JP2014199140A - Vehicle bearing device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the workability of assembling to a vehicle body, and to prevent the damage of a part at the assembling.SOLUTION: A vehicle bearing device comprises a vehicle bearing 20 which has an outer ring 5 having a plurality of rows of outside raceway faces 13, 14 at its internal peripheral face and a plurality of rows of inside raceway faces 7, 8 opposing the outside raceway faces 13, 14 at its external peripheral face, and is composed of a hub ring 1, an inner ring 2, and a plurality of rows of rolling bodies 3, 4 which are interposed between the outside raceway faces 13, 14 of the outer ring 5 and the inside raceway faces 7, 8 of the hub ring 1 and the inner ring 2. In the vehicle bearing device, a constant velocity universal joint 6 is separably connected to the vehicle bearing 20 by a screw-fastening structure M by fitting a stem part 30 of an outside joint member 24 of the constant velocity universal joint 6 to an inside diameter of the hub ring 1. A plurality of protrusions 37 which are formed at the stem part 30 of the outside joint member 24 and axially extend are pressure-inserted into the hub ring 1 in which a plurality of recesses 39 having fastening margins with respect to only circumferential sidewalls of the protrusions 37 are formed, and a recess/protrusion engagement structure is constituted in which entire areas of engagement contact regions of the protrusions 37 and the recesses become adhesive by transferring shapes of only the circumferential sidewalls of the protrusion 37 to the hub ring 1.

Description

  The present invention relates to a wheel bearing device that rotatably supports driving wheels (front wheels of FF vehicles, rear wheels of FR vehicles, all wheels of 4WD vehicles), for example, with respect to a suspension device of an automobile.

  As a conventional wheel bearing device, for example, a wheel bearing device having excellent maintainability that can separate the hub wheel and the outer joint member of the constant velocity universal joint has been proposed (for example, see Patent Document 1). As shown in FIG. 10, the wheel bearing device disclosed in Patent Document 1 includes a wheel bearing 120 including a hub ring 101, an inner ring 102, double row rolling elements 103 and 104, and an outer ring 105, and a fixed constant velocity. The main part is composed of the universal joint 106.

  The hub wheel 101 has an inner raceway surface 107 on the outboard side formed on the outer peripheral surface thereof, and a wheel mounting flange 109 for mounting a wheel (not shown). Hub bolts 110 for fixing the wheel disc are implanted at equal intervals in the circumferential direction of the wheel mounting flange 109. An inner ring 102 is fitted to a small diameter step portion 112 formed on the inboard side outer peripheral surface of the hub wheel 101, and an inner raceway surface 108 on the inboard side is formed on the outer peripheral surface of the inner ring 102.

  The inner ring 102 is press-fitted with an appropriate tightening margin to prevent creep. An outboard-side inner raceway surface 107 formed on the outer peripheral surface of the hub wheel 101 and an inboard-side inner raceway surface 108 formed on the outer peripheral surface of the inner ring 102 constitute a double-row raceway surface. The inner ring 102 is press-fitted into the small-diameter step portion 112 of the hub wheel 101, and the end portion of the small-diameter step portion 112 is crimped to the outside, so that the inner ring 102 is prevented from coming off by the crimping portion 111 and integrated with the hub wheel 101. The preload is applied to the wheel bearing 120.

  The outer ring 105 has double rows of outer raceway surfaces 113 and 114 facing the inner raceway surfaces 107 and 108 of the hub ring 101 and the inner ring 102 on the inner circumferential surface. The wheel bearing device is attached to the vehicle body by fitting and fixing the outer peripheral surface of the outer ring 105 to a knuckle extending from a suspension device (not shown) of the vehicle body.

  The wheel bearing 120 has a double-row angular contact ball bearing structure, and has inner raceway surfaces 107 and 108 formed on the outer peripheral surfaces of the hub wheel 101 and the inner ring 102, and an outer raceway surface 113 formed on the inner peripheral surface of the outer ring 105. The rolling elements 103 and 104 are interposed between the rolling elements 103 and 104, and the rolling elements 103 and 104 in each row are supported by the cages 115 and 116 at equal intervals in the circumferential direction.

  A pair of seals 117, 118 that seal the annular space between the outer ring 105, the hub ring 101, and the inner ring 102 are provided at both end openings of the wheel bearing 120 so as to be in sliding contact with the outer peripheral surfaces of the hub ring 101 and the inner ring 102. 105 is fitted to the inner diameters at both ends, and prevents leakage of grease filled in the inside and intrusion of water and foreign matters from the outside.

  The constant velocity universal joint 106 is provided at one end of an intermediate shaft 122 that constitutes the drive shaft 121, and is opposed to the outer joint member 124 in which the track groove 123 is formed on the inner peripheral surface, and the track groove 123 of the outer joint member 124. An inner joint member 126 having a track groove 125 formed on the outer peripheral surface, a ball 127 incorporated between the track groove 123 of the outer joint member 124 and the track groove 125 of the inner joint member 126, and the outer joint member 124. The cage 128 is interposed between the inner peripheral surface and the outer peripheral surface of the inner joint member 126 and holds the ball 127.

  The outer joint member 124 includes a mouth portion 129 that accommodates inner parts including the inner joint member 126, the ball 127, and the cage 128, and a stem portion 130 that extends integrally from the mouth portion 129 in the axial direction. The inner joint member 126 is coupled so that torque can be transmitted by spline fitting with the shaft end of the intermediate shaft 122 press-fitted.

  Between the outer joint member 124 of the constant velocity universal joint 106 and the intermediate shaft 122, a resin bellows for preventing leakage of a lubricant such as grease sealed inside the joint and preventing foreign matter from entering from the outside of the joint. The outer boot member 124 is closed by the boot 131 and the outer joint member 124 is closed.

  The boot 131 includes a large-diameter end portion 133 fastened and fixed to the outer peripheral surface of the outer joint member 124 by a boot band 132, a small-diameter end portion 135 fastened and fixed to the outer peripheral surface of the intermediate shaft 122 by a boot band 134, The diameter end portion 133 and the small diameter end portion 135 are connected to each other, and a flexible bellows portion 136 having a diameter reduced from the large diameter end portion 133 toward the small diameter end portion 135 is formed.

  FIG. 11 shows a state before the stem portion 130 of the outer joint member 124 is press-fitted into the shaft hole 138 of the hub wheel 101. As shown in the figure, the stem portion 130 of the outer joint member 124 has a male spline formed of a plurality of convex portions 137 extending in the axial direction on the outer peripheral surface thereof. On the other hand, the shaft hole 138 of the hub wheel 101 forms a simple cylindrical portion 139 in which a female spline is not formed on the inner peripheral surface thereof.

  FIG. 12 shows a state after the stem portion 130 of the outer joint member 124 is press-fitted into the shaft hole 138 of the hub wheel 101. The stem portion 130 of the outer joint member 124 is press-fitted into the shaft hole 138 of the hub wheel 101, and the convex portion 137 of the stem portion 130 is transferred to the inner peripheral surface of the shaft hole 138 of the hub wheel 101. As shown in the figure, a concave portion 140 is formed on the inner peripheral surface of the shaft hole 138 of the hub wheel 101 so as to be in close contact with the convex portion 137 with an allowance, and the concave and convex fitting is in close contact with the entire fitting contact portion between the convex portion 137 and the concave portion 140. By configuring the combined structure, the outer joint member 124 and the hub wheel 101 are coupled so as to transmit torque.

  Thus, after the stem portion 130 of the outer joint member 124 is press-fitted into the shaft hole 138 of the hub wheel 101, as shown in FIG. 10, the female screw formed at the shaft end of the stem portion 130 of the outer joint member 124 is formed. The constant velocity universal joint 106 is fixed to the hub wheel 101 by screwing the bolt 142 to 141 and tightening the bolt 142 in a state where the bolt 142 is locked to the end surface of the hub wheel 101.

JP 2009-97557 A

  By the way, in the wheel bearing device described above, the fixed constant velocity universal joint 106 coupled to the wheel bearing 120 including the hub wheel 101, the inner ring 102, the double row rolling elements 103 and 104, and the outer ring 105 is provided on the drive shaft 121. Part of it. As shown in FIG. 13, a drive shaft 121 that transmits power from an automobile engine to a wheel needs to cope with an angular displacement and an axial displacement due to a change in the relative positional relationship between the engine and the wheel. Are equipped with a sliding type constant velocity universal joint 151 on the engine side (inboard side) and a fixed type constant velocity universal joint 106 on the wheel side (outboard side), respectively. A structure connected by a shaft 122 is provided.

  Here, in the conventional wheel bearing device, as shown in FIG. 11, the inner peripheral surface of the shaft hole 138 of the hub wheel 101 forms a simple cylindrical portion 139 in which no female spline is formed. When the stem portion 130 of 124 is press-fitted into the shaft hole 138 of the hub wheel 101, a large press-fitting load is required to transfer the convex portion 137 of the stem portion 130 to the inner peripheral surface of the shaft hole 138, and FIG. As shown in FIG. 4, the tightening margin is set in a range α (a range from the middle of the chevron of the convex portion 137 to the top of the chevron) where the concave portion 140 of the shaft hole 138 and the convex portion 137 of the stem portion 130 are in close contact with each other. In this respect, a large press-fitting load is required and workability is poor, and it is necessary to use a press machine. Therefore, the current situation is that the wheel bearing device must be assembled to the vehicle body with the constant velocity universal joint 106 of the drive shaft 121 assembled to the wheel bearing 120.

  As a result, when the vehicle is assembled by an automobile manufacturer, the wheel bearing 120 and the constant velocity universal joint 106 of the drive shaft 121 are coupled, that is, the two constant velocity universal joints 106 of the wheel bearing 120 and the drive shaft 121 are combined. , 151 are integrated with each other. Since the minimum inner diameter dimension of the knuckle 152 (see FIG. 13) extending from the suspension device of the vehicle body is larger than the maximum outer diameter dimension of the constant velocity universal joints 106 and 151, the assembly to the vehicle body is shown in FIGS. 14, the sliding constant velocity universal joint 151 and the fixed constant velocity universal joint 106 of the drive shaft 121 are sequentially passed through the knuckle 152 extending from the suspension device of the vehicle body, and then the outer ring of the wheel bearing 120. 105 is fitted to the knuckle 152 and fixed.

  Since the drive shaft 121 is a long assembly body that connects the wheel side and the engine side, as described above, the sliding constant velocity universal joint 151 and the fixed constant velocity universal joint 106 of the drive shaft 121 are knuckled. The assembling method to the vehicle body that is sequentially passed through 152 is inferior in workability, and there is a possibility that parts constituting the drive shaft 121 may be damaged during the assembling.

  Accordingly, the present invention has been proposed in view of the above-mentioned problems, and the object of the present invention is to improve the workability in assembling the vehicle body and prevent damage to the components during the assembly. It is to provide a bearing device for use.

  As technical means for achieving the above-mentioned object, the present invention comprises an outer member having a double-row outer raceway surface formed on the inner periphery, and a double-row inner raceway surface facing the outer raceway surface on the outer periphery. A wheel bearing comprising: an inner member comprising a hub ring and an inner ring; and a double row rolling element interposed between the outer raceway surface of the outer member and the inner raceway surface of the inner member. In a wheel bearing device in which a constant velocity universal joint is separably coupled to a wheel bearing by a screw tightening structure by fitting a stem portion of an outer joint member of the constant velocity universal joint to an inner diameter of the hub ring. And a plurality of concave portions having an allowance with respect to only the circumferential side wall portion of the convex portion formed on one of the stem portions of the outer joint member and extending in the axial direction. Press fit on the other side, and transfer only the shape of the circumferential side wall of the convex part to the other side By Rukoto, characterized in that the fitting contact regions throughout the convex portion and the concave portion constituted the recess-projection fitting structure in close contact.

  Here, “only the circumferential side wall portion of the convex portion” means a portion excluding the radial front end portion of the convex portion. Moreover, the recessed part which has a fastening margin only with respect to the circumferential direction side wall part of a convex part is easy to implement | achieve by the structure where the circumferential direction dimension is set smaller than a convex part.

  In the present invention, a concave portion having a plurality of convex portions extending in the axial direction on either one of the hub portion and the stem portion of the outer joint member and having a tightening margin only on the circumferential side wall portion of the convex portion on the other side. Is formed in advance. By pressing any one of the hub wheel and the stem portion of the outer joint member into the other, an uneven fitting structure in which the entire fitting contact portion between the convex portion and the concave portion is in close contact is configured.

  At this time, only the circumferential side wall portion of the convex portion is accompanied by a slight plastic deformation and cutting, and the shape of only the circumferential side wall portion of the convex portion is transferred to the concave portion forming surface on the other side. At this time, the circumferential side wall portion of the convex portion bites into the recess forming surface on the other side, so that the inner diameter of the hub wheel is slightly expanded, and relative movement in the axial direction of the convex portion is allowed. The When the axial relative movement of the convex portion stops, the inner diameter of the hub wheel is reduced to return to the original diameter. Thereby, it can closely_contact | adhere in the fitting contact site | part whole area | region of a convex part and a recessed part, and an outer joint member and a hub ring can be combined firmly. In addition, since the other part excluding the circumferential side wall part of the convex part, that is, the radial tip part of the convex part does not have a concave part and a fastening margin, the radial tip of the convex part is formed on the mating concave part forming surface. The shape of the part is not transferred.

  Here, since the concave portion is formed in advance with respect to the convex portion, the convex portion and the concave portion are brought into close contact with each other as compared with the conventional case where the convex portion is transferred to a simple cylindrical portion. The press-fit load for the projecting portion can be reduced, and since it is set so as to have a tightening margin only for the circumferential side wall portion of the projecting portion, when including the radial tip portion of the projecting portion as in the past Since the press-fit load can be reduced, it is easy to connect the constant velocity universal joint to the wheel bearing by pressing the outer joint member into the hub wheel of the wheel bearing after the wheel bearing is attached to the vehicle body. Thus, workability can be improved.

  In the present invention, it is desirable to make the surface hardness of the convex portion larger than the surface hardness of the concave portion. In this way, when one of the hub wheel and the stem portion of the outer joint member is press-fitted into the other, the shape of the convex portion is easily transferred to the concave portion forming surface on the other side by plastic deformation and cutting. can do.

  In the present invention, it is desirable that the outer joint member can be press-fitted into the hub wheel with an axial force generated by the screw tightening structure or less. In this way, when the outer joint member is press-fitted into the hub wheel of the wheel bearing after the wheel bearing is attached to the vehicle body, there is no need to prepare a dedicated jig, and the wheel bearing device is configured. The constant velocity universal joint can be easily coupled to the wheel bearing with a screw tightening structure as a part.

  The screw tightening structure in the present invention is preferably set to a tightening torque lower than the tightening torque when the outer joint member is pressed into the hub wheel. In this way, after the outer joint member is press-fitted into the hub wheel, if the screw tightening state is once loosened and set again to a tightening torque lower than the tightening torque at the time of the press-fitting, the wheel bearing and the constant velocity universal joint It is possible to optimally manage the surface pressure generated on the contact surface, and it is possible to prevent the occurrence of stick-slip noise due to a sudden slip on the contact surface.

  The screw tightening structure according to the present invention includes a female screw portion formed at the shaft end of the stem portion of the outer joint member, and a male screw portion that is engaged with the female screw portion and locked to the hub wheel. Is possible. In this structure, the constant-velocity universal joint is fixed to the hub wheel by screwing the male screw part into the female screw part of the stem part and tightening the male screw part in a state where the male screw part is locked to the hub wheel.

  The screw tightening structure according to the present invention has a structure composed of a male screw portion formed at the shaft end of the stem portion of the outer joint member and a female screw portion that is engaged with the male screw portion and locked to the hub wheel. Is possible. In this structure, the constant-velocity universal joint is fixed to the hub wheel by screwing the female screw portion into the male screw portion of the stem portion and tightening the female screw portion while being locked to the hub wheel.

  In the present invention, it is desirable that the convex portion is provided in the stem portion of the outer joint member and the concave portion is provided in the hub wheel. In this way, by pressing the stem portion of the outer joint member into the hub wheel, an uneven fitting structure in which the entire fitting contact portion between the convex portion and the concave portion is in close contact can be easily configured.

  The concave-convex fitting structure in the present invention is preferably a structure having an accommodating portion that accommodates a protruding portion generated by the transfer of the convex shape by press-fitting. If it does in this way, the protrusion part produced by transcription | transfer of the convex part shape by press injection can be hold | maintained in a storage part, and it can prevent that the protrusion part penetrates into the vehicle etc. outside an apparatus.

  The concave / convex fitting structure in the present invention is preferably a structure having a guide portion for guiding the start of press-fitting. In this way, when any one of the hub wheel and the stem portion of the outer joint member is press-fitted into the other, stable press-fitting is possible, and misalignment or tilting during press-fitting can be prevented. it can.

  According to the present invention, a plurality of convex portions formed in one of the hub portion and the stem portion of the outer joint member and extending in the axial direction are tightened with respect to only the circumferential side wall portion of the convex portion. A concave-convex fitting structure in which the entire fitting contact portion between the convex portion and the concave portion is in close contact with each other by press-fitting into the other formed with the plurality of concave portions and transferring the shape of only the circumferential side wall portion of the convex portion to the other side. Since a concave portion having a tightening margin is formed in advance only on the circumferential side wall portion of the convex portion by configuring, the press-fitting load for bringing the convex portion and the concave portion into close contact with each other is lowered. Therefore, after attaching the wheel bearing to the vehicle body, it becomes easy to press-fit the outer joint member into the hub wheel of the wheel bearing and to connect the constant velocity universal joint to the wheel bearing. Improve workability and improve the assembly It is possible to prevent the damage of goods in advance.

In embodiment of the wheel bearing apparatus which concerns on this invention, it is a longitudinal cross-sectional view which shows the state before attaching a constant velocity universal joint to the wheel bearing. It is a longitudinal cross-sectional view which shows the state after attaching the constant velocity universal joint to the wheel bearing of FIG. It is sectional drawing which shows the state before attaching the constant velocity universal joint of a drive shaft to the wheel bearing with which the knuckle was mounted | worn. It is sectional drawing which shows the state in the middle of assembling the constant velocity universal joint of a drive shaft to the wheel bearing with which the knuckle was mounted | worn. It is sectional drawing which shows the state after attaching the constant velocity universal joint of a drive shaft to the wheel bearing with which the knuckle was mounted | worn. (A) is a principal part expanded sectional view which shows the state before pressing the stem part of an outer joint member in the hub ring of a wheel bearing, (B) is sectional drawing which follows the AA line of (A). (A) is a principal part expanded sectional view which shows the state in the middle of press-fitting the stem part of an outer joint member to the hub ring of a wheel bearing, (B) is sectional drawing which follows the BB line of (A). (A) is a principal part expanded sectional view which shows the state after press-fitting the stem part of an outer joint member in the hub ring of a wheel bearing, (B) is sectional drawing which follows the CC line of (A). It is sectional drawing which shows the state after assembling | attaching the constant velocity universal joint of a drive shaft to the wheel bearing attached to the knuckle in other embodiment of the wheel bearing apparatus which concerns on this invention. It is a longitudinal cross-sectional view which shows the whole structure of the conventional wheel bearing apparatus. In the wheel bearing device of FIG. 10, it is a principal part expanded longitudinal sectional view which shows the state before pressing the stem part of an outer joint member in the shaft hole of a hub ring. In the wheel bearing device of FIG. 10, it is a principal part expanded horizontal sectional view which shows the state after pressing the stem part of an outer joint member in the axial hole of a hub ring. It is sectional drawing which shows the state before mounting | wearing the knuckle with the wheel bearing apparatus with which the drive shaft was assembled | attached. It is sectional drawing which shows the state after mounting | wearing the knuckle with the wheel bearing apparatus with which the drive shaft was assembled | attached.

  An embodiment of a wheel bearing device according to the present invention will be described in detail below. The wheel bearing device shown in FIGS. 1 and 2 includes a hub wheel 1 and an inner ring 2 which are inner members, double-row rolling elements 3 and 4, a wheel bearing 20 including an outer ring 5 and a constant velocity universal joint 6. The main part is composed. FIG. 1 shows a state before the constant velocity universal joint 6 is assembled to the wheel bearing 20, and FIG. 2 shows a state after the constant velocity universal joint 6 is assembled to the wheel bearing 20. In the following description, the side closer to the outer side of the vehicle body is called the outboard side (left side of the drawing) and the side closer to the center is called the inboard side (right side of the drawing).

  The hub wheel 1 has an inner raceway surface 7 on the outboard side formed on the outer peripheral surface thereof, and includes a wheel mounting flange 9 for mounting a wheel (not shown). Hub bolts 10 for fixing the wheel disc are implanted at equal intervals in the circumferential direction of the wheel mounting flange 9. The inner ring 2 is fitted to the small-diameter step portion 12 formed on the inboard side outer peripheral surface of the hub wheel 1, and the inboard-side inner raceway surface 8 is formed on the outer peripheral surface of the inner ring 2.

  The inner ring 2 is press-fitted with an appropriate tightening margin to prevent creep. The outboard side inner raceway surface 7 formed on the outer peripheral surface of the hub wheel 1 and the inboard side inner raceway surface 8 formed on the outer peripheral surface of the inner ring 2 constitute a double row raceway surface. The inner ring 2 is press-fitted into the small-diameter step portion 12 of the hub wheel 1, and the end portion of the small-diameter step portion 12 is crimped outward by swing caulking to prevent the inner ring 2 from coming off with the caulking portion 11. It is integrated with the hub wheel 1 and preload is applied to the wheel bearing 20.

  The outer ring 5 has double-row outer raceways 13 and 14 that are opposed to the raceways 7 and 8 of the hub wheel 1 and the inner race 2 on the inner circumferential surface, and is attached to a knuckle extending from a suspension device of a vehicle body (not shown). A vehicle body mounting flange 19 is provided. As will be described later, the vehicle body mounting flange 19 is fitted to the knuckle 52 and fixed by a bolt 63 (see FIG. 3).

  The wheel bearing 20 has a double-row angular ball bearing structure, and has inner raceway surfaces 7 and 8 formed on the outer peripheral surfaces of the hub wheel 1 and the inner ring 2 and an outer raceway surface 13 formed on the inner peripheral surface of the outer ring 5. 14, the rolling elements 3 and 4 are interposed, and the rolling elements 3 and 4 in each row are supported by the cages 15 and 16 at equal intervals in the circumferential direction.

  A pair of seals 17 and 18 that seal the annular space between the outer ring 5, the hub ring 1, and the inner ring 2 are provided at both ends of the wheel bearing 20 so as to be in sliding contact with the outer peripheral surfaces of the hub ring 1 and the inner ring 2. 5 is fitted to the inner diameters of both end portions to prevent leakage of grease filled inside and entry of water and foreign matters from the outside.

  The constant velocity universal joint 6 is provided at one end of an intermediate shaft 22 constituting the drive shaft 21 and is opposed to the outer joint member 24 having a track groove 23 formed on the inner peripheral surface thereof and the track groove 23 of the outer joint member 24. An inner joint member 26 having track grooves 25 formed on the outer peripheral surface thereof, balls 27 incorporated between the track grooves 23 of the outer joint member 24 and the track grooves 25 of the inner joint member 26, and the outer joint member 24. The cage 28 is interposed between the inner peripheral surface and the outer peripheral surface of the inner joint member 26 and holds the balls 27.

  The outer joint member 24 includes a mouth portion 29 that accommodates an inner part composed of the inner joint member 26, a ball 27, and a cage 28, and a stem portion 30 that extends integrally from the mouth portion 29 in the axial direction. The inner joint member 26 is coupled so that torque can be transmitted by fitting the shaft end of the intermediate shaft 22 by spline fitting.

  Between the outer joint member 24 of the constant velocity universal joint 6 and the intermediate shaft 22, a resin bellows for preventing leakage of a lubricant such as grease enclosed in the joint and preventing foreign matter from entering from the outside of the joint. The boot 31 is attached and the opening of the outer joint member 24 is closed with the boot 31.

  The boot 31 includes a large-diameter end portion 33 fastened and fixed to the outer peripheral surface of the outer joint member 24 by a boot band 32, a small-diameter end portion 35 fastened and fixed to the outer peripheral surface of the intermediate shaft 22 by a boot band 34, The diameter end portion 33 and the small diameter end portion 35 are connected to each other, and a flexible bellows portion 36 having a diameter reduced from the large diameter end portion 33 toward the small diameter end portion 35 is formed.

  The wheel bearing device has a cylindrical fitting surface 61 formed on the outer peripheral surface of the inboard side of the stem portion 30 of the outer joint member 24, and a plurality of axially extending surfaces on the outer peripheral surface of the stem portion 30 on the outboard side. A male spline composed of the convex portions 37 is formed. On the other hand, a cylindrical fitting surface 62 is formed on the inboard side inner peripheral surface of the shaft hole 38 of the hub wheel 1, and the convex portion 37 is formed on the outboard side inner peripheral surface of the shaft hole 38. A plurality of concave portions 39 having a tightening margin are formed only on the circumferential side wall portion 43 (see FIG. 7B). In addition, although the above-mentioned convex part 37 is made into the trapezoidal tooth shape of a cross section, an involute tooth shape may be sufficient.

  In this wheel bearing device, the stem portion 30 of the outer joint member 24 is press-fitted into the shaft hole 38 of the hub wheel 1, and the circumferential side wall of the convex portion 37 is inserted into the shaft hole 38 of the hub wheel 1, which is a recess forming surface on the other side. The concave portion 40 is formed by transferring the shape of only the portion 43 [see FIG. 7B], and the concave-convex fitting structure M is formed in which the entire fitting contact region X between the convex portion 37 and the concave portion 40 is in close contact (see FIG. (See FIG. 2). As the material of the outer joint member 24 and the hub wheel 1, medium carbon steel for machine structure represented by S53C and the like is suitable.

  This wheel bearing device includes a screw tightening structure N (see FIG. 2) as follows. The screw tightening structure N includes a female screw portion 41 formed at the shaft end of the stem portion 30 of the outer joint member 24 and a bolt that is a male screw portion that is engaged with the female screw portion 41 and is locked to the hub wheel 1. 42. In this structure, the constant velocity universal joint 6 is fixed to the hub wheel 1 by screwing the bolt 42 into the female screw portion 41 of the stem portion 30 and tightening the bolt 42 in a state where the bolt 42 is locked to the hub wheel 1. . The wheel bearing 20 has a structure in which the inner ring 2 is prevented from coming off by the caulking portion 11 and is integrated with the hub wheel 1, so that it can be separated from the outer joint member 24 of the constant velocity universal joint 6. It has become.

  By the way, in this wheel bearing device, the caulking portion 11 of the hub wheel 1 of the wheel bearing 20 and the shoulder portion 45 of the outer joint member 24 are in contact with each other. There is a possibility that a stick-slip sound, commonly referred to as a cuckling noise, is generated between the caulking portion 11 of the wheel 1 and the shoulder portion 45 of the outer joint member 24. This stick-slip noise is generated when the rotational torque is applied from the outer joint member 24 of the constant velocity universal joint 6 to the hub wheel 1 of the wheel bearing 20 in a stationary state when the vehicle starts. The rotational torque is transmitted to the wheel 1, but the caulking portion 11 and the outer joint member 24 of the hub wheel 1 are caused by the transmission torque fluctuation between the outer joint member 24 and the wheel bearing 20 and the torsion of the outer joint member 24. Abrupt slip occurs on the contact surface with the shoulder 45 of the head. This sudden slip causes stick-slip noise.

  In the screw tightening structure N described above, as a means for preventing the stick-slip noise, the tightening torque is set lower than the tightening torque when the outer joint member 24 is pressed into the hub wheel 1. That is, after the outer joint member 24 is press-fitted into the hub wheel 1, the screw tightening state is once loosened, and the tightening torque is set lower than the tightening torque at the time of the press-fitting. As a result, the surface pressure generated on the contact surface between the caulking portion 11 of the hub wheel 1 and the shoulder portion 45 of the outer joint member 24 can be managed optimally, and stick slip caused by a sudden slip on the contact surface. Generation of sound can be prevented beforehand.

  In this wheel bearing device, a fixed type constant velocity universal joint 6 coupled to a wheel bearing 20 comprising a hub wheel 1, an inner ring 2, double row rolling elements 3, 4 and an outer ring 5 is part of a drive shaft 21. It is composed. As shown in FIG. 3, the drive shaft 21 that transmits power from the engine of the automobile to the wheels needs to cope with angular displacement and axial displacement due to a change in the relative positional relationship between the engine and the wheels. Is equipped with a sliding type constant velocity universal joint 51 on the engine side (inboard side) and a fixed type constant velocity universal joint 6 on the wheel side (outboard side). A structure connected by a shaft 22 is provided.

  In the case of this wheel bearing device, since the concave portion 39 is formed in advance on the convex portion 37, the convex portion is more than the case where the convex portion 137 is transferred to the cylindrical portion 139 as in the prior art (see FIG. 11). 37, the press-fit load for tightly contacting the entire contact area X between the fitting portion 37 and the recessed portion 40 can be lowered, and the tightening margin is limited only to the circumferential side wall portion 43 (see FIG. 7B) of the protruding portion 37. Therefore, when the radial tip of the convex portion 137 is included as in the conventional case, that is, the tightening margin is set in a range α from the central portion of the convex portion 137 to the top of the convex portion. The press-fitting load can be reduced as compared with the case (see FIG. 12).

  As a result, at the time of assembling the vehicle by an automobile manufacturer, the wheel bearing 20 is fixed to the knuckle 52 extending from the suspension device of the vehicle body with the bolt 63, and then the wheel bearing 20 of the wheel bearing 20 is pulled by the pulling force by the bolt 42 of the screw fastening structure N The stem portion 30 of the outer joint member 24 of the constant velocity universal joint 6 can be easily press-fitted into the shaft hole 38 of the hub wheel 1, and the constant velocity universal joint 6 of the drive shaft 21 can be easily assembled to the wheel bearing 20. Therefore, workability can be improved.

  As shown in FIG. 4, prior to press-fitting the stem portion 30 of the outer joint member 24 into the shaft hole 38 of the hub wheel 1, a cylindrical fitting surface 61 is provided on the inboard-side outer peripheral surface of the stem portion 30. Since the cylindrical fitting surface 62 is formed on the inboard side inner peripheral surface of the shaft hole 38 of the hub wheel 1, the stem portion 30 is formed on the fitting surface 62 of the shaft hole 38 of the hub wheel 1. By fitting the fitting surface 61, the axis alignment of the stem portion 30 with respect to the hub wheel 1 can be easily performed.

  6A and 6B, a guide for guiding the start of press-fitting between the fitting surface 62 located on the inboard side of the hub wheel 1 and the recess 39 located on the outboard side. A portion 64 is provided. The guide portion 64 has a concave portion 65 that is larger than the convex portion 37 of the stem portion 30 (see the enlarged portion in FIG. 1). That is, a gap m is formed between the convex portion 37 and the concave portion 65 (see FIG. 6B). When the stem portion 30 of the outer joint member 24 is press-fitted into the hub wheel 1 by the guide portion 64, the convex portion 37 of the stem portion 30 can be guided so as to be surely press-fitted into the concave portion 39 of the hub wheel 1. Thus, stable press-fitting is possible, and misalignment and tilting during press-fitting can be prevented.

  Here, as shown in FIGS. 7A and 7B, the circumferential dimension of the concave portion 39 is set so that the concave portion 39 has a tightening margin n only with respect to the circumferential side wall portion 43 of the convex portion 37. It is set smaller than the convex portion 37. Moreover, since the site | part except the circumferential direction side wall part 43 of the convex part 37, ie, the radial direction front-end | tip part 44 of the convex part 37 does not have the interference with the recessed part 39, the radial direction dimension of the recessed part 39 is made into the convex part 37. By setting it larger than this, the concave portion 39 has a gap p with respect to the radial front end portion 44 of the convex portion 37.

  As shown in FIGS. 8A and 8B, when the stem portion 30 is press-fitted into the hub wheel 1, the shape of only the circumferential side wall portion 43 of the convex portion 37 is transferred to the shaft hole 38 of the hub wheel 1. When the concave portion 40 is formed, since the concave portion 39 is formed in advance on the convex portion 37, the convex portion 37 is more than the case where the convex portion 137 is transferred to the cylindrical portion 139 as in the prior art (see FIG. 11). It is possible to reduce the press-fitting load for tightly contacting the entire contact area X (see FIG. 2) between the concave portion 40 and the concave portion 40, and to have a tightening margin n only on the circumferential side wall portion 43 of the convex portion 37. In the case where the radial tip of the convex portion 137 is included as in the conventional case, that is, when the tightening margin is set in the range α from the central portion of the convex portion 137 to the top portion of the convex shape. The press-fit load can be lowered as compared with (see FIG. 12). In addition, since the radial front end portion 44 of the convex portion 37 does not have a fastening margin with the concave portion 39, the shape of the radial front end portion 44 of the convex portion 37 is not transferred to the concave portion 39.

  As a result, as shown in FIG. 5, the outer joint member 24 can be press-fitted into the hub wheel 1 with an axial force generated by tightening the bolt 42 or less. That is, after the wheel bearing 20 is attached to the knuckle 52 of the vehicle body, the outer joint member 24 is press-fitted into the hub wheel 1 of the wheel bearing 20 by the pulling force of the bolt 42, and the constant velocity universal joint 6 is attached to the wheel bearing 20. It becomes easy to combine, workability | operativity in the assembly | attachment to a vehicle body can be improved, and the damage of the components at the time of the assembly | attachment can be prevented beforehand.

  Thus, when the outer joint member 24 is press-fitted into the hub wheel 1 of the wheel bearing 20 after the wheel bearing 20 is attached to the knuckle 52 of the vehicle body, it is not necessary to prepare a dedicated jig separately. The constant velocity universal joint 6 can be easily coupled to the wheel bearing 20 with the bolt 42 which is a component constituting the bearing device. In addition, since it is possible to press-fit by applying a relatively small pulling force equal to or less than the axial force generated by tightening the bolt 42, the pulling workability by the bolt 42 can be improved. Furthermore, since it is not necessary to apply a large press-fitting load, it is possible to prevent the unevenness in the concave-convex fitting structure M from being damaged (peeled), and to realize a high-quality, long-life concave-convex fitting structure M.

  When the stem portion 30 of the outer joint member 24 is press-fitted into the shaft hole 38 of the hub wheel 1, the concave portion is caused by a slight plastic deformation and cutting of the concave portion forming surface by the circumferential side wall portion 43 of the convex portion 37. The shape of the circumferential side wall 43 of the convex portion 37 is transferred to the forming surface. At this time, the circumferential side wall portion 43 of the convex portion 37 bites into the concave portion forming surface so that the inner diameter of the hub wheel 1 is slightly expanded, and relative movement in the axial direction of the convex portion 37 is allowed. Is done. When the axial relative movement of the convex portion 37 stops, the inner diameter of the hub wheel 1 is reduced to return to the original diameter. As a result, it is possible to tightly bond and integrate the outer joint member 24 and the hub wheel 1 together in the entire fitting contact region X between the convex portion 37 and the concave portion 40.

  Such a low-cost and highly reliable connection does not form gaps that cause play in the radial direction and circumferential direction of the fitting portion of the stem portion 30 and the hub wheel 1, so that the entire area X of the fitting contact portion transmits rotational torque. This contributes to stable torque transmission and can prevent harsh rattling noises over a long period of time. Since the fitting contact part whole area X is in close contact as described above, the strength of the torque transmission part is improved, so that the vehicle bearing device can be reduced in weight and size.

  When the stem portion 30 of the outer joint member 24 is press-fitted into the shaft hole 38 of the hub wheel 1, the surface hardness of the convex portion 37 is made larger than the surface hardness of the concave portion 39. In that case, the difference between the surface hardness of the convex portion 37 and the surface hardness of the concave portion 39 is set to 20 or more in HRC. Thereby, the shape of the circumferential side wall part 43 of the convex part 37 can be easily transcribe | transferred to the other party recessed part formation surface by the plastic deformation and cutting process at the time of press injection. The surface hardness of the convex portion 37 is preferably 50 to 65 in HRC, and the surface hardness of the concave portion 39 is preferably 10 to 30 in HRC.

  A housing portion 67 is provided between the shaft hole 38 of the hub wheel 1 and the stem portion 30 of the outer joint member 24 to house the protruding portion 66 generated by the transfer of the convex shape by press-fitting [FIG. ) And FIG. 8 (A)]. Thereby, the protruding portion 66 generated by the transfer of the convex shape by press-fitting can be held in the housing portion 67, and the protruding portion 66 can be prevented from entering the vehicle outside the apparatus. By holding the protruding portion 66 in the accommodating portion 67, the removal processing of the protruding portion 66 becomes unnecessary, the work man-hours can be reduced, the workability can be improved, and the cost can be reduced. .

  In the above embodiment, the bolt 42 is screwed to the female thread portion 41 of the stem portion 30 to tighten the bolt 42 in a state where the bolt 42 is locked to the end face of the hub wheel 1. As a tightening structure, as shown in FIG. 9, a male screw portion 68 formed at the shaft end of the stem portion 30 of the outer joint member 24 is engaged with the end surface of the hub wheel 1 while being engaged with the male screw portion 68. It is also possible to configure with a nut 69 which is a female thread portion. In this structure, the constant velocity universal joint 6 is fixed to the hub wheel 1 by screwing the nut 69 into the male thread portion 68 of the stem portion 30 and tightening the nut 69 while being locked to the hub wheel 1. It will be.

  Further, in the above embodiment, one of the double-row inner raceway surfaces 7 and 8 formed on the inner member composed of the hub wheel 1 and the inner ring 2, that is, the inner raceway surface 7 on the outboard side is connected to the hub wheel 1. The case of application to a drive wheel bearing device of the type (called third generation) formed on the outer periphery is illustrated, but the present invention is not limited to this, and a pair of inner rings are press-fitted into the outer periphery of the hub wheel. The outboard side raceway surface 7 is formed on the outer periphery of one inner ring, and the inboard side raceway surface 8 is formed on the outer periphery of the other inner ring (referred to as first and second generation) type of drive. The present invention can also be applied to a wheel bearing device.

  The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. It includes the equivalent meanings recited in the claims and the equivalents recited in the claims, and all modifications within the scope.

1 Inner member (hub ring)
2 Inner member (inner ring)
3, 4 Rolling element 5 Outer member (outer ring)
6 Constant velocity universal joint 7,8 Inner raceway surface 13,14 Outer raceway surface 20 Wheel bearing 24 Outer joint member 30 Stem portion 37 Convex portion (male spline)
39 Concave part 41 Female thread part 42 Male thread part (bolt)
43 circumferential side wall portion of convex portion 64 guide portion 66 protruding portion 67 accommodating portion 68 male screw portion 69 female screw portion (nut)
n Tightening allowance M Concave / concave fitting structure N Screw tightening structure X Fitting contact area

As technical means for achieving the above-mentioned object, the present invention includes an outer member having a double row outer raceway surface formed on the inner periphery, and a double row inner raceway surface facing the outer raceway surface on the outer periphery. A wheel bearing comprising: an inner member comprising a hub ring and an inner ring; and a double row rolling element interposed between an outer raceway surface of the outer member and an inner raceway surface of the inner member A wheel bearing device in which a constant velocity universal joint is separably coupled to the wheel bearing by a screw tightening structure by fitting a stem portion of an outer joint member of the constant velocity universal joint to an inner diameter of the hub wheel A plurality of axially extending convex portions formed on one of the hub wheel and the stem portion of the outer joint member, the other projecting portion is formed on the other, and the convex portion is tightened with respect to the circumferential side wall portion. are pressed into the plurality of recesses having, press-fitted into the recess of the protrusion With recess is cut in the circumferential direction side wall of the convex portion, there is a gap between the radially distal end portion and the recess of the protrusion, recess-projection fitting of the fitting contact regions throughout the said protrusion recess come into close contact wherein the structure is configured.

In this configuration, since the concave portion is formed in advance with respect to the convex portion, it is more closely adhered to the entire fitting contact portion between the convex portion and the concave portion than when the convex portion is transferred to a simple cylindrical portion as in the past. The press-fit load for reducing the height of the protrusions can be reduced, and the concave portion has a margin for the circumferential side wall of the convex portion, and has a gap with respect to the distal end portion in the radial direction of the convex portion. Since the press-fitting load can be reduced compared to the case where the radial tip of the convex portion has a tightening allowance , the outer joint member is attached to the hub wheel of the wheel bearing after the wheel bearing is attached to the vehicle body. It becomes easy to press-fit and connect the constant velocity universal joint to the wheel bearing, and the workability can be improved.

The inboard end of the hub, the caulking portion for applying a preload to the wheel bearing is provided, the caulked Me portion being in contact with the shoulder section of the outer joint member, the tightening of the screw tightening structure Torque Is preferably smaller than the tightening torque of the screw tightening structure when the convex portion is press-fitted into the concave portion . Thus, after press-fitting of the outer joint member relative to the hub wheel, the screw tightening state by loosening one Dan, again, is set to a low tightening torque than the tightening torque at the time of press-fitting, the wheel bearing and a constant velocity universal joint It is possible to optimally manage the surface pressure generated on the abutting surface, and to prevent the occurrence of stick-slip noise due to a sudden slip on the abutting surface.

In the screw tightening structure N described above, as a means for preventing the stick-slip noise, the tightening torque is set lower than the tightening torque when the outer joint member 24 is pressed into the hub wheel 1. That is, after the outer joint member 24 is press-fitted into the hub wheel 1, the screw tightening state is once loosened and set again to a tightening torque lower than the tightening torque at the time of the press-fitting. As a result, the surface pressure generated on the contact surface between the caulking portion 11 of the hub wheel 1 and the shoulder portion 45 of the outer joint member 24 can be managed optimally, and stick slip caused by a sudden slip on the contact surface. Generation of sound can be prevented beforehand.

In the case of this wheel bearing device, since the concave portion 39 is formed in advance on the convex portion 37, the convex portion is more than the case where the convex portion 137 is transferred to the cylindrical portion 139 as in the prior art (see FIG. 11). 37, the press-fit load for tightly contacting the entire contact area X between the fitting portion 37 and the recessed portion 40 can be lowered, and the tightening margin is limited only to the circumferential side wall portion 43 (see FIG. 7B) of the protruding portion 37. Therefore, when the radial tip of the convex portion 137 is included as in the conventional case, that is, the tightening margin is set in a range α from the central portion of the convex portion 137 to the top of the convex portion. The press-fitting load can be reduced as compared with the case (see FIG. 12). Here, “only the circumferential side wall portion of the convex portion” means a portion excluding the radial front end portion of the convex portion 37. In addition, the concave portion 40 having a tightening margin only with respect to the circumferential side wall portion 43 of the convex portion 37 can be easily realized by a structure in which the circumferential dimension is set smaller than that of the convex portion 37 .

Claims (10)

An outer member having a double-row outer raceway surface formed on the inner periphery, a double-row inner raceway surface facing the outer raceway surface on the outer periphery, and an inner member comprising a hub ring and an inner ring; An outer joint member of a constant velocity universal joint provided on the inner diameter of the hub wheel, comprising a bearing for a wheel comprising a double row rolling element interposed between an outer raceway surface of the inner member and an inner raceway surface of the inner member. In the wheel bearing device in which the constant velocity universal joint is separably coupled to the wheel bearing by a screw tightening structure by fitting the stem portion of
A plurality of recesses having an allowance for a plurality of protrusions formed in any one of the hub wheel and the stem portion of the outer joint member and extending in the axial direction only with respect to a circumferential side wall portion of the protrusions. The concave-convex fitting structure in which the entire fitting contact portion between the convex portion and the concave portion is in close contact with each other by press-fitting into the other formed, and transferring the shape of only the circumferential side wall portion of the convex portion to the other side. A wheel bearing device characterized by comprising.   2. The wheel bearing device according to claim 1, wherein the concave portion having a tightening margin with respect to only the circumferential side wall portion of the convex portion has a circumferential dimension set smaller than that of the convex portion.   The wheel bearing device according to claim 1 or 2, wherein the surface hardness of the convex portion is larger than the surface hardness of the concave portion.   The wheel bearing device according to any one of claims 1 to 3, wherein the outer joint member can be press-fitted into the hub wheel under an axial force generated by the screw tightening structure.   The wheel bearing device according to any one of claims 1 to 4, wherein the screw tightening structure is set to a tightening torque lower than a tightening torque when the outer joint member is pressed into the hub wheel.   The screw tightening structure includes an internal thread portion formed at a shaft end of a stem portion of the outer joint member, and an external thread portion that is engaged with the internal thread portion and is engaged with the hub ring. The wheel bearing device according to any one of Items 1 to 5.   The screw tightening structure includes a male screw portion formed at a shaft end of a stem portion of the outer joint member, and a female screw portion that is locked to the hub wheel while being screwed to the male screw portion. The wheel bearing device according to any one of Items 1 to 5.   The wheel bearing device according to any one of claims 1 to 7, wherein the convex portion is provided in a stem portion of the outer joint member, and the concave portion is provided in the hub wheel.   The wheel bearing device according to any one of claims 1 to 8, wherein the concave-convex fitting structure includes a housing portion that houses a protruding portion generated by the transfer of a convex shape by press-fitting.   The wheel bearing device according to any one of claims 1 to 9, wherein the uneven fitting structure includes a guide portion that guides the start of press-fitting.

Images