JP5349912B2 - Wheel bearing device and separation method thereof - Google Patents

Wheel bearing device and separation method thereof Download PDF

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JP5349912B2
JP5349912B2 JP2008284525A JP2008284525A JP5349912B2 JP 5349912 B2 JP5349912 B2 JP 5349912B2 JP 2008284525 A JP2008284525 A JP 2008284525A JP 2008284525 A JP2008284525 A JP 2008284525A JP 5349912 B2 JP5349912 B2 JP 5349912B2
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hub wheel
concave
wheel
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JP2010112441A (en
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仁博 小澤
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NTN Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel bearing device having improved connecting work efficiency between a hub ring and the outside joint member of a constant velocity universal joint and improved maintainability with the hub ring separable from the outside joint member of the constant velocity universal joint, while suppressing rattling in the circumferential direction. <P>SOLUTION: One of a shaft portion 12 of the outside joint member of the constant velocity universal joint and a hole portion 22 of the hub ring 1 has a projection 35 extending in the axial direction. The projection 35 is pressed into the other to form a recess 36, whereby a projection-and-recess fitting structure M is configured where all over the fitting sites between the projection 35 and the recess 36 closely contact each other. A screw hole 50 is provided in the axial center of the shaft portion 12 of the outside joint member along the axial direction. To the screw hole 50, a bolt member 54 is threaded to which thrust to the axial center direction is imparted during separating the hub ring 1 from the shaft portion 12 of the outside joint member, to generate separating force. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

本発明は、自動車等の車両において車輪を車体に対して回転自在に支持するための車輪用軸受装置に関する。   The present invention relates to a wheel bearing device for rotatably supporting a wheel with respect to a vehicle body in a vehicle such as an automobile.

車輪用軸受装置には、第1世代と称される複列の転がり軸受を単独に使用する構造から、外方部材に車体取付フランジを一体に有する第2世代に進化し、さらに、車輪取付フランジを一体に有するハブ輪の外周に複列の転がり軸受の一方に内側転走面が一体に形成された第3世代、さらには、ハブ輪に等速自在継手が一体化され、この等速自在継手を構成する外側継手部材の外周に複列の転がり軸受の他方の内側転走面が一体に形成された第4世代のものまで開発されている。   The wheel bearing device has evolved from a structure in which a double row rolling bearing called a first generation is used alone to a second generation in which a vehicle body mounting flange is integrated with an outer member. The third generation in which the inner raceway is integrally formed on one of the double row rolling bearings on the outer periphery of the hub wheel having an integral, and the constant velocity universal joint is integrated with the hub wheel. A fourth generation type has been developed in which the other inner rolling surface of the double row rolling bearing is integrally formed on the outer periphery of the outer joint member constituting the joint.

例えば、特許文献1には、第3世代と呼ばれるものが記載されている。第3世代と呼ばれる車輪用軸受装置は、図11に示すように、外径方向に延びるフランジ101を有するハブ輪102と、このハブ輪102に外側継手部材103が固定される等速自在継手104と、ハブ輪102の外周側に配設される外方部材105とを備える。   For example, Patent Document 1 describes what is called a third generation. As shown in FIG. 11, the wheel bearing device called the third generation includes a hub wheel 102 having a flange 101 extending in the outer diameter direction, and a constant velocity universal joint 104 in which an outer joint member 103 is fixed to the hub wheel 102. And an outer member 105 disposed on the outer peripheral side of the hub wheel 102.

等速自在継手104は、前記外側継手部材103と、この外側継手部材103の椀形部107内に配設される内側継手部材108と、この内側継手部材108と外側継手部材103との間に配設されるボール109と、このボール109を保持する保持器110とを備える。また、内側継手部材108の中心孔の内周面にはスプライン部111が形成され、この中心孔に図示省略のシャフトの端部スプライン部が挿入されて、内側継手部材108側のスプライン部111とシャフト側のスプライン部とが係合される。   The constant velocity universal joint 104 includes an outer joint member 103, an inner joint member 108 disposed in the bowl-shaped portion 107 of the outer joint member 103, and the inner joint member 108 and the outer joint member 103. A ball 109 is provided, and a holder 110 that holds the ball 109. Further, a spline portion 111 is formed on the inner peripheral surface of the center hole of the inner joint member 108, and an end spline portion of a shaft (not shown) is inserted into the center hole, and the spline portion 111 on the inner joint member 108 side The spline portion on the shaft side is engaged.

また、ハブ輪102は、筒部113と前記フランジ101とを有し、フランジ101の外端面114(アウトボード側の端面)には、図示省略のホイールおよびブレーキロータが装着される短筒状のパイロット部115が突設されている。なお、パイロット部115は、大径の第1部115aと小径の第2部115bとからなり、第1部115aにホイールが外嵌され、第2部115bにブレーキロータが外嵌される。   The hub wheel 102 has a cylindrical portion 113 and the flange 101, and a short cylindrical shape in which a wheel and a brake rotor (not shown) are mounted on the outer end surface 114 (end surface on the outboard side) of the flange 101. A pilot part 115 is provided in a protruding manner. The pilot portion 115 includes a large-diameter first portion 115a and a small-diameter second portion 115b. A wheel is externally fitted to the first portion 115a, and a brake rotor is externally fitted to the second portion 115b.

そして、筒部113の椀形部107側端部の外周面に切欠部116が設けられ、この切欠部116に内輪117が嵌合されている。ハブ輪102の筒部113の外周面のフランジ近傍には第1内側軌道面118が設けられ、内輪117の外周面に第2内側軌道面119が設けられている。また、ハブ輪102のフランジ101にはボルト装着孔112が設けられて、ホイールおよびブレーキロータをこのフランジ101に固定するためのハブボルトがこのボルト装着孔112に装着される。   A notch 116 is provided on the outer peripheral surface of the end portion of the cylindrical portion 113 on the side of the flange portion 107, and an inner ring 117 is fitted into the notch 116. A first inner raceway surface 118 is provided in the vicinity of the flange on the outer peripheral surface of the cylindrical portion 113 of the hub wheel 102, and a second inner raceway surface 119 is provided on the outer peripheral surface of the inner ring 117. Further, a bolt mounting hole 112 is provided in the flange 101 of the hub wheel 102, and a hub bolt for fixing the wheel and the brake rotor to the flange 101 is mounted in the bolt mounting hole 112.

外方部材105は、その内周に2列の外側軌道面120、121が設けられると共に、その外周にフランジ(車体取付フランジ)132が設けられている。そして、外方部材105の第1外側軌道面120とハブ輪102の第1内側軌道面118とが対向し、外方部材105の第2外側軌道面121と、内輪117の軌道面119とが対向し、これらの間に転動体122が介装される。   The outer member 105 is provided with two rows of outer raceway surfaces 120 and 121 on its inner periphery, and a flange (vehicle body mounting flange) 132 on its outer periphery. Then, the first outer raceway surface 120 of the outer member 105 and the first inner raceway surface 118 of the hub wheel 102 face each other, and the second outer raceway surface 121 of the outer member 105 and the raceway surface 119 of the inner ring 117 are formed. Opposing and the rolling element 122 is interposed between these.

ハブ輪102の筒部113に外側継手部材103の軸部123が挿入される。軸部123は、その反椀形部の端部にねじ部124が形成され、このねじ部124と椀形部107との間にスプライン部125が形成されている。また、ハブ輪102の筒部113の内周面(内径面)にスプライン部126が形成され、この軸部123がハブ輪102の筒部113に挿入された際には、軸部123側のスプライン部125とハブ輪102側のスプライン部126とが係合する。   The shaft portion 123 of the outer joint member 103 is inserted into the tube portion 113 of the hub wheel 102. The shaft portion 123 has a threaded portion 124 formed at the end of the ridged portion, and a spline portion 125 is formed between the threaded portion 124 and the hooked portion 107. Further, a spline portion 126 is formed on the inner peripheral surface (inner diameter surface) of the tube portion 113 of the hub wheel 102, and when the shaft portion 123 is inserted into the tube portion 113 of the hub wheel 102, The spline portion 125 engages with the spline portion 126 on the hub wheel 102 side.

そして、筒部113から突出した軸部123のねじ部124にナット部材127が螺着され、ハブ輪102と外側継手部材103とが連結される。この際、ナット部材127の内端面(裏面)128と筒部113の外端面129とが当接するとともに、椀形部107の軸部側の端面130と内輪117の外端面131とが当接する。すなわち、ナット部材127を締付けることによって、ハブ輪102が内輪117を介してナット部材127と椀形部107とで挟持される。
特開2004−340311号公報
Then, the nut member 127 is screwed onto the threaded portion 124 of the shaft portion 123 protruding from the cylindrical portion 113, and the hub wheel 102 and the outer joint member 103 are connected. At this time, the inner end surface (back surface) 128 of the nut member 127 and the outer end surface 129 of the cylindrical portion 113 are in contact with each other, and the end surface 130 on the shaft portion side of the hook-shaped portion 107 and the outer end surface 131 of the inner ring 117 are in contact with each other. That is, by tightening the nut member 127, the hub wheel 102 is sandwiched between the nut member 127 and the hook-shaped portion 107 via the inner ring 117.
JP 2004340403 A

従来では、前記したように、軸部123側のスプライン部125とハブ輪102側のスプライン部126とが係合するものである。このため、軸部123側及びハブ輪102側の両者にスプライン加工を施す必要があって、コスト高となるとともに、圧入時には、軸部123側のスプライン部125とハブ輪102側のスプライン部126との凹凸を合わせる必要があり、この際、歯面を合わせることによって、圧入すれば、この凹凸歯が損傷する(むしれる)おそれがある。また、歯面を合わせることなく、凹凸歯の大径合わせにて圧入すれば、円周方向のガタが生じやすい。このように、円周方向のガタがあると、回転トルクの伝達性に劣るとともに、異音が発生するおそれもあった。このため、従来のように、スプライン嵌合による場合、凹凸歯の損傷及び円周方向のガタの両者を成立させることは困難であった。   Conventionally, as described above, the spline portion 125 on the shaft portion 123 side and the spline portion 126 on the hub wheel 102 side are engaged. For this reason, it is necessary to perform spline processing on both the shaft portion 123 side and the hub wheel 102 side, which increases the cost and at the time of press-fitting, the spline portion 125 on the shaft portion 123 side and the spline portion 126 on the hub wheel 102 side. It is necessary to match the unevenness of the teeth. At this time, if the teeth are pressed by matching the tooth surfaces, the uneven teeth may be damaged (peeled). Moreover, if it press-fits by matching the large diameter of an uneven | corrugated tooth | gear, without matching a tooth surface, the play of a circumferential direction will arise easily. As described above, when there is a backlash in the circumferential direction, the transmission performance of the rotational torque is inferior and abnormal noise may occur. For this reason, it has been difficult to establish both the damage to the concavo-convex teeth and the play in the circumferential direction in the case of spline fitting as in the prior art.

また、筒部113から突出した軸部123のねじ部124にナット部材127を螺着する必要がある。このため、組立時にはねじ締結作業を有し、作業性に劣るとともに、部品点数も多く、部品管理性も劣ることになっていた。   Further, it is necessary to screw the nut member 127 to the screw portion 124 of the shaft portion 123 protruding from the cylindrical portion 113. For this reason, it has a screw fastening operation at the time of assembly, which is inferior in workability, has a large number of parts, and inferior in part manageability.

本発明は、上記課題に鑑みて、円周方向のガタの抑制を図ることができ、しかも、ハブ輪と等速自在継手の外側継手部材との連結作業性に優れるとともに、ハブ輪と等速自在継手の外側継手部材との分離が可能とされてメンテナンス性に優れた車輪用軸受装置を提供する。   In view of the above problems, the present invention can suppress circumferential backlash, and is excellent in connection workability between the hub wheel and the outer joint member of the constant velocity universal joint, and at the same time with the hub wheel and the constant velocity. Provided is a wheel bearing device that can be separated from an outer joint member of a universal joint and has excellent maintainability.

本発明は、対向するアウタレースとインナレースとの間に配置された複数列の転動体を有する軸受と、車輪に取り付けられるハブ輪と、等速自在継手とを備え、ハブ輪と、ハブ輪の孔部に嵌挿される等速自在継手の外側継手部材の軸部とが凹凸嵌合構造を介して結合された車輪用軸受装置であって、外側継手部材の軸部とハブ輪の孔部のうち、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、前記凸部と前記凹部との嵌合部位全域が密着する凹凸嵌合構造を構成し、かつこの凹凸嵌合構造は軸方向の引き抜き力付与による分離を許容しており、外側継手部材の軸部の軸心部に軸方向に沿ってねじ孔を設け、このねじ孔にボルト部材を螺合させることでハブ輪と外側継手部材の分離を規制し、ボルト部材の雄ねじが、前記分離規制状態からねじ孔の雌ねじとの螺合状態を保持して凸部と凹部の嵌合長さよりも大きいストロークで移動可能であり、移動後のボルト部材に軸心方向への押圧力付与することによって分離力発生することを特徴とするものである。
本発明の車輪用軸受装置の分離方法は、ボルト部材をねじ孔との螺合状態を保持して前記凹凸嵌合構造の凸部と凹部の嵌合長さ以上に移動させた後、ボルト部材に軸心方向への押圧力を付与して、ハブ輪と外側継手部材の軸部とを分離することを特徴とする。
The present invention comprises a bearing having a plurality of rows of rolling elements arranged between opposing outer races and inner races, a hub wheel attached to a wheel, and a constant velocity universal joint. A wheel bearing device in which a shaft portion of an outer joint member of a constant velocity universal joint to be inserted into a hole portion is coupled via a concave-convex fitting structure, wherein the shaft portion of the outer joint member and the hole portion of the hub wheel Of these, the projections extending in the axial direction provided in either one are press-fitted into the other, and the recesses are formed by the projections on the other, so that the entire fitting site between the projections and the depressions adheres closely. constitute a fitting structure, and the recess-projection fitting structure is to permit separation by axial pulling force applied, the screw hole provided along the axial direction in the axial portion of the shaft section of the outer joint member, the Separation of hub wheel and outer joint member by screwing bolt member into screw hole The bolt member is restricted and can move with a stroke larger than the fitting length of the convex portion and the concave portion while maintaining the screwed state with the female screw of the screw hole from the separation restricted state, and the bolt member after the movement it is characterized in that the separation force is generated by applying a pressing force to axial direction.
In the separation method of the wheel bearing device of the present invention, the bolt member is moved beyond the fitting length of the convex portion and the concave portion of the concave-convex fitting structure while maintaining the screwed state with the screw hole, and then the bolt member A pressing force in the axial direction is applied to the hub ring to separate the hub wheel and the shaft portion of the outer joint member.

本発明の車輪用軸受装置によれば、凹凸嵌合構造は、凸部と凹部との嵌合接触部位の全体が密着しているので、この嵌合構造において、径方向及び円周方向においてガタが生じる隙間が形成されない。しかも、ボルト部材に対して軸心方向の押圧力を付与することによって、ハブ輪の孔部から外側継手部材を取外すことができる。また、外側継手部材の軸部をハブ輪の孔部から引き抜いた後において、再度、外側手部材の軸部をハブ輪の孔部に圧入すれば、凸部と凹部との嵌合接触部位全域が密着する前記凹凸嵌合構造を構成することができる。   According to the wheel bearing device of the present invention, the concave / convex fitting structure has the entire fitting contact portion between the convex portion and the concave portion in close contact with each other. No gap is formed. Moreover, the outer joint member can be removed from the hole of the hub wheel by applying a pressing force in the axial direction to the bolt member. In addition, after the shaft portion of the outer joint member is pulled out from the hole portion of the hub wheel, if the shaft portion of the outer hand member is press-fitted again into the hole portion of the hub wheel, the entire fitting contact region between the convex portion and the concave portion can be obtained. The concave-convex fitting structure can be configured to closely contact each other.

雌ねじを有する取外用治具がハブ輪に着脱可能に装着され、前記取外用治具の雌ねじに螺合される押圧力付与用ボルトの螺進によって、前記ボルト部材を押圧するとともに、前記外側継手部材の軸部のねじ孔と前記取外用治具の雌ねじとのねじ山の方向を逆方向とするのが好ましい。   A detachable jig having a female screw is detachably attached to the hub wheel, and the bolt member is pressed by the screwing of a pressing force applying bolt screwed into the female screw of the detaching jig, and the outer joint It is preferable that the screw thread direction between the screw hole of the shaft portion of the member and the female screw of the removal jig is opposite.

押圧力付与用ボルトを螺進させることによって、ボルト部材を押圧することができ、これによって、ハブ輪と外側継手部材の軸部とを分離させることができる。すなわち、押圧力付与用ボルトを取外用治具の雌ねじに螺合して螺進させれば、押圧力付与用ボルトがボルト部材を押すことになる。この際、押圧力付与用ボルトが螺合する雌ねじと、ボルト部材が螺合するねじ孔とが、ねじ山の方向が同一であれば、押圧力付与用ボルトを螺進させることによって、ボルト部材が共廻りしてボルト部材もねじ孔に対して螺進することになる。このようにボルト部材が螺進すれば、分離力を作用させることができない。しかしながら、このように共廻することによって、ボルト部材の先端がねじ孔の底まで螺進すれば、共廻することなく分離力を作用させることができる。このため、ねじ山の方向が同じであれば、ボルト部材の先端をねじ孔の底に到達するまで螺進させる必要があり、作業時間が大となる。また、共廻させることなく、ボルト部材の先端をねじ孔の底まで到達するようにするには、ボルト部材の長さ寸法を大とする必要があり、取扱い性に劣ることになる。   The bolt member can be pressed by screwing the pressing force applying bolt, whereby the hub wheel and the shaft portion of the outer joint member can be separated. In other words, if the pressing force applying bolt is screwed into the female screw of the external jig and screwed, the pressing force applying bolt presses the bolt member. At this time, if the female thread into which the pressing force applying bolt is screwed and the screw hole into which the bolt member is screwed have the same screw thread direction, the pressing force applying bolt is screwed, so that the bolt member Rotate together, and the bolt member also advances into the screw hole. If the bolt member is screwed in this way, the separating force cannot be applied. However, by co-rotating in this way, if the front end of the bolt member is screwed to the bottom of the screw hole, a separating force can be applied without co-rotating. For this reason, if the direction of the screw thread is the same, it is necessary to screw the tip of the bolt member until it reaches the bottom of the screw hole, which increases the work time. Moreover, in order to reach the tip of the bolt member to the bottom of the screw hole without rotating the bolt member, it is necessary to increase the length of the bolt member, resulting in poor handling.

これに対して、外側継手部材の軸部のねじ孔と取外用治具の雌ねじとのねじ山の方向を逆方向とすれば、押圧力付与用ボルトを螺進させても、ボルト部材が共廻りすることがない。これによって、押圧力付与用ボルトを螺進させることによって、ボルト部材に押圧力を付与できる。すなわち、ボルト部材の先端がねじ孔の底面に当接させることなく、ボルト部材に押圧力を付与することができる。   On the other hand, if the screw thread direction of the screw hole of the shaft portion of the outer joint member and the female screw of the removal jig is reversed, the bolt member is shared even if the pressing force applying bolt is screwed. There is no going around. Accordingly, a pressing force can be applied to the bolt member by screwing the pressing force applying bolt. That is, a pressing force can be applied to the bolt member without causing the tip of the bolt member to contact the bottom surface of the screw hole.

ハブ輪と外側継手部材の軸部とを、外側継手部材の軸部のねじ孔に螺合される固定用ボルト部材を介してボルト固定することができる。これによって、ハブ輪からの外側継手部材の軸部の軸方向の抜けが規制される。   The hub wheel and the shaft portion of the outer joint member can be bolted via a fixing bolt member that is screwed into the screw hole of the shaft portion of the outer joint member. As a result, the axial removal of the shaft portion of the outer joint member from the hub wheel is restricted.

ハブ輪の孔部の内径面に、前記固定用ボルト部材の座面を構成する内壁を設けることができる。これによって、固定用ボルト部材の螺合状態が安定する。さらに、固定用ボルト部材の頭部の内壁と接する面と内壁との間にシール材を介在させるのが好ましい。   An inner wall constituting the seating surface of the fixing bolt member can be provided on the inner diameter surface of the hole of the hub wheel. Thereby, the screwing state of the fixing bolt member is stabilized. Furthermore, it is preferable that a sealing material is interposed between the inner wall and the surface of the fixing bolt member that contacts the inner wall of the head.

外側継手部材の軸部の外径面に前記凹凸嵌合構造の凸部を設けるとともに、少なくとも、凸部の圧入開始側の端部の硬度をハブ輪の孔部内径部よりも高くすることができる。この場合、凸部が相手側の凹部形成面(ハブ輪の孔部内径面)に食い込んでいくことによって、孔部が僅かに拡径した状態となって、凸部の軸方向の移動を許容し、軸方向の移動が停止すれば、孔部が元の径に戻ろうとして縮径することになる。これによって、凸部の凹部嵌合部位の全体がその対応する凹部に対して密着する。   Providing a convex part of the concave-convex fitting structure on the outer diameter surface of the shaft part of the outer joint member, and at least making the hardness of the end part on the press-fitting start side of the convex part higher than the inner diameter part of the hole of the hub wheel it can. In this case, the convex portion bites into the concave-part-forming surface (hole inner diameter surface of the hub wheel), so that the hole portion is slightly expanded in diameter, and the convex portion is allowed to move in the axial direction. However, if the movement in the axial direction stops, the diameter of the hole portion is reduced to return to the original diameter. Thereby, the whole recessed part fitting part of a convex part closely_contact | adheres to the corresponding recessed part.

このように、外側継手部材の軸部の外径面に凹凸嵌合構造の凸部を設けた場合、ハブ輪の孔部の内径面の内径寸法を、凸部の頂点を結ぶ円の直径寸法よりも小さく、凸部間の谷底を結ぶ円の直径寸法よりも大きく設定するのが好ましい。   As described above, when the convex portion of the concave / convex fitting structure is provided on the outer diameter surface of the shaft portion of the outer joint member, the inner diameter size of the inner diameter surface of the hole portion of the hub ring is the diameter size of the circle connecting the vertexes of the convex portion. It is preferable to set it smaller than the diameter dimension of the circle connecting the valley bottoms between the convex portions.

また、ハブ輪の孔部の内径面に前記凹凸嵌合構造の凸部を設けるとともに、少なくとも、凸部の圧入開始側の端部の硬度を外側継手部材の軸部の外径部よりも高くすることができる。   Further, the convex portion of the concave and convex fitting structure is provided on the inner diameter surface of the hole portion of the hub wheel, and at least the hardness of the end portion on the press-fitting start side of the convex portion is higher than the outer diameter portion of the shaft portion of the outer joint member. can do.

このように、ハブ輪の孔部の内径面に凹凸嵌合構造の凸部を設けた場合、外側継手部材の軸部の外径寸法を、ハブ輪の孔部の複数の凸部の頂点を結ぶの直径寸法よりも大きくするとともに、凸部間の谷底を結ぶ円の直径寸法よりも小さくするのが好ましい。 As described above, when the convex portion of the concave-convex fitting structure is provided on the inner diameter surface of the hole portion of the hub ring, the outer diameter dimension of the shaft portion of the outer joint member is set to the apexes of the plurality of convex portions of the hole portion of the hub ring. while larger than the diameter dimension of a circle connecting, preferably smaller than the diameter dimension of a circle connecting root between the convex portions.

前記圧入による凹部形成によって生じるはみ出し部を収納する収納部を設けるのが好ましい。ここで、はみ出し部は、凸部の凹部嵌合部位が嵌入(嵌合)する凹部の容量の材料分であって、形成される凹部から押し出されたもの、凹部を形成するために切削されたもの、又は押し出されたものと切削されたものの両者等から構成される。   It is preferable to provide a storage portion for storing a protruding portion generated by forming the concave portion by the press-fitting. Here, the protruding portion is the material of the capacity of the concave portion into which the concave portion fitting portion of the convex portion is fitted (fitted), and is extruded from the formed concave portion, or cut to form the concave portion. It is comprised from what was extruded, what was extruded, and what was cut.

周方向に隣り合う凸部間の谷部の谷底側に隙間が形成されるのが好ましい。このように隙間を形成することによって、圧入時の圧入力の軽減を図ることができる。   It is preferable that a gap be formed on the bottom side of the valley between the convex portions adjacent in the circumferential direction. By forming the gap in this way, it is possible to reduce the pressure input during press-fitting.

凸部の突出方向中間部位の周方向厚さの総和を、周方向に隣り合う凸部間における前記中間部位に対応する位置での周方向溝幅の総和よりも小さくするのが好ましい。   It is preferable to make the sum of the circumferential thicknesses of the projecting direction intermediate portions of the convex portions smaller than the sum of the circumferential groove widths at positions corresponding to the intermediate portions between the convex portions adjacent in the circumferential direction.

凹凸嵌合構造を転がり軸受の軌道面の避直下位置に配置するのが好ましい。すなわち、軸部をハブ輪の孔部に圧入すれば、ハブ輪は膨張する。この膨張によって、転がり軸受の軌道面にフープ応力を発生させる。ここで、フープ応力とは、外径方向に拡径しようとする力をいう。このため、軸受軌道面にフープ応力が発生した場合は、転がり疲労寿命の低下やクラック発生を引き起こすおそれがある。そこで、凹凸嵌合構造を転がり軸受の軌道面の避直下位置に配置することによって、軸受軌道面におけるフープ応力の発生を抑えることができる。   It is preferable to arrange the concave-convex fitting structure at a position directly below the raceway surface of the rolling bearing. That is, if the shaft portion is press-fitted into the hole of the hub wheel, the hub wheel expands. This expansion generates a hoop stress on the raceway surface of the rolling bearing. Here, the hoop stress refers to a force for expanding the diameter in the outer diameter direction. For this reason, when a hoop stress is generated on the bearing raceway surface, there is a risk of causing a reduction in rolling fatigue life and occurrence of cracks. Therefore, by arranging the concave-convex fitting structure at a position directly below the raceway surface of the rolling bearing, generation of hoop stress on the bearing raceway surface can be suppressed.

本発明では、凹凸嵌合構造において、径方向及び円周方向においてガタが生じる隙間が形成されないので、嵌合部位の全てが回転トルク伝達に寄与し、安定したトルク伝達が可能であり、しかも、異音の発生も生じさせない。さらには、隙間無く密着しているので、トルク伝達部位の強度が向上する。このため、車輪用軸受装置を軽量、コンパクトにすることができる。   In the present invention, in the concavo-convex fitting structure, there is no gap formed in the radial direction and the circumferential direction, so that all of the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, No abnormal noise is generated. Furthermore, since the contact is made without a gap, the strength of the torque transmitting portion is improved. For this reason, the wheel bearing device can be made lightweight and compact.

また、ボルト部材に対して軸心方向の押圧力を付与することによって、ハブ輪の孔部から外側継手部材を取外すことができるので、各部品の修理・点検の作業性(メンテナンス性)の向上を図ることができる。しかも、各部品の修理・点検後に再度外側継手部材の軸部をハブ輪の孔部に圧入することによって、凸部と凹部との嵌合接触部位全域が密着する凹凸嵌合構造を構成することができる。このため、安定したトルク伝達が可能な車輪用軸受装置を再度構成することができる。   Also, by applying axial force to the bolt member, the outer joint member can be removed from the hole in the hub wheel, improving the workability (maintenability) of repair and inspection of each part. Can be achieved. In addition, after the repair / inspection of each part, the shaft portion of the outer joint member is press-fitted into the hole of the hub wheel again, thereby forming a concave-convex fitting structure in which the entire fitting contact portion between the convex portion and the concave portion is in close contact. Can do. For this reason, the wheel bearing device capable of stable torque transmission can be configured again.

外側継手部材の軸部のねじ孔と取外用治具の雌ねじとのねじ山の方向を逆方向とすれば、押圧力付与用ボルトを螺進させても、ボルト部材が共廻りすることがなく、安定してボルト部材に押圧力を付与できる。このため、ボルト部材の先端ねじ孔の底面に当接させることなく、ボルト部材に押圧力を付与することができ、固定用ボルトを分離用のボルト部材としてそのまま押圧力付与用ボルトとして使用することができ、分離作業性の向上及びコスト低減化を図ることができる。 If the screw thread direction of the screw hole of the shaft portion of the outer joint member and the female screw of the removal jig is reversed, the bolt member will not rotate even if the pressing force applying bolt is screwed. A pressing force can be stably applied to the bolt member. Therefore, without contact with the tip of the bolt member to the bottom of the screw hole, it is possible to impart a pressing force to the bolt member, used as it is as a pressing force applying bolt the locking bolt as the bolt member for separating Therefore, the separation workability can be improved and the cost can be reduced.

また、ハブ輪に内壁を設けることによって、固定用ボルト部材の螺合状態が安定するとともに、軸部のハブ輪への圧入量を規制することができる。このため、この車輪用軸受装置の寸法精度が安定するとともに、軸方向に沿って配設される凹凸嵌合構造の軸方向長さを安定した長さに確保することができ、トルク伝達性の向上を図ることができる。   Moreover, by providing the inner wall on the hub wheel, the screwing state of the fixing bolt member can be stabilized, and the press-fitting amount of the shaft portion to the hub wheel can be regulated. Therefore, the dimensional accuracy of the wheel bearing device can be stabilized, and the axial length of the concave-convex fitting structure disposed along the axial direction can be secured to a stable length. Improvements can be made.

固定用ボルト部材の頭部の内壁と接する面と内壁との間にシール材を介在させることによって、このボルト部材からの凹凸嵌合構造へ雨水や異物の侵入が防止され、品質向上を図ることができる。   By inserting a sealing material between the inner wall and the surface of the fixing bolt member in contact with the inner wall of the head, rainwater and foreign matter can be prevented from entering the concave-convex fitting structure from this bolt member to improve quality. Can do.

また、外側継手部材の軸部に前記凹凸嵌合構造の凸部を設けるとともに、この凸部の軸方向端部の硬度をハブ輪の孔部内径部よりも高くして、前記軸部をハブ輪の孔部に凸部の軸方向端部側から圧入するものであれば、軸部側の硬度を高くでき、軸部の剛性を向上させることができる。また、ハブ輪の孔部の内径面に前記凹凸嵌合構造の凸部を設けるとともに、この凸部の軸方向端部の硬度を等速自在継手の外側継手部材の軸部の外径部よりも高くして、前記ハブ輪側の凸部をその軸方向端部側から外側継手部材の軸部に圧入するものでは、軸部側の硬度処理(熱処理)を行う必要がないので、等速自在継手の外側継手部材の生産性に優れる。   Further, the convex portion of the concave-convex fitting structure is provided on the shaft portion of the outer joint member, and the hardness of the axial end portion of the convex portion is made higher than the inner diameter portion of the hole portion of the hub wheel so that the shaft portion is the hub. If it press-fits into the hole part of a ring | wheel from the axial direction edge part side of a convex part, the hardness by the side of a shaft part can be made high and the rigidity of a shaft part can be improved. In addition, a convex portion of the concave-convex fitting structure is provided on the inner diameter surface of the hole portion of the hub wheel, and the hardness of the axial end portion of the convex portion is determined from the outer diameter portion of the shaft portion of the outer joint member of the constant velocity universal joint. In the case where the convex portion on the hub wheel side is press-fitted into the shaft portion of the outer joint member from the end portion in the axial direction, there is no need to perform hardness treatment (heat treatment) on the shaft portion side, so that the constant velocity Excellent productivity of universal joint outer joint members.

圧入による凹部形成によって生じるはみ出し部を収納する収納部を設けることによって、はみ出し部をこの収納部内に保持(維持)することができ、はみ出し部が装置外の車両内等へ入り込んだりすることがない。すなわち、はみ出し部を収納部に収納したままにしておくことができ、はみ出し部の除去処理を行う必要がなく、組立作業工数の減少を図ることができて、組立作業性の向上及びコスト低減を図ることができる。   By providing a storage portion for storing the protruding portion that is generated by forming the concave portion by press-fitting, the protruding portion can be held (maintained) in the storage portion, and the protruding portion does not enter the inside of the vehicle outside the apparatus. . In other words, the protruding portion can be kept stored in the storage portion, and it is not necessary to perform the removal processing of the protruding portion, so that the number of assembling work can be reduced, improving the assembling workability and reducing the cost. Can be planned.

周方向に隣り合う凸部間の谷部の谷底側に隙間を形成することによって、圧入時の圧入力の軽減を図ることができ、組立性の向上を図ることができる。   By forming a gap on the bottom side of the valley between the convex portions adjacent to each other in the circumferential direction, it is possible to reduce the pressure input at the time of press-fitting and to improve the assemblability.

凸部の突出方向中間部位の周方向厚さの総和を、周方向に隣り合う凸部間における前記中間部位に対応する位置での周方向溝幅の総和よりも小さくすることによって、相手側の山部(凹部が形成されることによる凹部間の硬度が低い凸状の部分)のせん断面積を大きくすることができ、ねじり強度を確保することができる。しかも、硬度が高い側の凸部の歯厚が小であるので、圧入荷重を小さくでき、圧入性の向上を図ることができる。 By making the sum of the circumferential thicknesses of the projecting intermediate portions of the convex portions smaller than the sum of the circumferential groove widths at positions corresponding to the intermediate portions between the convex portions adjacent in the circumferential direction, crest it is possible to increase the shear area of the (low hardness convex portions between the concave portion due to the recesses are formed), it is possible to secure the torsional strength. Moreover, since the tooth thickness of the convex portion on the higher hardness side is small, the press-fitting load can be reduced and the press-fitting property can be improved.

凹凸嵌合構造を転がり軸受の軌道面の避直下位置に配置することによって、軸受軌道面におけるフープ応力の発生を抑える。これにより、転がり疲労寿命の低下、クラック発生、及び応力腐食割れ等の軸受の不具合発生を防止することができ、高品質な軸受を提供することができる。   By arranging the concave-convex fitting structure at a position directly below the raceway surface of the rolling bearing, occurrence of hoop stress on the bearing raceway surface is suppressed. As a result, it is possible to prevent a bearing failure such as a decrease in rolling fatigue life, occurrence of cracks, and stress corrosion cracking, and a high-quality bearing can be provided.

以下本発明の実施の形態を図1〜図10に基づいて説明する。図1に第1実施形態の車輪用軸受装置を示し、この車輪用軸受装置は、ハブ輪1と、複列の転がり軸受2と、等速自在継手3とが一体化されるとともに、ハブ輪1と、ハブ輪1の孔部22に嵌挿される等速自在継手3の外側継手部材の軸部12とが凹凸嵌合構造Mを介して分離可能に結合されてなる。   Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIG. 1 shows a wheel bearing device according to a first embodiment. This wheel bearing device is a hub wheel 1, a double row rolling bearing 2 and a constant velocity universal joint 3 integrated with each other. 1 and the shaft portion 12 of the outer joint member of the constant velocity universal joint 3 that is inserted into the hole portion 22 of the hub wheel 1 are detachably coupled via the concave-convex fitting structure M.

等速自在継手3は、図6に示すように、外側継手部材としての外輪5と、外輪5の内側に配された内側継手部材としての内輪6と、外輪5と内輪6との間に介在してトルクを伝達する複数のボール7と、外輪5と内輪6との間に介在してボール7を保持するケージ8とを主要な部材として構成される。内輪6はその軸孔内径6aにシャフト10の端部10aを圧入することによりスプライン嵌合してシャフト10とトルク伝達可能に結合されている。なお、シャフト10の端部10aには、シャフト抜け止め用の止め輪9が嵌合されている。   As shown in FIG. 6, the constant velocity universal joint 3 is interposed between an outer ring 5 as an outer joint member, an inner ring 6 as an inner joint member disposed inside the outer ring 5, and the outer ring 5 and the inner ring 6. Thus, a plurality of balls 7 that transmit torque and a cage 8 that is interposed between the outer ring 5 and the inner ring 6 and holds the balls 7 are configured as main members. The inner ring 6 is spline-fitted by press-fitting the end 10a of the shaft 10 into the inner diameter 6a of the shaft hole, and is coupled to the shaft 10 so that torque can be transmitted. Note that a retaining ring 9 for retaining the shaft is fitted to the end portion 10a of the shaft 10.

外輪5はマウス部11とステム部(軸部)12とからなり、マウス部11は一端にて開口した椀状で、その内球面13に、軸方向に延びた複数のトラック溝14が円周方向等間隔に形成されている。内輪6は、その外球面15に、軸方向に延びた複数のトラック溝16が円周方向等間隔に形成されている。   The outer ring 5 is composed of a mouse part 11 and a stem part (shaft part) 12. The mouse part 11 has a bowl shape opened at one end, and a plurality of track grooves 14 extending in the axial direction are circumferentially formed on the inner spherical surface 13 thereof. It is formed at equal intervals in the direction. In the inner ring 6, a plurality of track grooves 16 extending in the axial direction are formed on the outer spherical surface 15 at equal intervals in the circumferential direction.

外輪5のトラック溝14と内輪6のトラック溝16とは対をなし、各対のトラック溝14,16で構成されるボールトラックに1個ずつ、トルク伝達要素としてのボール7が転動可能に組み込んである。ボール7は外輪5のトラック溝14と内輪6のトラック溝16との間に介在してトルクを伝達する。ケージ8は外輪5と内輪6との間に摺動可能に介在し、外球面にて外輪5の内球面13と接し、内球面にて内輪6の外球面15と接する。なお、この場合の等速自在継手は、ツェパー型を示しているが、各トラック溝14、16の溝底に直線状のストレート部を有する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よい。   The track groove 14 of the outer ring 5 and the track groove 16 of the inner ring 6 make a pair, and one ball 7 as a torque transmitting element can roll on each ball track constituted by the pair of track grooves 14 and 16. It is incorporated. The ball 7 is interposed between the track groove 14 of the outer ring 5 and the track groove 16 of the inner ring 6 to transmit torque. The cage 8 is slidably interposed between the outer ring 5 and the inner ring 6, contacts the inner spherical surface 13 of the outer ring 5 at the outer spherical surface, and contacts the outer spherical surface 15 of the inner ring 6 at the inner spherical surface. The constant velocity universal joint in this case is a Zepper type, but is another constant velocity universal joint such as an undercut free type having a straight straight portion at the bottom of each track groove 14, 16. May be.

また、マウス部11の開口部はブーツ18にて塞がれている。ブーツ18は、大径部18aと、小径部18bと、大径部18aと小径部18bとを連結する蛇腹部18cとからなる。大径部18aがマウス部11の開口部に外嵌され、この状態でブーツバンド19aにて締結され、小径部18bがシャフト10のブーツ装着部10bに外嵌され、この状態でブーツバンド19bにて締結されている。   Further, the opening of the mouse part 11 is closed by a boot 18. The boot 18 includes a large diameter portion 18a, a small diameter portion 18b, and a bellows portion 18c that connects the large diameter portion 18a and the small diameter portion 18b. The large-diameter portion 18a is externally fitted to the opening of the mouse portion 11, and is fastened by the boot band 19a in this state, and the small-diameter portion 18b is externally fitted to the boot mounting portion 10b of the shaft 10, and in this state, the boot band 19b It is concluded.

ハブ輪1は、図1と図3に示すように、筒部20と、筒部20のアウトボード側の端部に設けられるフランジ21とを有する。筒部20の孔部22は、軸部嵌合孔22aと、アウトボード側のテーパ孔22bとを有し、軸部嵌合孔22aとテーパ孔22bとの間に、内径方向へ突出する内壁22cが設けられている。すなわち、軸部嵌合孔22aにおいて、後述する凹凸嵌合構造Mを介して等速自在継手3の外輪5の軸部12とハブ輪1とが結合される。なお、この内壁22cの反軸部嵌合孔側の端面には凹窪部51が設けられている。自動車等の車両に組付けた状態で車両の外側となる方をアウトボード側、自動車等の車両に組付けた状態で車両の内側となる方をインボード側という。   As shown in FIGS. 1 and 3, the hub wheel 1 includes a cylindrical portion 20 and a flange 21 provided at an end portion of the cylindrical portion 20 on the outboard side. The hole portion 22 of the cylindrical portion 20 has a shaft portion fitting hole 22a and a taper hole 22b on the outboard side, and an inner wall protruding in the inner diameter direction between the shaft portion fitting hole 22a and the tapered hole 22b. 22c is provided. That is, the shaft portion 12 of the outer ring 5 of the constant velocity universal joint 3 and the hub wheel 1 are coupled to each other through the concave-convex fitting structure M described later in the shaft portion fitting hole 22a. A concave recess 51 is provided on the end surface of the inner wall 22c on the side opposite to the shaft fitting hole. One that is outside the vehicle when assembled in a vehicle such as an automobile is referred to as an outboard side, and one that is inside the vehicle when assembled in a vehicle such as an automobile is called an inboard side.

孔部22は、軸部嵌合孔22aよりも反内壁側の開口側に大径部46を有し、軸部嵌合孔22aよりも内壁側に小径部48とを有する。大径部46と軸部嵌合孔22aとの間には、テーパ部(テーパ孔)49aが設けられている。このテーパ部49aは、ハブ輪1と外輪5の軸部12を結合する際の圧入方向に沿って縮径している。テーパ部49aのテーパ角度θは、例えば15°〜75°とされる。なお、軸部嵌合孔22aと小径部48との間にもテーパ部49bが設けられている。   The hole portion 22 has a large-diameter portion 46 on the opening side on the side opposite to the inner wall side from the shaft portion fitting hole 22a, and a small-diameter portion 48 on the inner wall side from the shaft portion fitting hole 22a. A tapered portion (tapered hole) 49a is provided between the large diameter portion 46 and the shaft portion fitting hole 22a. The tapered portion 49a is reduced in diameter along the press-fitting direction when the hub wheel 1 and the shaft portion 12 of the outer ring 5 are coupled. The taper angle θ of the taper portion 49a is, for example, 15 ° to 75 °. A tapered portion 49 b is also provided between the shaft portion fitting hole 22 a and the small diameter portion 48.

転がり軸受2は、ハブ輪1の筒部20のインボード側に設けられた小径段部23に嵌合する内輪24を有する内方部材と、ハブ輪1の筒部20乃至内輪24に跨って外嵌される外方部材25とを備える。外方部材25は、その内周に2列の外側軌道面(アウタレース)26、27が設けられ、第1外側軌道面26とハブ輪1の軸部外周に設けられる第1内側軌道面(インナレース)28とが対向し、第2外側軌道面27と、内輪24の外周面に設けられる第2内側軌道面(インナレース)29とが対向し、これらの間に転動体30としてのボールが介装される。すなわち、ハブ輪1の一部(筒部20の外径面)と、ハブ輪1のインボード側の端部の外周に圧入される内輪24とで、インナレース28,29を有する内方部材を構成している。なお、外方部材25の両開口部にはシール部材S1、S2が装着されている。また、外方部材25である外輪には、図示省略の車体の懸架装置から延びるナックル34(図6等参照)が取り付けられている。   The rolling bearing 2 straddles the inner member having an inner ring 24 fitted to the small diameter step portion 23 provided on the inboard side of the cylindrical portion 20 of the hub wheel 1 and the cylindrical portion 20 to the inner ring 24 of the hub wheel 1. And an outer member 25 to be externally fitted. The outer member 25 is provided with two rows of outer raceways (outer races) 26 and 27 on its inner circumference, and a first inner raceway (inner race) provided on the outer circumference of the shaft portion of the first outer raceway 26 and the hub wheel 1. Race) 28 is opposed to the second outer raceway surface 27 and a second inner raceway surface (inner race) 29 provided on the outer peripheral surface of the inner ring 24, and a ball as the rolling element 30 is interposed therebetween. Intervened. That is, an inner member having inner races 28 and 29 with a part of the hub wheel 1 (outer diameter surface of the cylindrical portion 20) and the inner ring 24 press-fitted into the outer periphery of the end portion of the hub wheel 1 on the inboard side. Is configured. Seal members S1 and S2 are attached to both openings of the outer member 25. Further, a knuckle 34 (see FIG. 6 and the like) extending from a vehicle suspension device (not shown) is attached to the outer ring which is the outer member 25.

この場合、ハブ輪1のインボード側の端部を加締めて、その加締部31にて軸受2に予圧を付与するものである。これによって、内輪24をハブ輪1に締結することができる。またハブ輪1のフランジ21にはボルト装着孔32が設けられて、ホイールおよびブレーキロータをこのフランジ21に固定するためのハブボルト33がこのボルト装着孔32に装着される。   In this case, the end portion on the inboard side of the hub wheel 1 is swaged, and a preload is applied to the bearing 2 by the swaged portion 31. As a result, the inner ring 24 can be fastened to the hub wheel 1. The flange 21 of the hub wheel 1 is provided with a bolt mounting hole 32, and a hub bolt 33 for fixing the wheel and the brake rotor to the flange 21 is mounted in the bolt mounting hole 32.

外輪5の軸部12には、その軸心部にアウトボード側の端面に開口するねじ孔50が設けられている。このねじ孔50は、その開口部が開口側に向かって拡開するテーパ部50aとされている。また、軸部12のアウトボード側の端部には小径部12bが設けられている。すなわち、軸部12は大径の本体部12aと小径部12bとを備える。   The shaft portion 12 of the outer ring 5 is provided with a screw hole 50 that opens in the end surface on the outboard side in the shaft center portion. The screw hole 50 is a tapered portion 50a whose opening is expanded toward the opening. A small-diameter portion 12b is provided at the end portion of the shaft portion 12 on the outboard side. That is, the shaft portion 12 includes a main body portion 12a having a large diameter and a small diameter portion 12b.

凹凸嵌合構造Mは、図2に示すように、例えば、軸部12に設けられて軸方向に延びる凸部35と、ハブ輪1の孔部22の内径面(この場合、軸部嵌合孔22aの内径面37)に形成される凹部36とからなり、凸部35とその凸部35に嵌合するハブ輪1の凹部36との嵌合接触部位38全域が密着している。すなわち、軸部12の反マウス部側の外周面に、複数の凸部35が周方向に沿って所定ピッチで配設され、ハブ輪1の孔部22の軸部嵌合孔22aの内径面37に凸部35が嵌合する複数の凹部36が周方向に沿って形成されている。つまり、周方向全周にわたって、凸部35とこれに嵌合する凹部36とがタイトフィットしている。   As shown in FIG. 2, the concave-convex fitting structure M includes, for example, a convex portion 35 provided in the shaft portion 12 and extending in the axial direction, and an inner diameter surface of the hole portion 22 of the hub wheel 1 (in this case, the shaft portion fitting). The inner surface 37) of the hole 22a is formed of a recess 36, and the entire fitting contact portion 38 between the projection 35 and the recess 36 of the hub wheel 1 fitted to the projection 35 is in close contact. That is, a plurality of convex portions 35 are arranged at a predetermined pitch along the circumferential direction on the outer peripheral surface of the shaft portion 12 on the side opposite to the mouse portion, and the inner diameter surface of the shaft portion fitting hole 22a of the hole portion 22 of the hub wheel 1 A plurality of concave portions 36 into which the convex portions 35 are fitted to 37 are formed along the circumferential direction. That is, the convex part 35 and the concave part 36 fitted to this are tight-fitted over the entire circumference in the circumferential direction.

この場合、各凸部35は、その断面が凸アール状の頂点を有する三角形状(山形状)であり、各凸部35の凹部嵌合部位とは、図2(b)に示す範囲Aであり、断面における山形の中腹部から山頂にいたる範囲である。また、周方向の隣合う凸部35間において、ハブ輪1の内径面37よりも内径側に隙間40が形成されている。   In this case, each convex portion 35 has a triangular shape (mountain shape) whose cross section has a convex round-shaped apex, and the concave portion fitting portion of each convex portion 35 is in a range A shown in FIG. Yes, it is the range from the middle of the mountain in the cross section to the summit. Further, a gap 40 is formed on the inner diameter side with respect to the inner diameter surface 37 of the hub wheel 1 between the adjacent convex portions 35 in the circumferential direction.

このように、ハブ輪1と等速自在継手3の外輪5の軸部12とを凹凸嵌合構造Mを介して連結できる。この際、前記したように、ハブ輪1のインボード側の端部を加締めて、その加締部31にて軸受2に予圧を付与するものであるので、外輪5のマウス部11にて軸受2に予圧を付与する必要がなく、ハブ輪1の端部(この場合、加締部31)に対してマウス部11を接触させない非接触状態としている。   In this way, the hub wheel 1 and the shaft portion 12 of the outer ring 5 of the constant velocity universal joint 3 can be connected via the concave-convex fitting structure M. At this time, as described above, the end portion on the inboard side of the hub wheel 1 is swaged and preload is applied to the bearing 2 by the swaged portion 31. There is no need to apply a preload to the bearing 2, and the end portion of the hub wheel 1 (in this case, the caulking portion 31) is not in contact with the mouse portion 11.

次に、凹凸嵌合構造Mの嵌合方法を説明する。この場合、図3に示すように、軸部12の外径部には熱硬化処理を施し、この硬化層Hに軸方向に沿う山部41aと谷部41bとからなるスプライン41を形成する。このため、スプライン41の山部41aが硬化処理されて、この山部41aが凹凸嵌合構造Mの凸部35となる。このスプライン41は、軸部12の本体部12aの小径部側に設けられている。なお、この実施形態での硬化層Hの範囲は、クロスハッチング部で示すように、スプライン41の外端縁から外輪5のマウス部11の底壁の一部までである。この熱硬化処理としては、高周波焼入れや浸炭焼入れ等の種々の熱処理を採用することができる。ここで、高周波焼入れとは、高周波電流の流れているコイル中に焼入れに必要な部分を入れ、電磁誘導作用により、ジュール熱を発生させて、伝導性物体を加熱する原理を応用した焼入れ方法である。また、浸炭焼入れとは、低炭素材料の表面から炭素を浸入/拡散させ、その後に焼入れ行う方法である。軸部12のスプライン41のモジュールを0.5以下の小さい歯とする。ここで、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。 Next, the fitting method of the uneven fitting structure M will be described. In this case, as shown in FIG. 3, the outer diameter portion of the shaft portion 12 is subjected to a thermosetting process, and a spline 41 including a peak portion 41 a and a valley portion 41 b along the axial direction is formed on the cured layer H. For this reason, the peak portion 41a of the spline 41 is hardened, and the peak portion 41a becomes the convex portion 35 of the concave-convex fitting structure M. The spline 41 is provided on the small diameter side of the main body 12 a of the shaft 12. The range of the hardened layer H in this embodiment is from the outer end edge of the spline 41 to a part of the bottom wall of the mouth portion 11 of the outer ring 5 as shown by the cross hatched portion. As this thermosetting treatment, various heat treatments such as induction hardening and carburizing and quenching can be employed. Here, induction hardening is a hardening method that applies the principle of heating a conductive object by placing Joule heat in a coil through which high-frequency current flows, and generating Joule heat by electromagnetic induction. is there. The carburizing and quenching is a method in which carbon is infiltrated / diffused from the surface of the low carbon material and then quenched. The module of the spline 41 of the shaft portion 12 is a small tooth of 0.5 or less. Here, the module is a pitch circle diameter divided by the number of teeth.

また、ハブ輪1の孔部22の内径面37(つまり、軸部嵌合孔22aの内径面)側においては熱硬化処理を行わない未硬化部(未焼き状態)とする。外輪5の軸部12の硬化層Hとハブ輪1の未硬化部との硬度差は、HRCで20ポイント以上とする。さらに、具体的には、硬化層Hの硬度を50HRCから65HRC程度とし、未硬化部の硬度を10HRCから30HRC程度とする。   Further, the inner surface 37 of the hole 22 of the hub wheel 1 (that is, the inner surface of the shaft fitting hole 22a) is set to an uncured portion (unburned state) where no thermosetting treatment is performed. The hardness difference between the hardened layer H of the shaft portion 12 of the outer ring 5 and the uncured portion of the hub wheel 1 is 20 points or more in HRC. More specifically, the hardness of the hardened layer H is about 50 HRC to 65 HRC, and the hardness of the uncured portion is about 10 HRC to 30 HRC.

この際、凸部35の突出方向中間部位が、凹部形成前の凹部形成面(この場合、孔部22の軸部嵌合孔22aの内径面37)の位置に対応する。すなわち、図3に示すように、軸部嵌合孔22aの内径面37の内径寸法Dを、凸部35の最大外径寸法、つまりスプライン41の山部41aである前記凸部35の頂点を結ぶ円の直径寸法(外接円直径)D1よりも小さく、軸部外径面の凸部間に形成された谷部41bの最小直径寸法、つまりスプライン41の谷部41bの谷底を結ぶ円の直径寸法D2よりも大きく設定される。すなわち、D2<D<D1とされる。また、孔部22の大径孔46の孔径寸法D3よりもD1を小さく設定する。 At this time, the projecting direction intermediate portion of the convex portion 35 corresponds to the position of the concave portion forming surface (in this case, the inner diameter surface 37 of the shaft portion fitting hole 22a) before the concave portion is formed. That is, as shown in FIG. 3, the inner diameter dimension D of the inner surface 37 of the shaft section fitting hole 22a, the maximum outer diameter dimension of the projections 35, the apex of the convex portion 35 is a crest 41a of words spline 41 The diameter dimension of the circle to be connected (the circumscribed circle diameter) D1 is smaller than the minimum diameter dimension of the valley portion 41b formed between the convex portions of the shaft outer diameter surface , that is , the diameter of the circle connecting the valley bottom of the valley portion 41b of the spline 41. It is set larger than the dimension D2. That is, D2 <D <D1. Further, D1 is set smaller than the hole diameter dimension D3 of the large-diameter hole 46 of the hole portion 22.

スプライン41は、従来からの公知公用の手段である転造加工、切削加工、プレス加工、引き抜き加工等の種々の加工方法によって、形成することがきる。また、熱硬化処理としては、高周波焼入れ、浸炭焼入れ等の種々の熱処理を採用することができる。   The spline 41 can be formed by various processing methods such as rolling processing, cutting processing, press processing, and drawing processing, which are known publicly known means. Moreover, various heat processing, such as induction hardening and carburizing hardening, can be employ | adopted as a thermosetting process.

そして、図3に示すように、ハブ輪1の軸心と等速自在継手3の外輪5の軸心とを合わせた状態とする。この状態で、ハブ輪1に対して、外輪5の軸部12を挿入(圧入)していく。この際、前記したように、軸部嵌合孔22aの内径面37の径寸法Dと、凸部35の最大外径寸法D1と、凸部35間の谷部41bの最小直径寸法D2とが前記のような関係であり、しかも、凸部35の硬度が内径面37の硬度よりも20ポイント以上大きいので、軸部12をハブ輪1の孔部22に圧入していけば、この凸部35が内径面37に食い込んでいき、凸部35が、この凸部35が嵌合する凹部36を、軸方向に沿って形成していくことになる。 Then, as shown in FIG. 3, the shaft center of the hub wheel 1 and the shaft center of the outer ring 5 of the constant velocity universal joint 3 are in a combined state. In this state, the shaft portion 12 of the outer ring 5 is inserted (press-fitted) into the hub wheel 1. At this time, as described above, the diameter D of the inner diameter surface 37 of the shaft fitting hole 22a, the maximum outer diameter D1 of the protrusion 35, and the minimum diameter D2 of the valley 41b between the protrusions 35 are as follows. In addition, since the hardness of the convex portion 35 is 20 points or more larger than the hardness of the inner diameter surface 37, if the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the convex portion 35 bites into the inner diameter surface 37, and the convex portion 35 forms a concave portion 36 into which the convex portion 35 is fitted along the axial direction.

この圧入は、軸部12の小径部12bに端面52が内壁22cの端面53に当接するまで若しくは図示しないが等速自在継手3のバック面11a部がハブ輪かしめ部31に当接するまで行われる。これによって、図2(a)(b)に示すように、軸部12の端部の凸部35と、これに嵌合する凹部36との嵌合接触部位38の全体が密着している。すなわち、相手側の凹部形成面(この場合、孔部22の軸部嵌合孔22aの内径面37)に凸部35の形状の転写を行うことになる。この際、凸部35が孔部22の内径面37に食い込んでいくことによって、孔部22が僅かに拡径した状態となって、凸部35の軸方向の移動を許容し、軸方向の移動が停止すれば、孔部22が元の径に戻ろうとして縮径することになる。言い換えれば、凸部35の圧入時にハブ輪1が径方向に弾性変形し、この弾性変形分の予圧が凸部35の歯面(凹部嵌合部位の表面)に付与される。このため、凸部35の凹部嵌合部位の全体がその対応する凹部36に対して密着する凹凸嵌合構造Mを確実に形成することができる。すなわち、軸部12側のスプライン(雄スプライン)41によって、ハブ輪1の孔部22の内径面に、雄スプライン41に密着する雌スプライン42が形成される。   This press-fitting is performed until the end surface 52 contacts the end surface 53 of the inner wall 22c or the back surface 11a of the constant velocity universal joint 3 contacts the hub ring caulking portion 31 (not shown). . As a result, as shown in FIGS. 2A and 2B, the entire fitting contact portion 38 between the convex portion 35 at the end of the shaft portion 12 and the concave portion 36 fitted therein is in close contact. In other words, the shape of the convex portion 35 is transferred to the other-side concave portion forming surface (in this case, the inner diameter surface 37 of the shaft portion fitting hole 22a of the hole portion 22). At this time, the convex portion 35 bites into the inner diameter surface 37 of the hole portion 22, so that the hole portion 22 is slightly expanded in diameter, and the convex portion 35 is allowed to move in the axial direction. When the movement stops, the hole 22 is reduced in diameter to return to the original diameter. In other words, the hub wheel 1 is elastically deformed in the radial direction when the convex portion 35 is press-fitted, and a preload corresponding to this elastic deformation is applied to the tooth surface of the convex portion 35 (surface of the concave portion fitting portion). For this reason, the concave / convex fitting structure M in which the entire concave portion fitting portion of the convex portion 35 is in close contact with the corresponding concave portion 36 can be reliably formed. That is, a female spline 42 that closely contacts the male spline 41 is formed on the inner diameter surface of the hole 22 of the hub wheel 1 by the spline (male spline) 41 on the shaft portion 12 side.

このように、凹凸嵌合構造Mが構成されるが、この場合の凹凸嵌合構造Mは転がり軸受2の軌道面26、27、28、29の避直下位置に配置される。ここで、避直下位置とは、軌道面26、27、28、29のボール接触部位置に対して径方向に対応しない位置である。   In this way, the concave-convex fitting structure M is configured. In this case, the concave-convex fitting structure M is disposed at a position directly below the raceway surfaces 26, 27, 28, 29 of the rolling bearing 2. Here, the direct under-position is a position that does not correspond to the radial direction with respect to the ball contact portion position of the raceway surfaces 26, 27, 28, and 29.

また、圧入後には、アウトボード側から軸部12のねじ孔50にボルト部材54を螺着する。ボルト部材54は、図3に示すように、フランジ付き頭部54aと、ねじ軸部54bとからなる。ねじ軸部54bは、大径の基部55aと、小径の本体部55bと、先端側のねじ部55cとを有する。この場合、内壁22cに貫通孔56が設けられ、この貫通孔56にボルト部材54の軸部54bが挿通されて、ねじ部55cが軸部12のねじ孔50に螺着される。図3に示すように、貫通孔56の孔径d1は、軸部54bの大径の基部55aの外径d2よりも僅かに大きく設定される。具体的には、0.05mm<d1−d2<0.5mm程度とされる。なお、ねじ部55cの最大外径は、大径の基部55aの外径と同じか基部55aの外径よりも僅かに小さい程度とする。   Further, after the press-fitting, the bolt member 54 is screwed into the screw hole 50 of the shaft portion 12 from the outboard side. As shown in FIG. 3, the bolt member 54 includes a flanged head portion 54a and a screw shaft portion 54b. The screw shaft portion 54b includes a large-diameter base portion 55a, a small-diameter main body portion 55b, and a tip-side screw portion 55c. In this case, a through hole 56 is provided in the inner wall 22 c, the shaft portion 54 b of the bolt member 54 is inserted into the through hole 56, and the screw portion 55 c is screwed into the screw hole 50 of the shaft portion 12. As shown in FIG. 3, the hole diameter d1 of the through hole 56 is set to be slightly larger than the outer diameter d2 of the large base portion 55a of the shaft portion 54b. Specifically, 0.05 mm <d1−d2 <0.5 mm or so. The maximum outer diameter of the threaded portion 55c is set to be the same as or slightly smaller than the outer diameter of the large base portion 55a.

このように、ボルト部材54を軸部12のねじ孔50に螺着することによって、ボルト部材54の頭部54aのフランジ部60が内壁22cの凹窪部51に嵌合する。すなわち、この内壁22cが、ボルト部材54に座面を構成することになる。この場合、この実施形態では、軸部12のアウトボード側の端面52が内壁22cのインボード側の端面に当接して、この軸部12とボルト部材54の頭部54aとで内壁22cが挟持される。   Thus, by screwing the bolt member 54 into the screw hole 50 of the shaft portion 12, the flange portion 60 of the head portion 54a of the bolt member 54 is fitted into the recessed portion 51 of the inner wall 22c. That is, the inner wall 22 c constitutes a seating surface for the bolt member 54. In this case, in this embodiment, the end surface 52 on the outboard side of the shaft portion 12 abuts on the end surface on the inboard side of the inner wall 22c, and the inner wall 22c is sandwiched between the shaft portion 12 and the head portion 54a of the bolt member 54. Is done.

ところで、本発明においては、ハブ輪1の端部(この場合、加締部31)に対してマウス部11を接触させない非接触状態としている。すなわち、ハブ輪1の加締部31とマウス部11のバック面11aとの間に隙間58が設けられる。このため、図5(a)(b)に示すように、この隙間58をシール部材59にて塞ぐようにするのが好ましい。この場合、隙間58は、ハブ輪1の加締部31とマウス部11のバック面11aとの間から軸部嵌合孔22aと軸部12の本体部12aとの間まで形成される。この実施形態では、シール部材59はハブ輪1の加締部31と本体部12aとのコーナ部に配置される。なお、シール部材59としては、図5(a)に示すようなOリング等のようなものであっても、図5(b)に示すようなガスケット等のようなものであってもよい。   By the way, in this invention, it is set as the non-contact state which does not contact the mouse | mouth part 11 with respect to the edge part (in this case, the crimping part 31) of the hub wheel 1. FIG. That is, a gap 58 is provided between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouse portion 11. For this reason, as shown in FIGS. 5A and 5B, it is preferable that the gap 58 is closed with a seal member 59. In this case, the gap 58 is formed from between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouth portion 11 to between the shaft portion fitting hole 22 a and the main body portion 12 a of the shaft portion 12. In this embodiment, the seal member 59 is disposed at a corner portion between the caulking portion 31 of the hub wheel 1 and the main body portion 12a. The seal member 59 may be an O-ring as shown in FIG. 5A or a gasket as shown in FIG. 5B.

また、ボルト部材54の座面60aと内壁22cとの間もシール材(図示省略)を介在させてもよい。この場合、例えば、ボルト部材54の座面60aに、塗布後に硬化して座面60aと内壁22cの凹窪部51の底面との間において密封性を発揮できる種々の樹脂からなるシール材(シール剤)を塗布すればよい。なお、このシール材としては、この車輪用軸受装置が使用される雰囲気中において劣化しないものが選択される。   Further, a sealing material (not shown) may be interposed between the seat surface 60a of the bolt member 54 and the inner wall 22c. In this case, for example, sealing materials (seal) made of various resins that can be cured after application on the seat surface 60a of the bolt member 54 and exhibit sealing properties between the seat surface 60a and the bottom surface of the recessed portion 51 of the inner wall 22c. Agent) may be applied. In addition, as this sealing material, the thing which does not deteriorate in the atmosphere where this wheel bearing apparatus is used is selected.

このように、本発明では、軸部12の凸部35とハブ輪1の凹部36との嵌合接触部位38全域が密着する凹凸嵌合構造Mを確実に形成することができる。しかも、凹部36が形成される部材には、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、しかもスプライン同士の位相合わせを必要とせず、組立性の向上を図るとともに、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できる。   As described above, in the present invention, the concave-convex fitting structure M in which the entire fitting contact portion 38 between the convex portion 35 of the shaft portion 12 and the concave portion 36 of the hub wheel 1 is in close contact can be reliably formed. Moreover, it is not necessary to form a spline portion or the like on the member in which the concave portion 36 is formed, which is excellent in productivity, and does not require the phase alignment between the splines. The tooth surface can be prevented from being damaged, and a stable fitting state can be maintained.

また、凹凸嵌合構造Mは、凸部35と凹部36との嵌合接触部位38の全体が密着しているので、この嵌合構造Mにおいて、径方向及び円周方向においてガタが生じる隙間が形成されない。このため、嵌合部位の全てが回転トルク伝達に寄与し、安定したトルク伝達が可能であり、しかも、異音の発生も生じさせない。   Further, in the concave / convex fitting structure M, the entire fitting contact portion 38 between the convex portion 35 and the concave portion 36 is in close contact with each other, and therefore, in this fitting structure M, there is a gap in which play occurs in the radial direction and the circumferential direction. Not formed. For this reason, all the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, and no abnormal noise is generated.

また、ハブ輪1の孔部22に外輪5の軸部12を圧入する際、この芯出し用テーパ部49aが圧入開始時のガイドを構成することができる。これにより、ハブ輪1の孔部22に対して外輪5の軸部12を、ズレを生じせさることなく圧入することができ、安定したトルク伝達が可能となる。   Further, when the shaft portion 12 of the outer ring 5 is press-fitted into the hole portion 22 of the hub wheel 1, the centering taper portion 49a can constitute a guide at the start of press-fitting. As a result, the shaft portion 12 of the outer ring 5 can be pressed into the hole portion 22 of the hub wheel 1 without causing a deviation, and stable torque transmission can be achieved.

なお、ハブ輪1の孔部22においてテーパ部49aが形成されない場合、外輪5の軸部12をハブ輪1の孔部22に圧入する際の芯合わせができず、ハブ輪1と等速自在継手3の外輪5とが芯ズレ、芯傾きを起すおそれがある。このため、テーパ部49aの傾斜角度θ(図3参照)としては、前記したように、15°〜75°とするのが好ましい。すなわち、15°未満であれば、ガイドとしての機能を発揮することができるが、テーパ部49aの軸方向長さが長くなって、圧入作業性に劣るとともに、ハブ輪1の軸方向長さが大となるおそれもある。また、75°を越えれば、芯ズレを起すおそれがある。   In addition, when the taper part 49a is not formed in the hole part 22 of the hub wheel 1, the center alignment at the time of press-fitting the shaft part 12 of the outer ring 5 into the hole part 22 of the hub wheel 1 cannot be performed, and it can be made at the same speed as the hub wheel 1. There is a possibility that the outer ring 5 of the joint 3 may be misaligned or tilted. For this reason, as described above, the inclination angle θ (see FIG. 3) of the tapered portion 49a is preferably 15 ° to 75 °. That is, if it is less than 15 °, the function as a guide can be exhibited, but the axial length of the tapered portion 49a becomes long, the press-fit workability is inferior, and the axial length of the hub wheel 1 is small. There is also a possibility of becoming large. If the angle exceeds 75 °, misalignment may occur.

ところで、軸部12をハブ輪1の孔部22に圧入していけば、形成されるはみ出し部45は、図4に示すように、カールしつつ軸部12の小径部12bの外径側に設けられる空間からなる空間の収納部57に収納されて行く。ここで、はみ出し部45は、凸部35が嵌入(嵌合)する凹部36の容量の材料分であって、形成される凹部36から押し出されたもの、凹部36を形成するために切削されたもの、又は押し出されたものと切削されたものの両者等から構成される。このため、孔部22の内径面から削り取られたり、押し出されたりした材料の一部であるはみ出し部45が収納部57内に入り込んでいく。   By the way, when the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the protruding portion 45 to be formed is curled toward the outer diameter side of the small diameter portion 12b of the shaft portion 12 as shown in FIG. It is stored in a storage section 57 of a space composed of the provided space. Here, the protruding portion 45 is the material of the capacity of the concave portion 36 into which the convex portion 35 is inserted (fitted), and is extruded from the concave portion 36 to be formed, and is cut to form the concave portion 36. It is comprised from what was extruded, what was extruded, and what was cut. For this reason, the protruding portion 45 which is a part of the material scraped off or pushed out from the inner diameter surface of the hole portion 22 enters the storage portion 57.

このように、前記圧入による凹部形成によって生じるはみ出し部45を収納する収納部57を設けることによって、はみ出し部45をこの収納部57内に保持(維持)することができ、はみ出し部45が装置外の車両内等へ入り込んだりすることがない。すなわち、はみ出し部45を収納部57に収納したままにしておくことができ、はみ出し部45の除去処理を行う必要がなく、組立作業工数の減少を図ることができて、組立作業性の向上及びコスト低減を図ることができる。   Thus, by providing the storage portion 57 for storing the protruding portion 45 generated by forming the concave portion by the press-fitting, the protruding portion 45 can be held (maintained) in the storage portion 57, and the protruding portion 45 is outside the apparatus. Never get into any other vehicle. That is, the protruding portion 45 can be kept stored in the storage portion 57, and it is not necessary to perform the removal processing of the protruding portion 45, so that the number of assembling operations can be reduced, and the assembly workability can be improved. Cost reduction can be achieved.

ボルト固定によって、ハブ輪1からの軸部12の軸方向の抜けが規制され、長期にわたって安定したトルク伝達が可能となる。特に、外輪5の軸部12のアウトボード側の端面52とボルト部材54の頭部54aとで挟持される内壁22cを設けたことによって、ボルト固定が安定するとともに、位置決めされたことによって、この車輪用軸受装置の寸法精度が安定するとともに、軸方向に沿って配設される凹凸嵌合構造Mの軸方向長さを安定した長さに確保することができ、トルク伝達性の向上を図ることができる。   The bolt fixing restricts the axial portion 12 from coming off from the hub wheel 1 in the axial direction, and enables stable torque transmission over a long period of time. In particular, by providing the inner wall 22c sandwiched between the end face 52 of the shaft portion 12 of the outer ring 5 and the head portion 54a of the bolt member 54, the bolt fixing is stabilized and positioned. While the dimensional accuracy of the wheel bearing device is stabilized, the axial length of the concave-convex fitting structure M disposed along the axial direction can be secured to a stable length, and torque transmission is improved. be able to.

また、ハブ輪1の端部が加締られて転がり軸受2に対して予圧が付与されるので、外輪5のマウス部11によって軸受2に予圧を付与する必要がなくなる。このため、軸受2への予圧を考慮することなく、外輪5の軸部12を圧入することができ、ハブ輪1と外輪5との連結性(組み付け性)の向上を図ることができる。マウス部11がハブ輪1と非接触状であるので、マウス部11とハブ輪1との接触による異音の発生を防止できる。   Further, since the end portion of the hub wheel 1 is crimped and preload is applied to the rolling bearing 2, it is not necessary to apply preload to the bearing 2 by the mouth portion 11 of the outer ring 5. For this reason, it is possible to press-fit the shaft portion 12 of the outer ring 5 without considering the preload to the bearing 2, and to improve the connectivity (assembly property) between the hub wheel 1 and the outer ring 5. Since the mouse part 11 is not in contact with the hub wheel 1, it is possible to prevent the generation of noise due to the contact between the mouse part 11 and the hub wheel 1.

これに対して、ハブ輪1の加締部31とマウス部11のバック面11aとを当接させるものであってもよい。その場合、軸部12の小径部12bに端面52が内壁22cの端面53部は当接せずに隙間となる。当接させる場合、両者の接触面圧は100MPa以下とするのが望ましい。接触面圧が100MPaを超えると、大トルク負荷時に継手外輪5とハブ輪1との捩れ量に差が生じ、この差によって接触部に急激なスリップが生じて異音を発生するおそれがあるからである。従って、接触面圧を100MPa以下とすることで、異音の発生を防止して静粛な車輪用軸受装置を提供することができる。   On the other hand, the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouse portion 11 may be brought into contact with each other. In that case, the end surface 52 does not contact the small-diameter portion 12b of the shaft portion 12 and the end surface 53 portion of the inner wall 22c does not come into contact with each other. When contacting, it is desirable that the contact surface pressure of both is 100 MPa or less. If the contact surface pressure exceeds 100 MPa, there will be a difference in the torsional amount between the joint outer ring 5 and the hub wheel 1 when a large torque is applied, and this difference may cause a sudden slip at the contact portion and generate noise. It is. Therefore, by setting the contact surface pressure to 100 MPa or less, it is possible to provide a quiet wheel bearing device that prevents the generation of abnormal noise.

外輪5のマウス部11と、ハブ輪1の端部が加締られてなる加締部31との間の隙間58をシール部材59にて密封しているので、この隙間58から雨水や異物の侵入が防止され凹凸嵌合構造Mへの雨水や異物等による密着性の劣化を回避することができる。ハブ輪1と外輪5の軸部12とのボルト固定を行うボルト部材54の座面60aと、内壁22cとの間にシール材を介在させたので、このボルト部材54からの凹凸嵌合構造Mへ雨水や異物の侵入が防止され、品質向上を図ることができる。   Since a gap 58 between the mouth portion 11 of the outer ring 5 and the crimped portion 31 formed by crimping the end of the hub wheel 1 is sealed with a seal member 59, rainwater and foreign matter are removed from the gap 58. Intrusion is prevented, and deterioration of adhesion due to rain water, foreign matter, or the like can be avoided. Since a sealing material is interposed between the bearing surface 60a of the bolt member 54 for fixing the bolt between the hub wheel 1 and the shaft portion 12 of the outer ring 5 and the inner wall 22c, the concave-convex fitting structure M from the bolt member 54 is provided. Rainwater and foreign matter can be prevented from entering, and quality can be improved.

また、凸部35の突出方向中間部位が、凹部形成前の凹部形成面上に配置されるようにすることによって、凸部35が圧入時に凹部形成面に食い込んでいき、凹部36を確実に形成することができる。すなわち、凸部35の相手側に対する圧入代を十分にとることができる。これによって、凹凸嵌合構造Mの成形性が安定し、圧入荷重のばらつきも無く、安定した捩り強度が得られる。   In addition, by arranging the intermediate portion in the protruding direction of the convex portion 35 on the concave portion forming surface before the concave portion is formed, the convex portion 35 bites into the concave portion forming surface during press-fitting, and the concave portion 36 is reliably formed. can do. That is, the press-fitting allowance with respect to the other side of the convex part 35 can be taken sufficiently. As a result, the formability of the concave-convex fitting structure M is stabilized, there is no variation in press-fit load, and a stable torsional strength is obtained.

図1等に示す実施形態では、外輪5の軸部12に凹凸嵌合構造Mの凸部35を設けるとともに、この凸部35の軸方向端部の硬度をハブ輪1の孔部内径部よりも高くして、軸部12をハブ輪1の孔部22に圧入するものであれば、軸部側の硬度を高くでき、軸部の剛性を向上させることができる。   In the embodiment shown in FIG. 1 and the like, the convex portion 35 of the concave-convex fitting structure M is provided on the shaft portion 12 of the outer ring 5, and the hardness of the axial end portion of the convex portion 35 is set from the inner diameter portion of the hole portion of the hub wheel 1. If the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the hardness on the shaft portion side can be increased and the rigidity of the shaft portion can be improved.

凹凸嵌合構造Mを転がり軸受2の軌道面の避直下位置に配置することによって、軸受軌道面におけるフープ応力の発生を抑える。これにより、転がり疲労寿命の低下、クラック発生、及び応力腐食割れ等の軸受の不具合発生を防止することができ、高品質な軸受2を提供することができる。   By arranging the concave-convex fitting structure M at a position directly below the raceway surface of the rolling bearing 2, occurrence of hoop stress on the bearing raceway surface is suppressed. As a result, it is possible to prevent a bearing failure such as a decrease in rolling fatigue life, occurrence of cracks, and stress corrosion cracking, and a high-quality bearing 2 can be provided.

前記実施形態のように、軸部12に形成するスプライン41は、モジュールが0.5以下の小さい歯を用いたので、このスプライン41の成形性の向上を図ることができるとともに、圧入荷重の低減を図ることができる。なお、凸部35を、この種のシャフトに通常形成されるスプラインをもって構成することができるので、低コストにて簡単にこの凸部35を形成することができる。   As in the above-described embodiment, the spline 41 formed on the shaft portion 12 uses small teeth with a module of 0.5 or less, so that the formability of the spline 41 can be improved and the press-fit load is reduced. Can be achieved. In addition, since the convex part 35 can be comprised with the spline normally formed in this kind of shaft, this convex part 35 can be easily formed at low cost.

また、外輪5のマウス部11と、ハブ輪1の端部が加締られてなる加締部31との間の隙間58をシール部材59にて密封しているので、この隙間58から雨水や異物の侵入が防止され凹凸嵌合構造Mへの雨水や異物等のよる密着性の劣化を回避することができる。ハブ輪1と外輪5の軸部12とのボルト固定を行うボルト部材54の座面60aと、内壁22cとの間シール材を介在させたので、このボルト部材54からの凹凸嵌合構造Mへ雨水や異物の侵入が防止され、品質向上を図ることができる。   Further, since the gap 58 between the mouth portion 11 of the outer ring 5 and the crimped portion 31 formed by crimping the end of the hub wheel 1 is sealed by the seal member 59, rainwater and Intrusion of foreign matter is prevented, and deterioration of adhesion due to rainwater, foreign matter or the like to the uneven fitting structure M can be avoided. Since a sealing material is interposed between the bearing surface 60a of the bolt member 54 for fixing the bolt between the hub wheel 1 and the shaft portion 12 of the outer ring 5 and the inner wall 22c, the concave-convex fitting structure M from the bolt member 54 is provided. Intrusion of rainwater and foreign matter is prevented, and quality can be improved.

前記図2に示すスプライン41では、山部41aのピッチと谷部41bのピッチとが同一設定される。このため、前記実施形態では、図2(b)に示すように、凸部35の突出方向中間部位の周方向厚さLと、周方向に隣り合う凸部35間における前記中間部位に対応する位置での周方向寸法L0とがほぼ同一となっている。 In the spline 41 illustrated in FIG. 2, the pitch of the pitch and valleys 41b at the crest 41a is the same set. For this reason, in the said embodiment, as shown in FIG.2 (b), it respond | corresponds to the circumferential direction thickness L of the protrusion direction intermediate part of the convex part 35, and the said intermediate part between the convex parts 35 adjacent to the circumferential direction. The circumferential dimension L0 at the position is substantially the same.

これに対して、図9に示すように、凸部35の突出方向中間部位の周方向厚さL2を、周方向に隣り合う凸部35間における前記中間部位に対応する位置での周方向寸法L1よりも小さいものであってもよい。すなわち、軸部12に形成されるスプライン41において、凸部35の突出方向中間部位の周方向厚さ(歯厚)L2を、凸部35間に嵌合するハブ輪1側の山部43の突出方向中間部位の周方向厚さ(歯厚)L1よりも小さくしている。 On the other hand, as shown in FIG. 9, the circumferential thickness L2 of the projecting direction intermediate portion of the convex portion 35 is set to the circumferential dimension at a position corresponding to the intermediate portion between the convex portions 35 adjacent in the circumferential direction. It may be smaller than L1. That is, in the spline 41 formed on the shaft portion 12, the circumferential thickness (tooth thickness) L <b> 2 of the intermediate portion in the protruding direction of the convex portion 35 is set to the peak portion 43 on the hub wheel 1 side fitted between the convex portions 35. It is made smaller than the circumferential thickness (tooth thickness) L1 of the intermediate portion in the protruding direction.

このため、軸部12側の全周における凸部35の歯厚の総和Σ(B1+B2+B3+・・・)を、ハブ輪1側の山部43(凸歯)の歯厚の総和Σ(A1+A2+A3+・・・)よりも小さく設定している。これによって、ハブ輪1側の山部43のせん断面積を大きくすることができ、ねじり強度を確保することができる。しかも、凸部35の歯厚が小であるので、圧入荷重を小さくでき、圧入性の向上を図ることができる。凸部35の周方向厚さの総和を、相手側の山部43における周方向厚さの総和よりも小さくする場合、全凸部35の周方向厚さL2を、周方向に隣り合う凸部35間における周方向の寸法L1よりも小さくする必要がない。すなわち、複数の凸部35のうち、任意の凸部35の周方向厚さが周方向に隣り合う凸部間における周方向の寸法と同一であっても、この周方向の寸法よりも大きくても、総和で小さければよい。なお、図9における凸部35は、断面台形(富士山形状)としている。 Therefore, the total tooth thickness Σ (B1 + B2 + B3 +...) Of the convex portion 35 on the entire circumference on the shaft 12 side is replaced by the total tooth thickness Σ (A1 + A2 + A3 +...) Of the peak portion 43 (convex tooth) on the hub wheel 1 side.・ It is set smaller than. Thereby, the shear area of the peak portion 43 on the hub wheel 1 side can be increased, and the torsional strength can be ensured. And since the tooth thickness of the convex part 35 is small, a press-fit load can be made small and a press-fit property can be aimed at. When making the sum total of the circumferential thickness of the convex part 35 smaller than the sum total of the circumferential thickness in the peak part 43 of the other party, let the circumferential direction thickness L2 of all the convex parts 35 be the convex parts adjacent to the circumferential direction. It is not necessary to make it smaller than the circumferential dimension L1 between 35. That is, among the plurality of convex portions 35, even if the circumferential thickness of the arbitrary convex portion 35 is the same as the circumferential dimension between the convex portions adjacent in the circumferential direction, it is larger than the circumferential dimension. However, it is sufficient if the sum is small. In addition, the convex part 35 in FIG. 9 is made into the cross-sectional trapezoid (Mt. Fuji shape).

ところで、図1に示す状態から、ボルト部材54を螺退させることによって、ボルト部材54を取外せば、ハブ輪1から外輪5を引き抜くことができる。すなわち、凹凸嵌合構造Mの嵌合力は、外輪5に対して所定力以上の引き抜き力を付与することにより引き抜くことができるものである。   By the way, the outer ring 5 can be pulled out from the hub wheel 1 by removing the bolt member 54 by screwing the bolt member 54 out of the state shown in FIG. That is, the fitting force of the concave-convex fitting structure M can be pulled out by applying a pulling force of a predetermined force or more to the outer ring 5.

例えば、図6に示すような取外用治具70にてハブ輪1と等速自在継手3とを分離することができる。治具70は、基盤71と、この基盤71の雌ねじ(ねじ孔)72に螺進退可能に螺合する押圧力付与用ボルト73を備える。基盤71には貫孔74が設けられ、この貫孔74にハブ輪1のボルト33が挿通され、ナット部材75がこのボルト33に螺合される。この際、基盤71とハブ輪1のフランジ21とが重ね合わされて、基盤71がハブ輪1に取り付けられる。   For example, the hub wheel 1 and the constant velocity universal joint 3 can be separated by a removal jig 70 as shown in FIG. The jig 70 includes a base 71 and a pressing force applying bolt 73 that is screwed into a female screw (screw hole) 72 of the base 71 so as to be able to advance and retract. A through hole 74 is provided in the base 71, and the bolt 33 of the hub wheel 1 is inserted into the through hole 74, and the nut member 75 is screwed into the bolt 33. At this time, the base 71 and the flange 21 of the hub wheel 1 are overlapped, and the base 71 is attached to the hub wheel 1.

軸部12のねじ孔50と、基盤71の雌ねじ72とのねじ山の方向を逆方向としている。すなわち、ねじ孔50が右ねじ(時計廻りすると進むねじ)であれば、雌ねじ72が左ねじ(反時計廻りすると進むねじ)であり、逆に、ねじ孔50が左ねじであれば、雌ねじ72が右ねじである。   The direction of the screw thread between the screw hole 50 of the shaft portion 12 and the female screw 72 of the base 71 is the reverse direction. That is, if the screw hole 50 is a right-hand screw (a screw that advances when turned clockwise), the female screw 72 is a left-hand screw (a screw that advances when the screw hole 50 rotates counterclockwise). Is a right-hand thread.

このように基盤71をハブ輪1に取り付けた後、又は基盤71を取り付ける前に、軸部12のねじ孔50に螺合されているボルト部材54を螺退させて、ボルト部材54の頭部54aを内壁22cからアウトボード側へ突出させる。ボルト部材54の突出量は、凹凸嵌合構造Mの軸方向長さよりも長く設定される。   In this way, after the base 71 is attached to the hub wheel 1 or before the base 71 is attached, the bolt member 54 screwed into the screw hole 50 of the shaft portion 12 is screwed back so that the head of the bolt member 54 54a is projected from the inner wall 22c to the outboard side. The protruding amount of the bolt member 54 is set longer than the axial length of the concave-convex fitting structure M.

その後は、図6に示すように、押圧力付与用ボルト73をアウトボード側から基盤71のねじ孔72に螺着し、この状態で、矢印のようにねじ軸76側へ螺進させる。この際、ボルト部材54と、押圧力付与用ボルト73とは、同一軸心上(この車輪用軸受装置の軸心上)に配設されているので、この螺進によって、押圧力付与用ボルト73がボルト部材54を矢印方向へ押圧する。これによって、ボルト部材54に対して分離力が生じ、外輪5がハブ輪1に対して矢印方向へ移動して、ハブ輪1から外輪5が外れる。   Thereafter, as shown in FIG. 6, the pressing force applying bolt 73 is screwed into the screw hole 72 of the base 71 from the outboard side, and in this state, is screwed toward the screw shaft 76 side as indicated by an arrow. At this time, the bolt member 54 and the pressing force applying bolt 73 are disposed on the same axis (on the axis of the wheel bearing device). 73 presses the bolt member 54 in the direction of the arrow. As a result, a separating force is generated on the bolt member 54, the outer ring 5 moves in the arrow direction with respect to the hub ring 1, and the outer ring 5 is detached from the hub ring 1.

ところで、押圧力付与用ボルト73が螺合する雌ねじ72と、ボルト部材が螺合するねじ孔50とのねじ山の方向を同一方向とすることも可能である。しかしながら、同一方向であれば、押圧力付与用ボルト73を螺進させれば、ボルト部材が共廻りしてボルト部材もねじ孔50に対して螺進することになる。そこで、図7に示すように、長さ寸法が大のねじ軸76を用い、ねじ軸76の先端をねじ孔50の底に到達するようにする。この状態で、ねじ軸76の基端部を内壁22cからアウトボード側へ突出させる。   By the way, the direction of the screw thread of the female screw 72 into which the pressing force applying bolt 73 is screwed and the screw hole 50 into which the bolt member is screwed may be the same direction. However, if the pressing force applying bolt 73 is screwed in the same direction, the bolt member rotates together, and the bolt member also screws into the screw hole 50. Therefore, as shown in FIG. 7, a screw shaft 76 having a large length is used, and the tip of the screw shaft 76 reaches the bottom of the screw hole 50. In this state, the base end portion of the screw shaft 76 is projected from the inner wall 22c to the outboard side.

この場合、押圧力付与用ボルト73を雌ねじ72に対して螺進させれば、ねじ軸76が共廻りすることなく、ねじ軸76が矢印方向へ押圧される。これによって、外輪5がハブ輪1に対して矢印方向へ移動して、ハブ輪1から外輪5が外れる。   In this case, when the pressing force applying bolt 73 is screwed with respect to the female screw 72, the screw shaft 76 is pressed in the direction of the arrow without rotating the screw shaft 76 together. As a result, the outer ring 5 moves in the direction of the arrow with respect to the hub ring 1, and the outer ring 5 is detached from the hub ring 1.

このように、雌ねじ72とねじ孔50とがねじ山の方向が同一方向であれば、供回りを防止するために、長さ寸法が大のねじ軸76を用いることになる。このため、分離する際には、固定用のボルト部材54を用いることができず、しかも、ねじ軸76を、その先端がねじ孔50の底に到達するまで螺進させる必要がある。したがって、雌ねじ72とねじ孔50とがねじ山の方向が同一方向であれば、分離作業時において、作業時間が大となる。ねじ軸76の長さ寸法が大であるので、取扱い性に劣ることになる。   As described above, if the female screw 72 and the screw hole 50 have the same thread direction, the screw shaft 76 having a large length is used to prevent the rotation. Therefore, when separating, the fixing bolt member 54 cannot be used, and the screw shaft 76 needs to be screwed until the tip of the screw shaft 76 reaches the bottom of the screw hole 50. Therefore, if the female screw 72 and the screw hole 50 have the same thread direction, the work time becomes long during the separation work. Since the length dimension of the screw shaft 76 is large, the handleability is poor.

これに対して、軸部12のねじ孔50と取外用治具70の雌ねじ72とのねじ山の方向を逆方向とすれば、押圧力付与用ボルト73を螺進させても、ボルト部材が共廻りすることがなく、ボルト部材54に押圧力を安定して付与できる。このため、ボルト部材54の先端がねじ孔50の底面に当接させることなく、ボルト部材54に押圧力を付与することができ、固定用のボルト部材を分離用のボルト部材としてそのまま使用することができ、分離作業性の向上及びコスト低減化を図ることができる。   On the other hand, if the screw thread direction between the screw hole 50 of the shaft portion 12 and the female screw 72 of the removal jig 70 is reversed, the bolt member can be moved even if the pressing force applying bolt 73 is screwed. A pressing force can be stably applied to the bolt member 54 without rotating together. Therefore, it is possible to apply a pressing force to the bolt member 54 without causing the front end of the bolt member 54 to contact the bottom surface of the screw hole 50, and the fixing bolt member can be used as it is as a separating bolt member. Therefore, the separation workability can be improved and the cost can be reduced.

また、ハブ輪1から外輪5が外れた状態からは、例えば、ボルト部材54を使用して再度、ハブ輪1と外輪5とを連結することができる。すなわち、ハブ輪1から基盤71を取外すとともに、図8に示すように、ボルト部材54を貫通孔56を介して軸部12のねじ孔50に螺合させる。この状態では、軸部12側の雄スプライン41と、前回の圧入によって形成されたハブ輪1の雌スプライン42との位相を合わせる。   Further, from the state in which the outer ring 5 is detached from the hub wheel 1, the hub wheel 1 and the outer ring 5 can be connected again using, for example, the bolt member 54. That is, the base 71 is removed from the hub wheel 1, and the bolt member 54 is screwed into the screw hole 50 of the shaft portion 12 through the through hole 56 as shown in FIG. In this state, the phases of the male spline 41 on the shaft portion 12 side and the female spline 42 of the hub wheel 1 formed by the previous press fitting are matched.

そして、この状態にて、ボルト部材54をねじ孔50に対して螺進させる。これによって、軸部12がハブ輪1内へ嵌入していく。この際、孔部22が僅かに拡径した状態となって、軸部12の軸方向の進入を許容し、軸方向の移動が停止すれば、孔部22が元の径に戻ろうとして縮径することになる。これによって、前回の圧入と同様、凸部35の凹部嵌合部位の全体がその対応する凹部36に対して密着する凹凸嵌合構造Mを確実に構成することができる。   In this state, the bolt member 54 is screwed into the screw hole 50. As a result, the shaft portion 12 is fitted into the hub wheel 1. At this time, if the hole portion 22 is slightly expanded in diameter, allowing the shaft portion 12 to enter in the axial direction and stopping the movement in the axial direction, the hole portion 22 is compressed to return to the original diameter. Will be diameter. As a result, as in the previous press-fitting, the concave-convex fitting structure M in which the entire concave portion fitting portion of the convex portion 35 is in close contact with the corresponding concave portion 36 can be reliably configured.

特に、ボルト部材54をねじ孔50に対して螺進させる際に、図6に示すように、ボルト部材54の基部55aが、貫通孔56に対応した状態となる。しかも、貫通孔56の孔径d1は、軸部54bの大径の基部55aの外径d2よりも僅かに大きく設定される(具体的には、0.05mm<d1−d2<0.5mm程度とされる)ので、ボルト部材54の基部55aの外径と、貫通孔56に内径とが、ボルト部材54がねじ孔50を螺進する際のガイドを構成することができ、芯ずれすることなく、軸部12をハブ輪1の孔部22に圧入することができる。なお、貫通孔56の軸方向長さとしても、短すぎると、安定したガイドを発揮できず、逆に長すぎると、内壁22cの厚さ寸法が大となって、凹凸嵌合構造Mの軸方向長さを確保できないとともに、ハブ輪1の重量が大となる。このため、これらを考慮して種々変更することができる。   In particular, when the bolt member 54 is screwed into the screw hole 50, the base portion 55 a of the bolt member 54 is in a state corresponding to the through hole 56 as shown in FIG. 6. Moreover, the hole diameter d1 of the through hole 56 is set to be slightly larger than the outer diameter d2 of the large base portion 55a of the shaft portion 54b (specifically, about 0.05 mm <d1-d2 <0.5 mm). Therefore, the outer diameter of the base portion 55a of the bolt member 54 and the inner diameter of the through-hole 56 can constitute a guide when the bolt member 54 is screwed through the screw hole 50, and without misalignment. The shaft portion 12 can be press-fitted into the hole portion 22 of the hub wheel 1. In addition, if the axial length of the through hole 56 is too short, a stable guide cannot be exhibited. On the contrary, if it is too long, the thickness dimension of the inner wall 22c becomes large, and the shaft of the concave-convex fitting structure M The length in the direction cannot be secured, and the weight of the hub wheel 1 is increased. Therefore, various changes can be made in consideration of these.

なお、軸部12のねじ孔50の開口部が開口側に向かって拡開するテーパ部50aとさているので、ねじ軸76やボルト部材54をねじ孔50に螺合させさせ易い利点がある。   Since the opening portion of the screw hole 50 of the shaft portion 12 is a tapered portion 50a that expands toward the opening side, there is an advantage that the screw shaft 76 and the bolt member 54 can be easily screwed into the screw hole 50.

ところで、1回目(孔部22の内径面37に凹部36を成形する圧入)では、圧入荷重が比較的大きいので、圧入のために、プレス機等を使用する必要がある。これに対して、このような再度の圧入では、圧入荷重を1回目の圧入荷重よりも小さいため、プレス機等を使用することなく、安定して正確に軸部12をハブ輪1の孔部22に圧入することができる。このため、現場での外輪5とハブ輪1との分離・連結が可能となる。   By the way, in the first time (press-fitting for forming the recess 36 in the inner diameter surface 37 of the hole 22), the press-fitting load is relatively large, so it is necessary to use a press machine or the like for press-fitting. On the other hand, in such re-pressing, since the press-fitting load is smaller than the first press-fitting load, the shaft portion 12 can be stably and accurately inserted into the hole of the hub wheel 1 without using a press machine or the like. 22 can be press-fitted. For this reason, the outer ring 5 and the hub wheel 1 can be separated and connected in the field.

このように、外輪5の軸部12に軸方向の引き抜き力を付与することによって、ハブ輪1の孔部22から外輪5を取外すことができるので、各部品の修理・点検の作業性(メン
テナンス性)の向上を図ることができる。しかも、各部品の修理・点検後に再度外輪5の軸部12をハブ輪1の孔部22に圧入することによって、凸部35と凹部36との嵌合接触部位38全域が密着する凹凸嵌合構造Mを構成することができる。このため、安定したトルク伝達が可能な車輪用軸受装置を再度構成することができる。
In this way, by applying an axial pulling force to the shaft portion 12 of the outer ring 5, the outer ring 5 can be removed from the hole 22 of the hub wheel 1, so that the workability (maintenance for repair / inspection of each part) is maintained. Property) can be improved. Moreover, by fitting the shaft portion 12 of the outer ring 5 into the hole portion 22 of the hub wheel 1 again after repair and inspection of each part, the fitting contact portion 38 between the convex portion 35 and the concave portion 36 is closely contacted. Structure M can be constructed. For this reason, the wheel bearing device capable of stable torque transmission can be configured again.

ところで、前記各実施形態では、軸部12側に凸部35を構成するスプライン41を形成するとともに、この軸部12のスプライン41に対して硬化処理を施し、ハブ輪1の内径面を未硬化(生材)としている。これに対して、図9に示すように、ハブ輪1の孔部22の内径面に硬化処理を施されたスプライン61(山部61a及び谷部61bとからなる)を形成するとともに、軸部12には硬化処理を施さないものであってもよい。なお、このスプライン61も公知公用の手段である転造加工、ブローチ加工、切削加工、プレス加工、引き抜き加工等の種々の加工方法によって、形成することがきる。また、熱硬化処理としても、高周波焼入れ、浸炭焼入れ等の種々の熱処理を採用することができる。 By the way, in each said embodiment, while forming the spline 41 which comprises the convex part 35 in the axial part 12 side, the hardening process is performed with respect to the spline 41 of this axial part 12, and the internal diameter surface of the hub ring 1 is unhardened. (Raw material). On the other hand, as shown in FIG. 9, while forming the spline 61 (consisting of a crest 61a and a trough 61b) on the inner diameter surface of the hole 22 of the hub wheel 1, the shaft portion 12 may not be subjected to a curing treatment. The spline 61 can also be formed by various processing methods such as rolling, broaching, cutting, pressing, drawing, etc., which are publicly known means. Further, various heat treatments such as induction hardening and carburizing and quenching can be employed as the thermosetting treatment.

この場合、凸部35の突出方向中間部位が、凹部形成前の凹部形成面(軸部12の外径面)の位置に対応する。すなわち、スプライン61の山部61aである凸部35の頂点を結ぶ円の直径寸法(凸部35の最小直径寸法)D4を、軸部12の外径寸法D6よりも小さく、スプライン61の谷部61bの底を結ぶ円の直径寸法(凸部間の谷部61bの最大直径寸法)D5を軸部12の外径寸法D6よりも大きく設定する。すなわち、D4<D6<D5とされる。 In this case, the intermediate portion in the protruding direction of the convex portion 35 corresponds to the position of the concave portion forming surface (the outer diameter surface of the shaft portion 12) before the concave portion is formed. That is, the diameter dimension (minimum diameter dimension of the convex portion 35) D4 connecting the vertices of the convex portion 35 which is the peak portion 61a of the spline 61 is smaller than the outer diameter dimension D6 of the shaft portion 12, and the valley portion of the spline 61 The diameter dimension of the circle connecting the bottoms of 61b ( the maximum diameter dimension of the valley portion 61b between the convex portions) D5 is set larger than the outer diameter dimension D6 of the shaft portion 12. That is, D4 <D6 <D5.

軸部12をハブ輪1の孔部22に圧入すれば、ハブ輪1側の凸部35によって、軸部12の外周面にこの凸部35が嵌合する凹部36を形成することができる。これによって、凸部35とこれに嵌合する凹部との嵌合接触部位38の全体が密着している。   If the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the concave portion 36 into which the convex portion 35 is fitted can be formed on the outer peripheral surface of the shaft portion 12 by the convex portion 35 on the hub wheel 1 side. Thereby, the whole fitting contact part 38 of the convex part 35 and the recessed part fitted to this is closely_contact | adhered.

ここで、嵌合接触部位38とは、図10(b)に示す範囲Bであり、凸部35の断面における山形の中腹部から山頂にいたる範囲である。また、周方向の隣合う凸部35間において、軸部12の外周面よりも外径側に隙間62が形成される。   Here, the fitting contact part 38 is a range B shown in FIG. 10B, and is a range from the middle part of the mountain shape to the summit in the cross section of the convex part 35. Further, a gap 62 is formed on the outer diameter side of the outer peripheral surface of the shaft portion 12 between the adjacent convex portions 35 in the circumferential direction.

この場合であっても、圧入によってはみ出し部45が形成されるので、このはみ出し部45を収納する収納部57を設けるのが好ましい。はみ出し部45は軸部12のマウス側に形成されることになるので、収納部をハブ輪1側に設けることになる。   Even in this case, since the protruding portion 45 is formed by press-fitting, it is preferable to provide a storage portion 57 for storing the protruding portion 45. Since the protruding portion 45 is formed on the mouse side of the shaft portion 12, the storage portion is provided on the hub wheel 1 side.

このように、ハブ輪1の孔部22の内径面37に凹凸嵌合構造Mの凸部35を設けるとともに、この凸部35の軸方向端部の硬度を外輪5の軸部12の外径部よりも高くして、圧入するものでは、軸部側の硬度処理(熱処理)を行う必要がないので、等速自在継手の外側継手部材(外輪5)の生産性に優れる。   As described above, the convex portion 35 of the concave-convex fitting structure M is provided on the inner diameter surface 37 of the hole portion 22 of the hub wheel 1, and the hardness of the axial end portion of the convex portion 35 is set to the outer diameter of the shaft portion 12 of the outer ring 5. In the case of press-fitting higher than the portion, it is not necessary to perform the hardness treatment (heat treatment) on the shaft portion side, so that the productivity of the outer joint member (outer ring 5) of the constant velocity universal joint is excellent.

以上、本発明の実施形態につき説明したが、本発明は前記実施形態に限定されることなく種々の変形が可能であって、例えば、凹凸嵌合構造Mの凸部35の形状として、前記図2に示す実施形態では断面三角形状であり、図9に示す実施形態では断面台形(富士山形状)であるが、これら以外の半円形状、半楕円形状、矩形形状等の種々の形状のものを採用でき、凸部35の面積、数、周方向配設ピッチ等も任意に変更できる。すなわち、スプライン41を形成し、このスプライン41の山部(凸歯)41aをもって凹凸嵌合構造Mの凸部35とする必要はなく、キーのようなものであってもよく、曲線状の波型の合わせ面を形成するものであってもよい。要は、軸方向に沿って配設される凸部35を相手側に圧入し、この凸部35にて凸部35に密着嵌合する凹部36を相手側に形成することができて、凸部35とこれに嵌合する凹部との嵌合接触部位38の全体が密着し、しかも、ハブ輪1と等速自在継手3との間で回転トルクの伝達ができればよい。 As described above, the embodiment of the present invention has been described. However, the present invention is not limited to the above-described embodiment, and various modifications are possible. For example, as the shape of the convex portion 35 of the concave-convex fitting structure M, FIG. In the embodiment shown in Fig. 2, the cross section is triangular, and in the embodiment shown in Fig. 9, the cross section is trapezoidal (Mt. Fuji), but other shapes such as semicircular, semielliptical, and rectangular are available. The area, the number, the circumferential arrangement pitch, and the like of the convex portions 35 can be arbitrarily changed. That is, it is not necessary to form the spline 41 and use the crest portion (convex tooth) 41a of the spline 41 as the convex portion 35 of the concave-convex fitting structure M, and it may be a key or a curved wave. It may form a mating surface of the mold. In short, the convex portion 35 disposed along the axial direction can be press-fitted into the mating side, and the concave portion 36 can be formed on the mating side with the convex portion 35 so as to closely fit the convex portion 35. It is only necessary that the entire fitting contact portion 38 between the portion 35 and the concave portion fitted thereto is in close contact, and that rotational torque can be transmitted between the hub wheel 1 and the constant velocity universal joint 3.

ハブ輪1の孔部22としては円孔以外の多角形孔等の異形孔であってよく、この孔部22に嵌挿する軸部12の端部の断面形状も円形断面以外の多角形等の異形断面であってもよい。さらに、ハブ輪1に軸部12を圧入する際に凸部35の圧入始端部のみが、凹部36が形成される部位より硬度が高ければよいので、凸部35の全体の硬度を高くする必要がない。図2等では隙間40が形成されるが、凸部35間の谷部まで、ハブ輪1の内径面37食い込むようなものであってもよい。なお、凸部35側と、凸部35にて形成される凹部形成面側との硬度差としては、前記したようにHRCで20ポイント以上とするのが好ましいが、凸部35が圧入可能であれば20ポイント未満であってもよい。 The hole portion 22 of the hub wheel 1 may be a deformed hole such as a polygonal hole other than a circular hole, and the cross-sectional shape of the end of the shaft portion 12 fitted into the hole 22 is also a polygon other than a circular cross section. It may be an irregular cross section. Furthermore, since only the press-fitting start end portion of the convex portion 35 needs to be harder than the portion where the concave portion 36 is formed when the shaft portion 12 is press-fitted into the hub wheel 1, it is necessary to increase the overall hardness of the convex portion 35. There is no. Although the gap 40 is formed in FIG. 2 and the like, the inner diameter surface 37 of the hub wheel 1 may bite into the valleys between the convex portions 35. The hardness difference between the convex portion 35 side and the concave portion forming surface formed by the convex portion 35 is preferably 20 points or more in HRC as described above, but the convex portion 35 can be press-fitted. If there is, it may be less than 20 points.

凸部35の端面(圧入始端)は前記実施形態では軸方向に対して直交する面であったが、軸方向に対して、所定角度で傾斜するものであってもよい。この場合、内径側から外径側に向かって反凸部側に傾斜しても凸部側に傾斜してもよい。   Although the end surface (press-fit start end) of the convex portion 35 is a surface orthogonal to the axial direction in the embodiment, it may be inclined at a predetermined angle with respect to the axial direction. In this case, it may be inclined from the inner diameter side toward the outer diameter side toward the anti-convex portion side or inclined toward the convex portion side.

さらに、ハブ輪1の孔部22の内径面37に、周方向に沿って所定ピッチで配設される小凹部を設けてもよい。小凹部としては、凹部36の容積よりも小さくする必要がある。このように小凹部を設けることによって、凸部35の圧入性の向上を図ることができる。すなわち、小凹部を設けることによって、凸部35の圧入時に形成されるはみ出し部45の容量を減少させることができて、圧入抵抗の低減を図ることができる。また、はみ出し部45を少なくできるので、収納部57の容積を小さくでき、収納部57の加工性及び軸部12の強度の向上を図ることができる。なお、小凹部の形状は、半楕円状、矩形等の種々のものを採用でき、数も任意に設定できる。   Furthermore, you may provide the small recessed part arrange | positioned by the predetermined pitch along the circumferential direction in the internal diameter surface 37 of the hole 22 of the hub wheel 1. FIG. The small recess needs to be smaller than the volume of the recess 36. By providing such a small recess, the press-fit property of the protrusion 35 can be improved. That is, by providing the small concave portion, the capacity of the protruding portion 45 formed when the convex portion 35 is press-fitted can be reduced, and the press-fit resistance can be reduced. Moreover, since the protrusion part 45 can be decreased, the volume of the storage part 57 can be reduced, and the workability of the storage part 57 and the strength of the shaft part 12 can be improved. Various shapes such as a semi-elliptical shape and a rectangular shape can be adopted as the shape of the small concave portion, and the number can be arbitrarily set.

軸受2の転動体30として、ローラを使用したものであってもよい。また、前記実施形態では、第3世代の車輪用軸受装置を示したが、第1世代や第2世代さらには第4世代であってもよい。なお、凸部35を圧入する場合、凹部36が形成される側を固定して、凸部35を形成している側を移動させても、逆に、凸部35を形成している側を固定して、凹部36が形成される側を移動させても、両者を移動させてもよい。なお、等速自在継手3において、内輪6とシャフト10とを前記各実施形態に記載した凹凸嵌合構造Mを介して一体化してもよい。   A roller may be used as the rolling element 30 of the bearing 2. In the above-described embodiment, the third generation wheel bearing device is shown. However, the first generation, the second generation, or the fourth generation may be used. In addition, when press-fitting the convex portion 35, even if the side where the concave portion 36 is formed is fixed and the side where the convex portion 35 is formed is moved, the side where the convex portion 35 is formed is reversed. It may be fixed and the side where the recess 36 is formed may be moved or both may be moved. In the constant velocity universal joint 3, the inner ring 6 and the shaft 10 may be integrated via the concave / convex fitting structure M described in the above embodiments.

ハブ輪1と軸部12とのボルト固定を行うボルト部材54の座面60aと、内壁22cとの間に介在されるシール材は、前記実施形態ではボルト部材54の座面60a側に樹脂を塗布して構成していたが、逆に、内壁22c側に樹脂を塗布するようにしてもよい。また、座面60a側および内壁22c側に樹脂を塗布するようにしてもよい。なお、ボルト部材54を螺着した際において、ボルト部材54の座面60aと、内壁22cの凹窪部51の底面とが密着性に優れるものであれば、このようなシール材を省略することも可能である。すわなち、凹窪部51の底面を研削することによって、ボルト部材54の座面60aとの密着性を向上させたりすることができる。もちろん、凹窪部51の底面を研削することなく、いわゆる旋削仕上げ状態であっても、密着性を発揮できれば、シール材を省略することができる。   The sealing material interposed between the seat surface 60a of the bolt member 54 that fixes the hub wheel 1 and the shaft portion 12 with the bolt and the inner wall 22c is made of resin on the seat surface 60a side of the bolt member 54 in the embodiment. However, conversely, a resin may be applied to the inner wall 22c side. Moreover, you may make it apply | coat resin to the seat surface 60a side and the inner wall 22c side. When the bolt member 54 is screwed, such a sealing material is omitted if the seat surface 60a of the bolt member 54 and the bottom surface of the recessed portion 51 of the inner wall 22c are excellent in adhesion. Is also possible. That is, it is possible to improve the adhesiveness of the bolt member 54 with the seating surface 60a by grinding the bottom surface of the recessed portion 51. Of course, the sealing material can be omitted if the adhesiveness can be exhibited even in a so-called turning finished state without grinding the bottom surface of the recessed portion 51.

また、ハブ輪1と外輪5とを分離させる場合に使用するボルト部材として、前記実施形態では、連結用(固定用)のボルト部材を用いていたが、固定用のボルト部材と分離用のボルト部材とが相違するものであってもよい。   Further, as the bolt member used when the hub wheel 1 and the outer ring 5 are separated from each other, the connecting (fixing) bolt member is used in the embodiment, but the fixing bolt member and the separating bolt are used. The member may be different.

本発明の第1実施形態を示す車輪用軸受装置の縦断面図である。It is a longitudinal cross-sectional view of the wheel bearing apparatus which shows 1st Embodiment of this invention. 前記車輪用軸受装置の凹凸嵌合構造を示し、(a)は拡大断面図であり、(b)は(a)のX部拡大図である。The uneven | corrugated fitting structure of the said wheel bearing apparatus is shown, (a) is an expanded sectional view, (b) is the X section enlarged view of (a). 前記車輪用軸受装置の圧入前の断面図である。It is sectional drawing before the press injection of the said wheel bearing apparatus. 前記車輪用軸受装置の要部拡大図である。It is a principal part enlarged view of the said wheel bearing apparatus. 前記車輪用軸受装置の外輪のマウス部とハブ輪の加締部との間の隙間を密封するシール部材を示し、(a)はOリングを用いたときの拡大断面図であり、(b)がガスケットを用いたときの拡大断面図である。The sealing member which seals the clearance gap between the mouse | mouth part of the outer ring | wheel of the said wheel bearing apparatus and the caulking part of a hub ring is shown, (a) is an expanded sectional view when an O-ring is used, (b) FIG. 3 is an enlarged cross-sectional view when a gasket is used. 凹凸嵌合構造の分離方法を示す断面図である。It is sectional drawing which shows the isolation | separation method of an uneven | corrugated fitting structure. 分離方法の比較例を示す断面図である。It is sectional drawing which shows the comparative example of the isolation | separation method. 再圧入方法を示す断面図である。It is sectional drawing which shows the repressing method. 凹凸嵌合構造の変形例を示す断面図である。It is sectional drawing which shows the modification of an uneven | corrugated fitting structure. 本発明の第2実施形態を示す車輪用軸受装置を示し、(a)は横断面図である。(b)の横断面図である。The wheel bearing apparatus which shows 2nd Embodiment of this invention is shown, (a) is a cross-sectional view. It is a cross-sectional view of (b). 従来の車輪用軸受装置の断面図である。It is sectional drawing of the conventional wheel bearing apparatus.

符号の説明Explanation of symbols

M 凹凸嵌合構造
1 ハブ輪
2 軸受
3 等速自在継手
12 軸部
22 孔部
22c 内壁
26,27 外側軌道面(アウタレース)
28,29 内側軌道面(インナレース)
30 転動体
35 凸部
36 凹部
38 嵌合接触部位
45 はみ出し部
50 ねじ孔
54 ボルト部材
54a 頭部
57 収納部
70 治具
72 雌ねじ
73 押圧力付与用ボルト
M Concavity and convexity fitting structure 1 Hub wheel 2 Bearing 3 Constant velocity universal joint 12 Shaft portion 22 Hole portion 22c Inner walls 26 and 27 Outer raceway surface (outer race)
28, 29 Inner raceway surface (inner race)
30 Rolling element 35 Convex part 36 Concave part 38 Contact part 45 Fitting part 50 Screw hole 54 Bolt member 54a Head part 57 Storage part 70 Jig 72 Female screw 73 Pressurizing bolt

Claims (13)

対向するアウタレースとインナレースとの間に配置された複数列の転動体を有する軸受と、車輪に取り付けられるハブ輪と、等速自在継手とを備え、ハブ輪と、ハブ輪の孔部に嵌挿される等速自在継手の外側継手部材の軸部とが凹凸嵌合構造を介して結合された車輪用軸受装置であって、
外側継手部材の軸部とハブ輪の孔部のうち、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、前記凸部と前記凹部との嵌合部位全域が密着する凹凸嵌合構造を構成し、かつこの凹凸嵌合構造は軸方向の引き抜き力付与による分離を許容しており
外側継手部材の軸部の軸心部に軸方向に沿ってねじ孔を設け、このねじ孔にボルト部材を螺合させることでハブ輪と外側継手部材の分離を規制し、ボルト部材の雄ねじが、前記分離規制状態からねじ孔の雌ねじとの螺合状態を保持して凸部と凹部の嵌合長さよりも大きいストロークで移動可能であり、移動後のボルト部材に軸心方向への押圧力付与することによって分離力発生することを特徴とする車輪用軸受装置。
A bearing having a plurality of rows of rolling elements arranged between the outer race and the inner race facing each other, a hub wheel attached to the wheel, and a constant velocity universal joint, and fitted into the hub wheel and the hole of the hub wheel. A wheel bearing device in which a shaft portion of an outer joint member of a constant velocity universal joint to be inserted is coupled through an uneven fitting structure,
Of the shaft part of the outer joint member and the hole part of the hub wheel, the convex part extending in the axial direction provided in either one is press-fitted into the other, and the convex part is formed on the other by the convex part. And the concave-convex fitting structure in which the entire fitting site between the concave portion and the concave portion is in close contact, and the concave-convex fitting structure allows separation by applying an axial pull-out force ,
A screw hole is provided in the axial center portion of the shaft portion of the outer joint member along the axial direction, and the bolt member is screwed into the screw hole to regulate separation of the hub wheel and the outer joint member. , And can be moved with a stroke larger than the fitting length of the convex portion and the concave portion while maintaining the screwed state with the female screw of the screw hole from the separation regulation state, and the pressing force in the axial direction on the bolt member after the movement The wheel bearing device is characterized in that a separating force is generated by applying the pressure.
ハブ輪の孔部の内径面に、前記ボルト部材の座面を構成する内壁を設けたことを特徴とする請求項に記載の車輪用軸受装置。 On the inner surface of the hole portion of the hub wheel, a wheel bearing apparatus of claim 1, characterized in that a inner wall constituting the bearing surface of the bolt member. 固定用ボルト部材の頭部と内壁との間にシール材を介在させたことを特徴とする請求項に記載の車輪用軸受装置。 3. The wheel bearing device according to claim 2 , wherein a sealing material is interposed between the head of the fixing bolt member and the inner wall. 外側継手部材の軸部の外径面に前記凹凸嵌合構造の凸部を設けるとともに、少なくとも、凸部の圧入開始側の端部の硬度をハブ輪の孔部内径部よりも高くしたことを特徴とする請求項1〜請求項のいずれか1項に記載の車輪用軸受装置。 Providing a convex part of the concave-convex fitting structure on the outer diameter surface of the shaft part of the outer joint member, and at least making the hardness of the end part on the press-fitting start side of the convex part higher than the inner diameter part of the hole of the hub wheel The wheel bearing device according to any one of claims 1 to 3 , wherein the wheel bearing device is a wheel bearing device. ハブ輪の孔部の内径面の内径寸法を、凸部の頂点を結ぶ円の直径寸法よりも小さく、凸部間の谷底を結ぶ円の直径寸法よりも大きく設定したことを特徴とする請求項に記載の車輪用軸受装置。 The inner diameter dimension of the inner diameter surface of the hole portion of the hub ring is set smaller than a diameter dimension of a circle connecting the apexes of the projections and larger than a diameter dimension of a circle connecting the valley bottoms between the projections. 4. A wheel bearing device according to 4. ハブ輪の孔部の内径面に前記凹凸嵌合構造の凸部を設けるとともに、少なくとも、凸部の圧入開始側の端部の硬度を外側継手部材の軸部の外径部よりも高くしたことを特徴とする請求項1〜請求項のいずれか1項に記載の車輪用軸受装置。 Provided with a convex portion of the concave and convex fitting structure on the inner diameter surface of the hole portion of the hub wheel, and at least the hardness of the end portion on the press-fitting start side of the convex portion is higher than the outer diameter portion of the shaft portion of the outer joint member The wheel bearing device according to any one of claims 1 to 3 , wherein: 外側継手部材の軸部の外径寸法を、ハブ輪の孔部の複数の凸部の頂点を結ぶの直径寸法よりも大きくするとともに、凸部間の谷底を結ぶ円の直径寸法よりも小さくしたことを特徴とする請求項に記載の車輪用軸受装置。 The outer diameter of the shaft portion of the outer joint member is made larger than the diameter of the circle connecting the vertices of the plurality of convex portions of the hole of the hub wheel, and smaller than the diameter of the circle connecting the valley bottoms between the convex portions. The wheel bearing device according to claim 6 , wherein the wheel bearing device is provided. 前記圧入による凹部形成によって生じるはみ出し部を収納する収納部を設けたことを特徴とする請求項1〜請求項のいずれか1項に記載の車輪用軸受装置。 The wheel bearing device according to any one of claims 1 to 7 , further comprising a storage portion that stores a protruding portion generated by forming the concave portion by the press-fitting. 周方向に隣り合う凸部間の谷部の谷底側に隙間が形成されていることを特徴とする請求項1〜請求項のいずれか1項に記載の車輪用軸受装置。 The wheel bearing device according to any one of claims 1 to 8 , wherein a gap is formed on a valley bottom side of a valley portion between convex portions adjacent to each other in the circumferential direction. 凸部の突出方向中間部位の周方向厚さの総和を、周方向に隣り合う凸部間における前記中間部位に対応する位置での周方向溝幅の総和よりも小さくしたことを特徴とする請求項1〜請求項のいずれか1項に記載の車輪用軸受装置。 The total sum of the circumferential thicknesses of the projecting direction intermediate portions of the convex portions is made smaller than the sum of the circumferential groove widths at positions corresponding to the intermediate portions between the convex portions adjacent in the circumferential direction. The wheel bearing device according to any one of claims 1 to 9 . 凹凸嵌合構造を、前記軸受の軌道面の避直下位置に配置したことを特徴とする請求項1〜請求項10のいずれか1項に記載の車輪用軸受装置。 The recess-projection fitting structure, a wheel bearing device according to any one of claims 1 to 10, characterized in that arranged in避直under position of raceways of the bearing. 対向するアウタレースとインナレースとの間に配置された複数列の転動体を有する軸受と、車輪に取り付けられるハブ輪と、等速自在継手とを備え、ハブ輪と、ハブ輪の孔部に嵌挿される等速自在継手の外側継手部材の軸部とが凹凸嵌合構造を介して分離可能に結合され、A bearing having a plurality of rows of rolling elements arranged between the outer race and the inner race facing each other, a hub wheel attached to the wheel, and a constant velocity universal joint, and fitted into the hub wheel and the hole of the hub wheel. The shaft portion of the outer joint member of the constant velocity universal joint to be inserted is detachably coupled via the concave-convex fitting structure,
前記凹凸嵌合構造が、外側継手部材の軸部とハブ輪の孔部のうち、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、前記凸部と前記凹部との嵌合部位全域が密着するものであり、The concave / convex fitting structure press-fits a convex portion extending in the axial direction provided in one of the shaft portion of the outer joint member and the hole of the hub wheel, and forms a concave portion by the convex portion on the other side. By doing so, the entire fitting site of the convex portion and the concave portion is in close contact,
外側継手部材の軸部の軸心部に軸方向に沿ってねじ孔を設け、このねじ孔にボルト部材を螺合することでハブ輪と外側継手部材を位置決めした車輪用軸受装置の分離方法であって、A separation method of a wheel bearing device in which a screw hole is provided in the axial center portion of the shaft portion of the outer joint member along the axial direction, and the hub wheel and the outer joint member are positioned by screwing a bolt member into the screw hole. There,
ボルト部材をねじ孔との螺合状態を保持して前記凹凸嵌合構造の凸部と凹部の嵌合長さ以上に移動させた後、ボルト部材に軸心方向への押圧力を付与して、ハブ輪と外側継手部材の軸部とを分離することを特徴とする車輪用軸受装置の分離方法。After holding the bolt member in a screwed state with the screw hole and moving it beyond the fitting length of the convex and concave portions of the concave and convex fitting structure, a pressing force in the axial direction is applied to the bolt member. A separation method for a wheel bearing device, wherein the hub wheel and the shaft portion of the outer joint member are separated.
雌ねじを有する取外用治具をハブ輪に着脱可能に装着し、前記取外用治具の雌ねじに螺合した押圧力付与用ボルトの螺進によって、前記ボルト部材を押圧するとともに、前記外側継手部材の軸部のねじ孔と前記取外用治具の雌ねじとのねじ山の方向を逆方向としたことを特徴とする請求項12に記載の車輪用軸受装置の分離方法。A detachable jig having a female screw is detachably attached to the hub wheel, and the bolt member is pressed by the screwing of a pressing force applying bolt screwed into the female screw of the detaching jig, and the outer joint member The wheel bearing device separation method according to claim 12, wherein the direction of the screw thread between the screw hole of the shaft portion of the shaft and the female screw of the removal jig is reversed.
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