JP2017047716A - Bearing device for wheel - Google Patents

Bearing device for wheel Download PDF

Info

Publication number
JP2017047716A
JP2017047716A JP2015170410A JP2015170410A JP2017047716A JP 2017047716 A JP2017047716 A JP 2017047716A JP 2015170410 A JP2015170410 A JP 2015170410A JP 2015170410 A JP2015170410 A JP 2015170410A JP 2017047716 A JP2017047716 A JP 2017047716A
Authority
JP
Japan
Prior art keywords
wheel
hub
joint member
hub wheel
fitting
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2015170410A
Other languages
Japanese (ja)
Inventor
理 満石
Tadashi Mitsuishi
理 満石
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Priority to JP2015170410A priority Critical patent/JP2017047716A/en
Publication of JP2017047716A publication Critical patent/JP2017047716A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C35/00—Rigid support of bearing units; Housings, e.g. caps, covers
    • F16C35/04—Rigid support of bearing units; Housings, e.g. caps, covers in the case of ball or roller bearings
    • F16C35/06—Mounting or dismounting of ball or roller bearings; Fixing them onto shaft or in housing
    • F16C35/063—Fixing them on the shaft
    • F16C35/0635—Fixing them on the shaft the bore of the inner ring being of special non-cylindrical shape which co-operates with a complementary shape on the shaft, e.g. teeth, polygonal sections
    • 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
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/52—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions
    • F16C19/527—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions related to vibration and noise
    • 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

Abstract

PROBLEM TO BE SOLVED: To provide a bearing device for a wheel for improving workability in assembly to a vehicle body, preventing damage of a part in assembly, and improving reliability by restraining the occurrence of a brake judder by enhancing surface swing accuracy of a wheel installing flange.SOLUTION: In a bearing device for a wheel, a hub bolt 7a is implanted in a wheel installing flange 7, and an annular groove 33a including this is formed on a side surface 33, and a stem part 23 of an outside joint member 18 is fitted to an inner diameter of a hub wheel 2, and is separably joined by a screw fastening structure, and a projection part 29a hardened on the outer periphery of the stem part 23 of the outside joint member 18 and extending in the axial direction, is formed, and this projection part 29a is pressed in a fitting hole 13 of the hub wheel 2, and the fitting part whole area is brought into close contact, and the hub wheel 2 and the outside joint member 18 are press-cut-joined, and a recessed place 11 is formed in an end part on the outer side of the hub wheel 2, and a projection 36 is formed on an opposed inner peripheral surface of this recessed place 11 by forging processing.SELECTED DRAWING: Figure 4

Description

本発明は、自動車等の車輪を支持する車輪用軸受装置に関するもので、特に、車体への組み付けにおける作業性を向上させ、組み付け時の部品の損傷を防止すると共に、車輪取付フランジの面振れ精度を高めてブレーキジャダーの発生を抑制し、信頼性を向上させた車輪用軸受装置に関する。   The present invention relates to a wheel bearing device for supporting a wheel of an automobile or the like, and in particular, improves workability in assembling to a vehicle body, prevents damage to components during assembly, and provides surface runout accuracy of a wheel mounting flange. The present invention relates to a wheel bearing device that improves the reliability by suppressing the occurrence of brake judder.

一般に制動力が優れたディスクブレーキが普及してきた反面、このディスクブレーキのロータをブレーキパッドにて挟持して制動を行う場合、特に車両低速走行時に振動が発生し、低周波の不快な騒音を誘発することがある。こうした現象はブレーキジャダーと呼ばれ、車両の高性能化、静寂化に伴って、近年、この分析および改善が新しい技術課題として着目されている。   In general, disc brakes with excellent braking power have become widespread, but when braking with the disc brake rotor held between brake pads, vibration occurs especially when the vehicle is running at low speed, causing unpleasant noise at low frequencies. There are things to do. Such a phenomenon is called a brake judder, and in recent years, this analysis and improvement has attracted attention as a new technical problem as the performance and quietness of the vehicle are improved.

ブレーキジャダーの明確なメカニズムはまだ詳細には解明されてはいないが、その一要因としてブレーキロータのパッド摺接面の振れ精度が挙げられている。この振れ精度は、ブレーキロータ単体の振れ精度だけでなく、ブレーキロータを取り付ける車輪取付フランジの面振れ精度、転がり軸受のアキシアル振れ等、転走面の精度、および転がり軸受の組立精度等々が累積して最終的にブレーキロータ側面の面振れ精度となって現れてくる。   The exact mechanism of the brake judder has not yet been elucidated in detail, but one factor is the accuracy of the pad sliding contact surface of the brake rotor. This runout accuracy includes not only the runout accuracy of the brake rotor itself, but also the runout accuracy of the wheel mounting flange to which the brake rotor is mounted, the axial runout of the rolling bearing, and the assembly accuracy of the rolling bearing. Finally, the surface runout accuracy of the brake rotor side surface appears.

また、近年、低コスト化は言うに及ばず、燃費向上のために軽量化を追求することにより、車輪用軸受装置は可及的に余肉が排除されスリム化することと、操縦安定性のための、車輪用軸受装置の剛性アップといった両者相反する要求を満足しつつ、前述したブレーキロータ側面の面振れ精度対策が講じられている。   In recent years, not only cost reduction, but also the pursuit of weight reduction to improve fuel consumption, the wheel bearing device is eliminated as much as possible to make it slimmer, and steering stability is improved. Therefore, the above-described countermeasures for the surface runout accuracy of the side surface of the brake rotor are taken while satisfying the contradictory requirements such as an increase in rigidity of the wheel bearing device.

その一つとして、図７に示すような車輪用軸受装置が知られている。この車輪用軸受装置は、内方部材５０と外方部材６０と複列の転動体７０、７０とを備えている。内方部材５０は、ハブ輪５１と別体の内輪５２とからなり、ハブ輪５１の外周に形成した小径段部５３に内輪５２を圧入している。また、ハブ輪５１の外周に一方の内側転走面５１ａ、内輪５２の外周に他方の内側転走面５２ａをそれぞれ形成している。さらにハブ輪５１は車輪（図示せず）を取り付けるための車輪取付フランジ５４を一端部に一体に有し、この車輪取付フランジ５４の円周等配位置には車輪（図示せず）を固定するためのハブボルト５５を植設している。   As one of them, a wheel bearing device as shown in FIG. 7 is known. This wheel bearing device includes an inner member 50, an outer member 60, and double-row rolling elements 70, 70. The inner member 50 includes a hub ring 51 and a separate inner ring 52, and the inner ring 52 is press-fitted into a small-diameter step portion 53 formed on the outer periphery of the hub ring 51. One inner rolling surface 51 a is formed on the outer periphery of the hub wheel 51, and the other inner rolling surface 52 a is formed on the outer periphery of the inner ring 52. Further, the hub wheel 51 integrally has a wheel mounting flange 54 for mounting a wheel (not shown) at one end, and the wheel (not shown) is fixed to the circumferentially equidistant position of the wheel mounting flange 54. A hub bolt 55 is installed.

一方、外方部材６０は、外周に車体（図示せず）を取り付けるための車体取付フランジ６１を有し、内周に複列の外側転走面６０ａ、６０ａを一体に形成している。これら外側転走面６０ａ、６０ａと前述した内側転走面５１ａ、５２ａ間には保持器７１、７１で円周等配した複列のボール７０、７０をそれぞれ転動自在に収容している。   On the other hand, the outer member 60 has a vehicle body mounting flange 61 for mounting a vehicle body (not shown) on the outer periphery, and integrally forms double-row outer rolling surfaces 60a, 60a on the inner periphery. Between these outer raceway surfaces 60a, 60a and the aforementioned inner raceway surfaces 51a, 52a, double rows of balls 70, 70 arranged circumferentially by cages 71, 71 are accommodated so as to roll freely.

外方部材６０の両端にシール６２、６３を装着し、外方部材６０と内方部材５０との環状空間を密封し、軸受内部に封入した潤滑グリースの漏洩を防止すると共に、外部からの雨水やダスト等の侵入を防止している。   Seals 62 and 63 are attached to both ends of the outer member 60, the annular space between the outer member 60 and the inner member 50 is sealed, and leakage of the lubricating grease enclosed in the bearing is prevented, and rainwater from the outside And intrusion of dust and the like.

車輪取付フランジ５４の側面５４ａに環状溝５６を形成し、この環状溝５６内にボルト穴５７を円周方向等配に穿設している。このボルト穴５７にハブボルト５５の外径に形成したナール５５ａ部を圧入固定し、ナット（図示せず）を螺合してブレーキロータ（図示せず）を介して車輪を締結している。   An annular groove 56 is formed in the side surface 54 a of the wheel mounting flange 54, and bolt holes 57 are bored in the annular groove 56 at equal intervals in the circumferential direction. A knurl 55a formed on the outer diameter of the hub bolt 55 is press-fitted and fixed in the bolt hole 57, and a nut (not shown) is screwed to fasten a wheel via a brake rotor (not shown).

さらに、ハブボルト５５圧入後に車輪取付フランジ５４の側面５４ａを研削等の切削加工によって仕上げ加工するようにしている。このように、環状溝５６内にボルト穴５７を穿設し、ハブボルト５５の圧入によってボルト穴５７周縁の変形や車輪取付フランジ５４の側面５４ａに発生するうねりをこの環状溝５６内にとどめることができると共に、ハブボルト５５圧入による側面５４ａの面振れ精度への影響を実質的にゼロに抑制することができる（例えば、特許文献１参照。）。   Further, the side surface 54a of the wheel mounting flange 54 is finished by cutting such as grinding after the hub bolt 55 is press-fitted. In this manner, the bolt hole 57 is formed in the annular groove 56, and deformation of the periphery of the bolt hole 57 and undulation generated on the side surface 54 a of the wheel mounting flange 54 due to the press-fitting of the hub bolt 55 can be kept in the annular groove 56. In addition, the influence on the surface runout accuracy of the side surface 54a due to the press-fitting of the hub bolt 55 can be suppressed to substantially zero (see, for example, Patent Document 1).

一方、図８（ａ）に示す車輪用軸受装置は、ハブ輪８０の内径に等速自在継手の外側継手部材８１のステム部８２を嵌合することにより、車輪用軸受に等速自在継手をねじ締め付け構造により分離可能に結合させた車輪用軸受装置であって、外側継手部材８１のステム部８２に円柱形状の嵌合面８５が形成されると共に、端部側の外周面に軸方向に延びる複数の凸部８６からなる雄スプラインが形成されている。   On the other hand, in the wheel bearing device shown in FIG. 8A, the constant velocity universal joint is attached to the wheel bearing by fitting the stem portion 82 of the outer joint member 81 of the constant velocity universal joint to the inner diameter of the hub wheel 80. A wheel bearing device coupled in a separable manner by a screw tightening structure, in which a cylindrical fitting surface 85 is formed on the stem portion 82 of the outer joint member 81, and in the axial direction on the outer peripheral surface on the end side. A male spline composed of a plurality of extending protrusions 86 is formed.

これに対して、ハブ輪８０の内径に円筒形状のインナー側面８７が形成されると共に、その内周面に、凸部８６の周方向側壁部のみに対してシメシロを有する複数の凹部８８が形成されている。そして、外側継手部材８１のステム部８２をハブ輪８０の内径に圧入し、このハブ輪８０に凸部８６の周方向側壁部のみの形状を転写することにより、凸部８６と凹部８８との嵌合接触部位全域が密着する凹凸嵌合構造、所謂プレスカット接合を構成している。   On the other hand, a cylindrical inner side surface 87 is formed on the inner diameter of the hub wheel 80, and a plurality of concave portions 88 having squeeze are formed only on the circumferential side wall portion of the convex portion 86 on the inner peripheral surface thereof. Has been. Then, the stem portion 82 of the outer joint member 81 is press-fitted into the inner diameter of the hub wheel 80, and the shape of only the circumferential side wall portion of the protrusion 86 is transferred to the hub wheel 80. A concave-convex fitting structure in which the entire fitting contact portion is in close contact, that is, a so-called press cut joining is formed.

なお、（ｂ）に示すように、ハブ輪８０の円筒形状のインナー側面８７と凹部８８との間には、圧入開始をガイドするガイド部８９が設けられ、このガイド部８９はステム部８２の凸部８６よりも大きめの凹部９０が形成されている。このガイド部８９により、外側継手部材８１のステム部８２をハブ輪８０に圧入するに際し、ステム部８２の凸部８６がハブ輪８０の凹部８８に確実に圧入されるよう誘導することができるので、安定した圧入が可能となって、圧入時の芯ずれや芯傾き等を防止することができる（例えば、特許文献２参照。）。   As shown in (b), a guide portion 89 that guides the start of press-fitting is provided between the cylindrical inner side surface 87 of the hub wheel 80 and the recess 88, and the guide portion 89 is provided on the stem portion 82. A concave portion 90 larger than the convex portion 86 is formed. When the stem portion 82 of the outer joint member 81 is press-fitted into the hub wheel 80, the guide portion 89 can guide the convex portion 86 of the stem portion 82 to be surely press-fitted into the concave portion 88 of the hub wheel 80. Thus, stable press-fitting is possible, and misalignment, tilting, etc. during press-fitting can be prevented (for example, see Patent Document 2).

特開２００３−１５４８０１号公報JP 2003-154801 A 特開２０１３−２３０７５３号公報JP 2013-230753 A

然しながら、前述した従来の車輪用軸受装置のうち図７に示す車輪用軸受装置では、ハブ輪５１と、このハブ輪５１に挿通される等速自在継手のステム部（図示せず）とはすきま嵌め（ガタが存在する）のため、ハブ輪５１にダミーの等速自在継手（図示せず）を挿通し、車輪取付フランジ５４の側面５４ａを切削加工することができるが、図８（ａ）に示すような、ハブ輪８０と等速自在継手の外側継手部材８１のステム部８２（図示せず）がプレスカット接合される車輪用軸受装置では、ハブ輪８０とステム部８２にすきまがないため、ハブ輪８０にダミーの等速自在継手を挿通し、ハブ輪８０を回転させて車輪取付フランジ８３の側面８４を切削加工することができない。   However, in the wheel bearing device shown in FIG. 7 among the conventional wheel bearing devices described above, the hub wheel 51 and the stem portion (not shown) of the constant velocity universal joint inserted through the hub wheel 51 are not spaced. For fitting (there is play), a dummy constant velocity universal joint (not shown) can be inserted into the hub wheel 51 to cut the side surface 54a of the wheel mounting flange 54, but FIG. In the wheel bearing device in which the hub wheel 80 and the stem portion 82 (not shown) of the outer joint member 81 of the constant velocity universal joint are press-cut joined as shown in FIG. Therefore, the dummy constant velocity universal joint cannot be inserted into the hub wheel 80 and the hub wheel 80 can be rotated to cut the side surface 84 of the wheel mounting flange 83.

本発明は、このような事情に鑑みてなされたもので、ハブ輪と等速自在継手の外側継手部材がプレスカット接合される車輪用軸受装置において、軸受アッセンブリ後にハブ輪を容易に回転させて車輪取付フランジの側面を切削加工することができる構成に着眼し、車体への組み付けにおける作業性を向上させ、組み付け時の部品の損傷を防止すると共に、車輪取付フランジの面振れ精度を高めてブレーキジャダーの発生を抑制し、信頼性を向上させた車輪用軸受装置を提供することを目的としている。   The present invention has been made in view of such circumstances. In a wheel bearing device in which a hub wheel and an outer joint member of a constant velocity universal joint are press-cut joined, the hub wheel can be easily rotated after the bearing assembly. Focusing on the configuration that can cut the side of the wheel mounting flange, improve workability in assembly to the car body, prevent damage to the parts during assembly, and increase the surface runout accuracy of the wheel mounting flange to brake An object of the present invention is to provide a wheel bearing device in which occurrence of judder is suppressed and reliability is improved.

係る目的を達成すべく、本発明のうち請求項１記載の発明は、外周に懸架装置を構成するナックルに取り付けられるための車体取付フランジを一体に有し、内周に複列の外側転走面が一体に形成された外方部材と、一端部に車輪を取り付けるための車輪取付フランジを一体に有し、外周に軸方向に延びる円筒状の小径段部が形成されたハブ輪、およびこのハブ輪の小径段部に圧入された少なくとも一つの内輪とからなり、外周に前記複列の外側転走面に対向する複列の内側転走面が形成された内方部材と、この内方部材と前記外方部材の両転走面間に転動自在に収容された複列の転動体と、を備え、前記車輪取付フランジの周方向等配位置に前記車輪を締結するためのハブボルトが植設され、前記車輪取付フランジのアウター側の側面に前記ハブボルトを包含する環状溝が形成されると共に、前記ハブ輪の内径に形成された円筒状の嵌合孔に等速自在継手の外側継手部材のステム部を嵌合することにより前記ハブ輪に前記等速自在継手をねじ締め付け構造により分離可能に結合された車輪用軸受装置において、前記ハブ輪の嵌合孔と前記外側継手部材のステム部のうちどちらか一方に設けられた軸方向に延びる凸部を他方に圧入し、他方に前記凸部により凹部を形成することで、前記凸部と凹部との嵌合部全域が密着して前記ハブ輪と外側継手部材がプレスカット接合されると共に、前記ハブ輪のアウター側の端部に当該ハブ輪を回転させるための突起または凹みが形成されている。   In order to achieve such an object, the invention according to claim 1 of the present invention has a vehicle body mounting flange integrally attached to the knuckle constituting the suspension device on the outer periphery, and double row outer rolling on the inner periphery. A hub wheel having an outer member integrally formed with a surface, a wheel mounting flange for mounting a wheel at one end, and a cylindrical small-diameter step portion extending in the axial direction on the outer periphery; and An inner member formed of at least one inner ring press-fitted into a small-diameter step portion of the hub wheel, and formed with a double-row inner rolling surface facing the double-row outer rolling surface on the outer periphery; A hub bolt for fastening the wheel at a circumferentially equidistant position of the wheel mounting flange, and a double row rolling element that is rotatably accommodated between both rolling surfaces of the member and the outer member. Planted on the outer side surface of the wheel mounting flange An annular groove including a bolt is formed, and a stem portion of an outer joint member of a constant velocity universal joint is fitted into a cylindrical fitting hole formed in an inner diameter of the hub ring, whereby the hub ring is In a wheel bearing device in which a constant velocity universal joint is detachably coupled by a screw tightening structure, a convex extending in an axial direction provided in one of a fitting hole of the hub wheel and a stem portion of the outer joint member. By press-fitting the part into the other, and forming the concave portion with the convex portion on the other side, the entire fitting portion of the convex portion and the concave portion is in close contact, and the hub wheel and the outer joint member are press-cut joined, A protrusion or recess for rotating the hub wheel is formed at the outer end of the hub wheel.

このように、車輪取付フランジの周方向等配位置に車輪を締結するためのハブボルトが植設され、車輪取付フランジのアウター側の側面にハブボルトを包含する環状溝が形成されると共に、ハブ輪の内径に形成された円筒状の嵌合孔に等速自在継手の外側継手部材のステム部を嵌合することによりハブ輪に等速自在継手をねじ締め付け構造により分離可能に結合された車輪用軸受装置において、ハブ輪の嵌合孔と外側継手部材のステム部のうちどちらか一方に設けられた軸方向に延びる凸部を他方に圧入し、他方に凸部により凹部を形成することで、凸部と凹部との嵌合部全域が密着してハブ輪と外側継手部材がプレスカット接合されると共に、ハブ輪のアウター側の端部に当該ハブ輪を回転させるための突起または凹みが形成されているので、車輪取付フランジのアウター側の側面にハブボルトを包含する環状溝が切削加工によって形成することができ、車体への組み付けにおける作業性を向上させ、組み付け時の部品の損傷を防止すると共に、車輪取付フランジの面振れ精度を高めてブレーキジャダーの発生を抑制し、信頼性を向上させた車輪用軸受装置を提供することができる。   As described above, the hub bolt for fastening the wheel is planted at the circumferentially equidistant position of the wheel mounting flange, the annular groove including the hub bolt is formed on the outer side surface of the wheel mounting flange, and the hub wheel A wheel bearing in which a constant velocity universal joint is separably coupled to a hub wheel by a screw tightening structure by fitting a stem portion of an outer joint member of the constant velocity universal joint into a cylindrical fitting hole formed in an inner diameter. In the device, a convex portion extending in the axial direction provided in one of the fitting hole of the hub wheel and the stem portion of the outer joint member is press-fitted into the other, and a concave portion is formed by the convex portion on the other side. The entire fitting portion between the portion and the recess is in close contact, the hub wheel and the outer joint member are press-cut joined, and a protrusion or a recess for rotating the hub wheel is formed at the outer end of the hub wheel. Is An annular groove that includes a hub bolt can be formed by cutting on the outer side surface of the wheel mounting flange, improving workability in assembly to the vehicle body, preventing damage to parts during assembly, and mounting the wheel It is possible to provide a wheel bearing device that improves the surface runout accuracy of the flange, suppresses the occurrence of brake judder, and improves the reliability.

好ましくは、請求項２に記載の発明のように、前記ハブ輪が、そのアウター側の端部に凹所と、この凹所と前記嵌合孔との間に内壁が形成され、この内壁の中心部に挿通孔が形成されると共に、前記外側継手部材のステム部にねじ孔が形成され、このねじ孔に前記挿通孔を介して固定ボルトを螺着することにより、前記ステム部と固定ボルトとで前記ハブ輪の内壁が挟持されていれば、ハブ輪と等速自在継手とを分離可能に結合することができると共に、車体への組み付けにおける作業性を向上させることができる。   Preferably, as in the invention according to claim 2, the hub wheel has a recess at an outer end thereof, and an inner wall is formed between the recess and the fitting hole. An insertion hole is formed in the center portion, and a screw hole is formed in the stem portion of the outer joint member. By fixing a fixing bolt to the screw hole via the insertion hole, the stem portion and the fixing bolt are formed. If the inner wall of the hub wheel is sandwiched between the hub wheel and the constant velocity universal joint, the hub wheel and the constant velocity universal joint can be connected to each other in a separable manner, and workability in assembly to the vehicle body can be improved.

また、請求項３に記載の発明のように、前記ハブ輪のインナー側の端面に対して、前記外側継手部材の肩部が当接しない非接触状態とされていれば、ステム部の端面がハブ輪の内壁に当接するまで外側継手部材をハブ輪の嵌合孔にガタなく確実に圧入することができる。   Further, as in the invention described in claim 3, if the shoulder portion of the outer joint member is not in contact with the end surface on the inner side of the hub wheel, the end surface of the stem portion is The outer joint member can be securely press-fitted without any play into the fitting hole of the hub wheel until it abuts against the inner wall of the hub wheel.

また、請求項４に記載の発明のように、前記外側継手部材のステム部の外周に前記凸部が形成されると共に、前記外側継手部材の肩部から前記ステム部の凸部に亙って硬化層が形成され、この硬化層と未硬化部の前記ハブ輪の嵌合孔との硬度差がＨＲＣで２０ポイント以上とされていれば、圧入力を軽減させることができ、組み付けにおける作業性を向上させることができる。   Further, as in the invention according to claim 4, the convex portion is formed on the outer periphery of the stem portion of the outer joint member and extends from the shoulder portion of the outer joint member to the convex portion of the stem portion. If a hardened layer is formed and the hardness difference between the hardened layer and the fitting hole of the hub ring in the uncured portion is 20 points or more in HRC, the pressure input can be reduced, and workability in assembly Can be improved.

また、請求項５に記載の発明のように、前記外側継手部材の端部外周に凸部と凹部とからなるスプライン部が形成され、前記凸部の断面が凸Ｒ状の頂点を有する三角形状をなし、圧入によって円周方向に隣合う前記凸部の間に、前記ハブ輪の嵌合孔よりも内径側に環状のすきまが形成されていれば、凹凸嵌合部位の密着度を上げることができると共に、圧入力の軽減を図ることができる。   In addition, as in the invention described in claim 5, a spline portion comprising a convex portion and a concave portion is formed on the outer periphery of the end portion of the outer joint member, and the cross section of the convex portion has a triangular shape having a convex R shape. If the annular clearance is formed on the inner diameter side from the fitting hole of the hub ring between the convex portions adjacent to each other in the circumferential direction by press-fitting, the degree of adhesion of the uneven fitting portion is increased. In addition, the pressure input can be reduced.

また、請求項６に記載の発明のように、前記車輪取付フランジの側面が、前記ハブボルト圧入後に切削加工した切削面とされていれば、簡便な旋削加工でも仕上げ加工ができ、作業工数削減による低コスト化を図ることができる。ハブボルトの圧入等による車輪取付フランジの面振れへの影響を抑制し、車輪取付フランジの面振れ精度を高めてブレーキジャダーの発生を抑制することができる。   Moreover, if the side surface of the wheel mounting flange is a cut surface cut after the hub bolt press-fitting as in the invention described in claim 6, finishing can be performed even by simple turning, thereby reducing work man-hours. Cost reduction can be achieved. The influence on the surface runout of the wheel mounting flange due to the press-fitting of the hub bolt or the like can be suppressed, the surface runout accuracy of the wheel mounting flange can be increased, and the occurrence of brake judder can be suppressed.

また、請求項７に記載の発明のように、前記車輪取付フランジのアウター側の側面の面振れが２０μｍ以下に規制されていれば、ブレーキロータの側面の面振れ精度を５０μｍ以下に抑制することができ、ブレーキジャダーの発生を抑制することができる。   Further, as in the invention according to claim 7, if the surface runout of the outer side surface of the wheel mounting flange is restricted to 20 μm or less, the surface runout accuracy of the side surface of the brake rotor is suppressed to 50 μm or less. And the occurrence of brake judder can be suppressed.

本発明に係る車輪用軸受装置は、外周に懸架装置を構成するナックルに取り付けられるための車体取付フランジを一体に有し、内周に複列の外側転走面が一体に形成された外方部材と、一端部に車輪を取り付けるための車輪取付フランジを一体に有し、外周に軸方向に延びる円筒状の小径段部が形成されたハブ輪、およびこのハブ輪の小径段部に圧入された少なくとも一つの内輪とからなり、外周に前記複列の外側転走面に対向する複列の内側転走面が形成された内方部材と、この内方部材と前記外方部材の両転走面間に転動自在に収容された複列の転動体と、を備え、前記車輪取付フランジの周方向等配位置に前記車輪を締結するためのハブボルトが植設され、前記車輪取付フランジのアウター側の側面に前記ハブボルトを包含する環状溝が形成されると共に、前記ハブ輪の内径に形成された円筒状の嵌合孔に等速自在継手の外側継手部材のステム部を嵌合することにより前記ハブ輪に前記等速自在継手をねじ締め付け構造により分離可能に結合された車輪用軸受装置において、前記ハブ輪の嵌合孔と前記外側継手部材のステム部のうちどちらか一方に設けられた軸方向に延びる凸部を他方に圧入し、他方に前記凸部により凹部を形成することで、前記凸部と凹部との嵌合部全域が密着して前記ハブ輪と外側継手部材がプレスカット接合されると共に、前記ハブ輪のアウター側の端部に当該ハブ輪を回転させるための突起または凹みが形成されているので、車輪取付フランジのアウター側の側面にハブボルトを包含する環状溝が切削加工によって形成することができ、車体への組み付けにおける作業性を向上させ、組み付け時の部品の損傷を防止すると共に、車輪取付フランジの面振れ精度を高めてブレーキジャダーの発生を抑制し、信頼性を向上させた車輪用軸受装置を提供することができる。   A wheel bearing device according to the present invention has a vehicle body mounting flange integrally attached to a knuckle constituting a suspension device on an outer periphery, and an outer side in which a double row outer rolling surface is integrally formed on an inner periphery. A hub ring having a member and a wheel mounting flange for mounting a wheel at one end, and having a cylindrical small diameter step portion extending in the axial direction on the outer periphery, and a press fit into the small diameter step portion of the hub ring An inner member formed of at least one inner ring and having an outer periphery formed with a double-row inner rolling surface opposite to the double-row outer rolling surface, and both the inner member and the outer member. A double row rolling element housed between the running surfaces so as to be freely rollable, and hub bolts for fastening the wheels at the circumferentially equidistant positions of the wheel mounting flanges. An annular groove containing the hub bolt on the outer side surface The constant velocity universal joint is screwed to the hub ring by fitting the stem portion of the outer joint member of the constant velocity universal joint into a cylindrical fitting hole formed on the inner diameter of the hub ring. In the wheel bearing device that is separably coupled by the structure, a convex portion extending in the axial direction provided in one of the fitting hole of the hub wheel and the stem portion of the outer joint member is press-fitted into the other, On the other hand, by forming the concave portion by the convex portion, the entire fitting portion between the convex portion and the concave portion is in close contact, the hub wheel and the outer joint member are press-cut joined, and the outer side of the hub wheel is Since the protrusion or recess for rotating the hub wheel is formed at the end, an annular groove including the hub bolt can be formed by cutting on the outer side surface of the wheel mounting flange. Provided is a wheel bearing device that improves workability in mounting, prevents damage to parts during assembly, improves surface runout accuracy of a wheel mounting flange, suppresses brake judder generation, and improves reliability. be able to.

本発明に係る車輪用軸受装置を構成する複列の転がり軸受の第１の実施形態を示す縦断面図である。It is a longitudinal section showing a 1st embodiment of a double row rolling bearing which constitutes a bearing device for wheels concerning the present invention. 図１のハブ輪の車両外側から見た側面図である。It is the side view seen from the vehicle outer side of the hub wheel of FIG. 本発明に係る車輪用軸受装置の圧入前の状態を示す説明図である。It is explanatory drawing which shows the state before the press injection of the wheel bearing apparatus which concerns on this invention. （ａ）は、本発明に係る車輪用軸受装置の第１の実施形態を示す縦断面図、（ｂ）は、（ａ）のＩＶ−ＩＶ線に沿った要部断面図である。(A) is a longitudinal cross-sectional view which shows 1st Embodiment of the wheel bearing apparatus which concerns on this invention, (b) is principal part sectional drawing along the IV-IV line of (a). 本発明に係る車輪用軸受装置を構成する複列の転がり軸受の第２の実施形態を示す縦断面図である。It is a longitudinal cross-sectional view which shows 2nd Embodiment of the double row rolling bearing which comprises the wheel bearing apparatus which concerns on this invention. 図５のハブ輪の車両外側から見た側面図である。FIG. 6 is a side view of the hub wheel of FIG. 5 as viewed from the outside of the vehicle. （ａ）は、従来の車輪用軸受装置を示す側面図、（ｂ）は、同上縦断面図である。(A) is a side view which shows the conventional wheel bearing apparatus, (b) is a longitudinal cross-sectional view same as the above. （ａ）は、従来の他の車輪用軸受装置を示し、車輪用軸受に等速自在継手を組み付ける前の状態を示す縦断面図、（ｂ）は、（ａ）の要部拡大図である。(A) shows the other conventional wheel bearing apparatus, a longitudinal cross-sectional view which shows the state before attaching a constant velocity universal joint to a wheel bearing, (b) is a principal part enlarged view of (a). .

外周に懸架装置を構成するナックルに取り付けられるための車体取付フランジを一体に有し、内周に複列の外側転走面が一体に形成された外方部材と、一端部に車輪を取り付けるための車輪取付フランジを一体に有し、外周に前記複列の外側転走面の一方に対向する内側転走面と、この内側転走面から軸方向に延びる円筒状の小径段部が形成されたハブ輪、およびこのハブ輪の小径段部に圧入され、外周に前記複列の外側転走面に対向する他方の内側転走面が形成された内輪とからなる内方部材と、この内方部材と前記外方部材の両転走面間に転動自在に収容された複列の転動体と、を備え、前記車輪取付フランジの周方向等配位置に前記車輪を締結するためのハブボルトが植設され、前記車輪取付フランジのアウター側の側面に前記ハブボルトを包含する環状溝が形成されると共に、前記ハブ輪の内径に形成された円筒状の嵌合孔に等速自在継手の外側継手部材のステム部を嵌合することにより前記ハブ輪に前記等速自在継手をねじ締め付け構造により分離可能に結合された車輪用軸受装置において、前記外側継手部材のステム部の外周に硬化された軸方向に延びる凸部が形成され、この凸部を前記ハブ輪の嵌合孔に圧入して凹部を形成することで、前記凸部と凹部との嵌合部全域が密着して前記ハブ輪と外側継手部材がプレスカット接合されると共に、前記ハブ輪のアウター側の端部に凹所が形成され、この凹所の対向する内周面に突起が鍛造加工によって形成されている。   An outer member that integrally has a vehicle body mounting flange to be attached to a knuckle constituting a suspension device on the outer periphery, and an outer member in which a double row outer rolling surface is integrally formed on the inner periphery, and a wheel on one end And an inner rolling surface that faces one of the double-row outer rolling surfaces and a cylindrical small-diameter step portion extending in the axial direction from the inner rolling surface. An inner member comprising a hub ring and an inner ring press-fitted into a small-diameter step portion of the hub ring and having the other inner rolling surface opposed to the outer rolling surface of the double row formed on the outer periphery thereof, A hub bolt for fastening the wheel at a circumferentially equidistant position of the wheel mounting flange, and a double row rolling element that is rotatably accommodated between both rolling surfaces of the outer member and the outer member. Are installed on the outer side surface of the wheel mounting flange. And an annular groove formed on the inner diameter of the hub ring, and a stem portion of an outer joint member of the constant velocity universal joint is fitted into the hub ring to fit the hub ring. In the wheel bearing device in which the constant velocity universal joint is detachably coupled by the screw tightening structure, a hardened axially extending convex portion is formed on the outer periphery of the stem portion of the outer joint member, and the convex portion is used as the hub. By press-fitting into the fitting hole of the ring to form a recess, the entire fitting part of the projection and the recess is in close contact, and the hub wheel and the outer joint member are press-cut joined. A recess is formed at the outer end, and a protrusion is formed on the opposing inner peripheral surface of the recess by forging.

以下、本発明の実施の形態を図面に基づいて詳細に説明する。図１は、本発明に係る車輪用軸受装置を構成する複列の転がり軸受の第１の実施形態を示す縦断面図、図２は、図１のハブ輪の車両外側から見た側面図、図３は、本発明に係る車輪用軸受装置の圧入前の状態を示す説明図、図４（ａ）は、本発明に係る車輪用軸受装置の第１の実施形態を示す縦断面図、（ｂ）は、（ａ）のＩＶ−ＩＶ線に沿った要部断面図である。なお、以下の説明では、車両に組み付けた状態で、車両の外側寄りとなる側をアウター側（図１の左側）、中央寄り側をインナー側（図１の右側）という。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a longitudinal sectional view showing a first embodiment of a double row rolling bearing constituting a wheel bearing device according to the present invention, and FIG. 2 is a side view of the hub wheel of FIG. FIG. 3 is an explanatory view showing a state before press-fitting of the wheel bearing device according to the present invention, and FIG. 4A is a longitudinal sectional view showing the first embodiment of the wheel bearing device according to the present invention. (b) is principal part sectional drawing along the IV-IV line of (a). In the following description, the side closer to the outer side of the vehicle is referred to as the outer side (left side in FIG. 1) and the side closer to the center is referred to as the inner side (right side in FIG. 1).

図１に示す車輪用軸受装置は駆動輪用の第３世代と称され、複列の転がり軸受１と等速自在継手（図示せず）とが一体化されると共に、ハブ輪２と、このハブ輪２の内径に嵌挿される後述する等速自在継手１７の外側継手部材１８のステム部（軸部）２３とが凹凸嵌合構造からなるプレスカット接合により分離可能に結合されている。   The wheel bearing device shown in FIG. 1 is referred to as a third generation for driving wheels, and a double row rolling bearing 1 and a constant velocity universal joint (not shown) are integrated, a hub wheel 2 and A stem portion (shaft portion) 23 of an outer joint member 18 of a constant velocity universal joint 17 (described later) that is inserted into the inner diameter of the hub wheel 2 is detachably coupled by press cut joining having an uneven fitting structure.

複列の転がり軸受１は、ハブ輪２と、このハブ輪２に圧入された内輪３とからなる内方部材４と、この内方部材４に複列の転動体（ボール）５、５を介して外挿された外方部材６とを備えている。   The double row rolling bearing 1 includes an inner member 4 composed of a hub ring 2 and an inner ring 3 press-fitted into the hub ring 2, and double row rolling elements (balls) 5, 5 on the inner member 4. And an outer member 6 inserted through the outer member.

ハブ輪２は、アウター側の端部に、図示しないブレーキディスク（またはブレーキドラム）を介して車輪を取り付けるための車輪取付フランジ７を一体に有し、外周に一方（アウター側）の内側転走面２ａと、この内側転走面２ａから軸方向に延びる円筒状の小径段部２ｂが形成されている。また、車輪取付フランジ７の周方向等配位置には車輪を締結するためのハブボルト７ａが植設されている。   The hub wheel 2 integrally has a wheel mounting flange 7 for mounting a wheel via an unillustrated brake disc (or brake drum) at an outer end, and one (outer side) inner rolling on the outer periphery. A surface 2a and a cylindrical small-diameter step portion 2b extending in the axial direction from the inner rolling surface 2a are formed. Further, hub bolts 7 a for fastening the wheels are planted at equal circumferential positions of the wheel mounting flanges 7.

一方、内輪３は、外周に他方（インナー側）の内側転走面３ａが形成され、ハブ輪２の小径段部２ｂに所定のシメシロを介して圧入され、この小径段部２ｂの端部を径方向外方に塑性変形させて形成した加締部２ｃによって、所定の軸受予圧が付与された状態で軸方向に固定されている。   On the other hand, the inner ring 3 is formed with the other (inner side) inner raceway surface 3a on the outer periphery, and is press-fitted into the small-diameter step portion 2b of the hub wheel 2 through a predetermined shimoshiro. It is fixed in the axial direction in a state where a predetermined bearing preload is applied by a caulking portion 2c formed by plastic deformation radially outward.

ハブ輪２はＳ５３Ｃ等の炭素０．４０〜０．８０ｗｔ％を含む中高炭素鋼で形成され、内側転走面２ａをはじめ、後述するシール９のシールランド部となる車輪取付フランジ７のインナー側の基部７ｂから小径段部２ｂに亙って高周波焼入れによって５０〜６４ＨＲＣの範囲に表面が硬化処理されている。なお、加締部２ｃは鍛造加工後の表面硬さの生のままとされている。これにより、車輪取付フランジ７の基部７ｂの耐摩耗性が向上するばかりでなく、車輪取付フランジ７に負荷される回転曲げ荷重に対して充分な機械的強度を有し、内輪３の嵌合部となる小径段部２ｂの耐フレッティング性が向上すると共に、微小なクラック等の発生がなく加締部２ｃの塑性加工をスムーズに行うことができる。   The hub wheel 2 is made of medium and high carbon steel containing 0.40 to 0.80 wt% of carbon such as S53C, and includes an inner rolling surface 2a and an inner side of a wheel mounting flange 7 serving as a seal land portion of a seal 9 described later. The surface is hardened in the range of 50 to 64 HRC by induction hardening from the base portion 7b to the small diameter step portion 2b. In addition, the crimping part 2c is left with the raw surface hardness after forging. This not only improves the wear resistance of the base portion 7b of the wheel mounting flange 7, but also has sufficient mechanical strength against the rotational bending load applied to the wheel mounting flange 7, and the fitting portion of the inner ring 3 Thus, the fretting resistance of the small-diameter step portion 2b is improved and the plastic working of the crimped portion 2c can be smoothly performed without generation of minute cracks.

一方、内輪３はＳＵＪ２等の高炭素クロム鋼で形成され、ズブ焼入れによって芯部まで５８〜６４ＨＲＣの範囲に硬化処理されている。また、転動体５はＳＵＪ２等の高炭素クロム鋼で形成され、ズブ焼入れによって芯部まで６２〜６７ＨＲＣの範囲に硬化処理されている。   On the other hand, the inner ring 3 is made of high carbon chrome steel such as SUJ2, and is hardened in the range of 58 to 64 HRC up to the core part by quenching. Further, the rolling element 5 is made of high carbon chrome steel such as SUJ2, and is hardened in the range of 62 to 67 HRC up to the core by quenching.

外方部材６は、外周に懸架装置を構成するナックル（図示せず）に取り付けられるための車体取付フランジ６ｂを一体に有し、内周に内方部材４の内側転走面２ａ、３ａに対向する複列の外側転走面６ａ、６ａが一体に形成されている。そして、これら両転走面６ａ、２ａおよび６ａ、３ａ間に保持器８、８を介して複列の転動体５、５が転動自在に収容されている。   The outer member 6 integrally has a vehicle body mounting flange 6b to be attached to a knuckle (not shown) constituting a suspension device on the outer periphery, and the inner rolling surface 2a, 3a of the inner member 4 on the inner periphery. Opposing double-row outer rolling surfaces 6a, 6a are integrally formed. And between these both rolling surfaces 6a, 2a and 6a, 3a, the double row rolling elements 5 and 5 are accommodated by the cages 8 and 8 so that rolling is possible.

外方部材６はＳ５３Ｃ等の炭素０．４０〜０．８０ｗｔ％を含む中高炭素鋼で形成され、少なくとも複列の外側転走面６ａ、６ａが高周波焼入れによって５８〜６４ＨＲＣの範囲に表面が硬化処理されている。また、外方部材６と内方部材４との間に形成される環状空間の両側開口部にシール９、１０が装着され、軸受内部に封入された潤滑グリースの外部への漏洩と、外部から雨水やダスト等が軸受内部に浸入するのを防止している。   The outer member 6 is formed of medium and high carbon steel containing 0.40 to 0.80 wt% of carbon such as S53C, and at least the double row outer rolling surfaces 6a and 6a are hardened in the range of 58 to 64HRC by induction hardening. Has been processed. Further, seals 9 and 10 are attached to both side openings of the annular space formed between the outer member 6 and the inner member 4, and leakage of lubricating grease sealed inside the bearing to the outside and from the outside It prevents rainwater and dust from entering the bearing.

なお、ここでは、転動体５にボールを使用した複列アンギュラ玉軸受で構成された複列の転がり軸受を例示したが、これに限らず、転動体５に円錐ころを使用した複列円錐ころ軸受で構成されたものであっても良い。また、第３世代の構造を例示したが、これに限らず、図示はしないが、ハブ輪の小径段部に一対の内輪をハブ輪に圧入した、所謂第２世代構造であっても良い。   Here, a double-row rolling bearing constituted by a double-row angular ball bearing using balls as the rolling elements 5 is illustrated, but not limited thereto, a double-row tapered roller using tapered rollers as the rolling elements 5 is exemplified. It may be composed of a bearing. Further, although the third generation structure is illustrated, the present invention is not limited to this, and although not shown, a so-called second generation structure in which a pair of inner rings are press-fitted into the hub ring in a small diameter step portion of the hub ring may be used.

ここで、ハブ輪２は、アウター側の端部に凹所１１が形成されると共に、円筒状の内周面１２に嵌合孔１３が形成され、この嵌合孔１３に予めスプライン１６と、このスプライン１６のインナー側にガイドスプライン１３ｂが冷間鍛造またはプレス加工によって形成されている。そして、凹所１１と内周面１２との間に内壁１４が設けられ、この内壁１４の中心部に挿通孔１４ａが形成されると共に、内壁１４のインナー側の側面がテーパ面１４ｂに形成されている。   Here, the hub wheel 2 is formed with a recess 11 at an end portion on the outer side, and a fitting hole 13 is formed in a cylindrical inner peripheral surface 12. A guide spline 13b is formed on the inner side of the spline 16 by cold forging or pressing. An inner wall 14 is provided between the recess 11 and the inner peripheral surface 12, an insertion hole 14a is formed at the center of the inner wall 14, and an inner side surface of the inner wall 14 is formed as a tapered surface 14b. ing.

大径部１５と嵌合孔１３との間には、テーパ部１３ａが設けられ、後述するハブ輪２と外側継手部材１８を結合する際の圧入方向（アウター側方向）に沿って縮径している。ハブ輪２の内周面１２は鍛造加工後の表面硬さの生のまま（未硬化部）とされている。   A tapered portion 13a is provided between the large diameter portion 15 and the fitting hole 13, and the diameter is reduced along the press-fitting direction (outer side direction) when the hub wheel 2 and the outer joint member 18 described later are coupled. ing. The inner peripheral surface 12 of the hub wheel 2 is made raw (uncured part) with a raw surface hardness after forging.

等速自在継手１７は、図３に示すように、外側継手部材１８と、この外側継手部材１８に内嵌された継手内輪１９と、外側継手部材１８との間に介在してトルクを伝達する複数のトルク伝達ボール２０と、これらトルク伝達ボール２０を転動自在に収容するケージ２１とを備えている。   As shown in FIG. 3, the constant velocity universal joint 17 is interposed between an outer joint member 18, a joint inner ring 19 fitted in the outer joint member 18, and the outer joint member 18 to transmit torque. A plurality of torque transmission balls 20 and a cage 21 for accommodating these torque transmission balls 20 in a rollable manner are provided.

外側継手部材１８はインナー側の端部が開口するカップ状のマウス部２２と、このマウス部２２の底部から肩部１８ａを介してアウター側に延びるステム部２３とからなり、マウス部２２は、その凹球状の内周面２４に軸方向に延びる複数のトラック溝２２ａが円周方向等配に形成されている。一方、継手内輪１９は、その凸球状の外周面２５に、マウス部２２のトラック溝２２ａに対応して軸方向に延びる複数のトラック溝１９ａが円周方向等配に形成されている。これら対となるトラック溝２２ａ、１９ａで構成されるボールトラックに１個ずつトルク伝達ボール２０が転動自在に組み込まれている。   The outer joint member 18 includes a cup-shaped mouth portion 22 having an inner end opened, and a stem portion 23 extending from the bottom of the mouth portion 22 to the outer side via a shoulder portion 18a. A plurality of track grooves 22a extending in the axial direction are formed on the concave spherical inner peripheral surface 24 in a uniform manner in the circumferential direction. On the other hand, the joint inner ring 19 has a plurality of track grooves 19 a extending in the axial direction corresponding to the track grooves 22 a of the mouth portion 22 formed on the convex spherical outer peripheral surface 25 at equal intervals in the circumferential direction. One torque transmission ball 20 is rotatably incorporated in each of the ball tracks constituted by the pair of track grooves 22a and 19a.

ケージ２１は外側継手部材１８と継手内輪１９との間に摺動自在に介装され、凸球状の外周面２１ａは外側継手部材１８の内周面２４と接し、凹球状の内周面２１ｂは継手内輪１９の外周面２５に接している。なお、この場合の等速自在継手１７としてはツエッパー型を例示したが、各トラック溝２２ａ、１９ａの溝底に直線状のストレート部を備えたアンダーカットフリー型等の他の等速自在継手であっても良い。   The cage 21 is slidably interposed between the outer joint member 18 and the joint inner ring 19, the convex spherical outer peripheral surface 21a is in contact with the inner peripheral surface 24 of the outer joint member 18, and the concave spherical inner peripheral surface 21b is It is in contact with the outer peripheral surface 25 of the joint inner ring 19. In this case, the constant velocity universal joint 17 is exemplified by a zipper type, but other constant velocity universal joints such as an undercut free type having a straight straight portion at the groove bottom of each track groove 22a, 19a. There may be.

外側継手部材１８のステム部２３には、その軸心部に端面に開口するねじ孔２６が形成されると共に、外周にハブ輪２の嵌合孔１３と大径部１５にそれぞれ嵌挿される小径部２７と大径部２８が形成され、これら小径部２７と大径部２８の間に、ハブ輪２の嵌合孔１３のスプライン１６に圧入されるスプライン部２９が形成されている。このスプライン部２９はモジュールが０．５以下の小さい歯とされている。ここでいうモジュールとは、ピッチ円直径を歯数で割ったものである。   The stem portion 23 of the outer joint member 18 is formed with a screw hole 26 opened at its end face in the axial center portion, and has a small diameter that is fitted into the fitting hole 13 and the large diameter portion 15 of the hub wheel 2 on the outer periphery. A portion 27 and a large diameter portion 28 are formed, and a spline portion 29 that is press-fitted into the spline 16 of the fitting hole 13 of the hub wheel 2 is formed between the small diameter portion 27 and the large diameter portion 28. The spline portion 29 has small teeth with a module of 0.5 or less. The module here refers to the pitch circle diameter divided by the number of teeth.

外側継手部材１８はＳ５３Ｃ等の炭素０．４０〜０．８０ｗｔ％を含む中高炭素鋼で形成され、マウス部２２のトラック溝２２ａをはじめ、肩部１８ａの壁面からステム部２３のスプライン部２９に亙って高周波焼入れによって表面硬さを５０〜６５ＨＲＣの範囲に所定の硬化層Ｈ（図中クロスハッチングにて示す）が形成され、ステム部２３の端部が鍛造後の生のままとされている。外側継手部材１８の硬化層Ｈと未硬化部のハブ輪２の内周面１２との硬度差は、ＨＲＣで２０ポイント以上とされている。   The outer joint member 18 is made of medium and high carbon steel containing 0.40 to 0.80 wt% of carbon such as S53C, and includes the track groove 22a of the mouse portion 22 and the spline portion 29 of the stem portion 23 from the wall surface of the shoulder portion 18a. As a result, a predetermined hardened layer H (indicated by cross-hatching in the figure) is formed with a surface hardness in the range of 50 to 65 HRC by induction hardening, and the end portion of the stem portion 23 is left raw after forging. Yes. The hardness difference between the hardened layer H of the outer joint member 18 and the inner peripheral surface 12 of the uncured hub wheel 2 is 20 points or more in HRC.

このスプライン部２９は、図４（ｂ）に示すように、凸部２９ａと凹部２９ｂとからなり、凸部２９ａは、その断面が凸Ｒ状の頂点を有する三角形状（山形状）をなし、従来からの公知公用の転造加工、切削加工、プレス加工、あるいは引き抜き加工等の種々の加工方法によって形成することができる。   As shown in FIG.4 (b), this spline part 29 consists of the convex part 29a and the recessed part 29b, and the convex part 29a comprises the triangular shape (mountain shape) in which the section has a convex R shape, It can be formed by various known processing methods such as conventionally known rolling and cutting, cutting, pressing, or drawing.

ハブ輪２の嵌合孔１３のスプライン１６との凹凸嵌合部位は、２点鎖線にて示す範囲Ａであり、断面における山形状の中腹部から山頂に至る範囲である。ここでは、ハブ輪２の嵌合孔１３に予めスプライン１６が形成され、このスプライン１６と外側継手部材１８のスプライン部２９との間にはシメシロが付与されている。そして、円周方向の隣合う凸部２９ａ、２９ａ間は、圧入によって、ハブ輪２の嵌合孔１３よりも内径側に環状のすきま３０が形成されている。これにより、スプライン部２９をハブ輪２のスプライン１６に転写する場合、密着させるための圧入荷重を下げることができ、圧入機を使用することなく後述する固定ボルト３１の螺合のみで外側継手部材１８を引き込むことができ、組立作業性を格段に向上させることができる。また、環状のすきま３０を形成することにより、凹凸嵌合部位の密着度を上げることができると共に、圧入力の軽減を図ることができる。   The concave / convex fitting part with the spline 16 of the fitting hole 13 of the hub wheel 2 is a range A indicated by a two-dot chain line, and is a range from a mountain-shaped middle part to a mountain peak in the cross section. Here, a spline 16 is formed in the fitting hole 13 of the hub wheel 2 in advance, and a squeeze is provided between the spline 16 and the spline portion 29 of the outer joint member 18. And between the adjacent convex parts 29a and 29a of the circumferential direction, the cyclic | annular clearance 30 is formed in the inner diameter side rather than the fitting hole 13 of the hub ring 2 by press injection. As a result, when the spline portion 29 is transferred to the spline 16 of the hub wheel 2, the press-fit load for contact can be reduced, and the outer joint member can be simply screwed with the fixing bolt 31 described later without using a press-fitting machine. 18 can be pulled in, and the assembly workability can be remarkably improved. In addition, by forming the annular gap 30, it is possible to increase the degree of adhesion of the concave-convex fitting portion and to reduce the pressure input.

次に、図３を用いて、ハブ輪２と外側継手部材１８を結合する方法について説明する。
ハブ輪２の嵌合孔１３の内径Ｄ、すなわち、スプライン１６の凹部の頂点を結ぶ外接円径は、ステム部２３のスプライン部２９の凸部２９ａの頂点を結ぶ外接円の直径Ｄ１よりも小径で、スプライン部２９の凹部２９ｂの谷底を結ぶ外接円の直径Ｄ２よりも大径に設定されている。すなわち、Ｄ２＜Ｄ＜Ｄ１とされている。また、ハブ輪２の内周面１２の大径部１５の内径Ｄ３よりもＤ１は小径に設定されているＤ１＜Ｄ３）。 Next, a method for connecting the hub wheel 2 and the outer joint member 18 will be described with reference to FIG.
The inner diameter D of the fitting hole 13 of the hub wheel 2, that is, the circumscribed circle diameter connecting the apexes of the concave portions of the spline 16 is smaller than the diameter D1 of the circumscribed circle connecting the apexes of the convex portions 29 a of the stem portion 23. Thus, the diameter is set larger than the diameter D2 of the circumscribed circle connecting the valley bottoms of the concave portions 29b of the spline portion 29. That is, D2 <D <D1. Further, D1 is set to be smaller than the inner diameter D3 of the large diameter portion 15 of the inner peripheral surface 12 of the hub wheel 2 (D1 <D3).

そして、ハブ輪２の軸心と外側継手部材１８の軸心とを合わせた状態で、ハブ輪２に対して、外側継手部材１８のステム部２３を挿入（圧入）して行くことにより、ステム部２３におけるスプライン部２９の凸部２９ａがハブ輪２の嵌合孔１３のスプライン１６に食い込んで行く。この圧入は、図４（ａ）に示すように、ステム部２３の端面がハブ輪２の内壁１４のテーパ面１４ｂの近傍まで、すなわち、外側継手部材１８の肩部１８ａがハブ輪２の加締部２ｃに当接するまで行われる。これにより、相手側（ハブ輪２の嵌合孔１３のスプライン１６）にスプライン部２９の凸部２９ａの形状の転写を行うことになる。この際、スプライン部２９の凸部２９ａの圧入時にハブ輪２の嵌合孔１３が径方向に弾性変形し、この弾性変形分の予圧が凸部２９ａの歯面に付与される。このため、ステム部２９のスプライン部（雄スプライン）２９によって、ハブ輪２の嵌合孔１３にこのスプライン部２９に密着する雌スプライン（凹部）が形成されることになる。   Then, the stem portion 23 of the outer joint member 18 is inserted (press-fitted) into the hub wheel 2 in a state in which the shaft center of the hub wheel 2 and the shaft center of the outer joint member 18 are aligned with each other. The convex portion 29 a of the spline portion 29 in the portion 23 bites into the spline 16 of the fitting hole 13 of the hub wheel 2. As shown in FIG. 4A, this press-fitting is performed until the end surface of the stem portion 23 reaches the vicinity of the tapered surface 14b of the inner wall 14 of the hub wheel 2, that is, the shoulder portion 18a of the outer joint member 18 is added to the hub wheel 2. This is performed until it comes into contact with the tightening portion 2c. Thereby, the shape of the convex part 29a of the spline part 29 is transferred to the other side (spline 16 of the fitting hole 13 of the hub wheel 2). At this time, when the convex portion 29a of the spline portion 29 is press-fitted, the fitting hole 13 of the hub wheel 2 is elastically deformed in the radial direction, and a preload corresponding to the elastic deformation is applied to the tooth surface of the convex portion 29a. For this reason, the spline part (male spline) 29 of the stem part 29 forms a female spline (concave part) in close contact with the spline part 29 in the fitting hole 13 of the hub wheel 2.

その後、アウター側から内壁１４の挿通孔１４ａを介してステム部２３のねじ孔２６に固定ボルト３１を螺着する。この固定ボルト３１の螺合過程により外側継手部材１８を容易に引き込むことができる。この固定ボルト３１は、フランジ付き頭部３１ａと、ねじ軸部３１ｂとからなる。   Thereafter, the fixing bolt 31 is screwed into the screw hole 26 of the stem portion 23 from the outer side through the insertion hole 14 a of the inner wall 14. The outer joint member 18 can be easily pulled in by the screwing process of the fixing bolt 31. The fixing bolt 31 includes a flanged head portion 31a and a screw shaft portion 31b.

本実施形態では、ハブ輪２の加締部２ｃの端面に当接するまで外側継手部材１８の肩部１８ａが圧入され、固定ボルト３１の螺合過程によって外側継手部材１８を引き込みながらハブ輪２と外側継手部材１８固定することができので、ハブ輪側に予めスプライン部等を形成しておく必要がなく、生産性に優れ、かつ、スプライン同士の位相合せが不要となって、組立性の向上を図ると共に、圧入時の歯面の損傷を回避することができ、安定した嵌合状態を維持することができる。   In the present embodiment, the shoulder 18a of the outer joint member 18 is press-fitted until it abuts against the end surface of the crimping portion 2c of the hub wheel 2, and the hub wheel 2 Since the outer joint member 18 can be fixed, it is not necessary to form a spline portion or the like in advance on the hub wheel side, so that productivity is excellent and phase alignment between the splines is not required, thereby improving assemblability. In addition, it is possible to avoid damage to the tooth surface during press-fitting and maintain a stable fitting state.

さらに、このプレスカット接合では、ステム部２３におけるスプライン部２９の凸部２９ａの凹凸嵌合部位が密着しているため、径方向および円周方向においてガタが生じるすきまが形成されない。このため、凹凸嵌合部位の全てが回転トルク伝達に寄与し、凹凸嵌合部位の摩耗を防止して長期間安定したトルク伝達が可能となって異音の発生も防止することができる。   Furthermore, in this press-cut joining, since the concave and convex fitting portions of the convex portions 29a of the spline portion 29 in the stem portion 23 are in close contact with each other, there is no gap in which play occurs in the radial direction and the circumferential direction. For this reason, all of the concave / convex fitting portions contribute to the rotational torque transmission, preventing wear of the concave / convex fitting portions, enabling stable torque transmission for a long period of time, and preventing abnormal noise.

また、本発明に係る車輪用軸受装置では、固定ボルト３１を取り外すことにより、ハブ輪２と外側継手部材１８を容易に分解することができると共に、圧入によってハブ輪２の嵌合孔１３に凹部が形成されているため、外側継手部材１８を再組立することもできる。   In the wheel bearing device according to the present invention, the hub wheel 2 and the outer joint member 18 can be easily disassembled by removing the fixing bolt 31, and the fitting hole 13 of the hub wheel 2 is recessed by press-fitting. Therefore, the outer joint member 18 can be reassembled.

なお、ここでは、ハブ輪２の加締部２ｃの端面に当接するまで外側継手部材１８の肩部１８ａを圧入するようにしたが、これに限らず、図示はしないが、ステム部の先端をハブ輪のハブ輪２の内壁１４のテーパ面１４ｂに当接させ、加締部２ｃと外側継手部材１８の肩部１８ａとの間に軸方向のすきまが設けるようにしても良い。この場合、外部から雨水等の異物が侵入しないように軸方向のすきまを密封するＯリング等のシール部材を介装するのが好ましい。   Here, the shoulder portion 18a of the outer joint member 18 is press-fitted until it abuts against the end surface of the caulking portion 2c of the hub wheel 2. However, the present invention is not limited to this. An axial clearance may be provided between the caulking portion 2c and the shoulder portion 18a of the outer joint member 18 by contacting the tapered surface 14b of the inner wall 14 of the hub wheel 2 of the hub wheel. In this case, it is preferable to interpose a seal member such as an O-ring that seals the axial clearance so that foreign matter such as rainwater does not enter from the outside.

ハブ輪２の加締部２ｃの端面に外側継手部材１８の肩部１８ａが当接した状態で組み立てた場合、例えば、車両発進時、ハブ輪２の加締部２ｃと外側継手部材１８の肩部１８ａとの間で、カッキン音と通称されるスティックスリップ音が発生する恐れがある。ここで、加締部２ｃと外側継手部材１８の肩部１８ａとの間に軸方向のすきまが設けるようにすることにより、スティックスリップ音の発生を防止することができる。   When assembled with the shoulder 18a of the outer joint member 18 in contact with the end face of the crimping portion 2c of the hub wheel 2, for example, when the vehicle starts, the shoulder of the crimping portion 2c of the hub wheel 2 and the outer joint member 18 There is a possibility that a stick-slip sound commonly referred to as a “cuckling sound” may be generated between the unit 18a and the part 18a. Here, by providing an axial clearance between the caulking portion 2 c and the shoulder portion 18 a of the outer joint member 18, it is possible to prevent the occurrence of stick-slip noise.

このスティックスリップ音は、車両発進時、静止状態にある車輪用軸受装置のハブ輪２に対して等速自在継手１７の外側継手部材１８から回転トルクが負荷されると、外側継手部材１８からハブ輪２へ回転トルクを伝達しようとするが、外側継手部材１８と車輪用軸受装置との間の伝達トルク変動と外側継手部材１８のねじれにより、ハブ輪２の加締部２ｃと外側継手部材１８の肩部１８ａとの当接面で急激な滑りが発生する。この急激な滑りが原因となってスティックスリップ音が発生する。   This stick-slip noise is generated when the rotational torque is applied from the outer joint member 18 of the constant velocity universal joint 17 to the hub wheel 2 of the wheel bearing device that is stationary when the vehicle starts. The rotational torque is transmitted to the wheel 2, but the caulking portion 2 c of the hub wheel 2 and the outer joint member 18 are caused by the transmission torque fluctuation between the outer joint member 18 and the wheel bearing device and the torsion of the outer joint member 18. A sudden slip occurs on the contact surface with the shoulder portion 18a. This sudden slip causes stick-slip noise.

また、本実施形態では、ハブ輪２の嵌合孔１３に外側継手部材１８のステム部２３を圧入する際、ハブ輪２の嵌合孔１３と大径部１５と間に芯出し用のテーパ部１３ａが形成されると共に、ハブ輪２の嵌合孔１３とテーパ部１３ａとの間には、ステム部２３の凸部２９ａよりも大きめのガイドスプライン１３ｂが形成されている。これにより、外側継手部材１８のステム部２３をハブ輪２に圧入するに際し、ステム部２３の凸部２９ａがハブ輪２の嵌合孔１３に確実に圧入されるよう誘導することができる、安定した圧入が可能となって、圧入時の芯ずれや芯傾き等を防止することができる。   Further, in this embodiment, when the stem portion 23 of the outer joint member 18 is press-fitted into the fitting hole 13 of the hub wheel 2, a taper for centering is provided between the fitting hole 13 of the hub wheel 2 and the large diameter portion 15. A portion 13a is formed, and a guide spline 13b larger than the convex portion 29a of the stem portion 23 is formed between the fitting hole 13 of the hub wheel 2 and the tapered portion 13a. Accordingly, when the stem portion 23 of the outer joint member 18 is press-fitted into the hub wheel 2, the convex portion 29 a of the stem portion 23 can be guided to be surely press-fitted into the fitting hole 13 of the hub wheel 2. The press fitting can be performed, and misalignment, center tilt and the like during press fitting can be prevented.

図１に戻って、本実施形態では、車輪取付フランジ７のアウター側（ブレーキディスクが装着される側）の側面３３が旋盤等の切削加工により一次切削されると共に、この側面３３に所定幅の環状溝（周方向溝）３３ａが形成されている。この環状溝３３ａの溝幅中央部にはボルト穴３４が円周方向等配に穿設されている。そして、ハブボルト７ａの外径に形成したナール部３５をこのボルト穴３４に圧入固定した後（軸受アッセンブリ後）、側面３３が旋盤により二次切削されている。なお、二次切削は旋盤に限らず、フライス盤や研削盤による切削であっても良い。   Returning to FIG. 1, in this embodiment, the side surface 33 on the outer side (the side on which the brake disc is mounted) of the wheel mounting flange 7 is primarily cut by cutting such as a lathe and the side surface 33 has a predetermined width. An annular groove (circumferential groove) 33a is formed. Bolt holes 34 are formed at equal intervals in the circumferential direction at the center of the groove width of the annular groove 33a. Then, after the knurled portion 35 formed on the outer diameter of the hub bolt 7a is press-fitted and fixed in the bolt hole 34 (after the bearing assembly), the side surface 33 is secondarily cut by a lathe. The secondary cutting is not limited to a lathe, and may be cutting with a milling machine or a grinding machine.

ここで、車輪取付フランジ７のアウター側の側面３３の面振れが２０μｍ以下に規制されている。これにより、この側面３３に当接されるブレーキロータの側面の面振れ精度を５０μｍ以下に抑制することができる。ブレーキロータの側面の面振れが５０μｍを超えると操安性、すなわち、ブレーキジャダーが顕著になり、通常の運転者に不快感を生じさせて好ましくない。   Here, the runout of the side surface 33 on the outer side of the wheel mounting flange 7 is regulated to 20 μm or less. Thereby, the surface runout accuracy of the side surface of the brake rotor in contact with the side surface 33 can be suppressed to 50 μm or less. When the surface runout of the side surface of the brake rotor exceeds 50 μm, the operability, that is, the brake judder becomes remarkable, which causes an uncomfortable feeling to a normal driver, which is not preferable.

ここで、図２に示すように、ハブ輪２のアウター側の端部に形成された凹所１１の対向する内周面に突起３６、３６が鍛造加工によって形成されている。この突起３６は、図示しない旋盤の主軸上のドライブプレート等の回転をハブ輪２に伝える、所謂ケレの役割りをし、車輪取付フランジ７のアウター側の側面３３を、軸受アッセンブリの状態で切削加工することができる。   Here, as shown in FIG. 2, the protrusions 36 and 36 are formed by the forging process in the inner peripheral surface which the recess 11 formed in the edge part of the outer side of the hub wheel 2 opposes. The projection 36 functions as a so-called knurl that transmits the rotation of a drive plate or the like on a main shaft of a lathe (not shown) to the hub wheel 2, and the outer side surface 33 of the wheel mounting flange 7 is cut in a bearing assembly state. Can be processed.

なお、ハブ輪２の凹所１１の内周に形成する突起３６は単一であっても良いが、対向する内周面に一対形成することにより、ハブ輪２の軽量化を図りつつ、強度・剛性を高めると共に、回転バランスを保つことができる。また、３３ｂは、車輪取付フランジ７に形成されたブレーキロータを固定するねじ孔である。   The protrusion 36 formed on the inner periphery of the recess 11 of the hub wheel 2 may be single, but by forming a pair on the opposing inner peripheral surface, the hub wheel 2 can be reduced in weight and strength. -Increases rigidity and maintains rotational balance. Reference numeral 33 b denotes a screw hole for fixing the brake rotor formed on the wheel mounting flange 7.

また、車輪取付フランジ７のアウター側の側面３３に形成された環状溝３３ａは、その溝幅寸法が大きければ、ハブボルト７ａの圧入後の側面３３における二次切削の作業性が良いが、ブレーキロータの側面（取付面）との接触面積が減少すると共に、車輪取付フランジ７の強度・剛性が低下し、ナット締結によって変形が生じる恐れがあって好ましくない。したがって、本実施形態では、ハブボルト７ａの外径から少なくとも環状溝３３ａまでの寸法を１ｍｍとすれば、ブレーキロータの側面との接触面積が大きく減少することはなく、車輪をナットで締結した時の車輪取付フランジ７の変形を抑制し、ブレーキロータの側面の面振れ精度の悪化を最小限に抑制できる。また、ハブボルト７ａの外径から１ｍｍ以上の間隙があれば、旋削バイト等の加工治具が切削時に干渉して作業性を低下させることもない。   Also, the annular groove 33a formed on the outer side surface 33 of the wheel mounting flange 7 has good workability for secondary cutting on the side surface 33 after press-fitting of the hub bolt 7a if the groove width dimension is large. This is not preferable because the contact area with the side surface (mounting surface) decreases, and the strength and rigidity of the wheel mounting flange 7 decrease and deformation may occur due to the nut fastening. Therefore, in this embodiment, if the dimension from the outer diameter of the hub bolt 7a to at least the annular groove 33a is 1 mm, the contact area with the side surface of the brake rotor is not greatly reduced, and the wheel is fastened with a nut. Deformation of the wheel mounting flange 7 can be suppressed, and deterioration of the surface runout accuracy of the side surface of the brake rotor can be minimized. In addition, if there is a gap of 1 mm or more from the outer diameter of the hub bolt 7a, a work tool such as a turning tool will not interfere with the cutting, and workability will not be reduced.

このように、環状溝３３ａを車輪取付フランジ７のアウター側の側面３３に形成することにより、ハブボルト３ａの圧入による側面３３への変形等の影響を最小限に抑制できると共に、ハブボルト７ａの圧入後（軸受アッセンブリ後）、さらにブレーキロータの取付面となるアウター側の側面３３を二次切削すれば、ハブボルト７ａの圧入によって増加した側面３３の面振れを可及的に抑制することができ、車輪取付フランジ７の面振れ精度を高めてブレーキジャダーの発生を抑制することができる。   Thus, by forming the annular groove 33a on the side surface 33 on the outer side of the wheel mounting flange 7, it is possible to minimize the influence of deformation or the like on the side surface 33 due to the press-fitting of the hub bolt 3a, and after the press-fitting of the hub bolt 7a. (After the bearing assembly) Further, if the outer side surface 33 serving as the mounting surface of the brake rotor is subjected to secondary cutting, the surface runout of the side surface 33 increased by the press-fitting of the hub bolt 7a can be suppressed as much as possible. The occurrence of brake judder can be suppressed by increasing the surface runout accuracy of the mounting flange 7.

なお、ここでは、車輪取付フランジ７の側面３３を、予めハブボルト７ａの圧入前に一次切削し、圧入後に二次切削をする実施形態について説明したが、本発明はこうした実施形態に限定されるものではなく、例えば、ハブボルト７ａを圧入する前に、側面３３を粗旋削と中仕上げ旋削からなる一次切削を行い、ハブボルト７ａの圧入後に、二次切削（仕上げ旋削）を行っても良い。また、圧入前に旋削を行わず、鍛造肌のままとし、ハブボルト７ａの圧入後に二次切削（仕上げ旋削）を行っても良い。   Here, the embodiment has been described in which the side surface 33 of the wheel mounting flange 7 is subjected to primary cutting in advance before press-fitting of the hub bolt 7a, and then subjected to secondary cutting after press-fitting, but the present invention is limited to such an embodiment. Instead, for example, before the hub bolt 7a is press-fitted, the side surface 33 may be subjected to primary cutting including rough turning and intermediate finishing turning, and after the hub bolt 7a is press-fitted, secondary cutting (finishing turning) may be performed. Further, turning may not be performed before press-fitting, and the forged skin may be left as it is, and secondary cutting (finish turning) may be performed after press-fitting the hub bolt 7a.

このように、本実施形態では、ハブ輪２と、このハブ輪２の内径に嵌挿される等速自在継手１７の外側継手部材１８のステム部２３とがプレスカット接合により分離可能に結合されていると共に、ハブ輪２のアウター側の端部に形成された凹所１１の内周面に突起３６が形成されているので、車輪取付フランジ７のアウター側の側面３３にハブボルト７ａを包含する環状溝３３ａが切削加工によって形成することができ、車体への組み付けにおける作業性を向上させ、組み付け時の部品の損傷を防止すると共に、車輪取付フランジ７の面振れ精度を高めてブレーキジャダーの発生を抑制し、信頼性を向上させた車輪用軸受装置を提供することができる。   As described above, in this embodiment, the hub wheel 2 and the stem portion 23 of the outer joint member 18 of the constant velocity universal joint 17 that is inserted into the inner diameter of the hub wheel 2 are detachably coupled by press-cut joining. In addition, since the projection 36 is formed on the inner peripheral surface of the recess 11 formed at the outer end of the hub wheel 2, an annular shape including the hub bolt 7 a on the outer side surface 33 of the wheel mounting flange 7. The groove 33a can be formed by cutting, improving workability in assembling to the vehicle body, preventing damage to parts during assembly, and improving the surface runout accuracy of the wheel mounting flange 7 to generate brake judder. It is possible to provide a wheel bearing device that is suppressed and has improved reliability.

図５は、本発明に係る車輪用軸受装置を構成する複列の転がり軸受の第２の実施形態を示す縦断面図、図６は、図５のハブ輪の車両外側から見た側面図である。なお、この第２の実施形態は、前述した第１の実施形態と基本的にはハブ輪の構成が異なるだけで、その他同一部品同一部位あるいは同様の機能を有する部品や部位には同じ符号を付して重複した説明を省略する。   FIG. 5 is a longitudinal sectional view showing a second embodiment of the double row rolling bearing constituting the wheel bearing device according to the present invention, and FIG. 6 is a side view of the hub wheel of FIG. is there. The second embodiment is basically different from the first embodiment described above only in the configuration of the hub wheel, and the same reference numerals are used for the same parts and parts having the same functions or the same functions. A duplicate description will be omitted.

図５に示す車輪用軸受装置は駆動輪用の第３世代と称され、複列の転がり軸受３７と等速自在継手（図示せず）とが一体化されると共に、ハブ輪３８と、このハブ輪３８の内径に嵌挿される等速自在継手の外側継手部材のステム部とがプレスカット接合により分離可能に結合される。   The wheel bearing device shown in FIG. 5 is referred to as a third generation for driving wheels, and a double row rolling bearing 37 and a constant velocity universal joint (not shown) are integrated, a hub wheel 38, The stem portion of the outer joint member of the constant velocity universal joint that is fitted into the inner diameter of the hub wheel 38 is detachably coupled by press-cut joining.

複列の転がり軸受３７は、ハブ輪３８と、このハブ輪３８に圧入された内輪３とからなる内方部材３９と、この内方部材３９に複列の転動体５、５を介して外挿された外方部材６とを備えている。   The double row rolling bearing 37 includes an inner member 39 composed of a hub ring 38 and an inner ring 3 press-fitted into the hub ring 38, and the inner member 39 is connected to the inner member 39 via double row rolling elements 5 and 5. And an inserted outer member 6.

ハブ輪３８は、アウター側の端部に車輪取付フランジ７を一体に有し、外周に一方の内側転走面２ａと、この内側転走面２ａから軸方向に延びる円筒状の小径段部２ｂが形成され、前述した実施形態と同様、アウター側の端部に凹所４０が形成されると共に、円筒状の内周面１２に嵌合孔１３が形成され、この嵌合孔１３にスプライン１６が形成されている。そして、凹所４０と内周面１２との間に内壁１４が設けられ、この内壁１４の中心部に挿通孔１４ａが形成されると共に、内壁１４のインナー側の側面がテーパ面１４ｂに形成されている。   The hub wheel 38 integrally has a wheel mounting flange 7 at an end on the outer side, one inner rolling surface 2a on the outer periphery, and a cylindrical small-diameter step portion 2b extending in the axial direction from the inner rolling surface 2a. As in the above-described embodiment, a recess 40 is formed at the outer end, and a fitting hole 13 is formed in the cylindrical inner peripheral surface 12. A spline 16 is formed in the fitting hole 13. Is formed. An inner wall 14 is provided between the recess 40 and the inner peripheral surface 12, an insertion hole 14a is formed at the center of the inner wall 14, and an inner side surface of the inner wall 14 is formed as a tapered surface 14b. ing.

内周面１２は鍛造加工後の表面硬さの生のまま（未硬化部）とされ、嵌合孔１３と、この嵌合孔１３を挟んでインナー側の開口側に大径部１５を備えている。そして、大径部１５とスプライン１６との間にガイドスプライン１３ｂが形成されている。   The inner peripheral surface 12 is left with a raw surface hardness after forging (uncured portion), and includes a fitting hole 13 and a large-diameter portion 15 on the inner opening side across the fitting hole 13. ing. A guide spline 13 b is formed between the large diameter portion 15 and the spline 16.

ハブ輪３８はＳ５３Ｃ等の炭素０．４０〜０．８０ｗｔ％を含む中高炭素鋼で形成され、内側転走面２ａをはじめ、車輪取付フランジ７のインナー側の基部７ｂから小径段部２ｂに亙って高周波焼入れによって５０〜６４ＨＲＣの範囲に表面が硬化処理されている。   The hub wheel 38 is formed of medium and high carbon steel containing 0.40 to 0.80 wt% of carbon such as S53C, and the inner raceway surface 2a and the base portion 7b on the inner side of the wheel mounting flange 7 to the small diameter step portion 2b. Thus, the surface is hardened in the range of 50 to 64 HRC by induction hardening.

また、車輪取付フランジ７のアウター側の側面３３に環状溝３３ａが形成され、この環状溝３３ａの溝幅中央部にボルト穴３４が円周方向等配に穿設されている。そして、ハブボルト７ａをこのボルト穴３４に圧入固定した後、側面３３が旋盤により二次切削されている。   An annular groove 33a is formed on the outer side surface 33 of the wheel mounting flange 7, and bolt holes 34 are bored at equal intervals in the circumferential direction at the center of the groove width of the annular groove 33a. After the hub bolt 7a is press-fitted and fixed in the bolt hole 34, the side surface 33 is secondarily cut by a lathe.

ここで、ハブ輪３８における車輪取付フランジ７の基部にアウター側に延びる円筒状のブレーキパイロット部４１が形成され、ブレーキロータ（図示せず）の内径面を案内する。また、このブレーキパイロット部４１からさらにアウター側に延びるホイールパイロット部４２が形成されている。このホイールパイロット部４２は、ブレーキロータに重ねて装着される車輪の内径面を案内するもので、ブレーキパイロット部４１よりも小径に形成されている。そして、図６に示すように、このホイールパイロット部４２の円周方向の対向する端部に切欠き４３、４３が形成されている。この切欠き４３は、前述した実施形態の突起３６と同様、旋盤の主軸の回転をハブ輪３８に伝えるケレの役割りをする。   Here, a cylindrical brake pilot portion 41 extending outward is formed at a base portion of the wheel mounting flange 7 in the hub wheel 38 to guide an inner diameter surface of a brake rotor (not shown). Further, a wheel pilot portion 42 that extends further outward from the brake pilot portion 41 is formed. The wheel pilot portion 42 guides the inner diameter surface of the wheel mounted on the brake rotor, and is formed with a smaller diameter than the brake pilot portion 41. And as shown in FIG. 6, the notches 43 and 43 are formed in the edge part which this wheel pilot part 42 opposes in the circumferential direction. The notch 43 serves as a kerf that transmits the rotation of the main shaft of the lathe to the hub wheel 38, like the projection 36 of the above-described embodiment.

本実施形態では、前述した実施形態と同様、ハブ輪３８と、このハブ輪３８の内径に嵌挿される等速自在継手の外側継手部材のステム部とがプレスカット接合により分離可能に結合されていると共に、ハブ輪３８のアウター側の端部に形成されたホイールパイロット部４２の端部に切欠き４３が形成されているので、軸受アッセンブリの状態で、ハブ輪３８を回転させて車輪取付フランジ７のアウター側の側面３３が切削加工によって形成することができ、車体への組み付けにおける作業性を向上させ、組み付け時の部品の損傷を防止すると共に、車輪取付フランジ７の面振れ精度を高めてブレーキジャダーの発生を抑制することができる。   In this embodiment, as in the above-described embodiment, the hub wheel 38 and the stem portion of the outer joint member of the constant velocity universal joint that is inserted into the inner diameter of the hub wheel 38 are detachably coupled by press-cut joining. In addition, since the notch 43 is formed at the end of the wheel pilot portion 42 formed at the outer end of the hub wheel 38, the hub wheel 38 is rotated in the state of the bearing assembly to rotate the wheel mounting flange. 7 can be formed by cutting to improve workability in assembling to the vehicle body, prevent damage to parts during assembly, and improve surface runout accuracy of the wheel mounting flange 7 Generation of brake judder can be suppressed.

以上、本発明の実施の形態について説明を行ったが、本発明はこうした実施の形態に何等限定されるものではなく、あくまで例示であって、本発明の要旨を逸脱しない範囲内において、さらに種々なる形態で実施し得ることは勿論のことであり、本発明の範囲は、特許請求の範囲の記載によって示され、さらに特許請求の範囲に記載の均等の意味、および範囲内のすべての変更を含む。   The embodiment of the present invention has been described above, but the present invention is not limited to such an embodiment, and is merely an example, and various modifications can be made without departing from the scope of the present invention. Of course, the scope of the present invention is indicated by the description of the scope of claims, and further, the equivalent meanings described in the scope of claims and all modifications within the scope of the scope of the present invention are included. Including.

本発明に係る車輪用軸受装置は、一端部に車輪取付フランジを一体に有するハブ輪を備え、ハブ輪と等速自在継手の外側継手部材とがプレスカット接合により分離可能に結合された第２または第３世代構造の車輪用軸受装置に適用できる。   The wheel bearing device according to the present invention includes a hub ring integrally having a wheel mounting flange at one end portion, and the hub ring and the outer joint member of the constant velocity universal joint are detachably coupled by press-cut joining. Or it can apply to the bearing device for wheels of the 3rd generation structure.

１、３７ 複列の転がり軸受
２、３８ ハブ輪
２ａ、３ａ 内側転走面
２ｂ 小径段部
２ｃ 加締部
３ 内輪
４、３９ 内方部材
５ 転動体
６ 外方部材
６ａ 外側転走面
６ｂ 車体取付フランジ
７ 車輪取付フランジ
７ａ ハブボルト
７ｂ 車輪取付フランジのインナー側の基部
８ 保持器
９、１０ シール
１１、４０ 凹所
１２ ハブ輪の内周面
１３ 嵌合孔
１３ａ ハブ輪の内周面のテーパ部
１３ｂ ガイドスプライン
１４ 内壁
１４ａ 挿通孔
１４ｂ テーパ面
１５ ハブ輪の内周面の大径部
１６ ハブ輪のスプライン
１７ 等速自在継手
１８ 外側継手部材
１８ａ 外側継手部材の肩部
１９ 継手内輪
１９ａ、２２ａ トラック溝
２０ トルク伝達ボール
２１ ケージ
２１ａ ケージの外周面
２１ｂ ケージの内周面
２２ マウス部
２３ ステム部
２４ マウス部の内周面
２５ 継手内輪の外周面
２６ ねじ孔
２７ ステム部の小径部
２８ ステム部の大径部
２９ スプライン部
２９ａ スプライン部の凸部
２９ｂ スプライン部の凹部
３０ 環状のすきま
３１ 固定ボルト
３１ａ 固定ボルトのフランジ付き頭部
３１ｂ 固定ボルトのねじ軸部
３３ 車輪取付フランジのアウター側の側面
３３ａ 環状溝
３３ｂ ねじ孔
３４ ボルト穴
３５ ハブボルトのナール部
３６ 突起
４１ ブレーキパイロット部
４２ ホイールパイロット部
４３ 切欠き
５０ 内方部材
５１、８０ ハブ輪
５１ａ、５２ａ 内側転走面
５２ 内輪
５３ 小径段部
５４、８３ 車輪取付フランジ
５４ａ、８４ 車輪取付フランジの側面
５５ ハブボルト
５５ａ ナール
５６ 環状溝
５７ ボルト穴
６０ 外方部材
６０ａ 外側転走面
６１ 車体取付フランジ
６２ シール
６３ シール
７０ ボール
７１ 保持器
８１ 外側継手部材
８２ ステム部
８５ 外側継手部材の嵌合面
８６ 凸部
８７ ハブ輪の嵌合面
８８、９０ 凹部
８９ ガイド部
Ａ 凹凸嵌合部位
Ｄ ハブ輪の嵌合孔の内径
Ｄ１ スプライン部の凸部の頂点を結ぶ外接円の直径
Ｄ２ スプライン部の凹部の谷底を結ぶ外接円の直径
Ｄ３ ハブ輪の大径部の内径
Ｈ 硬化層 DESCRIPTION OF SYMBOLS 1, 37 Double row rolling bearing 2, 38 Hub wheel 2a, 3a Inner rolling surface 2b Small diameter step part 2c Clamping part 3 Inner ring 4, 39 Inner member 5 Rolling body 6 Outer member 6a Outer rolling surface 6b Car body Mounting flange 7 Wheel mounting flange 7a Hub bolt 7b Base 8 on the inner side of the wheel mounting flange Cage 9, 10 Seal 11, 40 Recess 12 Hub ring inner peripheral surface 13 Fitting hole 13a Hub wheel inner peripheral surface taper 13b Guide spline 14 Inner wall 14a Insertion hole 14b Tapered surface 15 Large-diameter portion of inner peripheral surface of hub wheel 16 Spline of hub wheel 17 Constant velocity universal joint 18 Outer joint member 18a Outer joint member shoulder 19 Joint inner ring 19a, 22a Track Groove 20 Torque transmission ball 21 Cage 21a Cage outer peripheral surface 21b Cage inner peripheral surface 22 Mouse part 23 Stem part 24 Mouse part inner peripheral surface 25 Joint inner ring Outer peripheral surface 26 Screw hole 27 Small diameter portion 28 of stem portion Large diameter portion 29 of stem portion Spline portion 29a Spline portion convex portion 29b Spline portion concave portion 30 Annular clearance 31 Fixing bolt 31a Fixing bolt flange head portion 31b Fixing bolt Threaded shaft portion 33 Wheel mounting flange outer side surface 33a Annular groove 33b Screw hole 34 Bolt hole 35 Hub bolt knurl portion 36 Projection 41 Brake pilot portion 42 Wheel pilot portion 43 Notch 50 Inner member 51, 80 Hub wheel 51a , 52a Inner rolling surface 52 Inner ring 53 Small-diameter stepped portion 54, 83 Wheel mounting flange 54a, 84 Side surface of wheel mounting flange 55 Hub bolt 55a Nar 56 Ring groove 57 Bolt hole 60 Outer member 60a Outer rolling surface 61 Car body mounting flange 62 Seal 63 Seal 70 Ball 71 Holding 81 Outer joint member 82 Stem portion 85 Outer joint member fitting surface 86 Convex portion 87 Hub wheel fitting surface 88, 90 Concave portion 89 Guide portion A Concavity and convexity fitting portion D Hub wheel fitting hole inner diameter D1 Spline portion Diameter D2 of circumscribed circle connecting the tops of the convex portions Diameter D3 of circumscribed circle connecting the bottoms of the concave portions of the spline portion D3 Inner diameter H of the large diameter portion of the hub ring Hardened layer

Claims (7)

外周に懸架装置を構成するナックルに取り付けられるための車体取付フランジを一体に有し、内周に複列の外側転走面が一体に形成された外方部材と、
一端部に車輪を取り付けるための車輪取付フランジを一体に有し、外周に軸方向に延びる円筒状の小径段部が形成されたハブ輪、およびこのハブ輪の小径段部に圧入された少なくとも一つの内輪とからなり、外周に前記複列の外側転走面に対向する複列の内側転走面が形成された内方部材と、
この内方部材と前記外方部材の両転走面間に転動自在に収容された複列の転動体と、を備え、
前記車輪取付フランジの周方向等配位置に前記車輪を締結するためのハブボルトが植設され、前記車輪取付フランジのアウター側の側面に前記ハブボルトを包含する環状溝が形成されると共に、
前記ハブ輪の内径に形成された円筒状の嵌合孔に等速自在継手の外側継手部材のステム部を嵌合することにより前記ハブ輪に前記等速自在継手をねじ締め付け構造により分離可能に結合された車輪用軸受装置において、
前記ハブ輪の嵌合孔と前記外側継手部材のステム部のうちどちらか一方に設けられた軸方向に延びる凸部を他方に圧入し、他方に前記凸部により凹部を形成することで、前記凸部と凹部との嵌合部全域が密着して前記ハブ輪と外側継手部材がプレスカット接合されると共に、前記ハブ輪のアウター側の端部に当該ハブ輪を回転させるための突起または凹みが形成されていることを特徴とする車輪用軸受装置。 An outer member integrally having a vehicle body mounting flange for being attached to a knuckle constituting a suspension device on the outer periphery, and an outer rolling surface of a double row integrally formed on the inner periphery;
A hub wheel integrally having a wheel mounting flange for mounting a wheel at one end and having a cylindrical small-diameter step portion extending in the axial direction on the outer periphery, and at least one press-fitted into the small-diameter step portion of the hub ring An inner member formed of two inner rings, and formed with a double-row inner rolling surface facing the double-row outer rolling surface on the outer periphery;
A double row rolling element accommodated in a freely rolling manner between both rolling surfaces of the inner member and the outer member;
A hub bolt for fastening the wheel is planted at a circumferentially equidistant position of the wheel mounting flange, an annular groove including the hub bolt is formed on the outer side surface of the wheel mounting flange,
By fitting the stem portion of the outer joint member of the constant velocity universal joint into a cylindrical fitting hole formed in the inner diameter of the hub wheel, the constant velocity universal joint can be separated from the hub wheel by a screw tightening structure. In the combined wheel bearing device,
By pressing a convex portion extending in the axial direction provided in one of the fitting hole of the hub wheel and the stem portion of the outer joint member into the other, and forming a concave portion with the convex portion on the other side, A projection or a recess for rotating the hub wheel to the outer end of the hub wheel while the hub ring and the outer joint member are press-cut joined with the entire fitting part of the convex part and the concave part being in close contact with each other. A bearing device for a wheel, characterized in that is formed. 前記ハブ輪が、そのアウター側の端部に凹所と、この凹所と嵌合孔との間に内壁が形成され、この内壁の中心部に挿通孔が形成されると共に、前記外側継手部材のステム部にねじ孔が形成され、このねじ孔に前記挿通孔を介して固定ボルトを螺着することにより、前記ステム部と固定ボルトとで前記ハブ輪の内壁が挟持されている請求項１に記載の車輪用軸受装置。   The hub wheel has a recess at an outer end thereof, an inner wall is formed between the recess and the fitting hole, an insertion hole is formed at the center of the inner wall, and the outer joint member A screw hole is formed in the stem portion of the shaft, and a fixing bolt is screwed into the screw hole via the insertion hole, whereby the inner wall of the hub wheel is sandwiched between the stem portion and the fixing bolt. The wheel bearing apparatus described in 1. 前記ハブ輪のインナー側の端面に対して、前記外側継手部材の肩部が当接しない非接触状態とされている請求項１に記載の車輪用軸受装置。   2. The wheel bearing device according to claim 1, wherein a shoulder portion of the outer joint member is not in contact with an inner end face of the hub wheel. 前記外側継手部材のステム部の外周に前記凸部が形成されると共に、前記外側継手部材の肩部から前記ステム部の凸部に亙って硬化層が形成され、この硬化層と未硬化部の前記ハブ輪の嵌合孔との硬度差がＨＲＣで２０ポイント以上とされている請求項１乃至３いずれかに記載の車輪用軸受装置。   The convex portion is formed on the outer periphery of the stem portion of the outer joint member, and a hardened layer is formed from the shoulder portion of the outer joint member to the convex portion of the stem portion. The wheel bearing device according to any one of claims 1 to 3, wherein a difference in hardness from the fitting hole of the hub wheel is 20 points or more in HRC. 前記外側継手部材の端部外周に凸部と凹部とからなるスプライン部が形成され、前記凸部の断面が凸Ｒ状の頂点を有する三角形状をなし、圧入によって円周方向に隣合う前記凸部の間に、前記ハブ輪の嵌合孔よりも内径側に環状のすきまが形成されている請求項１乃至４いずれかに記載の車輪用軸受装置。   A spline part composed of a convex part and a concave part is formed on the outer periphery of the end part of the outer joint member, the convex part has a triangular shape having a convex R-shaped apex, and the convex part adjacent in the circumferential direction by press-fitting. The wheel bearing device according to any one of claims 1 to 4, wherein an annular clearance is formed between the portions on the inner diameter side of the fitting hole of the hub wheel. 前記車輪取付フランジの側面が、前記ハブボルト圧入後に切削加工した切削面とされている請求項１に記載の車輪用軸受装置。   The wheel bearing device according to claim 1, wherein a side surface of the wheel mounting flange is a cutting surface that is cut after the hub bolt press-fitting. 前記車輪取付フランジのアウター側の側面の面振れが２０μｍ以下に規制されている請求項６に記載の車輪用軸受装置。   The wheel bearing device according to claim 6, wherein a surface runout of the outer side surface of the wheel mounting flange is restricted to 20 μm or less.
JP2015170410A 2015-08-31 2015-08-31 Bearing device for wheel Pending JP2017047716A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2015170410A JP2017047716A (en) 2015-08-31 2015-08-31 Bearing device for wheel

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2015170410A JP2017047716A (en) 2015-08-31 2015-08-31 Bearing device for wheel

Publications (1)

Publication Number Publication Date
JP2017047716A true JP2017047716A (en) 2017-03-09

Family

ID=58278658

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2015170410A Pending JP2017047716A (en) 2015-08-31 2015-08-31 Bearing device for wheel

Country Status (1)

Country Link
JP (1) JP2017047716A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019077332A (en) * 2017-10-24 2019-05-23 Ntn株式会社 Wheel bearing device and manufacturing method therefor

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019077332A (en) * 2017-10-24 2019-05-23 Ntn株式会社 Wheel bearing device and manufacturing method therefor
DE112018005047T5 (en) 2017-10-24 2020-07-02 Ntn Corporation WHEEL BEARING DEVICE AND METHOD FOR PRODUCING THIS DEVICE
US11506241B2 (en) 2017-10-24 2022-11-22 Ntn Corporation Wheel bearing device and method for manufacturing said device

Similar Documents

Publication Publication Date Title
US9505266B2 (en) Wheel bearing apparatus and axle module
US8360655B2 (en) Bearing device for wheel
JP4302758B2 (en) Wheel bearing device
JP5134340B2 (en) Wheel bearing device
US20100092122A1 (en) Bearing device for driving wheel, and its assembling method
WO2012035925A1 (en) Vehicle-wheel bearing device
JP2004068891A (en) Bearing device for driving wheel
WO2017010555A1 (en) Bearing device for vehicle wheel
JP2008002578A (en) Bearing unit for drive wheel
JP4338095B2 (en) Drive wheel bearing unit
JP2010047058A (en) Wheel bearing device and axle module
JP5143455B2 (en) Drive wheel bearing device
JP2009270629A (en) Wheel bearing apparatus and axle module
JP2013141861A (en) Bearing device for wheel
US20080273824A1 (en) Bearing device for axle and fixing structure using the same
JP2008018767A (en) Drive shaft assembly
JP2017047716A (en) Bearing device for wheel
JP2010047057A (en) Wheel bearing device and axle module
JP2008002581A (en) Bearing unit for drive wheel
JP5143442B2 (en) Drive wheel bearing device
JP2008284960A (en) Wheel bearing system
JP2008168797A (en) Bearing device for driving wheel
JP2005319889A (en) Bearing device for driving wheel
JP5295644B2 (en) Wheel bearing device and axle module
JP5101051B2 (en) Drive wheel bearing unit