JP3887350B2 - Wheel support hub unit - Google Patents

Wheel support hub unit Download PDF

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Publication number
JP3887350B2
JP3887350B2 JP2003143124A JP2003143124A JP3887350B2 JP 3887350 B2 JP3887350 B2 JP 3887350B2 JP 2003143124 A JP2003143124 A JP 2003143124A JP 2003143124 A JP2003143124 A JP 2003143124A JP 3887350 B2 JP3887350 B2 JP 3887350B2
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ring raceway
inner ring
outer ring
peripheral surface
axial direction
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JP2004345439A (en
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之秀 本城
泰律 吉村
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/50—Other types of ball or roller bearings
    • F16C19/505—Other types of ball or roller bearings with the diameter of the rolling elements of one row differing from the diameter of those of another row
    • 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
    • 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
    • F16C2240/00—Specified values or numerical ranges of parameters; Relations between them
    • F16C2240/40—Linear dimensions, e.g. length, radius, thickness, gap
    • F16C2240/70—Diameters; Radii
    • F16C2240/80—Pitch circle diameters [PCD]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C41/00—Other accessories, e.g. devices integrated in the bearing not relating to the bearing function as such
    • F16C41/007—Encoders, e.g. parts with a plurality of alternating magnetic poles

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

Description

【０００１】
【発明の属する技術分野】
本発明は、車両の車輪を、その懸架装置に支持させるための車輪支持用ハブユニット、特に、車輪を支持すると共に車輪に作用するモーメント荷重に対抗する対モーメント剛性を高め、かつ耐久性を向上させた、車輪支持用ハブユニットに関するものである。
【０００２】
【従来の技術】
車両の車輪は、車輪支持用ハブユニットを介して懸架装置に支持されるが、従来の車輪支持用ハブユニットは、車輪に固定されるハブと、懸架装置に支持される外輪と、前記ハブの外面と前記外輪の内面との間に、それらの軸方向に間隔をあけて転動自在に介在される、複数列の転動体とを備えており、車輪を保持して回転させる機能を有している（たとえば、特許文献１、２参照）。
【０００３】
【特許文献１】
特開平１０−２０５５３２号公報
【０００４】
【特許文献２】
特開平９−１６４８０３号公報
【０００５】
【発明が解決しようとする課題】
ところで、図７に示すように、車体に懸架される懸架装置のナックルにハブユニットを介して車輪（図７では、駆動輪用）が支持されている場合において、車両を旋回走行させたときに、タイヤにかかる横力によって発生するコーナングモーメントに起因するモーメント荷重に対抗するハブユニットの対モーメント剛性を高めること〔コーナリングモーメントに対するハブユニットの車輪取付部（フランジ部）の傾き度合を小さくすること〕が、車両の操縦安定性を向上させる上で有効な技術手段であることが知られている。
【０００６】
そこで、ハブユニットの前記対モーメント剛性を高めるための技術的手段として、
1) 転動体の軌道直径〔Ｐ．Ｃ．Ｄ（pitchi・circle・diameter) ＝内輪軌道接触直径＋外輪軌道接触直径／２〕を大きくすること、
2) 複数列の転動体の列間を広くとること、
3) ハブユニットのフランジ部の剛性を高めるべく、その付根部分の肉厚を大きくすること、
などが考えられるが、それらのいずれの場合も、ハブユニットのスペース増、重量増を招き、その取付スペースや重量の面で制約を受けて実用に供することができないとという問題があり、さらにハブユニット自体のコスト増を招くという問題もある。
【０００７】
本発明はかかる実情に鑑みてなされたものであり、ハブユニットのスペース増、重量増を最小限にとどめながら大幅な対モーメント剛性を向上させ、その上ハブユニットの耐久性をも向上させることができるようにした、新規な車輪支持用ハブユニットを提供することを目的とするものである。
【０００８】
【課題を解決するための手段】
前記目的を達成するため、本発明は、外周面の軸方向外方に車輪を支持するためのフランジ部を形成した内輪軸部を有していて、前記フランジ部より軸方向内方の内輪軸部外周面には軸方向内方側から軸方向外方側へ向けて順に形成した複数列の内輪軌道を備えたハブと、懸架装置のナックルに対する取付フランジが外周面に一体に突設され、内周面には前記複数列の内輪軌道に各対向する複数列の外輪軌道を形成した外輪と、各対向する内輪軌道と外輪軌道との間に各複数個ずつ設けた転動体とを備えた車輪支持用ハブユニットであって、軸方向最外方側の内輪軌道の軌道接触直径を、その最外方側の内輪軌道と隣接する他の内輪軌道の軌道接触直径よりも大きくしたものにおいて、軸方向最外方側の外輪軌道とこれに隣接する軸方向内方側の外輪軌道との間で前記外輪にはアンチロックブーキ用回転速度検出センサが設けられ、前記取付フランジは、前記軸方向最外方側の外輪軌道の径方向外側に配置され、前記外輪の外周面には、前記取付フランジの軸方向内方側の側面に連なり前記ナックルの内周面に係合するナックル係合面と、そのナックル係合面から前記軸方向内方側の外輪軌道に向かって下る傾斜面とが形成されていて、その傾斜面と前記ナックルの内周面との間には、該傾斜面より張り出す前記アンチロックブーキ用回転速度検出センサの基端部を臨ませる空間が形成され、前記アンチロックブーキ用回転速度検出センサの基端部に接続した配線が前記空間を通して外部に引き出されることを特徴としている。
【０００９】
かかる特徴によれば、車輪にかかるモーメント荷重に対抗するハブユニットの対モーメント剛性および耐久性の向上を図ることができる。その上、軸方向最外方側の内輪軌道と、これに隣接する前記他の内輪軌道の軌道接触直径差によって得られるスペースを利用して回転速度検出センサをナックルの径方向内側に配置することが可能となり、該センサの取付およびそれに接続される配線の車体側への取り回しが極めて容易になる。
【００１０】
【発明の実施の形態】
以下、本発明の実施形態を、添付図面に示した本発明の実施例に基づいて説明する。
【００１１】
まず、図１，２を参照して本発明の第１実施例について説明する。
【００１２】
図は、本発明にかかるハブユニットにより駆動車輪を支持した状態を示す断面図、図２は、図１の２線矢視仮想線囲い部分のハブユニットの拡大図である。
【００１３】
この第１実施例における、車輪支持用ハブユニットＨＵは、自動車の駆動車輪（ＦＦ車の前車輪、ＦＲ車の後車輪、４ＷＤ車の全輪）に適用され、車体に支持される懸架装置ＳＵのナックルＮに取付ボルト２４により締結して使用される場合である。
【００１４】
本発明にかかる駆動車輪用のハブユニットＨＵは、ハブ１と、内輪１０と、外輪２０と、２列の転動体、すなわち、内方側および外方側の転動体２７，２８とを備えている。
【００１５】
ハブ１は、略円筒状に形成される内輪軸部２と、この内輪軸部２の外側端部から径方向外方に一体に延長されるフランジ部３とより構成されており、フランジ部３の付根部分と内輪軸部３の外側の外周面とは、円弧面により滑らかに接続されている。ハブ１の内輪軸部２の軸孔４の内周面には、その全長にわたり雌スプラインが形成されており、自動車への組み付け状態では、この雌スプラインには、ドライブシャフトＤＳに連なる等速ジョイントＣＪの軸部３５の雄スプラインが挿通係合される。
【００１６】
ハブ１の内輪軸部２の軸方向内方側の端部の外周面には、小径の段部２ａが形成され、この小径の段部２ａには、内輪１０が一体に外嵌されている。内輪１０の外周面には、内方側の内輪軌道７が形成されている。内輪１０の内端部は径方向外側に湾曲されて、その内端面はハブ１の内輪軸部２の内端面よりも軸方向の内方に若干突出している。
【００１７】
ハブ１の内輪軸部２の軸方向外方の外周面は、前記フランジ部３の付根部分に連なるべく傾斜されていて、その軸方向内方の外周面の直径より大きくなっており、その軸方向外方の外周面には、外方側の内輪軌道８が形成されている。そして、この外方側の内輪軌道８の軌道接触直径Ｄ８は、内方側の内輪軌道７の軌道接触直径Ｄ７よりも大きい。
【００１８】
フランジ部３の外周部には、周方向に間隔をあけて複数の連結ボルト１２が固定されており、これらの連結ボルト１２により駆動車輪Ｗ１が固定される。
【００１９】
一方、前記外輪２０は、前記内輪軸部２の外周面を覆うように筒状に形成されており、その内周面は、その軸方向の、外方側の直径が内方側の直径よりも大きく形成されている。外輪２０の内周面の内方側には、前記内方側の内輪軌道７と対向する、内方側の外輪軌道１７が形成され、また、外輪２０の内周面の外方（最外方）側には、前記外方側の内輪軌道８と対向する、内方側の外輪軌道１８が形成されている。
【００２０】
そして、内方側の内輪軌道７と外輪軌道１７との間には、ボールよりなる内方側の複数個の転動体２７が、また、外方側の内輪軌道８と外輪軌道１８との間には、ボールよりなる外方（最外方）側の複数個の転動体２８がそれぞれ転動自在に設けられている。各複数個の、内方および外方側の転動体２７，２８は、通常のように、リテーナにより周方向に間隔をあけて保持される。
【００２１】
そして、内方側の、内、外輪軌道７，１７および転動体２７により、内方側の軸受部ＢＩが、また、外方側の内、外輪軌道８，１８および転動体２８により、外方側（最外方）の軸受部ＢＯがそれぞれ形成される。
【００２２】
しかして、内方側および外方側の転動体２７，２８の接触角（転動体と外輪との接触点における法線が、ハブユニットの軸線に直角な平面となす角）αＩ，αＯは、略同じ角度２０°〜４０°であり、また、外方側の転動体２８の軌道直径は、内方側の転動体２７の軌道直径よりも大きく、さらに、外方側の転動体２８自体の直径は、内方側の転動体２７の直径と略同じである。
【００２３】
外輪２０の軸方向の中間部には、軸方向最外方側の外輪軌道１８の径方向外側において、ラジアル方向に延長される取付フランジ２１が一体に形成され、この取付フランジ２１には、車体に支持される懸架装置ＳＵのナックルＮが複数の取付ボルト２４を以て固定される。
【００２４】
ハブ１のフランジ部３の内方の面と、外輪２０の外端面との間には、外側シールリング３０が介在され、また、ハブ１と一体の内輪１０の端部外周面と、外輪２０の内端部内周面との間には、内側シールリング３１が介在され、前記転動体２７，２８の配置部分に異物が侵入したり、該配置部分に充填されたグリースが漏洩するのを防止している。
【００２５】
前記ナックルＮの径方向内側において、内方側の軸受部ＢＩと、外方側の軸受部ＢＯとの間の外輪２０には、アンチロックブレーキ装置（ＡＢＳ）の回転速度検出センサ（半導体磁気センサ）４０が固定され、このセンサ４０の感知部４０ａは、ハブ１と外輪２０間の空隙部に臨んでいる。一方、ハブ１の内輪軸部２の外周面には、環状のスチールリング４１が固定され、このスチールリング４１の、前記感知部４１ａに対向する自由端には、多極磁石エンコーダ（円環状の磁石を多極に着磁したもの）４２が接着により固定されている。そして、車輪Ｗ１の回転速度は、前記エンコーダ４２とセンサ４０との協働により検出される。なお、回転速度検出センサ４０および多極磁石エンコーダ４２は従来公知のものであるので、その詳細な説明を省略する。
【００２６】
外輪２０の外周面には、取付フランジ２１の軸方向内方側の側面に連なり前記ナックルＮの内周面に係合するナックル係合面と、そのナックル係合面から軸方向内方側の外輪軌道１７に向かって下る傾斜面とが形成される。その傾斜面とナックルＮの内周面との間には、該傾斜面より張り出す前記回転速度検出センサ４０の基端部を臨ませる空間が形成され、前記回転速度検出センサ４０の基端部に接続した配線４３が前記空間を通して外部に引き出される。
【００２７】
前記回転速度検出センサ４０は、前述のように、ナックルＮの径方向内側にあり、該センサ４０に連なる配線４３は、ナックルＮの径方向内側の前記空間を通って図示しない制御部に接続される。
【００２８】
しかして、ハブユニットＨＵの内方側及び外方側の軸受部ＢＩ，ＢＯ間に、回転速度検出センサ４０を内蔵する場合において、内方側の内輪軌道７の軌道接触直径Ｄ７と、外方側の内輪軌道８の軌道接触直径Ｄ８との直径差によって得られるスペースを利用して回転速度検出センサ４０をナックルＮの径方向内側に配置することが可能となり、該センサ４０の取付およびそれに接続される配線４３の車体側への取り回しが極めて容易になる。
【００２９】
なお、この第１実施例では、転動体としてボールを使用しているが、そのボールに代えてコロなどの同効物を使用してもよい。
【００３０】
前述したように構成される駆動車輪支持用ハブユニットＨＵは、その外輪２０の取付フランジ２１に、複数の取付ボルト２４を以て懸架装置ＳＵのナックルＮを固定し、また、ハブ１のフランジ部３に複数の連結ボルト１２を以て駆動車輪Ｗ１を固定し、さらに、ハブ１の軸孔４の雌スプラインに、ドライブシャフトＤＳに連なる等速ジョイントＣＪの軸部３５の雄スプラインを挿通係合し、該等速ジョイントＣＪの段部３６を、前記内輪１０の端面に衝き当てると共に等速ジョイントＣＪの軸部３５の軸端に螺締したナット３７をハブ１の外端面に衝き当てることにより、内輪１０に予圧をかけて等速ジョイントＣＪをハブ１に固定することができる。
【００３１】
ところで、この第１実施例のハブユニットＨＵは、軸方向外方（最外方）側の内輪軌道８の軌道接触直径Ｄ８を、軸方向内方側の内輪軌道７の軌道接触直径Ｄ７よりも大きくしたことにより、車輪にかかるモーメント荷重に対抗するハブユニットＨＵの対モーメント剛性を向上させることができる。
【００３２】
また、内方側の転動体８と、外方側の転動体８の直径を等しくした場合に、軌道直径が大きい外方側の転動体２８の個数を、内方側の転動体２７の個数よりも多くすることができ、このようにすれば、外方側の転動体２８一個あたりに作用する荷重を低減してその変形を抑制することができ、対モーメント剛性の更なる向上を図ることができる。
【００３３】
また、外方側の転動体２８と内方側の転動体２７の個数を変えずに、外方側の転動体２８の直径を内方側の転動体２７の直径よりも大きくすれば、外方側の転動体２８に作用する面圧を下げることができ、ハブユニットＨＵの耐久性の向上を図ることができる。
【００３４】
つぎに、図３を参照して第１参考例について説明する。
【００３５】
図３は、駆動車輪を支持したハブユニットの断面図であり、図中、前記第１実施例と同じ要素には同じ符号が付される。
【００３６】
この参考例も駆動輪用のハブユニットであり、懸架装置へのナックルＮへの固定手段が前記第１実施例と相違しているだけで、他の構成は第１実施例と同じである。
【００３７】
図３において、外輪２０の内輪軸部２の外周面は円筒面に形成され、この円筒部に、懸架装置のナックルＮ端部の軸孔Ｎｈが圧入結合され、該ナックルＮの内端縁と外輪２０の外端縁間に、サークリップ５０が係合される。これにより、ナックルＮにハブユニットＨＵの外輪２０が固定される。
【００３８】
つぎに、図４を参照して本発明の第２実施例について説明する。
【００３９】
図４は、従動車輪を支持したハブユニットの断面図であり、図中、前記第１実施例と同じ要素には同じ符号が付される。
【００４０】
この第２実施例は、本発明にかかる車輪支持用ハブユニットＨＵを、自動車の従動車輪Ｗ２（ＦＦ車の後輪、ＦＲ車の前輪）に適用した場合である。
【００４１】
ハブ１０１が従動車輪Ｗ２用であるが、該ハブ１０１と、外輪２０と、それら間に介在される、内方側および外方側の転動体２７，２８よりなる。内方側および外方側の軸受部ＢＩ，ＢＯの構造は前記第１実施例と同じである。
【００４２】
従動輪Ｗ２を固定するハブ１０１の内端部を直径方向外方にかしめＣａ広げ、これにより、このハブ１０１の内輪軸部１０２の段部１０２ａに外嵌した内輪１０を固定する。
【００４３】
しかして、この第２実施例も前記第１実施例と同じ作用効果を奏する。
【００４４】
つぎに、図５を参照して、第２参考例について説明する。
【００４５】
図５は、車輪支持用ハブユニットの断面図であり、図中、前記第１実施例と同じ要素には同じ符号が付される。
【００４６】
この第２参考例における、車輪支持用ハブユニットＨＵは、自動車の駆動車輪に適用される。
【００４７】
駆動車輪用のハブユニットＨＵは、ハブ１と、内輪１０と、外輪２０と、３列の転動体、すなわち、第１（中間部）、第２（内方側）および第３（外方側）の転動体２６，２７，２８とを備えている。
【００４８】
ハブ１は、略円筒状に形成される内輪軸部２と、この内輪軸部２の外側端部から径方向外方に一体に延長されるフランジ部３とを備える。
【００４９】
ハブ１の内輪軸部２の軸方向中間部の外周面には、第１、すなわち中間部の内輪軌道６が形成され、また、その内輪軸部２の内端部に形成した小径の段部２ａに一体に外嵌した内輪１０の外周面には、第２、すなわち内方側の内輪軌道７が形成されている。また、ハブ１のフランジ部３の内方側の面には、第３、すなわち外方（最外方）側の内輪軌道８が形成されている。
【００５０】
一方、前記外輪２０は、円筒状に形成されており、その内周面の軸方向中間部には、前記第１（中間部）の内輪軌道６と対向する第１（中間部）の外輪軌道１６が形成され、また、その軸方向内端部には、前記第２（内方側）の内輪軌道７と対向する第２（内方側）の外輪軌道１７が形成され、さらに、外輪２０の、第１および第２の外輪接触軌道の直径よりも径大な外端面には、前記第３（外方側）の内輪軌道８と対向する第３（内方側）の外輪軌道１８が形成されている。そして、第１、第２および第３の内輪軌道６，７，８と、第１、第２および第３の外輪軌道１６，１７，１８間に、ボールよりなる複数列の転動体、すなわち第１（中間部）、第２（内方側）および第３（外方側）の転動体２６，２７，２８がそれぞれ複数個ずつ転動自在に介在されている。各複数個の、第１、第２および第３の転動体２６，２７，２８は、通常のように、リテーナにより周方向の間隔をあけて保持される。
【００５１】
そして、第１の内、外輪軌道６、１６および第１の転動体２６により第１（ 中間部）の軸受部ＢＮが、また、第２の内、外輪軌道７，１７および第２の転動体２７により第２（内方側）の軸受部ＢＩが、さらに第３の内、外輪軌道８，１８および第３の転動体２８により第３（外方側）の軸受部ＢＯがそれぞれ形成される。
【００５２】
しかして、第１（中間部）および第２（内方側）の転動体２６，２７の接触角αＮ、αＩは、２０°〜４０°であるのに対し、第３（外方側）の転動体２８の同接触角αＯは、前記接触角αＮ、αＩより大きく（〜９０°）してあり、これにより、第３の転動体２８のアキシアル荷重負荷能力を、第１、第２の転動体２６，２７のそれよりも高くしてある。また、前記第１、第２の転動体２６，２７の軌道直径は略同じであるのに対し第３の転動体２８の軌道直径はそれらよりも大きく、さらに、第３の転動体２８自体の直径は、第１、第２の転動体２６，２７の直径よりも小さくしてある。
【００５３】
ところで、この第２参考例のハブユニットＨＵは、第３（最外方側）の軸受部ＢＯが、第１、第２の軸受部ＢＮ，ＢＩに加えて駆動車輪Ｗ１にかかるモーメント荷重を分担することができ、転動体１個当りにかかるモーメント荷重を低減することができて、各転動体の変形を抑制することができ、特に、軸方向外方側の内輪軌道８の軌道接触直径Ｄ８を、軸方向中間部の内輪軌道６および内方側の内輪軌道７の軌道接触直径Ｄ６，Ｄ７よりも大きくしたことにより、駆動車輪Ｗ１にかかるモーメント荷重に対抗するハブユニットＨＵの対モーメント剛性を向上させることができる。
【００５４】
また、軌道直径が大きく、かつ直径の小さい、外方側の転動体２８の個数を、中間部および内方側の転動体２６，２７の個数よりもを多くすることができ、このようにすれば、外方側の転動体２８一個あたりに作用する荷重を低減してその変形を抑制することができ、対モーメント剛性の更なる向上を図ることができる。
【００５５】
さらに、第３（最外方側）の軸受部ＢＯを設けたことによるハブユニットＨＵの軸方向および径方向のスペース増およびその重量増を最小限にとどめることができる。
【００５６】
つぎに、図６を参照して第３参考例について説明する。
【００５７】
図６は、駆動車輪を支持したハブユニットの断面図であり、図中、前記第２参考例と同じ要素には同じ符号が付される。
【００５８】
この第３参考例も前記第２参考例と同じく、車輪支持用ハブユニットＨＵを、自動車の駆動車輪に適用した場合である。
【００５９】
ハブユニットＨＵの内方側の軸受部ＢＩの複数の転動体２７の直径は、ハブユニットＨＵの中間部および外方側の軸受部ＢＮ，ＢＯの転動体２６，２８の直径よりも大きく形成され、また、転動体２６，２８は略同径に形成され、それらの転動体２６，２７を受けるハブ１の中間部および内方側の内輪軌道６，７の内輪軌道接触直径は、略同径であるのに対し、外輪２０の内方側の外輪軌道１７の軌道接触直径は、中間部の外輪軌道１６のそれよりも大径に形成される。また、外方側の転動体２８を受ける外方側の内輪軌道８は、外方に向かって上り勾配の傾斜面に形成され、また同転動体２８を受ける外輪軌道１８も外方に向かって上り勾配に傾斜面に形成されている。そして、この第３参考例では、中間部の軸受部ＢＮの転動体２６の軌道直径は、内方側の軸受部ＢＩの転動体２７の軌道直径よりも小径であり、また、外方側の軸受部ＢＯの転動体２８の軌道直径は、中間部および内方側の転動体２６，２７の軌道直径よりも大きい。
【００６０】
しかして、この第３参考例のものも前記第２参考例のものと同じ作用効果を奏する。
【００６１】
なお、前記実施例及び参考例において、ハブ１；１０１の内輪軸部２の内端部の段部２ａに、内輪１０を外嵌して、該内輪１０の外周面に内方側の外輪軌道１７を形成しているが、その理由は内方側の転動体２７の、内、外輪軌道７，１７に対する接触角を大きく確保しつつ、該転動体２７の組み付けを可能としたものであり、通常は、ハブ１；１０１に内輪１０を設けて、その内輪１０に内方側の内輪軌道７を形成することになるが、ハブ１；１０１の内輪軸部２に直接内方側の内輪軌道７を形成してもよい。
【００６２】
以上、本発明の実施例について説明したが、本発明はその実施例に限定されることなく、本発明の範囲内で種々の実施例が可能である。
【００６３】
たとえば、前記実施例では、本発明車輪支持用ハブユニットＨＵを自動車用に実施した場合を説明したが、これを他の車両用にも実施できることは勿論である。
【００６４】
【発明の効果】
以上のように本発明によれば、車輪支持用ハブユニットにおいて、軸方向最外方の内輪軌道の軌道接触直径を、他の内輪軌道の軌道接触直径よりも大きくしたので、車輪にかかるモーメント荷重に対抗するハブユニットの対モーメント剛性および耐久性の向上を図ることができる。その上、前記軸方向最外方側の内輪軌道と、これに隣接する軸方向内方側の内輪軌道との軌道接触直径差によって得られるスペースを利用して回転速度検出センサをナックルの径方向内側に配置することが可能となり、該センサの取付およびそれに接続される配線の車体側への取り回しが極めて容易になる。
【図面の簡単な説明】
【図１】 ハブユニットにより駆動車輪を支持した状態を示す断面図（第１実施例）
【図２】 図１の２矢視仮想線囲い部分で示すハブユニットの拡大断面図（第１実施例）
【図３】 ハブユニットの断面図（第１参考例）
【図４】 ハブユニットの断面図（第２実施例）
【図５】 ハブユニットの断面図（第２参考例）
【図６】 ハブユニットの断面図（第３参考例）
【図７】 自動車の旋回走行時に、駆動車輪に横力およびコーナリングモーメントの作用する状態を示す図
【符号の説明】
１；１０１・・・ハブ
２・・・・・・・内輪軸部
３・・・・・・・フランジ部
７・・・・・・・内輪軌道（内方側）
８・・・・・・・内輪軌道（外方側）
１７・・・・・・外輪軌道（内方側）
１８・・・・・・外輪軌道（外方側）
２０・・・・・・外輪
２７・・・・・・転動体（内方側）
２８・・・・・・転動体（外方側）
Ｄ７・・・・・・軌道接触直径（内方側内輪軌道）
Ｄ８・・・・・・軌道接触直径（外方側内輪軌道）
２０・・・・・・外輪
４０・・・・・・回転速度検出センサ（アンチロックブレーキ用）
４３・・・・・・配線
ＳＵ・・・・・・懸架装置
Ｗ１・・・・・・車輪（駆動車輪）
Ｗ２・・・・・・車輪（従動車輪）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a wheel support hub unit for supporting a vehicle wheel by its suspension device, and in particular, supports the wheel and increases the moment rigidity against the moment load acting on the wheel and improves the durability. The present invention relates to a wheel support hub unit.
[0002]
[Prior art]
A vehicle wheel is supported by a suspension device via a wheel support hub unit. However, a conventional wheel support hub unit includes a hub fixed to a wheel, an outer wheel supported by the suspension device, and the hub. It has a plurality of rolling elements interposed between the outer surface and the inner surface of the outer ring so as to be freely rotatable with an axial interval between them, and has a function of holding and rotating the wheel. (For example, see Patent Documents 1 and 2).
[0003]
[Patent Document 1]
JP-A-10-205532 [0004]
[Patent Document 2]
JP-A-9-164803 [0005]
[Problems to be solved by the invention]
By the way, as shown in FIG. 7, when the wheel (for driving wheels in FIG. 7) is supported via the hub unit on the knuckle of the suspension device suspended from the vehicle body, , Increase the rigidity of the hub unit against the moment load caused by the cornering moment generated by the lateral force applied to the tire. ] Is known to be an effective technical means for improving the steering stability of the vehicle.
[0006]
Therefore, as a technical means for increasing the anti-moment rigidity of the hub unit,
1) Orbital diameter of rolling elements [P. C. D (pitchi / circle / diameter) = inner ring raceway contact diameter + outer ring raceway contact diameter / 2],
2) Wide space between multiple rows of rolling elements,
3) To increase the rigidity of the flange of the hub unit, increase its wall thickness
However, in any of these cases, there is a problem that the space and weight of the hub unit are increased, and there is a problem that it cannot be put to practical use due to restrictions on the installation space and weight. There is also a problem that the cost of the unit itself increases.
[0007]
The present invention has been made in view of the above circumstances, and it is possible to improve the rigidity against moment while minimizing the increase in space and weight of the hub unit, and also improve the durability of the hub unit. An object of the present invention is to provide a novel wheel support hub unit that can be used.
[0008]
[Means for Solving the Problems]
In order to achieve the above-mentioned object, the present invention has an inner ring shaft part in which a flange part for supporting a wheel is formed axially outward of an outer peripheral surface, and an inner ring shaft axially inward from the flange part. a hub having an inner ring raceway of a plurality of rows which are formed in order on the part outer peripheral surface toward the axially inner side to the axially outward side, the mounting flange against the knuckle of the suspension rack device is integrally projected on an outer peripheral surface , on the inner peripheral surface and a rolling element which is provided by the plurality between an outer ring forming the outer ring raceway of the plurality of rows that each facing the inner ring raceway of said plurality of rows, with each opposing inner raceway and the outer ring raceway A hub unit for supporting a wheel , in which the track contact diameter of the inner ring raceway on the outermost side in the axial direction is larger than the track contact diameter of another inner ring raceway adjacent to the inner ring raceway on the outermost side . , Axially outermost outer ring raceway and adjacent axially inward Rotational speed detecting sensor antilock boot key in the outer ring between the outer ring raceway is provided, the mounting flange is located radially outwardly of the outer ring raceway of the axially outermost side, of the outer ring The outer peripheral surface includes a knuckle engaging surface that is continuous with the axially inner side surface of the mounting flange and engages the inner peripheral surface of the knuckle, and the outer ring raceway on the axially inner side from the knuckle engaging surface. And a base end portion of the rotational speed detection sensor for the anti-locking bokeh protruding from the inclined surface is provided between the inclined surface and the inner peripheral surface of the knuckle. A space is formed, and wiring connected to the base end portion of the rotation speed detection sensor for the anti-lock bouquet is drawn out to the outside through the space .
[0009]
According to this feature, it is possible to improve the rigidity and durability of the hub unit that resists the moment load applied to the wheel. In addition, the rotational speed detection sensor is disposed on the radially inner side of the knuckle by utilizing the space obtained by the difference in the track contact diameter between the inner ring raceway on the outermost side in the axial direction and the other inner ring raceway adjacent thereto. Therefore, it is very easy to mount the sensor and route the wiring connected to the vehicle body .
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below based on the embodiments of the present invention shown in the accompanying drawings.
[0011]
First, a first embodiment of the present invention will be described with reference to FIGS.
[0012]
FIG. 2 is a cross-sectional view showing a state in which the driving wheel is supported by the hub unit according to the present invention, and FIG. 2 is an enlarged view of the hub unit at the phantom line encircled portion in FIG.
[0013]
The wheel supporting hub unit HU in the first embodiment is applied to a driving wheel of an automobile (front wheel of an FF vehicle, rear wheel of an FR vehicle, all wheels of a 4WD vehicle), and is a suspension device SU supported by the vehicle body. This is a case where the knuckle N is used by being fastened by the mounting bolt 24.
[0014]
A hub unit HU for a drive wheel according to the present invention includes a hub 1, an inner ring 10, an outer ring 20, and two rows of rolling elements, that is, inner and outer rolling elements 27 and 28. Yes.
[0015]
The hub 1 includes an inner ring shaft portion 2 formed in a substantially cylindrical shape, and a flange portion 3 integrally extended radially outward from an outer end portion of the inner ring shaft portion 2. The base portion and the outer peripheral surface outside the inner ring shaft portion 3 are smoothly connected by a circular arc surface. A female spline is formed on the inner peripheral surface of the shaft hole 4 of the inner ring shaft portion 2 of the hub 1 over its entire length. When assembled to an automobile, the female spline has a constant velocity joint connected to the drive shaft DS. The male spline of the shaft portion 35 of the CJ is inserted and engaged.
[0016]
A small-diameter step 2a is formed on the outer peripheral surface of the axially inward end of the inner ring shaft 2 of the hub 1, and the inner ring 10 is integrally fitted on the small-diameter step 2a. . An inner ring raceway 7 on the inner side is formed on the outer circumferential surface of the inner ring 10. The inner end portion of the inner ring 10 is curved radially outward, and its inner end surface slightly protrudes inward in the axial direction from the inner end surface of the inner ring shaft portion 2 of the hub 1.
[0017]
The outer peripheral surface in the axial direction of the inner ring shaft portion 2 of the hub 1 is inclined so as to continue to the root portion of the flange portion 3, and is larger than the diameter of the outer peripheral surface in the axial direction. An outer ring race 8 on the outer side is formed on the outer circumferential surface on the outer side in the direction. The track contact diameter D8 of the outer ring race 8 on the outer side is larger than the track contact diameter D7 of the inner ring track 7 on the inner side.
[0018]
A plurality of connecting bolts 12 are fixed to the outer peripheral portion of the flange portion 3 at intervals in the circumferential direction, and the driving wheel W <b> 1 is fixed by these connecting bolts 12.
[0019]
On the other hand, the outer ring 20 is formed in a cylindrical shape so as to cover the outer peripheral surface of the inner ring shaft portion 2, and the inner peripheral surface of the outer ring 20 has an outer diameter that is larger than the inner diameter. Is also formed large. On the inner side of the inner peripheral surface of the outer ring 20, an inner side outer ring raceway 17 is formed to face the inner side inner ring raceway 7. The outer ring raceway 18 on the inner side facing the outer ring raceway 8 on the outer side is formed on the outer side.
[0020]
Between the inner ring raceway 7 and the outer ring raceway 17 on the inner side, there are a plurality of inner rolling elements 27 made of balls, and between the inner ring raceway 8 and the outer ring raceway 18 on the outer side. A plurality of rolling elements 28 on the outer (outermost) side made of balls are provided so as to roll freely. Each of the plurality of inner and outer rolling elements 27 and 28 is held by a retainer at intervals in the circumferential direction as usual.
[0021]
The inner bearing portions BI are formed by the inner and outer ring raceways 7 and 17 and the rolling elements 27 on the inner side, and the outer bearing portions BI and 18 and the rolling elements 28 are disposed outward by the inner and outer ring raceways 8 and 18 and the rolling elements 28 on the outer side. A side (outermost) bearing portion BO is formed.
[0022]
Thus, the contact angles of the inner and outer rolling elements 27 and 28 (the angles that the normal line at the contact point between the rolling elements and the outer ring forms a plane perpendicular to the axis of the hub unit) αI and αO are: The outer diameter of the rolling element 28 is larger than the diameter of the inner rolling element 27, and the outer rolling element 28 itself has a larger diameter. The diameter is substantially the same as the diameter of the inner rolling element 27.
[0023]
In the middle portion in the axial direction of the outer ring 20, in the radially outer side of the outer ring raceway 18 axially outermost side, the mounting flange 21 extending in the radial direction is formed integrally in the mounting flange 21, The knuckle N of the suspension device SU supported by the vehicle body is fixed by a plurality of mounting bolts 24.
[0024]
An outer seal ring 30 is interposed between the inner surface of the flange portion 3 of the hub 1 and the outer end surface of the outer ring 20, the outer peripheral surface of the end portion of the inner ring 10 integral with the hub 1, and the outer ring 20. An inner seal ring 31 is interposed between the inner end and the inner peripheral surface of the inner end portion to prevent foreign matter from entering the arrangement portion of the rolling elements 27 and 28 and leakage of grease filled in the arrangement portion. is doing.
[0025]
On the radially inner side of the knuckle N, the outer ring 20 between the inner bearing portion BI and the outer bearing portion BO is provided with a rotational speed detection sensor (semiconductor magnetic sensor) of an antilock brake device (ABS). 40) is fixed, and the sensing portion 40a of the sensor 40 faces the gap between the hub 1 and the outer ring 20. On the other hand, an annular steel ring 41 is fixed to the outer peripheral surface of the inner ring shaft portion 2 of the hub 1, and a multi-pole magnet encoder (annular ring) is attached to the free end of the steel ring 41 facing the sensing portion 41 a. A magnet 42) is fixed by adhesion. The rotational speed of the wheel W1 is detected by the cooperation of the encoder 42 and the sensor 40 . Contact name, the rotation speed detection sensor 40 and the multi-pole magnet encoder 42 is conventionally known, detailed description thereof is omitted.
[0026]
On the outer peripheral surface of the outer ring 20, a knuckle engaging surface that is continuous with an axially inner side surface of the mounting flange 21 and engages with the inner peripheral surface of the knuckle N, and an axially inner side from the knuckle engaging surface. An inclined surface descending toward the outer ring raceway 17 is formed. A space is formed between the inclined surface and the inner peripheral surface of the knuckle N so as to face the base end portion of the rotational speed detection sensor 40 protruding from the inclined surface, and the base end portion of the rotational speed detection sensor 40 is formed. The wiring 43 connected to is pulled out through the space.
[0027]
As described above, the rotational speed detection sensor 40 is inside the knuckle N in the radial direction, and the wiring 43 connected to the sensor 40 is connected to a control unit (not shown) through the space inside the knuckle N in the radial direction. The
[0028]
Accordingly, when the rotational speed detection sensor 40 is built in between the bearing portions BI and BO on the inner side and the outer side of the hub unit HU, the track contact diameter D7 of the inner ring raceway 7 on the inner side, The rotational speed detection sensor 40 can be arranged on the radially inner side of the knuckle N by utilizing the space obtained by the diameter difference with the track contact diameter D8 of the inner ring raceway 8 on the side. It is very easy to route the wiring 43 to the vehicle body side.
[0029]
In the first embodiment, a ball is used as the rolling element, but a synergistic material such as a roller may be used instead of the ball.
[0030]
The driving wheel supporting hub unit HU configured as described above fixes the knuckle N of the suspension device SU to the mounting flange 21 of the outer ring 20 with a plurality of mounting bolts 24, and also to the flange portion 3 of the hub 1. The drive wheel W1 is fixed with a plurality of connecting bolts 12, and the male spline of the shaft portion 35 of the constant velocity joint CJ connected to the drive shaft DS is inserted and engaged with the female spline of the shaft hole 4 of the hub 1. The step portion 36 of the speed joint CJ is abutted against the end surface of the inner ring 10 and a nut 37 screwed to the shaft end of the shaft portion 35 of the constant velocity joint CJ is abutted against the outer end surface of the hub 1. The constant velocity joint CJ can be fixed to the hub 1 by applying a preload.
[0031]
By the way, in the hub unit HU of the first embodiment, the track contact diameter D8 of the inner ring raceway 8 on the axially outer (outermost) side is larger than the track contact diameter D7 of the inner ring track 7 on the axially inner side. By increasing the size, it is possible to improve the rigidity of the hub unit HU against the moment load applied to the wheels.
[0032]
Further, when the diameters of the inner rolling element 8 and the outer rolling element 8 are equal, the number of the outer rolling elements 28 having a large track diameter is the same as the number of the inner rolling elements 27. In this way, the load acting on each outer side rolling element 28 can be reduced to suppress the deformation thereof, and the rigidity against moment can be further improved. Can do.
[0033]
Further, if the diameter of the outer rolling element 28 is made larger than the diameter of the inner rolling element 27 without changing the number of the outer rolling elements 28 and the inner rolling elements 27, The surface pressure acting on the rolling element 28 on the side can be reduced, and the durability of the hub unit HU can be improved.
[0034]
Next, a first reference example will be described with reference to FIG.
[0035]
FIG. 3 is a cross-sectional view of the hub unit that supports the drive wheel. In the figure, the same elements as those in the first embodiment are denoted by the same reference numerals.
[0036]
This reference example is also a hub unit for driving wheels, and the other structure is the same as that of the first embodiment, except that the means for fixing the knuckle N to the suspension device is different from that of the first embodiment.
[0037]
In FIG. 3, the outer peripheral surface of the inner ring shaft portion 2 of the outer ring 20 is formed into a cylindrical surface, and the shaft hole Nh at the end of the knuckle N of the suspension device is press-fitted to this cylindrical portion, and the inner end edge of the knuckle N A circlip 50 is engaged between the outer edges of the outer ring 20. Thus, the outer ring 20 of the hub unit HU is fixed to the knuckle N.
[0038]
Next, a second embodiment of the present invention will be described with reference to FIG.
[0039]
FIG. 4 is a cross-sectional view of the hub unit that supports the driven wheel, in which the same elements as those in the first embodiment are denoted by the same reference numerals.
[0040]
In the second embodiment, the wheel supporting hub unit HU according to the present invention is applied to a driven wheel W2 of an automobile (rear wheel of an FF vehicle, front wheel of an FR vehicle).
[0041]
The hub 101 is for the driven wheel W2. The hub 101 includes the hub 101, the outer ring 20, and inner and outer rolling elements 27 and 28 interposed therebetween. The structure of the bearing portions BI and BO on the inner side and the outer side is the same as that in the first embodiment.
[0042]
The inner end of the hub 101 that fixes the driven wheel W2 is caulked outwardly in the diametrical direction Ca, thereby fixing the inner ring 10 that is externally fitted to the step 102a of the inner ring shaft portion 102 of the hub 101.
[0043]
Therefore, this second embodiment also has the same function and effect as the first embodiment.
[0044]
Next, a second reference example will be described with reference to FIG.
[0045]
Figure 5 is a cross-sectional view of a vehicle wheel supporting hub unit, in the figure, the same numerals are attached to the same elements as the first embodiment.
[0046]
The wheel supporting hub unit HU in the second reference example is applied to a driving wheel of an automobile.
[0047]
The hub unit HU for driving wheels includes a hub 1, an inner ring 10, an outer ring 20, and three rows of rolling elements, that is, a first (intermediate portion), a second (inward side), and a third (outward side). ) Rolling elements 26, 27, and 28.
[0048]
The hub 1 includes an inner ring shaft portion 2 formed in a substantially cylindrical shape, and a flange portion 3 integrally extended radially outward from an outer end portion of the inner ring shaft portion 2.
[0049]
On the outer peripheral surface of the axially intermediate portion of the inner ring shaft portion 2 of the hub 1, a first, ie, intermediate portion inner ring raceway 6 is formed, and a small diameter step portion formed at the inner end portion of the inner ring shaft portion 2. A second, that is, an inner ring raceway 7 on the inner side is formed on the outer circumferential surface of the inner ring 10 that is externally fitted integrally with 2a. A third, that is, an outer (outermost) inner ring raceway 8 is formed on the inner surface of the flange portion 3 of the hub 1.
[0050]
On the other hand, the outer ring 20 is formed in a cylindrical shape, and a first (intermediate portion) outer ring raceway facing the first (intermediate portion) inner ring raceway 6 is provided at an axially intermediate portion of the inner peripheral surface thereof. 16 is formed, and a second (inner side) outer ring raceway 17 facing the second (inner side) inner ring raceway 7 is formed at an axially inner end thereof. A third (inner side) outer ring raceway 18 facing the third (outer side) inner ring raceway 8 is formed on the outer end surface larger than the diameter of the first and second outer ring contact raceways. Is formed. Between the first, second and third inner ring raceways 6, 7, 8 and the first, second and third outer ring raceways 16, 17, 18, a plurality of rows of rolling elements consisting of balls, ie, first A plurality of rolling elements 26, 27, 28 of 1 (intermediate portion), second (inward side) and third (outside side) are movably interposed. Each of the plurality of first, second, and third rolling elements 26, 27, and 28 is held by a retainer at a circumferential interval as usual.
[0051]
The first inner and outer ring raceways 6 and 16 and the first rolling element 26 make the first (intermediate) bearing portion BN, and the second inner and outer ring raceways 7 and 17 and the second rolling element. 27 forms a second (inward side) bearing portion BI, and the third inner, outer ring raceways 8 and 18 and the third rolling element 28 form a third (outside side) bearing portion BO. .
[0052]
Thus, the contact angles αN and αI of the first (intermediate portion) and the second (inward side) rolling elements 26 and 27 are 20 ° to 40 °, while the third (outside side) The same contact angle αO of the rolling element 28 is larger (˜90 °) than the contact angles αN, αI, so that the axial load carrying capacity of the third rolling element 28 can be increased by the first and second rolling elements. It is higher than that of the moving bodies 26 and 27. Further, the orbit diameters of the first and second rolling elements 26 and 27 are substantially the same, whereas the orbit diameter of the third rolling element 28 is larger than those, and further, the third rolling element 28 itself The diameter is smaller than the diameter of the first and second rolling elements 26 and 27.
[0053]
By the way, in the hub unit HU of the second reference example, the third (outermost side) bearing portion BO shares the moment load applied to the driving wheel W1 in addition to the first and second bearing portions BN and BI. The moment load applied to each rolling element can be reduced and deformation of each rolling element can be suppressed. In particular, the track contact diameter D8 of the inner ring raceway 8 on the outer side in the axial direction can be reduced. Is larger than the track contact diameters D6 and D7 of the inner ring raceway 6 and the inner ring race 7 on the inner side in the axial direction, so that the rigidity of the hub unit HU against the moment load applied to the drive wheel W1 can be increased. Can be improved.
[0054]
Further, the number of the outer side rolling elements 28 having a large track diameter and a small diameter can be made larger than the number of the intermediate and inner side rolling elements 26, 27. For example, the load acting on each outer rolling element 28 can be reduced and the deformation thereof can be suppressed, and the rigidity against moment can be further improved.
[0055]
Furthermore, it is possible to minimize the increase in space and weight in the axial direction and the radial direction of the hub unit HU due to the provision of the third (outermost side) bearing portion BO.
[0056]
Next, a third reference example will be described with reference to FIG.
[0057]
FIG. 6 is a cross-sectional view of the hub unit that supports the drive wheel. In the figure, the same elements as those of the second reference example are denoted by the same reference numerals.
[0058]
The third reference example also as in the second reference example, the vehicle wheel supporting hub unit HU, is applied to a drive wheel of the motor vehicle.
[0059]
The diameter of the plurality of rolling elements 27 of the inner bearing portion BI of the hub unit HU is larger than the diameter of the rolling elements 26 and 28 of the intermediate portion of the hub unit HU and the outer bearing portions BN and BO. Further, the rolling elements 26 and 28 are formed to have substantially the same diameter, and the inner ring raceway contact diameters of the intermediate portion of the hub 1 receiving the rolling elements 26 and 27 and the inner ring raceways 6 and 7 on the inner side are substantially the same. On the other hand, the track contact diameter of the outer ring raceway 17 on the inner side of the outer ring 20 is formed to be larger than that of the outer ring raceway 16 in the intermediate portion. Further, the outer ring race 8 on the outer side that receives the outer rolling element 28 is formed on an inclined surface that is inclined upward, and the outer ring track 18 that receives the rolling element 28 is also directed outward. It is formed on an inclined surface with an upward slope. In this third reference example, the raceway diameter of the rolling element 26 of the intermediate bearing portion BN is smaller than the raceway diameter of the rolling element 27 of the inner bearing portion BI, The raceway diameter of the rolling elements 28 of the bearing BO is larger than the raceway diameters of the rolling elements 26 and 27 on the intermediate and inner sides.
[0060]
Thus, the third reference example also has the same effect as the second reference example.
[0061]
Note that in the real施例and Reference Example, the hub 1; the step portion 2a of the inner end portion of the inner ring shaft portion 2 of the 101, the inner ring 10 fitted around the outer peripheral surface of the inner race 10 of the inner side outer ring The track 17 is formed because the inner rolling element 27 can be assembled while ensuring a large contact angle with the inner and outer ring raceways 7 and 17. Normally, the inner ring 10 is provided on the hub 1; 101 and the inner ring raceway 7 on the inner side is formed on the inner ring 10, but the inner ring directly on the inner ring shaft portion 2 of the hub 1; 101 is formed. The track 7 may be formed.
[0062]
As mentioned above, although the Example of this invention was described, this invention is not limited to the Example, A various Example is possible within the scope of the present invention.
[0063]
For example, in the above-described embodiment, the case where the wheel support hub unit HU of the present invention is implemented for an automobile has been described, but it is needless to say that this can also be implemented for other vehicles.
[0064]
【The invention's effect】
As described above, according to the present invention, in the wheel support hub unit, the track contact diameter of the outermost inner ring raceway in the axial direction is made larger than the track contact diameter of other inner ring raceways. It is possible to improve the rigidity and durability against moment of the hub unit that counteracts the above. Moreover, the axial direction and the inner ring raceway of the outermost side, the axial inner side of the raceway contact diameter difference radial knuckle rotational speed sensor utilizing the space provided by the inner ring raceway adjacent thereto It becomes possible to dispose the sensor on the inner side, and it becomes extremely easy to attach the sensor and to route the wiring connected to the vehicle body side .
[Brief description of the drawings]
FIG. 1 is a sectional view showing a state in which a drive wheel is supported by a hub unit (first embodiment).
FIG. 2 is an enlarged cross-sectional view of the hub unit shown by the phantom line encircled portion in FIG. 1 (first embodiment).
FIG. 3 is a sectional view of a hub unit ( first reference example).
FIG. 4 is a sectional view of a hub unit ( second embodiment).
FIG. 5 is a sectional view of a hub unit ( second reference example).
FIG. 6 is a sectional view of a hub unit ( third reference example).
FIG. 7 is a diagram showing a state in which a lateral force and a cornering moment are applied to a driving wheel when the vehicle is turning.
1; 101 ... hub 2 ......... inner ring shaft portion 3 ....... flange 7 ....... inner ring raceway (inner side)
8 .... Inner ring raceway (outside )
17. Outer ring raceway (inward side)
18 .... Outer ring raceway (outside)
20 ...... outer wheel <br/> 27 ...... rolling elements (inner side)
28 ... Rolling elements (outside )
D7 ··· Track contact diameter (inner ring race on the inner side)
D8 ··· Track contact diameter (outer side inner ring track)
20 .... outer ring 40 ... rotational speed detection sensor (for anti-lock brake)
43 ··· Wiring SU ··· Suspension device W1 ··· Wheels (drive wheels)
W2 ･ ･ ･ Wheel (driven wheel)

Claims (1)

外周面の軸方向外方に車輪（Ｗ１；Ｗ２）を支持するためのフランジ部（３）を形成した内輪軸部（２，１０２）を有していて、前記フランジ部（３）より軸方向内方の内輪軸部（２，１０２）外周面には軸方向内方側から軸方向外方側へ向けて順に形成した複数列の内輪軌道（７，８）を備えたハブ（１；１０１）と、
懸架装置（ＳＵ）のナックル（Ｎ）に対する取付フランジ（２１）が外周面に一体に突設され、内周面には前記複数列の内輪軌道（７，８）に各対向する複数列の外輪軌道（１７，１８）を形成した外輪（２０）と、
各対向する内輪軌道（７，８）と外輪軌道（１７，１８）との間に各複数個ずつ設けた転動体（２７，２８）とを備えた車輪支持用ハブユニットであって、
軸方向最外方側の内輪軌道（８）の軌道接触直径（Ｄ８）を、その最外方側の内輪軌道（８）と隣接する他の内輪軌道（７）の軌道接触直径（Ｄ７）よりも大きくしたものにおいて、
軸方向最外方側の外輪軌道（１８）とこれに隣接する軸方向内方側の外輪軌道（１７）との間で前記外輪（２０）にはアンチロックブーキ用回転速度検出センサ（４０）が設けられ、
前記取付フランジ（２１）は、前記軸方向最外方側の外輪軌道（１８）の径方向外側に配置され、
前記外輪（２０）の外周面には、前記取付フランジ（２１）の軸方向内方側の側面に連なり前記ナックル（Ｎ）の内周面に係合するナックル係合面と、そのナックル係合面から前記軸方向内方側の外輪軌道（１７）に向かって下る傾斜面とが形成されていて、その傾斜面と前記ナックル（Ｎ）の内周面との間には、該傾斜面より張り出す前記アンチロックブーキ用回転速度検出センサ（４０）の基端部を臨ませる空間が形成され、
前記アンチロックブーキ用回転速度検出センサ（４０）の基端部に接続した配線（４３）が前記空間を通して外部に引き出されることを特徴とする、車輪支持用ハブユニット。 Axially outward of the outer peripheral surface wheel; have flange portion for supporting the (W1 W2) (3) inner ring shaft portion formed of a (2, 102), the axial direction from the flange portion (3) A hub (1; 101) provided with a plurality of rows of inner ring raceways (7, 8) formed in order from the inner side in the axial direction toward the outer side in the axial direction on the outer peripheral surface of the inner ring portion (2 , 102 ). )When,
Suspension rack apparatus mounting flange against the knuckle (N) of (SU) (21) is integrally projected on an outer peripheral surface, the inner peripheral surface of the plurality of rows that each facing the inner ring raceway (7, 8) of said plurality of rows An outer ring (20) forming an outer ring raceway (17, 18);
A wheel support hub unit comprising a plurality of rolling elements (27, 28) provided between each opposed inner ring raceway (7, 8) and outer ring raceway (17, 18) ,
Track contact diameter of the inner ring raceway of the axially outermost side (8) to (D8), the track contact diameter of the other inner ring raceway and the adjacent inner ring raceway of the outermost side (8) (7) (D 7) in those larger than,
Between the outer ring raceway (18) on the outermost side in the axial direction and the outer ring raceway (17) on the inner side in the axial direction adjacent thereto , the rotational speed detection sensor (40 ) it is provided,
The mounting flange (21) is disposed on the radially outer side of the outer ring raceway (18) on the outermost side in the axial direction,
On the outer peripheral surface of the outer ring (20), a knuckle engaging surface that is continuous with the axially inner side surface of the mounting flange (21) and engages with the inner peripheral surface of the knuckle (N), and its knuckle engagement An inclined surface that descends from the surface toward the outer ring raceway (17) on the inner side in the axial direction, and between the inclined surface and the inner peripheral surface of the knuckle (N), A space is formed to face the base end of the rotation speed detection sensor (40) for the anti-lock bouquet that protrudes,
A wheel support hub unit, wherein a wire (43) connected to a base end portion of the rotation speed detection sensor (40) for the anti-lock bouquet is drawn out through the space .
JP2003143124A 2003-05-21 2003-05-21 Wheel support hub unit Expired - Fee Related JP3887350B2 (en)

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