JP2014088923A - Wheel supporting bearing unit - Google Patents

Wheel supporting bearing unit Download PDF

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JP2014088923A
JP2014088923A JP2012239734A JP2012239734A JP2014088923A JP 2014088923 A JP2014088923 A JP 2014088923A JP 2012239734 A JP2012239734 A JP 2012239734A JP 2012239734 A JP2012239734 A JP 2012239734A JP 2014088923 A JP2014088923 A JP 2014088923A
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wheel
vehicle body
body side
stationary
ring
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Japanese (ja)
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Shigeto Otake
成人 大竹
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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
    • 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
    • F16C33/585—Details of specific parts of races of raceways, e.g. ribs to guide the rollers
    • 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
    • F16C33/64—Special methods of manufacture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F16C19/186—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement with three raceways provided integrally on parts other than race rings, e.g. third generation hubs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Rolling Contact Bearings (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a wheel supporting bearing unit which reduces its weight while maintaining high rigidity, and which can keep the circularity of stationary ring raceway surfaces constant.SOLUTION: After the machining of raceway surfaces S1 and S2 is finished, a vehicle body side correction ring 23 is pressed and fixed into the near-vehicle-body-side outer peripheral face of a wheel side cylinder part P1 and a wheel side correction ring 20 is also pressed and fixed into the near-wheel-side outer peripheral face of the wheel side cylinder part P1. The correction rings 20 and 23 are different in rigidity with respect to the peripheral direction (thin parts 21 and 24 have lower rigidity), and so the wheel side raceway surface S1 located on the inner diameter side of the wheel side correction ring 20 is deformed into an elliptical shape with its diameter longer in a first direction D1 and the vehicle body side raceway surface S2 located on the inner diameter side of the vehicle body side correction ring 23 is deformed into an elliptical shape with its diameter longer in a second direction D2.

Description

本発明は、例えば自動車の車輪側構成品（例えば、ディスクホイール）を車体側構成品（例えば、懸架装置（ナックル））に対して回転自在に支持するための車輪支持用軸受ユニットに関する。   The present invention relates to a wheel support bearing unit for rotatably supporting a wheel side component (for example, a disc wheel) of an automobile, for example, with respect to a vehicle body side component (for example, a suspension device (knuckle)).

従来、この種の軸受ユニットとして、各種のものが知られている（例えば、特許文献１参照）。その一例として、図３（ａ）、（ｂ）に示された車輪支持用軸受ユニットは、車体側構成品（例えば、懸架装置（ナックル）Ｎ）に固定されて常時非回転状態に維持される環状の静止輪（外輪）２と、静止輪２の内側に対向して設けられ、かつ、車輪側構成品（例えば、図示しないディスクホイール）に接続されて共に回転する環状の回転輪（内輪）４と、静止輪２と回転輪４との間に複列（例えば２列）で回転可能に組み込まれた複数の転動体６、８とを備えている。   Conventionally, various types of bearing units are known (see, for example, Patent Document 1). As an example, the wheel support bearing unit shown in FIGS. 3A and 3B is fixed to a vehicle body side component (for example, a suspension device (knuckle) N) and is always maintained in a non-rotating state. An annular stationary wheel (outer ring) 2 and an annular rotating wheel (inner ring) that are provided facing the inside of the stationary wheel 2 and are connected to a wheel-side component (for example, a disc wheel (not shown)) and rotate together. 4 and a plurality of rolling elements 6 and 8 that are rotatably incorporated in a double row (for example, two rows) between the stationary wheel 2 and the rotating wheel 4.

静止輪（外輪）２は中空円筒状を成しており、回転輪（内輪）４の外周を覆うように配置されている。静止輪２と回転輪４との間には、車輪支持用軸受ユニット内部を密封するための密封部材（例えば、車体側のパックシール１０ａ、車輪側のリップシール１０ｂ）が設けられている。なお、転動体６、８として、図面では「玉」を例示しているが、車輪支持用軸受ユニットの種類や使用目的などに応じて「ころ」が適用される場合もある。   The stationary ring (outer ring) 2 has a hollow cylindrical shape and is arranged so as to cover the outer periphery of the rotating ring (inner ring) 4. Sealing members (for example, a pack seal 10a on the vehicle body side and a lip seal 10b on the wheel side) for sealing the inside of the wheel support bearing unit are provided between the stationary wheel 2 and the rotating wheel 4. In addition, although the "ball" is illustrated in the drawing as the rolling elements 6 and 8, "roller" may be applied depending on the type of wheel support bearing unit or the purpose of use.

また、静止輪（外輪）２には、その外周から外方に向って放射状に突出し、かつ、当該静止輪（外輪）２を車体側構成品（懸架装置（ナックル）Ｎ）に固定するための複数（例えば、３〜４個）の固定フランジ２ａが周方向に沿って所定間隔で構成（一体成形）されている。この場合、それぞれの固定フランジ２ａのフランジ面２ｍを、車体側構成品（懸架装置（ナックル）Ｎ）の軸受取付面Ｎｍに当て付けた状態で、例えば、懸架装置（ナックル）Ｎの車体側（インボード側）から、複数（例えば、３〜４本）の固定用ボルトＢｔ（ナックルボルトともいう）を、各固定フランジ２ａの固定孔２ｂに１本ずつ挿入して締結することで、当該車輪支持用軸受ユニット（具体的には、静止輪（外輪）２）を懸架装置（ナックル）Ｎに固定することができる。   Further, the stationary wheel (outer ring) 2 projects radially outward from the outer periphery thereof, and is used to fix the stationary wheel (outer ring) 2 to the vehicle body side component (suspension device (knuckle) N). A plurality (for example, 3 to 4) of fixing flanges 2a are configured (integrated molding) at a predetermined interval along the circumferential direction. In this case, with the flange surface 2m of each fixed flange 2a being applied to the bearing mounting surface Nm of the vehicle body side component (suspension device (knuckle) N), for example, the vehicle body side of the suspension device (knuckle) N ( A plurality of (for example, 3 to 4) fixing bolts Bt (also referred to as knuckle bolts) are inserted into the fixing holes 2b of each fixing flange 2a one by one from the inboard side and fastened. The bearing unit for support (specifically, the stationary ring (outer ring) 2) can be fixed to the suspension device (knuckle) N.

一方、回転輪（内輪）４には、車輪側構成品（例えば、ディスクホイール）を支持しつつ共に回転する略円筒形状のハブ１２が設けられており、ハブ１２には、例えばディスクホイールが固定されるハブフランジ１２ａが突設されている。ハブフランジ１２ａは、静止輪（外輪）２を越えて外方（ハブ１２の半径方向外側）に向って延出しており、その延出縁付近には、周方向に沿って所定間隔で配置された複数のハブボルト１４が設けられている。この場合、複数のハブボルト１４をディスクホイールに形成されたボルト孔（図示しない）に差し込んでハブナット（図示しない）で締付けることで、当該ディスクホイールをハブフランジ１２ａに対して位置決めして固定することができる。   On the other hand, the rotating wheel (inner ring) 4 is provided with a substantially cylindrical hub 12 that rotates while supporting a wheel-side component (for example, a disc wheel). A hub flange 12a to be projected is provided. The hub flange 12a extends outward (outward in the radial direction of the hub 12) beyond the stationary ring (outer ring) 2, and is arranged at predetermined intervals along the circumferential direction in the vicinity of the extended edge. A plurality of hub bolts 14 are provided. In this case, by inserting a plurality of hub bolts 14 into bolt holes (not shown) formed in the disc wheel and tightening with hub nuts (not shown), the disc wheel can be positioned and fixed with respect to the hub flange 12a. it can.

また、ハブ１２（回転輪４）には、その車体側（インボード側）に環状の回転輪構成体１６（ハブ１２と共に回転輪４を構成する内輪）が嵌合されるようになっている。この場合、例えば静止輪２と回転輪４との間に複数の転動体６、８を組み込んだ状態（具体的には、各転動体６、８を保持器１８で保持した状態）で、回転輪構成体１６をハブ１２に形成された段部１２ｂまで嵌合させた後、ハブ１２の車体側端部の加締め領域１２ｍを塑性変形させて、当該加締め領域１２ｍを回転輪構成体１６の周端部１６ｓに沿って加締める（密着させる）ことで、当該回転輪構成体１６を回転輪４（ハブ１２）に固定することができる。   The hub 12 (rotating wheel 4) is fitted with an annular rotating wheel constituting body 16 (an inner ring constituting the rotating wheel 4 together with the hub 12) on the vehicle body side (inboard side). . In this case, for example, rotation is performed in a state where a plurality of rolling elements 6 and 8 are incorporated between the stationary wheel 2 and the rotating wheel 4 (specifically, the rolling elements 6 and 8 are held by the cage 18). After the wheel structure 16 is fitted to the step portion 12b formed on the hub 12, the crimping region 12m at the end of the hub 12 on the vehicle body side is plastically deformed, and the crimping region 12m is turned into the rotating wheel structure 16. The rotating wheel constituting body 16 can be fixed to the rotating wheel 4 (hub 12) by crimping (contacting) along the peripheral end portion 16s.

このとき、車輪支持用軸受ユニットには所定の予圧が付与された状態となり、この状態において、複列の各転動体６、８は、互いに所定の接触角を成して静止輪２と回転輪４との間（具体的には、複列の静止輪軌道面Ｓ１、Ｓ２と、これらに対向した回転輪軌道面Ｔ１、Ｔ２との間）に沿って回転可能に組み込まれる。このとき、２つの接触点を結んだ作用線（図示しない）は、それぞれの軌道面Ｓ１、Ｓ２、Ｔ１、Ｔ２に直交し、かつ、各転動体６、８の中心を通り、車輪支持用軸受ユニットの中心線上の１点（作用点）で交わる。これにより背面組合せ形（ＤＢ）軸受が構成される。   At this time, a predetermined preload is applied to the wheel support bearing unit. In this state, the rolling elements 6 and 8 in the double row form a predetermined contact angle with each other and the stationary wheel 2 and the rotating wheel. 4 (specifically, between the double-row stationary ring raceway surfaces S1 and S2 and the rotating ring raceway surfaces T1 and T2 opposed thereto). At this time, an action line (not shown) connecting the two contact points is orthogonal to the respective raceway surfaces S1, S2, T1, and T2, and passes through the centers of the rolling elements 6 and 8, so that it is a wheel support bearing. Intersects at one point (action point) on the center line of the unit. This constitutes a rear combination (DB) bearing.

このような構成において、自動車走行中に車輪に作用した力は、全てディスクホイールから車輪支持用軸受ユニットを通じて懸架装置（ナックル）Ｎに伝達されることになり、その際、車輪支持用軸受ユニットには、各種の荷重（ラジアル荷重、アキシアル荷重、モーメント荷重など）が作用する。しかし、車輪支持用軸受ユニットは、上述したような背面組合せ形（ＤＢ）軸受となっているため、各種の荷重に対して高い剛性が維持される。   In such a configuration, all of the force acting on the wheel during traveling of the vehicle is transmitted from the disc wheel to the suspension device (knuckle) N through the wheel support bearing unit. Various loads (radial load, axial load, moment load, etc.) are applied. However, since the wheel support bearing unit is a back combination (DB) bearing as described above, high rigidity is maintained with respect to various loads.

なお、上記した車輪支持用軸受ユニットには、等速ジョイントＣＶＪが連結されるようになっており、例えばドライブシャフトの角度の変化に追従して、当該等速ジョイントＣＶＪが自由に角度変化することで、駆動力が車輪支持用軸受ユニットを介してディスクホイールに円滑に伝達されることになる。   The above-mentioned wheel support bearing unit is connected to a constant velocity joint CVJ. For example, the constant velocity joint CVJ freely changes in angle following the change in the angle of the drive shaft. Thus, the driving force is smoothly transmitted to the disc wheel via the wheel support bearing unit.

特開２００８−０１８７６５号公報JP 2008-018765 A

ところで、車輪支持用軸受ユニット（静止輪（外輪）２）を懸架装置（ナックル）Ｎに固定する場合において、懸架装置（ナックル）Ｎの車体側（インボード側）から、複数（例えば、３〜４本）の固定用ボルトＢｔを、上記した各固定フランジ２ａの固定孔２ｂに１本ずつ挿入して締結する際に、当該固定フランジ２ａが変形することで、静止輪（外輪）２の内周に沿って周方向に連続して形成されている複列の静止輪軌道面Ｓ１、Ｓ２の真円度（円形形体の幾何学的に正しい円からの狂いの大きさ）が許容範囲を超えて、真円度崩れを発生してしまう場合がある。静止輪軌道面Ｓ１、Ｓ２の真円度が崩れた状態で回転輪（内輪）４が回転すると、転動体である玉が変形した軌道面の短径部を通過する際に潰され、大きな内部荷重が掛かる（玉の変位が荷重に変る）ため、軸受ユニットの寿命が低下するおそれがある。   By the way, when the wheel support bearing unit (stationary wheel (outer ring) 2) is fixed to the suspension device (knuckle) N, a plurality of (for example, 3 to 3) from the vehicle body side (inboard side) of the suspension device (knuckle) N. When the four fixing bolts Bt are inserted into the fixing holes 2b of the fixing flanges 2a and fastened one by one, the fixing flanges 2a are deformed so that the inside of the stationary ring (outer ring) 2 Roundness of double-row stationary ring raceway surfaces S1 and S2 formed continuously in the circumferential direction along the circumference (the magnitude of deviation from the geometrically correct circle of the circular shape) exceeds the allowable range. In some cases, the roundness may be lost. When the rotating wheel (inner ring) 4 rotates in a state where the circularity of the stationary ring raceway surfaces S1 and S2 is broken, the ball as a rolling element is crushed when passing through the deformed raceway short axis portion, resulting in a large interior. Since a load is applied (the displacement of the ball changes to a load), the life of the bearing unit may be reduced.

具体的に説明すると、図３(ｂ)に示すように、静止輪（外輪）２は、固定フランジ２ａに対して、車輪側（アウトボード側）に延在する中空円筒状の車輪側円筒部Ｐ１と、車体側（インボード側）に延在する中空円筒状の車体側円筒部Ｐ２とを備えている。なお、車輪側円筒部Ｐ１は、固定フランジ２ａから車輪側端部Ｅ１に亘って所定の肉厚で周方向に連続して構成されており、一方、車体側円筒部Ｐ２は、固定フランジ２ａから車体側端部Ｅ２に亘って所定の肉厚で周方向に連続して構成されている。   Specifically, as shown in FIG. 3 (b), the stationary wheel (outer ring) 2 is a hollow cylindrical wheel-side cylindrical portion that extends to the wheel side (outboard side) with respect to the fixed flange 2a. P1 and a hollow cylindrical vehicle body side cylindrical portion P2 extending to the vehicle body side (inboard side). The wheel side cylindrical portion P1 is continuously formed in the circumferential direction with a predetermined thickness from the fixed flange 2a to the wheel side end E1, while the vehicle body side cylindrical portion P2 is formed from the fixed flange 2a. The vehicle body side end portion E2 is continuously formed in the circumferential direction with a predetermined thickness.

また、上記した複列の静止輪軌道面Ｓ１、Ｓ２において、一方の静止輪軌道面Ｓ１（以下、車輪側軌道面Ｓ１という）は、車輪側円筒部Ｐ１の内周に形成されており、他方の静止輪軌道面Ｓ２（以下、車体側軌道面Ｓ２という）は、車体側円筒部Ｐ２寄りの内周に形成されている。   Further, in the above-described double row stationary ring raceway surfaces S1 and S2, one stationary ring raceway surface S1 (hereinafter referred to as a wheel side raceway surface S1) is formed on the inner periphery of the wheel side cylindrical portion P1, and the other side. The stationary ring raceway surface S2 (hereinafter referred to as the vehicle body side raceway surface S2) is formed on the inner periphery of the vehicle body side cylindrical portion P2.

ここで、固定フランジ２ａの固定孔２ｂに固定用ボルトＢｔを挿入し締結すると、そのときの締結力が車輪側円筒部Ｐ１及び車体側円筒部Ｐ２に作用する。このとき、車輪側円筒部Ｐ１に作用した締結力は、当該車輪側円筒部Ｐ１を一部固定フランジ２ａに引き寄せる方向（別の捉え方をすると、当該車輪側円筒部Ｐ１を引き伸ばす方向）に作用する。これにより、車輪側円筒部Ｐ１が固定フランジ２ａに引き伸ばされた分だけ、車輪側軌道面Ｓ１の真円度崩れが生じ、当該車輪側軌道面Ｓ１は、一方向に長径化した楕円形状に変形してしまう。   Here, when the fixing bolt Bt is inserted into the fixing hole 2b of the fixing flange 2a and fastened, the fastening force at that time acts on the wheel side cylindrical portion P1 and the vehicle body side cylindrical portion P2. At this time, the fastening force that has acted on the wheel-side cylindrical portion P1 acts in a direction in which the wheel-side cylindrical portion P1 is partially pulled toward the fixed flange 2a (in another way, the direction in which the wheel-side cylindrical portion P1 is stretched). To do. As a result, the roundness of the wheel-side raceway surface S1 is broken by the extent that the wheel-side cylindrical portion P1 is stretched to the fixed flange 2a, and the wheel-side raceway surface S1 is deformed into an elliptical shape having a long diameter in one direction. Resulting in.

これに対して、車体側円筒部Ｐ２に作用した締結力は、当該車体側円筒部Ｐ２を一部固定フランジ２ａから押し離す方向（別の捉え方をすると、当該車体側円筒部Ｐ２を押し潰す方向）に作用する。これにより、車体側円筒部Ｐ２が固定フランジ２ａから押し潰された分だけ、車体側軌道面Ｓ２の真円度崩れが生じ、当該車体側軌道面Ｓ２は、他方向（即ち、上記した車輪側円筒部Ｐ１を引き伸ばす方向に直交する方向）に長径化した楕円形状に変形してしまう。   On the other hand, the fastening force applied to the vehicle body side cylindrical portion P2 is a direction in which the vehicle body side cylindrical portion P2 is partly pushed away from the fixed flange 2a (in other ways, the vehicle body side cylindrical portion P2 is crushed. Direction). As a result, the roundness of the vehicle body side raceway surface S2 is broken by the amount by which the vehicle body side cylindrical portion P2 is crushed from the fixed flange 2a, and the vehicle body side raceway surface S2 is moved in the other direction (that is, the wheel side described above). The cylindrical portion P1 is deformed into an elliptical shape having a long diameter in a direction perpendicular to the direction in which the cylindrical portion P1 is stretched.

この結果、車輪側軌道面Ｓ１と車体側軌道面Ｓ２とは、互いに直交する方向に長径化した楕円形状に変形してしまうこととなる。例えば、静止輪（外輪）２を懸架装置（ナックル）Ｎに固定した状態において、垂直方向と水平方向との位置関係に基づいて、車輪側軌道面Ｓ１と車体側軌道面Ｓ２との長径化方向を規定すると、上記した固定用ボルトＢｔの締結力によって、車輪側円筒部Ｐ１は、垂直方向に引き伸ばされ、一方、車体側円筒部Ｐ２は、垂直方向に押し潰される。これにより、車輪側軌道面Ｓ１は、垂直方向に長径化した楕円形状に変形し、一方、車体側軌道面Ｓ２は、水平方向に長径化した楕円形状に変形する。なお、かかる変形は、固定フランジ２ａの固定孔２ｂの位置が、周方向に沿って不等配の度合いが大きくなるに従って大きくなる。   As a result, the wheel-side raceway surface S1 and the vehicle body-side raceway surface S2 are deformed into an elliptical shape whose diameter is increased in a direction orthogonal to each other. For example, in a state where the stationary wheel (outer ring) 2 is fixed to the suspension device (knuckle) N, the diameter increasing direction of the wheel side raceway surface S1 and the vehicle body side raceway surface S2 is based on the positional relationship between the vertical direction and the horizontal direction. Is defined by the fastening force of the fixing bolt Bt described above, the wheel side cylindrical portion P1 is stretched in the vertical direction, while the vehicle body side cylindrical portion P2 is crushed in the vertical direction. As a result, the wheel side raceway surface S1 is deformed into an elliptical shape having a long diameter in the vertical direction, while the vehicle body side raceway surface S2 is deformed into an elliptical shape having a long diameter in the horizontal direction. Such deformation increases as the position of the fixing hole 2b of the fixing flange 2a increases along the circumferential direction.

このような変形が生じる第１の要因としては、各固定フランジ２ａのフランジ面２ｍ、或いは、懸架装置（ナックル）Ｎの軸受取付面Ｎｍの平坦度の問題がある。即ち、互いに幾何学的に平坦面でない平面同士を複数（例えば、３〜４本）の固定用ボルトＢｔで密着させようとしているため、各固定用ボルトＢｔ近傍は密着できるが、固定用ボルトＢｔ相互間の部位は互いに隙間が開くような方向に変形してしまう。その結果、固定フランジ２ａは、車輪側（アウトボード側）に向けて凸形状に変形し、それが車輪側円筒部Ｐ１並びに車体側円筒部Ｐ２に伝播することで、車輪側軌道面Ｓ１並びに車体側軌道面Ｓ２の真円度崩れを起こす。   As a first factor causing such deformation, there is a problem of flatness of the flange surface 2m of each fixed flange 2a or the bearing mounting surface Nm of the suspension device (knuckle) N. That is, since the plurality of (for example, 3 to 4) fixing bolts Bt are brought into close contact with each other and are not geometrically flat surfaces, the vicinity of each fixing bolt Bt can be in close contact, but the fixing bolt Bt The parts between each other are deformed in such a direction that a gap is opened. As a result, the fixed flange 2a is deformed into a convex shape toward the wheel side (outboard side), and is propagated to the wheel side cylindrical portion P1 and the vehicle body side cylindrical portion P2, so that the wheel side raceway surface S1 and the vehicle body are The roundness of the side raceway surface S2 is collapsed.

これに対処する方策としては、例えばフランジ面２ｍ、軸受取付面Ｎｍの平坦度を向上させればよいが、静止輪（外輪）２の原材料である中〜高炭素鋼を断続切削する表面加工は、それに要する時間と手間がかかるため、その分だけ車輪支持用軸受ユニットの製造コストが上昇してしまう。   As a measure to cope with this, for example, the flatness of the flange surface 2m and the bearing mounting surface Nm may be improved. However, the surface processing for intermittently cutting medium to high carbon steel which is a raw material of the stationary ring (outer ring) 2 is performed. Since it takes time and effort, the manufacturing cost of the wheel support bearing unit increases accordingly.

また、上記した変形が生じる第２の要因としては、固定用ボルトＢｔの軸力の影響によって、各固定フランジ２ａの固定孔２ｂ近傍において、そのフランジ面２ｍと、懸架装置（ナックル）Ｎの軸受取付面Ｎｍが変形することである。この変形においても、上記した第１の要因の場合と同様に、固定フランジ２ａは、車輪側（アウトボード側）に向けて凸形状に変形し、それが車輪側円筒部Ｐ１並びに車体側円筒部Ｐ２に伝播することで、車輪側軌道面Ｓ１並びに車体側軌道面Ｓ２の真円度崩れを起こす。   Further, as a second factor causing the above-described deformation, due to the influence of the axial force of the fixing bolt Bt, in the vicinity of the fixing hole 2b of each fixing flange 2a, the flange surface 2m and the bearing of the suspension device (knuckle) N The attachment surface Nm is deformed. In this deformation as well, as in the case of the first factor described above, the fixing flange 2a is deformed into a convex shape toward the wheel side (outboard side), which is the wheel side cylindrical portion P1 and the vehicle body side cylindrical portion. Propagating to P2 causes the roundness of the wheel side raceway surface S1 and the vehicle body side raceway surface S2 to collapse.

これに対処する方策としては、フランジ面２ｍ及び軸受取付面Ｎｍのいずれか一方に、表面硬化処理を施せばよいが、所定の熱処理後に車輪側軌道面Ｓ１並びに車体側軌道面Ｓ２に対する研削処理が行われる静止輪（外輪）２では、各軌道面Ｓ１、Ｓ２に影響を与えることなく、フランジ面２ｍや軸受取付面Ｎｍに対して表面硬化処理を施すことは困難である。   As a measure for coping with this, one of the flange surface 2m and the bearing mounting surface Nm may be subjected to a surface hardening treatment, but after a predetermined heat treatment, a grinding treatment for the wheel side raceway surface S1 and the vehicle body side raceway surface S2 is performed. In the stationary wheel (outer ring) 2 to be performed, it is difficult to subject the flange surface 2m and the bearing mounting surface Nm to surface hardening treatment without affecting the raceway surfaces S1 and S2.

また、他の方策としては、例えば、静止輪（外輪）２の車輪側円筒部Ｐ１及び車体側円筒部Ｐ２を厚肉化させて、その剛性を向上させれば、上記した車輪側軌道面Ｓ１並びに車体側軌道面Ｓ２の真円度崩れの発生を防止することができる。しかしながら、車輪側円筒部Ｐ１及び車体側円筒部Ｐ２の厚肉化は、車輪支持用軸受ユニット全体の重量の増加につながり、そうなると、バネ下荷重（重量）が増加し、その結果、車両の乗り心地や操縦安定性が低下してしまうだけでなく、低燃費化並びに省エネ化にも反することとなる。   As another measure, for example, if the wheel side cylindrical portion P1 and the vehicle body side cylindrical portion P2 of the stationary wheel (outer ring) 2 are thickened to improve their rigidity, the above-described wheel side raceway surface S1 is used. In addition, it is possible to prevent occurrence of collapse of the roundness of the vehicle body side raceway surface S2. However, the thickening of the wheel side cylindrical portion P1 and the vehicle body side cylindrical portion P2 leads to an increase in the weight of the entire wheel support bearing unit, and as a result, the unsprung load (weight) increases. Not only will the comfort and handling stability be reduced, it will also be contrary to fuel efficiency and energy saving.

本発明は、このような問題を解決するためになされており、その目的は、高い剛性を維持しつつ軽量化を図ると共に、静止輪の軌道面に対する真円度を一定に維持することを可能にする車輪支持用軸受ユニットを提供することにある。   The present invention has been made to solve such problems, and the object thereof is to reduce the weight while maintaining high rigidity and to maintain a constant roundness with respect to the raceway surface of the stationary wheel. Another object is to provide a wheel-supporting bearing unit.

このような目的を達成する為に、本発明の車輪支持用軸受ユニットは、車体側構成品に固定されて常時非回転状態に維持される環状の静止輪と、この静止輪に対向して設けられて、車輪側構成品と共に回転する環状の回転輪とを備え、
前記静止輪は、当該静止輪を車体側構成品に固定するために周方向に沿って所定間隔に設けられた複数の固定フランジと、前記固定フランジに対して軸方向に延在する中空円筒状の円筒部とを有している。
特に、本発明の車輪支持用軸受ユニットは、前記静止輪の中心軸に直交する第１の方向に沿って対向した位置に薄肉部を有する環状の車輪側矯正リングが、前記円筒部の車輪側寄り外周面に圧入固定されていると共に、前記静止輪の中心軸に直交する第２の方向に沿って対向した位置に薄肉部を有する環状の車体側矯正リングが、前記円筒部の車体側寄り外周面に圧入固定されており、前記第１の方向と前記第２の方向とは、前記静止輪の中心軸回りにおいて、互いに直交する位置関係に規定されている。 In order to achieve such an object, the wheel support bearing unit of the present invention is provided with an annular stationary wheel fixed to the vehicle body side component and maintained in a non-rotating state at all times, and opposed to the stationary wheel. An annular rotating wheel that rotates together with the wheel side component,
The stationary wheel includes a plurality of fixing flanges provided at predetermined intervals along a circumferential direction to fix the stationary wheel to a vehicle body side component, and a hollow cylindrical shape extending in an axial direction with respect to the fixing flange. And a cylindrical portion.
In particular, in the wheel support bearing unit of the present invention, an annular wheel-side correction ring having a thin portion at a position facing along a first direction orthogonal to the central axis of the stationary wheel is the wheel side of the cylindrical portion. An annular vehicle body side correction ring that is press-fitted and fixed to the outer peripheral surface and has a thin wall portion at a position facing the second direction perpendicular to the central axis of the stationary wheel is closer to the vehicle body side of the cylindrical portion. The first direction and the second direction are defined in a positional relationship orthogonal to each other around the central axis of the stationary wheel.

本発明によれば、高い剛性を維持しつつ軽量化を図ると共に、静止輪の軌道面に対する真円度を一定に維持することを可能にする車輪支持用軸受ユニットを実現することができる。   ADVANTAGE OF THE INVENTION According to this invention, while achieving high rigidity, while achieving weight reduction, the wheel support bearing unit which makes it possible to maintain the roundness with respect to the track surface of a stationary wheel constant is realizable.

本発明の実施の形態の第１例を示す、（ａ）水平方向から見た平面図、（ｂ）垂直方向から見た平面図、（ｃ）車輪側矯正リングの正面図、（ｄ）車体側矯正リングの正面図。BRIEF DESCRIPTION OF THE DRAWINGS (a) The top view seen from the horizontal direction, (b) The top view seen from the perpendicular direction, (c) The front view of a wheel side correction ring, (d) The vehicle body which shows the 1st example of embodiment of this invention The front view of a side correction ring. 本発明の実施の形態の第２例を示す、（ａ）水平方向から見た平面図、（ｂ）垂直方向から見た平面図。The top view seen from the horizontal direction (a) which shows the 2nd example of embodiment of this invention, (b) The top view seen from the perpendicular direction. 懸架装置（ナックル）に固定された従来の車輪支持用軸受ユニットの構成を概略的に示す、（ａ）断面図、（ｂ）部分拡大断面図The structure of the conventional wheel support bearing unit fixed to the suspension device (knuckle) is schematically shown, (a) sectional view, (b) partial enlarged sectional view.

［実施の形態の第１例］
以下、本発明の実施の形態の第１例に係る車輪支持用軸受ユニットについて添付図面を参照して説明する。なお、本実施形態は、図３（ａ），（ｂ）に示された車輪支持用軸受ユニット（具体的には、静止輪（外輪）２）の改良であるため、以下、改良部分の説明にとどめる。この場合、当該車輪支持用軸受ユニット（図３（ａ）、（ｂ））と同一の構成については、その構成に付された参照符号と同一の符号を、本実施形態に用いた図面上に付すことで、その説明を省略或いは簡略化する。 [First example of embodiment]
Hereinafter, a wheel support bearing unit according to a first example of an embodiment of the present invention will be described with reference to the accompanying drawings. In addition, since this embodiment is an improvement of the wheel support bearing unit (specifically, the stationary ring (outer ring) 2) shown in FIGS. 3A and 3B, description of the improved part will be given below. Stay on. In this case, for the same configuration as the wheel support bearing unit (FIGS. 3A and 3B), the same reference numerals as those used in the configuration are used in the drawings used in the present embodiment. The description is omitted or simplified by adding.

図１（ａ）には、本実施形態の車輪支持用軸受ユニットを水平方向から見た図が、図１（ｂ）には垂直方向から見た図が示されている。静止輪（外輪）２は、前記した固定フランジ２ａに対して、車輪側（アウトボード側）に延在する中空円筒状の車輪側円筒部Ｐ１と、車体側（インボード側）に延在する中空円筒状の車体側円筒部Ｐ２とを備えている。この場合、車輪側円筒部Ｐ１は、固定フランジ２ａから車輪側端部に亘って所定の肉厚で周方向に連続して構成されており、一方、車体側円筒部Ｐ２は、固定フランジ２ａから車体側端部に亘って所定の肉厚で周方向に連続して構成されている。   FIG. 1A shows a wheel support bearing unit according to this embodiment as viewed from the horizontal direction, and FIG. 1B shows a view as viewed from the vertical direction. The stationary ring (outer ring) 2 extends toward the wheel side (outboard side) with respect to the fixed flange 2a, and extends toward the vehicle body side (inboard side). A vehicle body side cylindrical portion P2 having a hollow cylindrical shape. In this case, the wheel-side cylindrical portion P1 is continuously formed in the circumferential direction with a predetermined thickness from the fixed flange 2a to the wheel-side end portion, while the vehicle body-side cylindrical portion P2 is formed from the fixed flange 2a. It is continuously formed in the circumferential direction with a predetermined thickness over the vehicle body side end.

車輪側円筒部Ｐ１の車輪側（図１（ａ）（ｂ）の左側）寄りには、静止輪（外輪）２の中心軸Ａｘに直交する第１の方向Ｄ１に沿って対向した位置に、それぞれ、他の部位の肉厚よりも薄肉化させた車輪側薄肉部２１を有する車輪側矯正リング２０が設けられている。また、車輪側円筒部Ｐ１の車体側（図１（ａ）（ｂ）の右）寄りには、静止輪（外輪）２の中心軸Ａｘに直交する第２の方向Ｄ２に沿って対向した位置に、それぞれ、他の部位の肉厚よりも薄肉化させた車体側薄肉部２４を有する車体側矯正リング２３が設けられている。この場合、第１の方向Ｄ１と第２の方向Ｄ２とは、静止輪（外輪）２の中心軸Ａｘ回りにおいて、互いに直交する位置関係に規定されている。   Near the wheel side (left side of FIGS. 1A and 1B) of the wheel side cylindrical portion P <b> 1, at a position facing along the first direction D <b> 1 orthogonal to the central axis Ax of the stationary wheel (outer ring) 2, A wheel-side correction ring 20 having a wheel-side thin portion 21 that is thinner than the thickness of other portions is provided. Further, at a position closer to the vehicle body side (right of FIGS. 1A and 1B) of the wheel side cylindrical portion P <b> 1 along the second direction D <b> 2 orthogonal to the central axis Ax of the stationary wheel (outer ring) 2. In addition, a vehicle body side correction ring 23 having a vehicle body side thinned portion 24 that is thinner than the thickness of other portions is provided. In this case, the first direction D <b> 1 and the second direction D <b> 2 are defined in a positional relationship orthogonal to each other around the central axis Ax of the stationary wheel (outer ring) 2.

前記車輪側矯正リング２０は、図１（ｃ）に示す様に、金属材を断面矩形で全体が円環状に形成したものであり、前記車輪側円筒部Ｐ１に嵌合される内周面は円筒形状とし、外周面は楕円筒形状としている。従って、車輪側矯正リング２０の前記第１の方向Ｄ１に沿って対向した部分（図の左右方向）は、他の部分の肉厚よりも薄肉（車輪側薄肉部２１）であり、車輪側矯正リング２０の前記第２の方向Ｄ２に沿って対向した部分（図の上下方向）は、他の部分の肉厚よりも厚肉（車輪側厚肉部２２）となっている。一方、前記車体側矯正リング２３は、図１（ｄ）に示す様に、金属材を断面矩形で全体が円環状に形成したものであり、前記車輪側円筒部Ｐ１に嵌合される内周面は円筒形状とし、外周面は楕円筒形状としている。そして、車体側矯正リング２３の前記第１の方向Ｄ１に沿って対向した部分は、他の部分の肉厚よりも厚肉（車体側厚肉部２５）であり、車体側矯正リング２３の前記第２の方向Ｄ２に沿って対向した部分は、他の部分の肉厚よりも薄肉（車体側薄肉部２４）となっている。   As shown in FIG. 1 (c), the wheel-side correction ring 20 is formed by forming a metal material into a circular shape with a rectangular cross section, and an inner peripheral surface fitted to the wheel-side cylindrical portion P1 is A cylindrical shape is used, and the outer peripheral surface is an elliptical cylindrical shape. Accordingly, the portion (the left-right direction in the figure) of the wheel side correction ring 20 that faces the first direction D1 is thinner than the thickness of the other portion (the wheel side thin portion 21). A portion of the ring 20 facing the second direction D2 (the vertical direction in the figure) is thicker (the wheel-side thick portion 22) than the thickness of the other portions. On the other hand, as shown in FIG. 1 (d), the vehicle body side correction ring 23 is formed by forming a metal material in a rectangular cross section and as a whole in an annular shape, and an inner circumference fitted to the wheel side cylindrical portion P1. The surface is cylindrical and the outer peripheral surface is elliptical. The portion of the vehicle body side correction ring 23 that faces the first direction D1 is thicker (the vehicle body side thick portion 25) than the thickness of the other portion. The portion facing along the second direction D2 is thinner (the vehicle body side thin portion 24) than the thickness of the other portion.

前記各軌道面Ｓ１、Ｓ２（図３参照）の加工完了後に、車体側矯正リング２３は、前記車輪側円筒部Ｐ１の車体側寄りの外周面に焼き嵌め等の方法により圧入固定され、さらに、車輪側矯正リング２０を、前記車輪側円筒部Ｐ１の車輪側寄りの外周面に焼き嵌め等の方法により圧入固定する。各矯正リング２０、２３は周方向に関して剛性が異なる（薄肉部２１、２４の剛性が低い）為に、車輪側矯正リング２０の内径側にある車輪側軌道面Ｓ１は、前記第１の方向Ｄ１が長径化した（第２の方向Ｄ２が短径）楕円形状に変形すると共に、車体側矯正リング２３の内径側にある車体側軌道面Ｓ２は、第２の方向Ｄ２が長径化した（第１の方向Ｄ１が短径）楕円形状に変形する。なお、車体側矯正リング２３、または、車輪側矯正リング２０が圧入固定される静止輪（外輪）２の外周面は、各軌道面Ｓ１、Ｓ２を研削加工する際、シューを当てる面（研削基準面）とすることもできる。   After the processing of each of the raceway surfaces S1 and S2 (see FIG. 3), the vehicle body side correction ring 23 is press-fitted and fixed to the outer peripheral surface near the vehicle body side of the wheel side cylindrical portion P1 by a method such as shrink fitting, The wheel side correction ring 20 is press-fitted and fixed to the outer peripheral surface near the wheel side of the wheel side cylindrical portion P1 by a method such as shrink fitting. Since the straightening rings 20 and 23 have different rigidity in the circumferential direction (the thin portions 21 and 24 have low rigidity), the wheel-side raceway surface S1 on the inner diameter side of the wheel-side straightening ring 20 has the first direction D1. Of the vehicle body side raceway surface S2 on the inner diameter side of the vehicle body side correction ring 23 has a longer diameter in the second direction D1 (the first direction D2 has a shorter diameter). The direction D1 is a minor axis) and is deformed into an elliptical shape. The outer peripheral surface of the stationary wheel (outer ring) 2 on which the vehicle body side correction ring 23 or the wheel side correction ring 20 is press-fitted and fixed is a surface to which a shoe is applied (grinding reference) when grinding each of the raceway surfaces S1 and S2. Surface).

ここで、水平方向と、これに直交する垂直方向との位置関係に基づいて、車輪側矯正リング２０の車輪側薄肉部２１を、水平方向に沿って互いに対向する位置に設けると共に、車体側矯正リング２３の車体側薄肉部２４を、垂直方向に沿って互いに対向する位置に設けた状態で、静止輪（外輪）２を固定用ボルトＢｔにより車体側構成品（懸架装置（ナックル）Ｎ）に固定する（図３参照）。前述した様に、固定フランジ２ａの固定孔２ｂに固定用ボルトＢｔを挿入してナックルＮに締結すると、車輪側軌道面Ｓ１は垂直方向に長径化した楕円形状に変形し、一方、車体側軌道面Ｓ２は、水平方向に長径化した楕円形状に変形する。従って、各矯正リング２０、２３による各軌道面Ｓ１、Ｓ２の変形と、固定用ボルトＢｔ締結による各軌道面Ｓ１、Ｓ２の変形とは互いに逆方向であるので、それぞれの変形が打ち消し合うことで、各軌道面Ｓ１、Ｓ２の変形が抑制される。   Here, on the basis of the positional relationship between the horizontal direction and the vertical direction orthogonal thereto, the wheel side thinned portions 21 of the wheel side correction ring 20 are provided at positions facing each other along the horizontal direction, and the vehicle body side correction is performed. With the vehicle body side thin portion 24 of the ring 23 provided at positions facing each other along the vertical direction, the stationary wheel (outer ring) 2 is fixed to the vehicle body side component (suspension device (knuckle) N) by the fixing bolt Bt. Fix (see FIG. 3). As described above, when the fixing bolt Bt is inserted into the fixing hole 2b of the fixing flange 2a and fastened to the knuckle N, the wheel side raceway surface S1 is deformed into an elliptical shape whose diameter is increased in the vertical direction, while the vehicle body side raceway is The surface S2 is deformed into an elliptical shape having a long diameter in the horizontal direction. Accordingly, the deformation of the raceway surfaces S1 and S2 due to the correction rings 20 and 23 and the deformation of the raceway surfaces S1 and S2 due to fastening of the fixing bolt Bt are opposite to each other. The deformation of each track surface S1, S2 is suppressed.

以上、本実施形態の車輪支持用軸受ユニットによれば、静止輪（外輪）２において、車輪側矯正リング２０の車輪側薄肉部２１を、中心軸Ａｘに直交する第１の方向Ｄ１（水平方向）に沿って対向配置すると共に、車体側矯正リング２３の車体側薄肉部２４を、中心軸Ａｘに直交する第２の方向Ｄ２（垂直方向）に沿って対向配置し、かつ、第１の方向Ｄ１と第２の方向Ｄ２とを、中心軸Ａｘ回りにおいて、互いに直交する位置関係に規定したことで、静止輪（外輪）２を懸架装置（ナックル）Ｎに固定する際に固定フランジ２ａが変形した場合でも、静止輪（外輪）２の内周面に形成されている複列の車輪側軌道面Ｓ１及び車体側軌道面Ｓ２の真円度崩れが発生することはなく、これにより、各軌道面Ｓ１、Ｓ２の真円度を一定に（許容範囲内に）維持することができる。   As described above, according to the wheel support bearing unit of the present embodiment, in the stationary wheel (outer ring) 2, the wheel-side thin portion 21 of the wheel-side correction ring 20 is in the first direction D1 (horizontal direction) orthogonal to the central axis Ax. ), The vehicle body side thinned portion 24 of the vehicle body side correction ring 23 is disposed to face along the second direction D2 (vertical direction) orthogonal to the central axis Ax, and the first direction. The fixing flange 2a is deformed when the stationary ring (outer ring) 2 is fixed to the suspension device (knuckle) N by defining D1 and the second direction D2 in a positional relationship orthogonal to each other around the central axis Ax. Even in this case, the roundness of the double-row wheel-side raceway surface S1 and the vehicle-body-side raceway surface S2 formed on the inner peripheral surface of the stationary wheel (outer ring) 2 does not occur. Keep the roundness of surfaces S1 and S2 constant (allowable range) Can) be maintained within.

即ち、固定用ボルトＢｔの締結による各軌道面Ｓ１、Ｓ２の変形（真円度の崩れ）を計測しておき、この固定ボルトＢｔ締結による変形とは逆向きで同量の変形を、予め各矯正リング２０、２３により各軌道面Ｓ１、Ｓ２に与えておくことで、ナックルＮに固定された状態に於いて、各軌道面Ｓ１、Ｓ２の真円度を良好に確保することができる。尚、各薄肉部２１、２４と各厚肉部２２、２５について、それぞれの肉厚量は、当該車輪側円筒部Ｐ１の肉厚に応じて設定されるため、ここでは特に数値限定しない。   That is, the deformation (disintegration of roundness) of the raceway surfaces S1 and S2 due to fastening of the fixing bolt Bt is measured, and the same amount of deformation in the opposite direction to the deformation caused by fastening of the fixing bolt Bt is previously determined. By providing each of the raceway surfaces S1 and S2 with the correction rings 20 and 23, the roundness of each of the raceway surfaces S1 and S2 can be satisfactorily ensured in a state of being fixed to the knuckle N. In addition, about each thin part 21 and 24 and each thick part 22 and 25, since each thickness amount is set according to the thickness of the said wheel side cylindrical part P1, it does not specifically limit a numerical value here.

また、各矯正リング２０、２３を各軌道面Ｓ１、Ｓ２の近傍に圧入固定することで、軸受ユニットの重量増加を抑制しながら静止輪（外輪）２の肉厚を増やすのと同等の効果が得られる。例えば、焼き嵌め等により、大きな嵌合代で矯正リングを外輪の外周面に嵌合すると、内周面に形成された軌道面に強い圧縮応力が作用するので、剛性向上や寿命延長に加え、耐圧痕性向上の効果も得られる。そして、単に各軌道面Ｓ１、Ｓ２の近傍のみを厚肉化して、その他の部分を除肉した以上の効果があるので、その分静止輪（外輪）２の全体を薄肉化すれば、軸受ユニット全体の質量増加を抑制することができる。これにより、バネ下荷重（重量）を低減し、その結果、乗り心地や操作性を向上させることができるだけでなく、低燃費化並びに省エネ化も実現することができる。   Further, by pressing and fixing the straightening rings 20 and 23 in the vicinity of the raceway surfaces S1 and S2, an effect equivalent to increasing the thickness of the stationary ring (outer ring) 2 while suppressing an increase in the weight of the bearing unit is obtained. can get. For example, when the correction ring is fitted to the outer peripheral surface of the outer ring with a large fitting allowance by shrink fitting or the like, a strong compressive stress acts on the raceway surface formed on the inner peripheral surface. The effect of improving the pressure resistance is also obtained. Further, there is an effect more than simply thickening only the vicinity of each of the raceway surfaces S1 and S2 and removing the other portions. Therefore, if the entire stationary ring (outer ring) 2 is thinned accordingly, the bearing unit Increase in the overall mass can be suppressed. As a result, the unsprung load (weight) can be reduced. As a result, not only can the ride comfort and operability be improved, but also fuel efficiency and energy saving can be realized.

［実施の形態の第２例］
図２は、本発明の実施の形態の第２例を示している。本例の場合、車体側矯正リング２３ａを車体側円筒部Ｐ２ａの外周面に圧入固定している。車体側円筒部Ｐ２ａの外周面は垂直方向（図２（ａ）の上下方向）が長径となる楕円筒形状に加工されており、この車体側円筒部Ｐ２ａに嵌合される車体側矯正リング２３ａの内周面は楕円筒形状とし、外周面は円筒形状としている。車体側円筒部Ｐ２ａに取り付けられた車体側矯正リング２３ａは、ナックルＮの内径面と係合するナックルパイロットとして利用するため（図３参照）、車体側矯正リング２３ａの外周面を円筒形としている。
尚、ナックルＮの内径面と車体側矯正リング２３ａの外周面とが嵌合しない取付け構造の場合には、車体側円筒部Ｐ２を円筒形状とし、第１例と同様な外周部が楕円の矯正リング２３を使用できる。その他の構成及び作用は、前述した実施の形態の第１例と同様である。 [Second Example of Embodiment]
FIG. 2 shows a second example of the embodiment of the present invention. In the case of this example, the vehicle body side correction ring 23a is press-fitted and fixed to the outer peripheral surface of the vehicle body side cylindrical portion P2a. The outer peripheral surface of the vehicle body side cylindrical portion P2a is processed into an elliptic cylinder shape having a major axis in the vertical direction (vertical direction in FIG. 2A), and the vehicle body side correction ring 23a fitted to the vehicle body side cylindrical portion P2a. The inner peripheral surface of this is an elliptic cylinder shape, and the outer peripheral surface is a cylindrical shape. Since the vehicle body side correction ring 23a attached to the vehicle body side cylindrical portion P2a is used as a knuckle pilot that engages with the inner diameter surface of the knuckle N (see FIG. 3), the outer peripheral surface of the vehicle body side correction ring 23a has a cylindrical shape. .
In the case of an attachment structure in which the inner diameter surface of the knuckle N and the outer peripheral surface of the vehicle body side correction ring 23a are not fitted, the vehicle body side cylindrical portion P2 has a cylindrical shape, and the outer periphery similar to the first example has an elliptical correction. Ring 23 can be used. Other configurations and operations are the same as those of the first example of the embodiment described above.

本発明は、上記した各実施例に限定されるものではなく、各種の変形が可能である。例えば、矯正リングの外周面の形状としては、中心軸Ａｘに直交する方向の断面（図１（ｃ）（ｄ）と同様の断面において、厚肉部が矩形、台形等の各種の形状を適用することができる。要するに、矯正リングの周方向において、他の部位よりも薄肉化させた一対の薄肉部を形成できればよい。   The present invention is not limited to the above-described embodiments, and various modifications can be made. For example, as the shape of the outer peripheral surface of the correction ring, various shapes such as a cross section in a direction orthogonal to the central axis Ax (similar to the cross section in FIGS. In short, it is only necessary to form a pair of thin portions that are thinner than other portions in the circumferential direction of the correction ring.

本発明の車輪支持用軸受ユニットは、車両の車輪を回転自在に支承する軸受ユニットとして使用することができる。   The wheel support bearing unit of the present invention can be used as a bearing unit that rotatably supports a vehicle wheel.

２ 静止輪（外輪）
２ａ 固定フランジ
４ 回転輪（内輪）
６、８ 転動体
２０ 車輪側矯正リング
２１ 車輪側薄肉部
２２ 車輪側厚肉部
２３、２３ａ 車体側矯正リング
２４ 車体側薄肉部
２５ 車体側厚肉部
Ａｘ 静止輪の中心軸
Ｂｔ 固定用ボルト
Ｄ１ 第１の方向
Ｄ２ 第２の方向
Ｐ１ 車輪側円筒部
Ｐ２、Ｐ２ａ 車体側円筒部
Ｓ１ 車輪側軌道面Ｓ１（静止輪軌道面）
Ｓ２ 車体側軌道面Ｓ２（静止輪軌道面） 2 Stationary wheel (outer ring)
2a Fixed flange 4 Rotating wheel (inner ring)
6, 8 Rolling element 20 Wheel side correction ring 21 Wheel side thin part 22 Wheel side thick part 23, 23a Car body side correction ring 24 Car body side thin part 25 Car body side thick part Ax Center axis of stationary wheel Bt Fixing bolt D1 1st direction D2 2nd direction P1 Wheel side cylindrical part P2, P2a Car body side cylindrical part S1 Wheel side raceway surface S1 (stationary ring raceway surface)
S2 Car body side raceway surface S2 (stationary ring raceway surface)

Claims (1)

車体側構成品に固定されて常時非回転状態に維持される環状の静止輪と、この静止輪に対向して設けられて、車輪側構成品と共に回転する環状の回転輪とを備え、
前記静止輪は、当該静止輪を車体側構成品に固定するために周方向に沿って所定間隔に設けられた複数の固定フランジと、前記固定フランジに対して軸方向に延在する中空円筒状の円筒部とを有している、車輪支持用軸受ユニットに於いて、
前記静止輪の中心軸に直交する第１の方向に沿って対向した位置に薄肉部を有する環状の車輪側矯正リングが、前記円筒部の車輪側寄り外周面に圧入固定されていると共に、前記静止輪の中心軸に直交する第２の方向に沿って対向した位置に薄肉部を有する環状の車体側矯正リングが、前記円筒部の車体側寄り外周面に圧入固定されており、前記第１の方向と前記第２の方向とは、前記静止輪の中心軸回りにおいて、互いに直交する位置関係に規定されていることを特徴とする車輪支持用軸受ユニット。 An annular stationary wheel that is fixed to the vehicle body side component and is always maintained in a non-rotating state, and an annular rotating wheel that is provided facing the stationary wheel and rotates together with the wheel side component,
The stationary wheel includes a plurality of fixing flanges provided at predetermined intervals along a circumferential direction to fix the stationary wheel to a vehicle body side component, and a hollow cylindrical shape extending in an axial direction with respect to the fixing flange. A wheel support bearing unit having a cylindrical portion of
An annular wheel-side correction ring having a thin wall portion at a position facing along a first direction orthogonal to the central axis of the stationary wheel is press-fitted and fixed to the outer peripheral surface near the wheel side of the cylindrical portion, and An annular vehicle body side correction ring having a thin wall portion at a position facing along a second direction orthogonal to the central axis of the stationary wheel is press-fitted and fixed to the outer peripheral surface of the cylindrical portion on the vehicle body side. The wheel support bearing unit is characterized in that the direction and the second direction are defined in a positional relationship orthogonal to each other around a central axis of the stationary wheel.
JP2012239734A 2012-10-31 2012-10-31 Wheel supporting bearing unit Pending JP2014088923A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20180110333A (en) * 2017-03-29 2018-10-10 현대모비스 주식회사 Wheel bearing for vehicle and knuckle apparatus including the same

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20180110333A (en) * 2017-03-29 2018-10-10 현대모비스 주식회사 Wheel bearing for vehicle and knuckle apparatus including the same
KR102214033B1 (en) * 2017-03-29 2021-02-09 현대모비스 주식회사 Wheel bearing for vehicle and knuckle apparatus including the same

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