space is sealed, and foreign matter (dust, rainwater, etc.) existing in the external space is meshed. This prevents the lubricant from entering the part and the lubricant applied to the meshing part from leaking to the external space. As a result, it is possible to prevent the wear from being promoted and noise from being generated at the meshing portion. Other configurations and operations are the same as those of the first example described above.

［実施の形態の第３例］
図３は、請求項１、４に対応する、本発明の実施の形態の第３例を示している。本例の場合、ハブ本体８ｂの軸方向内端部には、かしめ部を設けておらず、このハブ本体８ｂの小径段部１２に締り嵌めで外嵌した内輪９の軸方向内端面を、このハブ本体８ｂの軸方向内端面よりも軸方向内方に突出させている。そして、この内輪９の軸方向内端面を、等速ジョイント用外輪２ｃの軸方向外端面の外周縁部分により（直接若しくは図示しない間座を介在させた状態で）抑え付けている。又、第一フェイススプライン２１ａは、前記ハブ８ｂの軸方向内端面に形成している。その他の構成及び作用は、前述の図１に示した第１例の場合と同様である。 [Third example of embodiment]
FIG. 3 shows a third example of an embodiment of the present invention corresponding to claims 1 and 4. In the case of this example, the axially inner end portion of the hub main body 8b is not provided with a caulking portion, and the axially inner end surface of the inner ring 9 that is externally fitted to the small-diameter step portion 12 of the hub main body 8b by an interference fit, The hub body 8b protrudes inward in the axial direction from the inner end surface in the axial direction. The inner end surface of the inner ring 9 in the axial direction is suppressed by the outer peripheral edge portion of the outer end surface of the constant velocity joint outer ring 2c in the axial direction (directly or with a spacer not shown) interposed therebetween. The first face spline 21a is formed on the inner end face in the axial direction of the hub 8b. Other configurations and operations are the same as those of the first example shown in FIG.

［実施の形態の第４例］
図４は、本発明の実施の形態の第４例を示している。本例の場合には、内輪９の軸方向内端面と、等速ジョイント用外輪２ｄの軸方向外端面の外周縁部分との間に、円輪状の間座３２を介在させている。又、本例の場合、前記等速ジョイント用外輪２ｄの軸方向外端部に設けた軸部２４ａの外周面を、軸方向外端側に向かう程直径が小さくなる方向に傾斜したテーパ面とし、且つ、この外周面の軸方向内端縁の直径寸法ｄ24aを、第二フェイススプライン２６ａの内径寸法Ｄ26aよりも小さく（ｄ24a＜Ｄ26a）している。これにより、前記軸部２４ａの外径側に、前記第二フェイススプライン２６ａを加工する際の逃げスペースを広く作って、この加工の容易化を図っている。又、本例の場合には、前記等速ジョイント用外輪２ｄの内部空間側にも軸部２４ｂを形成する事により、この軸部２４ｂの軸方向寸法分だけ、ねじ孔２５ａの軸方向寸法を大きくしている。これにより、ボルト１５（図６参照）による結合力を高めて、回転力の伝達を更に安定して行える様にしている。その他の構成及び作用は、上述した第３例の場合と同様である。 [Fourth Example of Embodiment]
FIG. 4 shows a fourth example of the embodiment of the present invention. In the case of this example, an annular spacer 32 is interposed between the inner end surface of the inner ring 9 in the axial direction and the outer peripheral edge portion of the outer end surface of the constant velocity joint outer ring 2d in the axial direction. In the case of this example, the outer peripheral surface of the shaft portion 24a provided at the axially outer end portion of the constant velocity joint outer ring 2d is a tapered surface inclined in a direction in which the diameter decreases toward the axially outer end side. In addition, the diameter dimension d 24a of the inner peripheral edge in the axial direction of the outer peripheral surface is made smaller than the inner diameter dimension D 26a of the second face spline 26a (d 24a <D 26a ). Thereby, a clearance space for machining the second face spline 26a is made wide on the outer diameter side of the shaft portion 24a to facilitate the machining. In the case of this example, by forming the shaft portion 24b also on the inner space side of the constant velocity joint outer ring 2d, the axial dimension of the screw hole 25a can be increased by the axial dimension of the shaft portion 24b. It is getting bigger. As a result, the coupling force by the bolt 15 (see FIG. 6) is increased so that the rotational force can be transmitted more stably. Other configurations and operations are the same as those of the third example described above.

［実施の形態の第５例］
図５は、本発明の実施の形態の第５例を示している。本例の場合、ハブ４ａは、外周面に回転側フランジ１０及び軸方向外側の内輪軌道１１ａを有する第一ハブ素子３３と、外周面に軸方向内側の内輪軌道１１ｃを有する第二ハブ素子３４とを、互いに結合固定して成る。この為に具体的には、前記第二ハブ素子３４の外半部を構成する円筒部３５に、前記第一ハブ素子３３を外嵌する事により、この第一ハブ素子３３の内周面に設けた雌セレーション３６を、前記円筒部３５の外周面に設けた雄セレーション３７に係合させた状態で、この円筒部３５の外端部のうち前記第一ハブ素子３３の内径側から軸方向に突出した部分を径方向外方に塑性変形させる事で、かしめ部３８を形成している。そして、このかしめ部３８と、前記円筒部３５の基端部に設けた段差面３９とにより、前記第一ハブ素子３３を軸方向両側から挟持している。又、本例の場合には、軸方向内側の内輪軌道１１ｃの直径を、軸方向外側の内輪軌道１１ａの直径よりも大きくすると共に、軸方向内側の外輪軌道７ｃの直径を、軸方向外側の外輪軌道７ａの直径よりも大きくする事により、軸方向内側の内輪軌道１１ｃと外輪軌道７ｃとの間に設けた各転動体５ａのピッチ円直径Ｄinを、軸方向外側の内輪軌道１１ａと外輪軌道７ａとの間に設けた各転動体５ｂのピッチ円直径Ｄoutよりも大きく（Ｄin＞Ｄout）している。又、第一フェイススプライン２１ｂは、前記第二ハブ素子３４の軸方向内端面に形成している。 [Fifth Example of Embodiment]
FIG. 5 shows a fifth example of the embodiment of the present invention. In the case of this example, the hub 4a has a first hub element 33 having a rotation-side flange 10 and an axially outer inner ring raceway 11a on the outer peripheral surface, and a second hub element 34 having an inner ring raceway 11c axially inner on the outer peripheral surface. Are coupled and fixed to each other. For this purpose, specifically, by fitting the first hub element 33 to the cylindrical portion 35 constituting the outer half of the second hub element 34, the inner surface of the first hub element 33 is formed. In a state where the provided female serration 36 is engaged with the male serration 37 provided on the outer peripheral surface of the cylindrical portion 35, the axial direction from the inner diameter side of the first hub element 33 in the outer end portion of the cylindrical portion 35. The caulking portion 38 is formed by plastically deforming the protruding portion radially outward. The first hub element 33 is sandwiched from both sides in the axial direction by the caulking portion 38 and the stepped surface 39 provided at the proximal end portion of the cylindrical portion 35. In the case of this example, the diameter of the inner ring raceway 11c on the inner side in the axial direction is made larger than the diameter of the inner ring raceway 11a on the outer side in the axial direction, and the diameter of the outer ring raceway 7c on the inner side in the axial direction is made larger. By making it larger than the diameter of the outer ring raceway 7a, the pitch circle diameter Din of each rolling element 5a provided between the inner ring raceway 11c on the inner side in the axial direction and the outer ring raceway 7c is set to the inner ring raceway 11a and the outer ring on the outer side in the axial direction. greater than the pitch circle diameter D out of the rolling elements 5b provided between the track 7a is (D in> D out). The first face spline 21b is formed on the inner end face in the axial direction of the second hub element 34.

上述の様に構成する本例の車輪駆動用軸受ユニットの場合には、前記軸方向内側の内輪軌道１１ｃの直径を、前記軸方向外側の内輪軌道１１ａの直径よりも大きくした分だけ、前記第二ハブ素子３４の軸方向内端面の平均直径｛＝（外径＋内径）／２｝を大きくできる。この為、この第二ハブ素子３４の軸方向内端面に形成する前記第一フェイススプライン２１ｂの平均直径、及び、この第一フェイススプライン２１ｂと係合する第二フェイススプライン２６ｂの平均直径を大きくできる。一方、これら両フェイススプライン２１ｂ、２６ｂの平均直径が大きくなると、その分だけ、回転力の伝達時に於ける、これら両フェイススプライン２１ｂ、２６ｂを構成する各歯に作用する周方向の力が軽減される（当接部の面圧を低くできる）。従って、上述の様に両フェイススプライン２１ｂ、２６ｂの平均直径を大きくできる分だけ、これら両フェイススプライン２１ｂ、２６ｂの耐久性を確保しつつ、これら両フェイススプライン２１ｂ、２６ｂの歯幅を狭くする事ができる。この結果、これら両フェイススプライン２１ｂ、２６ｂを形成する為の加工を容易に行える。又、上述の様に両フェイススプライン２１ｂ、２６ｂの平均直径を大きくできる分だけ、これら両フェイススプライン２１ｂ、２６ｂ同士を係合させた状態での、前記第二ハブ素子３４の内径側に対する、等速ジョイント用外輪２ｅの外端部の軸方向挿入量を大きくできる。従って、その分だけ、車輪駆動用軸受ユニットの軸方向寸法を小さくできる。   In the case of the wheel drive bearing unit of this example configured as described above, the diameter of the inner ring raceway 11c on the inner side in the axial direction is made larger than the diameter of the inner ring raceway 11a on the outer side in the axial direction. The average diameter {= (outer diameter + inner diameter) / 2} of the inner end face in the axial direction of the two hub elements 34 can be increased. For this reason, the average diameter of the first face spline 21b formed on the inner end surface in the axial direction of the second hub element 34 and the average diameter of the second face spline 26b engaged with the first face spline 21b can be increased. . On the other hand, when the average diameter of both the face splines 21b and 26b is increased, the circumferential force acting on each tooth constituting the both face splines 21b and 26b during the transmission of the rotational force is reduced accordingly. (The contact surface pressure can be reduced). Therefore, the tooth spurs of both the face splines 21b and 26b are made narrow while ensuring the durability of the both face splines 21b and 26b by the amount that the average diameter of both the face splines 21b and 26b can be increased as described above. Can do. As a result, the processing for forming these both face splines 21b and 26b can be easily performed. Further, as described above, the two hub splines 21b and 26b are engaged with each other by an amount that can increase the average diameter of both the face splines 21b and 26b. The insertion amount in the axial direction of the outer end portion of the outer ring 2e for the speed joint can be increased. Therefore, the axial dimension of the wheel drive bearing unit can be reduced by that amount.

又、本例の場合には、前記第一フェイススプライン２１ｂを形成する部位である、前記第二ハブ素子３４の軸方向内端部に、かしめ部が存在しない。この為、前記第一フェイススプライン２１ｂを形成した状態での、前記かしめ部の耐久性を確保すると言った考慮が不要になる分、設計の自由度を向上させる事ができる。又、かしめ部を形成していない部分の形状精度は、かしめ部を形成した部分の形状精度に比べて良好にできる為、前記第一フェイススプライン２１ｂの加工精度を良好にし易い。更には、前記第一、第二両ハブ素子３３、３４と外輪３ａと前記各転動体５、５とを組み合わせて軸受ユニットを構成する前の状態、即ち、前記第二ハブ素子３４単体の状態で、この第二ハブ素子３４の軸方向内端面に前記第一フェイススプライン２１ｂを形成する事ができる。この為、この第一フェイススプライン２１ｂを形成する際の加工力によって前記軸受ユニットの一部が損傷したり、或いは、この第一フェイススプライン２１ｂの形成に伴って生じた切粉が前記軸受ユニットの内部空間に侵入したりする事を回避できる。   In the case of this example, there is no caulking portion at the inner end portion in the axial direction of the second hub element 34, which is a portion forming the first face spline 21b. For this reason, the degree of freedom in design can be improved by eliminating the need for consideration to ensure the durability of the caulking portion in the state where the first face spline 21b is formed. Further, since the shape accuracy of the portion where the caulking portion is not formed can be made better than the shape accuracy of the portion where the caulking portion is formed, it is easy to improve the processing accuracy of the first face spline 21b. Furthermore, the state before the first and second hub elements 33 and 34, the outer ring 3a, and the rolling elements 5 and 5 are combined to form a bearing unit, that is, the state of the second hub element 34 alone. Thus, the first face spline 21b can be formed on the axially inner end face of the second hub element 34. For this reason, a part of the bearing unit is damaged by the processing force when the first face spline 21b is formed, or chips generated due to the formation of the first face spline 21b are generated in the bearing unit. Intrusion into the internal space can be avoided.

尚、本例の構造を実施する場合には、前述した実施の形態の第２例の場合と同様、前記両フェイススプライン２１ｂ、２６ｂ同士の係合部と外部空間との間にシールリング３０（図２参照）を設置する事ができる。又、前記第一ハブ素子３３の軸方向外端開口周縁部は、前記かしめ部３８に代えて、ボルト１５の頭部１８により直接抑え付ける構成を採用する事もできる。更に、１対の転動体列同士で、転動体の直径、個数、種類（玉、円すいころ）を異ならせる事もできる。その他の構成及び作用は、前述した実施の形態の第１例の場合と同様である。   In the case of implementing the structure of this example, as in the case of the second example of the above-described embodiment, the seal ring 30 (between the engaging portion between the face splines 21b and 26b and the external space is provided. 2) can be installed. Further, it is possible to adopt a configuration in which the peripheral edge portion of the first hub element 33 in the axial direction outer end opening is directly suppressed by the head portion 18 of the bolt 15 instead of the caulking portion 38. Furthermore, the diameter, the number, and the type (ball, tapered roller) of the rolling elements can be made different between the pair of rolling element rows. Other configurations and operations are the same as those of the first example of the embodiment described above.

１ 車輪支持用軸受ユニット
２、２ａ〜２ｅ 等速ジョイント用外輪
３、３ａ 外輪
４、４ａ ハブ
５、５ａ、５ｂ 転動体
６ 静止側フランジ
７ａ、７ｂ、７ｃ 外輪軌道
８、８ａ、８ｂ ハブ本体
９ 内輪
１０ 回転側フランジ
１１ａ、１１ｂ、１１ｃ 内輪軌道
１２ 小径段部
１３ 中心孔
１４ 小径部
１５ ボルト
１６ 杆部
１７ 雄ねじ部
１８ 頭部
１９ 円筒部
２０ かしめ部
２１、２１ａ、２１ｂ 第一フェイススプライン
２２ マウス部
２３、２３ａ 端壁部
２４、２４ａ、２４ｂ 軸部
２５、２５ａ ねじ孔
２６、２６ａ、２６ｂ 第二フェイススプライン
２７ 等速ジョイント用内輪
２８ ボール
２９ 嵌合用円筒面部
３０ シールリング
３１ 弾性材
３２ 間座
３３ 第一ハブ素子
３４ 第二ハブ素子
３５ 円筒部
３６ 雌セレーション
３７ 雄セレーション
３８ かしめ部
３９ 段差面 DESCRIPTION OF SYMBOLS 1 Wheel support bearing unit 2, 2a-2e Constant velocity joint outer ring 3, 3a Outer ring 4, 4a Hub 5, 5a, 5b Rolling element 6 Stationary flange 7a, 7b, 7c Outer ring track 8, 8a, 8b Hub main body 9 Inner ring 10 Rotating flange 11a, 11b, 11c Inner ring raceway 12 Small diameter step portion 13 Center hole 14 Small diameter portion 15 Bolt 16 Hook portion 17 Male thread portion 18 Head portion 19 Cylindrical portion 20 Caulking portion 21, 21a, 21b First face spline 22 Mouse Part 23, 23a End wall part 24, 24a, 24b Shaft part 25, 25a Screw hole 26, 26a, 26b Second face spline 27 Inner ring for constant velocity joint 28 Ball 29 Cylindrical surface part for fitting 30 Seal ring 31 Elastic member 32 Spacer 33 1st hub element 34 2nd hub element 35 Cylindrical part 36 Female serration 37 Male Serration 38 Caulking part 39 Step surface

Claims (5)

車輪支持用軸受ユニットと、等速ジョイント用外輪とを備え、
このうちの車輪支持用軸受ユニットは、外輪と、ハブと、複数個の転動体とを備えたものであり、
このうちの外輪は、内周面に複列の外輪軌道を有し、使用時に懸架装置に支持固定された状態で回転しないものであり、
前記ハブは、前記外輪の内径側にこの外輪と同心に配置されて、外周面のうち前記両外輪軌道と対向する部分に複列の内輪軌道を、同じく前記外輪の軸方向外端開口から突出した部分に回転側フランジを、軸方向内端面に円周方向に亙る凹凸面である第一フェイススプラインを、それぞれ有し、使用時に前記回転側フランジに車輪を結合固定した状態でこの車輪と共に回転するものであり、
前記各転動体は、前記両外輪軌道と前記両内輪軌道との間に両列毎に複数個ずつ転動自在に設けられたものであり、
前記等速ジョイント用外輪は、軸方向外端面に円周方向に亙る凹凸面である第二フェイススプラインを有し、この第二フェイススプラインを前記第一フェイススプラインに噛み合せる事により前記ハブとの間での回転力の伝達を可能とした状態で、結合部材によりこのハブに結合固定している、
車輪駆動用軸受ユニットに於いて、
前記第一フェイススプラインは、内径側に向かう程軸方向外側に向かう方向に傾斜した、前記ハブと同心の部分円すい状のスプラインであり、前記第二フェイススプラインは、前記第一フェイススプラインと同方向に同角度だけ傾斜した、前記等速ジョイント用外輪と同心の部分円すい状のスプラインである事を特徴とする車輪駆動用軸受ユニット。 A wheel support bearing unit and a constant velocity joint outer ring,
Of these, the wheel support bearing unit includes an outer ring, a hub, and a plurality of rolling elements.
Of these, the outer ring has a double-row outer ring raceway on the inner peripheral surface, and does not rotate while being supported and fixed to the suspension device during use.
The hub is disposed concentrically with the outer ring on the inner diameter side of the outer ring, and a double row of inner ring raceways protrude from the outer end opening in the axial direction of the outer ring on a portion of the outer peripheral surface facing the outer ring raceways. Rotation side flange on the inner part and the first face spline, which is an uneven surface extending in the circumferential direction, on the inner end surface in the axial direction. Is what
Each of the rolling elements is provided between the outer ring raceways and the inner ring raceways so as to be capable of rolling plurally for each row,
The outer ring for the constant velocity joint has a second face spline that is a concavo-convex surface extending in the circumferential direction on the outer end surface in the axial direction, and the second face spline meshes with the first face spline to engage with the hub. In a state where transmission of rotational force between them is possible, it is coupled and fixed to this hub by a coupling member.
In the wheel drive bearing unit,
The first face spline is a partial conical spline concentric with the hub and inclined in a direction toward the axially outer side toward the inner diameter side, and the second face spline is in the same direction as the first face spline. A wheel drive bearing unit characterized by being a partial conical spline concentric with the outer ring for a constant velocity joint, which is inclined at the same angle. ハブは、外周面に回転側フランジを有するハブ本体と、外周面に軸方向内側の内輪軌道を有する内輪とを備えたもので、前記ハブ本体の軸方向内端寄り部分にこの内輪を締り嵌めで外嵌すると共に、前記ハブ本体の軸方向内端部に設けた円筒部を径方向外方に塑性変形させて形成したかしめ部により前記内輪の軸方向内端面を抑え付けており、前記ハブ本体の軸方向内端面に第一フェイススプラインを形成している、請求項１に記載した車輪駆動用軸受ユニット。   The hub includes a hub body having a rotation-side flange on the outer peripheral surface and an inner ring having an inner ring raceway on the outer peripheral surface on the outer peripheral surface. The inner ring is tightly fitted to a portion near the inner end in the axial direction of the hub main body. And an inner end surface in the axial direction of the inner ring is held down by a caulking portion formed by plastic deformation of a cylindrical portion provided at an inner end portion in the axial direction of the hub main body in a radially outward direction. The wheel drive bearing unit according to claim 1, wherein a first face spline is formed on an inner end surface in the axial direction of the main body. 第一フェイススプラインの外径寸法が、軸方向内側の内輪軌道の最小径部の直径寸法よりも小さい、請求項２に記載した車輪駆動用軸受ユニット。   The wheel drive bearing unit according to claim 2, wherein an outer diameter dimension of the first face spline is smaller than a diameter dimension of a minimum diameter portion of the inner ring race on the inner side in the axial direction. ハブは、外周面に回転側フランジを有するハブ本体と、外周面に軸方向内側の内輪軌道を有する内輪とを備えたもので、前記ハブ本体の軸方向内端寄り部分にこの内輪を締り嵌めで外嵌すると共に、等速ジョイント用外輪の軸方向外端面のうち第二フェイススプラインから外れた部分により前記内輪の軸方向内端面を抑え付けており、前記ハブ本体の軸方向内端面に第一フェイススプラインを形成している、請求項１に記載した車輪駆動用軸受ユニット。   The hub includes a hub body having a rotation-side flange on the outer peripheral surface and an inner ring having an inner ring raceway on the outer peripheral surface on the outer peripheral surface. The inner ring is tightly fitted to a portion near the inner end in the axial direction of the hub main body. And the inner end surface in the axial direction of the inner ring is held down by the portion outside the second face spline of the outer end surface in the axial direction of the outer ring for the constant velocity joint. The wheel drive bearing unit according to claim 1, wherein a single face spline is formed. ハブは、外周面に回転側フランジ及び軸方向外側の内輪軌道を有する第一ハブ素子と、外周面に軸方向内側の内輪軌道を有する第二ハブ素子とを備え、これら両ハブ素子のうちの一方のハブ素子の一部に設けた筒部に他方のハブ素子を外嵌した状態で、これら両ハブ素子同士を結合固定すると共に、前記軸方向内側の内輪軌道の直径を前記軸方向外側の内輪軌道の直径よりも大きくしており、前記第二ハブ素子の軸方向内端面に第一フェイススプラインを形成している、請求項１に記載した車輪駆動用軸受ユニット。   The hub includes a first hub element having a rotation side flange and an axially outer inner ring raceway on an outer peripheral surface, and a second hub element having an axially inner ring raceway on an outer peripheral surface. In a state where the other hub element is externally fitted to a cylindrical portion provided on a part of one hub element, both the hub elements are coupled and fixed, and the diameter of the inner ring raceway on the inner side in the axial direction is set to the outer side in the axial direction. 2. The wheel drive bearing unit according to claim 1, wherein the wheel drive bearing unit is larger than a diameter of the inner ring raceway, and a first face spline is formed on an axially inner end face of the second hub element. 3.
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