JP5430909B2 - Wheel bearing device - Google Patents

Description

  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.

  The wheel bearing device has evolved from a structure called the first generation, which uses a combination of double row rolling bearings, to a second generation in which the body mounting flange is integrally provided on the outer member. One of the two inner raceways of the rolling bearing is formed on the outer circumference of the hub ring, and one of the two inner raceways of the double row rolling bearing is formed on the outer circumference of the hub ring. At the same time, a fourth-generation one having the other formed on the outer periphery of the outer joint member of the constant velocity universal joint has been developed.

  For example, Patent Document 1 describes what is called a third generation. As shown in FIG. 24, a wheel bearing device called a third generation includes a hub wheel 152 having a flange 151 extending in the outer diameter direction, and a constant velocity universal joint 154 to which an outer joint member 153 is fixed. And an outer member 155 disposed on the outer peripheral side of the hub wheel 152.

  The constant velocity universal joint 154 is disposed between the outer joint member 153, the inner joint member 158 disposed in the mouth portion 157 of the outer joint member 153, and the inner joint member 158 and the outer joint member 153. And a cage 160 for holding the ball 159. A female spline 161 is formed on the inner peripheral surface of the center hole of the inner joint member 158, and a male spline formed at the end of the shaft (not shown) is inserted into the center hole. By fitting the female spline 161 on the inner joint member 158 side and the male spline on the shaft side, the inner joint member 158 and the shaft are coupled so that torque can be transmitted.

  The hub wheel 152 has a cylindrical portion 163 and the flange 151, and a short cylindrical shape for mounting a wheel and a brake rotor (not shown) on the outer end surface 164 (end surface on the outboard side) of the flange 151. The pilot portion 165 is projected. The pilot portion 165 includes a large diameter portion 165a and a small diameter portion 165b, and a wheel is fitted on the large diameter portion 165a, and a brake rotor is fitted on the small diameter portion 165b.

  A fitting portion 166 is provided on the outer peripheral surface of the end portion on the inboard side of the cylindrical portion 163, and the inner ring 167 is fitted to the fitting portion 166. A first inner raceway surface 168 is provided in the vicinity of the flange 151 on the outer peripheral surface of the cylindrical portion 163, and a second inner raceway surface 169 is provided on the outer peripheral surface of the inner ring 167. The flange 151 of the hub wheel 152 is provided with a bolt mounting hole 162, and a hub bolt for fixing the wheel and the brake rotor to the flange 151 is mounted in the bolt mounting hole 162.

  The outer member 155 of the rolling bearing is provided with two rows of outer raceways 170 and 171 on the inner periphery thereof, and a flange (vehicle body mounting flange) 182 on the outer periphery thereof. The first outer raceway surface 170 of the outer member 155 and the first inner raceway surface 168 of the hub wheel 152 face each other, and the second outer raceway surface 171 of the outer member 155 and the raceway surface 169 of the inner ring 167 face each other. The rolling elements 172 are interposed between these.

  The shaft portion 173 of the outer joint member 153 is inserted into the tube portion 163 of the hub wheel 152. A screw portion 174 is formed at the shaft end of the shaft portion 173, and a male spline 175 is formed at the outer diameter portion on the inboard side of the screw portion 174. In addition, a female spline 176 is formed on the inner diameter surface of the cylindrical portion 163 of the hub wheel 152, and the shaft portion 173 is press-fitted into the cylindrical portion 163 of the hub wheel 152, so that the male spline 175 on the shaft portion 173 side and the hub wheel 152 side. The female spline 176 is fitted.

Then, the nut member 177 is screwed to the screw portion 174 of the shaft portion 173, and the hub wheel 152 and the outer joint member 153 are fixed. At this time, the seat surface 178 of the nut member 177 and the outer end surface 179 of the cylindrical portion 163 come into contact with each other, and the end surface 180 on the outboard side of the mouse portion 157 and the end surface 181 of the inner ring 167 come into contact with each other. As a result, the hub wheel 152 is sandwiched between the nut member 177 and the mouth portion 157 via the inner ring 167.
JP 2004340403 A

  Conventionally, as described above, the outer joint member 153 and the hub wheel 152 are coupled by press-fitting the male spline 175 provided on the shaft portion 173 into the female spline 176 provided on the hub wheel 152. For this reason, it is necessary to perform spline processing on both the shaft portion 173 and the hub wheel 152, which increases the cost. Further, at the time of press-fitting, it is necessary to match the unevenness of the male spline 175 of the shaft portion 173 and the female spline 176 of the hub wheel 152. At this time, if press-fitting is performed by tooth surface alignment, the tooth surface may be damaged due to peeling or the like. Moreover, if it press-fits by large diameter matching, the play of the circumferential direction will arise easily. If there is play in the circumferential direction, the transmission performance of the rotational torque is inferior and abnormal noise may be generated. Thus, in the case of spline fitting, there are problems of tooth surface damage during press-fitting and generation of play during use, and it is difficult to avoid both at the same time.

  Further, it is necessary to screw the nut member 177 to the screw portion 174 of the shaft portion 173 protruding from the cylindrical portion 163. 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.

  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 in which an outer joint member of a universal joint is firmly coupled.

  The wheel bearing device of the present invention has an outer member having a double row raceway surface on the inner periphery, a double row raceway surface facing the raceway surface on the outer periphery, and a wheel mounting flange on the outer periphery. A constant velocity universal joint having a wheel bearing including an inner member, a double row rolling element interposed between the outer member and the raceway surface of the inner member, and an outer joint member including a mouth portion and a shaft portion A bearing device for a wheel in which a shaft portion of an outer joint member that is inserted into a hole portion of the hub wheel is coupled by fitting the hub wheel with a concave portion and a convex portion, and the shaft portion of the outer joint member and the hub A fitting portion between the convex portion and the concave portion is formed by pressing a convex portion extending in the axial direction provided in one of the hole portions of the ring into the other and forming a concave portion by the convex portion on the other side. Constructing a concave-convex fitting structure in which the entire area is in close contact, and on the outboard side end of the hole of the hub wheel, A tapered hole that expands toward the end of the outer board is provided, and a retaining structure is provided between the shaft portion of the outer joint member and the inner diameter surface of the tapered hole to prevent the shaft portion from coming off. The taper angle θ with respect to the joint axis is 20 ° ≦ θ ≦ 60 °.

  According to the wheel bearing device of the present invention, when the convex portion is press-fitted into the other side, the convex portion bites into the hole inner diameter surface of the hub wheel, so that the hole portion is slightly expanded in diameter. Thus, when the axial movement of the convex portion is allowed and the axial movement stops, the hole portion is reduced in diameter to return to the original diameter. Thereby, the whole fitting part (continuous area | region from the top part of a convex part to the side surface of the both sides) is closely_contact | adhered with respect to a recessed part among convex parts, and both radial direction and the circumferential direction , No gaps that cause play are formed. Therefore, all the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, and no abnormal noise is generated. Furthermore, since the convex portion and the concave portion are in close contact with each other with no gap, the strength of the torque transmitting portion is improved. For this reason, the wheel bearing device can be made lightweight and compact.

  By providing the retaining structure, the outer joint member can be prevented from coming off in the axial direction with respect to the hub wheel, and a stable connected state is maintained. Further, for example, when the vehicle starts, if the surface pressure between the inner ring of the bearing portion and the shoulder (back surface) of the outer joint member of the constant velocity universal joint increases, the back of the outer ring member of the constant velocity universal joint and the inner ring of the bearing portion increases. There is a risk that a stick-slip sound commonly referred to as a “cuckling sound” may occur between the surface and the surface. However, in the present invention, the taper angle θ with respect to the joint axis of the taper hole is set to 20 ° ≦ θ ≦ 60 °, so that the inboard side end portion of the bearing portion and the mouth portion of the bearing portion are maintained while maintaining the slip-proof load of the uneven fitting structure. It is possible to prevent an increase in surface pressure with the back surface. Thereby, generation | occurrence | production of a cuckling sound can be prevented and the fall-out prevention effect can be exhibited effectively. If θ is less than 20 °, the surface pressure between the inboard side end of the inner member of the bearing portion and the back surface of the outer joint member of the constant velocity universal joint can be reduced, but the retaining effect cannot be obtained. Also, if it exceeds 60 °, the load-proof load increases, but the force with which the retaining portion presses the constant velocity universal joint in the axial direction increases, so that the inboard side end of the inner member of the bearing portion becomes constant velocity. Since the surface pressure with the back surface of the outer joint member of the universal joint is increased, the cuckling noise is increased. In addition, since the diameter of the cylindrical surface is increased to a tapered shape, the thickness of the tip portion (large diameter side of the retaining portion) becomes thin, and it is impossible to obtain an expected anti-slip load.

  The end portion on the outboard side of the shaft portion of the outer joint member can be expanded and engaged with the inner diameter surface of the tapered hole. Thereby, the number of parts can be reduced, and the apparatus can be made compact and the cost can be reduced.

  The hardness of the end portion on the outboard side of the shaft portion of the outer joint member can be set to HRc40 or less. Thereby, when the diameter of the outboard side end of the shaft portion of the outer joint member is expanded and engaged with the inner diameter surface of the taper hole, the outboard side end of the shaft portion can be prevented from cracking, The retaining effect can be maintained stably over a long period of time.

  The inner member is composed of a hub wheel having a flange for mounting the wheel on the outer periphery, and an inner ring press-fitted into the outer periphery of the end portion on the inboard side of the hub wheel, the outer periphery of the hub wheel and the inner ring The raceway surfaces are formed on the outer circumferences, respectively, and the hub ring and the inner ring can be integrated by crimping the inboard side end of the hub ring. In this way, the so-called self-retain structure eliminates the need to manage the preload by firmly tightening with a nut or the like as in the prior art, so that it can be easily incorporated into the vehicle, and The preload amount can be maintained for a long time.

  The convex part which forms an uneven | corrugated fitting structure can be formed in the axial part of the said outer joint member. In this case, the shaft portion is press-fitted into the hole portion of the hub wheel, and the shape of the convex portion is transferred to the hole portion of the hub wheel, and the hub wheel is elastically deformed in the radial direction at the time of press-fitting. The pre-load acts on the projecting portion that is in contact with each other so that the pre-load is in close contact and tightly fitted. On the other hand, the convex part which forms an uneven | corrugated fitting structure can be formed in the internal diameter surface of the hole of the said hub ring. In this case, the shaft portion is press-fitted into the hole of the hub wheel, the shape of the convex portion is transferred to the shaft portion of the outer joint member, and the shaft portion is elastically deformed in the radial direction at the time of press-fitting. When the preload of the minute acts on the projecting portions that are in contact with each other, it is tightly fitted and tightly fitted.

  The hardness of the end portion on the press-fitting start side of the convex portion can be made higher than the inner diameter portion of the hole portion of the hub wheel, and the hardness difference can be set to HRc20 or more. Moreover, the hardness of the edge part by the side of the press injection of the said convex part can be made higher than the outer-diameter part of the axial part of an outer joint member, and the hardness difference can be more than HRc20. That is, the hardness of the convex portion is set to HRc20 or higher than the hardness of the portion where the concave portion of the counterpart member is formed. Thereby, a recessed part can be effectively formed in a convex part.

  A pocket portion for accommodating a protruding portion generated by the formation of the concave portion by the press-fitting can be provided in the shaft portion of the outer joint member or the hole portion of the hub wheel. Here, the protruding portion is an amount of material corresponding to the volume of the concave portion formed by the convex portion, and is extruded from the formed concave portion, cut to form the concave portion, or extruded. It consists of both the cut and the cut. By providing the pocket portion, the protruding portion can be held in the pocket portion, and the protruding portion does not enter the vehicle outside the apparatus. In this case, the protruding portion can be kept stored in the pocket portion, and it is not necessary to perform the removal processing of the protruding portion, the number of assembling work can be reduced, the assembling workability is improved, and the cost is reduced. Can be achieved.

  The inner diameter dimension of the inner diameter surface of the hole portion of the hub wheel can be set smaller than the diameter dimension of the circle connecting the apexes of the projections and larger than the diameter dimension of the valley bottom between the projections. Further, the outer diameter dimension of the shaft portion of the outer joint member can be larger than the diameter dimension of the arc connecting the vertices of the plurality of convex portions of the hub wheel, and smaller than the diameter dimension of the valley bottom between the convex portions. Thereby, a gap is formed in the minimum diameter portion of the convex portion.

  It is preferable to make the sum of the circumferential thicknesses of the protrusions smaller than the sum of the groove widths between the adjacent protrusions at the intermediate portion in the height direction of the protrusions. In this case, since the mating meat entering the groove between the adjacent convex portions has a large thickness in the circumferential direction, the shear area of the meat can be increased, and the torsional strength can be improved. And since the tooth thickness of a convex part is small, a press-fit load can be made small and a press-fit property can be aimed at. The same effect can be achieved by making the sum of the circumferential thicknesses of the respective convex portions smaller than the sum of the groove widths between the adjacent convex portions at the intermediate portion in the height direction of the convex portions.

  If a seal member for preventing the entry of foreign matter is provided in the gap between the back surface of the outer joint member and the inner member, rainwater and foreign matter can be prevented from entering the concave-convex fitting structure from the gap to improve quality. Can do.

  According to the present invention, in the wheel bearing device, it is possible to suppress the occurrence of backlash during use, and the connection workability between the hub wheel and the outer joint member is excellent. Moreover, the fitting of the hub wheel and the outer joint member of the constant velocity universal joint is stable, and a wheel bearing device excellent in strength can be provided.

  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. In this wheel bearing device, a double row wheel bearing 2 including a hub wheel 1 and a constant velocity universal joint 3 are integrated. In the following description, the inboard side means the side that is inside the vehicle width direction of the vehicle when attached to the vehicle, and the outboard side means the vehicle width direction of the vehicle when attached to the vehicle. This means the outside side.

  The constant velocity universal joint 3 is interposed between a joint outer ring 5 as an outer joint member, a joint inner ring 6 as an inner joint member disposed inside the joint outer ring 5, and a joint outer ring 5 and a joint inner ring 6. A plurality of balls 7 that transmit torque and a cage 8 that is interposed between the joint outer ring 5 and the joint inner ring 6 and holds the balls 7 are configured as main members. The joint inner ring 6 is spline-fitted by press-fitting the end portion 10a of the shaft 10 into the hole inner diameter 6a and is coupled to the shaft 10 so as to be able to transmit torque. Note that a retaining ring 9 for retaining the shaft is fitted to the end portion 10a of the shaft 10.

  The joint outer ring 5 includes a mouth portion 11 and a shaft portion (also referred to as a stem portion) 12. The mouth portion 11 has a bowl shape opened at one end, and a plurality of track grooves 14 extending in the axial direction on the inner spherical surface 13 thereof. Are formed at equal intervals in the circumferential direction. The track groove 14 extends to the open end of the mouse portion 11. In the joint 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.

  The track groove 14 of the joint outer ring 5 and the track groove 16 of the joint inner ring 6 make a pair, and one ball 7 as a torque transmission element rolls on each of the ball tracks constituted by the pair of track grooves 14 and 16. Incorporated as possible. The ball 7 is interposed between the track groove 14 of the joint outer ring 5 and the track groove 16 of the joint inner ring 6 to transmit torque. The cage 8 is slidably interposed between the joint outer ring 5 and the joint inner ring 6, and is fitted to the inner spherical surface 13 of the joint outer ring 5 by the outer spherical surface 8a, and the outer spherical surface 15 of the joint inner ring 6 by the inner spherical surface 8b. Mates with. The constant velocity universal joint 3 in this case is an undercut-free type in which the outer ring track groove 14 is linear on the opening side of the mouth portion 11 and the inner ring track groove 16 is straight on the back side of the mouth portion 11. Although shown, other constant velocity universal joints such as a Zepper type may be used.

  Further, the opening of the mouse part 11 is closed by a boot 60. The boot 60 includes a large-diameter portion 60a, a small-diameter portion 60b, and a bellows portion 60c that connects the large-diameter portion 60a and the small-diameter portion 60b. The large-diameter portion 60a is fitted around the opening of the mouse portion 11, and is fastened by the boot band 61 in this state. Further, the small-diameter portion 60b is externally fitted to the boot mounting portion 10b of the shaft 10, and is fastened by the boot band 62 in this state.

  As shown in FIG. 2, the hub wheel 1 includes a tube portion 20 and a wheel mounting flange 21 provided at an end portion of the tube portion 20 on the outboard side. The hole portion 22 of the cylindrical portion 20 includes a shaft portion fitting hole 22a in the middle portion in the axial direction, a tapered hole 22b on the outboard side, and a large diameter hole 22c on the inboard side. The diameter of the tapered hole 22b increases toward the outboard end, and the taper angle θ of the tapered hole 22b with respect to the joint axis is 20 ° ≦ θ ≦ 60 °. In the shaft portion fitting hole 22a, the shaft portion 12 of the joint outer ring 5 and the hub wheel 1 are coupled to each other through an uneven fitting structure M described later. A tapered portion (tapered hole) 22d is provided between the shaft portion fitting hole 22a and the large diameter hole 22c. The tapered portion 22 d is reduced in diameter toward the shaft end side of the shaft portion 12 of the joint outer ring 5. The taper angle θ3 of the taper portion 22d is, for example, 15 ° to 75 °.

  On the outer peripheral surface of the hub wheel 1 on the inboard side, a step portion 23 having a small diameter is formed. An inner member having double-row inner raceways (inner races) 28 and 29 is formed by fitting the inner ring 24 to the stepped portion 23. Of the double-row inner raceway surfaces, the outboard side inner raceway surface 28 is formed on the outer peripheral surface of the hub wheel 1, and the inboard side inner raceway surface 29 is formed on the outer peripheral surface of the inner ring 24. The wheel bearing 2 is disposed on the outer diameter side of the inner member, the inner member, and an outer member 25 having double-row outer raceways (outer races) 26 and 27 on the inner periphery, and the outer member 25. Between the outer raceway surface 26 on the outboard side and the inner raceway surface 28 of the hub wheel 1, and between the outer raceway surface 27 on the inboard side of the outer member 25 and the inner raceway surface 29 of the inner ring 24. And a ball as the rolling element 30. Since the hub ring 1 and the inner ring 24 press-fitted into the outer periphery of the hub ring 1 constitute an inner member having the inner raceways 28 and 29, the wheel bearing device can be reduced in weight and size. Seal members S1 and S2 are attached to both openings of the outer member 25.

  The wheel bearing 2 has a structure in which a cylindrical end portion on the inboard side of the hub wheel 1 is swaged and a preload is applied to the inside of the bearing by pressing the inner ring 24 with a swaged portion 31 formed by swaged. is there. Thereby, the inner ring 24 can be fixed to the hub ring 1. When preload is applied to the bearing 2 by the crimped portion 31 formed at the end of the hub wheel 1, it is not necessary to apply preload at the mouth portion 11 of the joint outer ring 5. Therefore, the shaft portion 12 of the joint outer ring 5 can be press-fitted without considering the amount of preload, and the connectivity (assembleability) between the hub wheel 1 and the joint outer ring 5 can be improved.

  The caulking portion 31 of the hub wheel 1 and the shoulder portion (back surface) 11a of the mouse portion 11 are in contact with each other. In this case, since the shaft portion 12 of the joint outer ring 5 is positioned, the dimensional accuracy of the wheel bearing device is stabilized, and the axial length of the concave-convex fitting structure M is stabilized to improve torque transmission. Can be planned. When the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouse portion 11 are brought into contact with each other in this way, it is desirable that the contact surface pressure between them 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.

  Bolt mounting holes 32 are provided in the flange 21 of the hub wheel 1, and hub bolts 33 for fixing the wheel and brake rotor to the flange 21 are mounted in the bolt mounting holes 32. The hub wheel 1 is not provided with the pilot portion 165 provided in the hub wheel of the conventional wheel bearing device (see FIG. 24).

  As shown in FIGS. 3 (a) and 3 (b), the concave-convex fitting structure M includes, for example, a convex portion 35 provided in an end portion of the shaft portion 12 on the outboard side and extending in the axial direction, and a hub wheel. It is comprised with the recessed part 36 formed in the internal-diameter surface (In this embodiment, the internal-diameter surface 37 of the axial part fitting hole 22a) of the 1 hole part 22. As shown in FIG. The entire fitting portion 38 between the convex portion 35 and the concave portion 36 of the hub wheel 1 fitted to the convex portion 35 is in close contact. A plurality of convex portions 35 extending in the axial direction are disposed at a predetermined pitch along the circumferential direction on the outer peripheral surface of the end portion on the outboard side of the shaft portion 12, and the shaft portion fitting hole of the hole portion 22 of the hub wheel 1. A plurality of axial recesses 36 in which the protrusions 35 are fitted are formed along the circumferential direction on the inner diameter surface 37 of 22a. The convex portion 35 and the concave portion 36 are tight-fitted over the entire circumference.

  In this case, as shown in FIG. 4A, each convex portion 35 has a triangular shape (mountain shape) having a convex round-shaped top, and the fitting region of each convex portion 35 with the concave portion is A range A shown in FIG. Each convex part 35 and the recessed part 36 are fitted in the range from the middle part to the top part on both sides in the circumferential direction of the convex part 35 in the cross section. Between the adjacent convex portions 35 in the circumferential direction, a gap 40 is formed on the inner diameter side with respect to the inner diameter surface 37 of the hub wheel 1, so that the side surface 35 b of each convex portion 35 does not fit into the concave portion 36. Is formed.

  The convex part 35 has the corner | angular part 39 without the roundness in the edge of the end surface 35a of the press injection start side. Here, the “corner portion 39” is a mountain-shaped ridge formed by linearly intersecting the end surface 35a and the peripheral surface 35b of the convex portion 35 (side formed by two adjacent surfaces of a polyhedron intersecting each other). Means. Therefore, C-chamfered corners are excluded, but even if it is recognized that there is no C-chamfer with the naked eye, a C-chamfered shape is formed if observed microscopically. May be allowed. In addition, the corners are assumed to be “unrounded”. However, even if the corners cannot be confirmed with the naked eye, it may be recognized that an R chamfer is formed microscopically. In view of the above circumstances, in the present invention, a corner where an R chamfer of 0.1 mm or less or a C chamfer of 0.1 mm or less is formed is included in the “corner without roundness”. For example, when the male spline 41 having 58 teeth is configured with the module 0.48, in the case of R chamfering, it is about R0.02 to 0.05 mm, and in the case of C chamfering, about C0.02 to 0.05 mm. Include things in the “round corners”. Here, the module is a pitch circle diameter divided by the number of teeth.

  As the convex portion 35, a convex portion having a flat surface 44 as shown in FIG. 4B can be used.

  As shown in FIG. 1, a retaining structure M <b> 1 is provided between the end of the shaft portion 12 of the joint outer ring 5 and the inner diameter surface 37 of the hub wheel 1 to restrict the shaft portion from coming off. The retaining structure M1 includes a tapered locking piece 65 that extends from the end of the shaft portion 12 of the joint outer ring 5 to the outboard side and engages with the tapered hole 22b in the axial direction. The tapered locking piece 65 is a ring-shaped body whose diameter increases from the inboard side to the outboard side, and at least a part of the outer peripheral surface 65a is in pressure contact with or in contact with the tapered hole 22b.

  For example, when the surface pressure between the inner ring 24 of the wheel bearing 2 and the back surface 11a of the joint outer ring 5 of the constant velocity universal joint 3 increases when the vehicle starts, the inner ring 24 of the wheel bearing 2 and the joint outer ring of the constant velocity universal joint 3 become higher. There is a possibility that a stick-slip sound commonly referred to as a “cuckling sound” may occur between the back surface 11a and the back surface 11a. However, in the present invention, since the taper angle θ with respect to the joint axis of the tapered hole 22b is 20 ° ≦ θ ≦ 60 °, the end portion on the inboard side of the wheel bearing 2 and It can prevent that the surface pressure with the back surface 11a of the mouse | mouth part 11 becomes high. Thereby, generation | occurrence | production of a cuckling sound can be prevented and the fall-out prevention effect can be exhibited effectively. If θ is less than 20 °, the surface pressure between the inboard side end of the inner ring 24 of the wheel bearing 2 and the back surface 11a of the joint outer ring 5 of the constant velocity universal joint 3 can be reduced, but the retaining effect cannot be obtained. . Further, if it exceeds 60 °, the load resistance increases, but the force with which the retaining portion presses the constant velocity universal joint 3 in the axial direction increases, and the inboard side end portion of the inner ring 24 of the wheel bearing 2 Since the surface pressure of the constant velocity universal joint 3 with the back surface 11a of the joint outer ring 5 is increased, the cuckling noise is increased. In addition, since the diameter of the cylindrical surface is increased to a tapered shape, the thickness of the tip portion (large diameter side of the retaining portion) becomes thin, and it is impossible to obtain an expected anti-slip load.

  In this wheel bearing device, the foreign matter intrusion preventing means W to the concave / convex fitting structure M is provided on the outboard side of the concave / convex fitting structure M.

  Further, as shown in FIG. 25, a gap 98 between the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11 may be provided. In this case, on the inboard side, as shown in FIGS. 26 (a) and 26 (b), a seal member 99 is provided in a gap 98 between the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11. The seal member 99 constitutes the inboard foreign matter intrusion prevention means W1. The gap 98 is formed from the space between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouth portion 11 to the space between the large-diameter hole 22 c of the hub wheel 1 and the shaft portion 12. In this way, the seal member 99 is disposed at the corner portion of the gap 98, that is, at the boundary portion between the caulking portion 31 of the hub wheel 1 and the large diameter portion 12c, and the end portion of the hub wheel 1 and the bottom portion of the mouth portion 11 are located. By closing the gap 98 therebetween, it is possible to prevent rainwater and foreign matter from entering the concave-convex fitting structure M from the gap 98. As the seal member 99, for example, a commercially available O-ring as shown in FIG. As the seal member 99, any member can be used as long as it can be interposed between the end of the hub wheel 1 and the bottom of the mouth portion 11. Other than the O-ring, for example, as shown in FIG. Something like a gasket can also be used.

  The outboard-side foreign matter intrusion preventing means W2 can be constituted by a tapered locking piece 65 as an engaging portion and a sealing material (not shown) interposed between the inner diameter surface of the tapered hole 22b. . In this case, the sealing material is applied to the tapered locking piece 65. That is, a sealing material made of various resins that can be cured after application and can exhibit sealing performance between the tapered locking piece 65 and the inner diameter surface of the tapered hole 22 b may be applied to the tapered locking piece 65. In addition, as this sealing material, the thing which does not deteriorate in the atmosphere where this wheel bearing apparatus is used is selected.

  A sealing material may be interposed between the convex portion 35 and the concave portion 36, whereby the foreign matter intrusion prevention means W (W3) may be configured. In this case, a sealing material made of various resins that can be cured after application and exhibit sealing properties between the fitting contact portions 38 may be applied to the surface of the convex portion 35.

  The uneven fitting structure M can be obtained by the following procedure.

  First, a male spline 41 having a large number of teeth extending in the axial direction is formed on the shaft portion 12 of the joint outer ring 5 using a known processing method (rolling, cutting, pressing, drawing, etc.). . Of the male spline 41, a region surrounded by a circle passing through the tooth bottom 41b, the tooth tip 41a, and both side surfaces connected to the tooth tip 41a is the convex portion 35.

  The male spline 41 has a module of 0.5 or less, and preferably has a smaller tooth than a normally used spline module. As a result, the moldability of the spline 41 can be improved, and the press-fit load when the male spline 41 is press-fitted into the shaft portion fitting hole 22a of the hub wheel 1 can be reduced. By forming the convex portion 35 of the shaft portion 12 with the male spline 41, it is possible to utilize processing equipment for forming a spline on this type of shaft, and the convex portion 35 can be formed at low cost. is there.

  Next, as shown by cross-hatching in FIG. 5B, a thermosetting process is performed on the outer diameter surface of the shaft portion 12 to form a hardened layer H. The hardened layer H is continuously formed in the circumferential direction including the entire convex portion 35 and the tooth bottom 41b. In addition, the axial formation range of the hardened layer H is a range including at least a continuous region from the edge on the outboard side of the male spline 41 to the inner diameter portion of the bottom wall of the mouth portion 11 of the joint outer ring 5. To do. As the 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. In addition, carburizing and quenching is a method in which carbon is infiltrated / diffused from the surface of a low carbon material and then quenched.

  On the other hand, the inner diameter side of the hub wheel 1 is maintained in an unburned state. That is, the inner diameter surface 37 of the hole portion 22 of the hub wheel 1 is an uncured portion (unburned state) that is not subjected to thermosetting. The hardness difference between the hardened layer H of the shaft portion 12 of the joint outer ring 5 and the uncured portion of the hub wheel 1 is 20 points or more in HRC. For example, 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 about 30 HRC. Of the inner diameter surface 37 of the hub wheel 1, it is sufficient that at least the inner diameter surface 37 of the shaft portion fitting hole 22 a is an uncured portion, and the other inner diameter surface may be subjected to thermosetting treatment. Further, if the hardness difference is ensured, the region to be the “uncured portion” may be subjected to a heat curing treatment.

  At this time, the intermediate portion in the height direction of the convex portion 35 is made to correspond to the position of the inner diameter surface 37 of the shaft portion fitting hole 22 of the hub wheel 1 before the concave portion is formed. That is, as shown in FIG. 8, the inner diameter dimension D of the inner diameter surface 37 of the shaft fitting hole 22a is set to the maximum outer diameter dimension of the convex portion 35 of the male spline 41 (the circumscribed circle passing through the tooth tip 41a of the male spline 41). The diameter dimension is set to be smaller than D1 and larger than the diameter dimension D2 of the circle connecting the tooth bottoms of the male spline 41 (D2 <D <D1). Accordingly, at least the non-rounded corner portion 39 is disposed in a portion of the edge of the end surface 35a of the convex portion where the concave portion 36 is formed.

  As shown in FIG. 5B, a short cylindrical portion 66 for forming the tapered locking piece 65 is formed on the end surface 12a of the shaft portion 12 so as to protrude from the outer peripheral edge portion along the axial direction. The The outer diameter D4 of the short cylindrical portion 66 is set smaller than the inner diameter dimension D of the fitting hole 22a of the hole portion 22. As will be described later, the short cylindrical portion 66 serves as an alignment member at the time of press-fitting into the hole 22 of the hub wheel 1 of the shaft portion 12.

Next, with the shaft center of the hub wheel 1 and the shaft center of the joint outer ring 5 of the constant velocity universal joint 3 aligned with each other, the shaft portion 12 of the joint outer ring 5 is press-fitted into the hole 22 of the hub wheel 1. At this time, a seal material is previously applied to the outer diameter surface of the outboard side region including the male spline portion 41 and the short cylindrical portion 66 in the shaft portion 12. As described above, since the tapered portion 22d having a diameter reduced along the press-fitting direction is formed in the hole portion 22 of the hub wheel 1, the tapered portion 22d is provided with the hub ring hole portion 22 and the shaft portion 12 at the start of press-fitting. Perform centering. Further, since the inner diameter dimension D of the shaft fitting hole 22a, the maximum outer diameter dimension D1 of the convex portion 35, and the minimum outer diameter dimension D2 of the tooth bottom of the male spline 41 are as described above, the shaft section 12 Is inserted into the shaft fitting hole 22a of the hub wheel 1 so that the convex portion 35 bites into the inner diameter portion of the end face on the inboard side of the hub wheel 1 and cuts the meat of the hub wheel 1. By pushing the shaft portion 12 forward, the inner diameter surface 37 of the shaft portion fitting hole 22 a of the hub wheel 1 is cut out or extruded by the convex portion 35, and the shape corresponding to the convex portion 35 of the shaft portion 12 is formed on the inner diameter surface 37. A recess 36 is formed. At this time, since the rounded corner portion 39 is formed at the edge of the end surface 35a of the convex portion 35, the hub wheel 1 is smoothly cut by the convex portion 35, and an increase in press-fit load can be prevented. . Further, since the hardness of the convex portion 35 of the shaft portion 12 is 20 points or more higher than the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1, it is easy to form a recess on the inner diameter surface 37 of the hub wheel 1. It becomes. Moreover, the torsional strength of the shaft portion 12 can be improved by increasing the hardness of the shaft portion side.

  By passing through this press-fitting process, as shown in FIG. 3A and FIG. 3B, a concave portion 36 fitted to the convex portion 35 of the shaft portion 12 is formed. As the convex portion 35 bites into the inner diameter surface 37 of the hub wheel 1, the hole portion 22 is slightly expanded in diameter, and the convex portion 35 is allowed to move in the axial direction. On the other hand, if the movement in the axial direction stops, the inner diameter surface 37 is reduced in diameter to return to the original diameter. In other words, when the convex portion 35 is press-fitted, the hub wheel 1 is elastically deformed in the outer diameter direction, and a preload corresponding to the elastic deformation is applied to the surface of a portion of the convex portion 35 that fits the concave portion 36. For this reason, the recessed part 36 closely_contact | adheres to the surface of the convex part 35 over the whole axial direction. Thereby, the concave-convex fitting structure M is configured. Since a sealing material is interposed in the fitting portion 38 of the convex portion 35 and the concave portion 36, it is possible to prevent foreign matter from entering the fitting portion 38.

  Further, with the press-fitting of the shaft portion 12, work hardening occurs on the surface of the recess 36. For this reason, the inner diameter surface 37 of the hub wheel 1 on the concave portion 36 side is hardened, and the rotational torque transmission can be improved.

  The tapered portion 22d can function as a guide when starting the press-fitting of the shaft portion 12. Therefore, the shaft portion 12 of the joint outer ring 5 can be pressed into the hole portion 22 of the hub wheel 1 without causing misalignment. Further, since the outer diameter D4 of the short cylindrical portion 66 is set to be smaller than the inner diameter dimension D of the fitting hole 22a of the hole portion 22, the short cylindrical portion 66 can function as an alignment member, and misalignment occurs. It is possible to press-fit the shaft portion 12 into the hub wheel 1 while preventing the above-described problem, and more stable press-fitting is possible.

  The concave / convex fitting structure M is required to be disposed so as to avoid the inner diameter side of the raceway surfaces 26, 27, 28, and 29 of the bearing 2 as much as possible. In particular, it is desirable to avoid the inner diameter side of the intersection with the line through which the contact angle passes on the inner races 28 and 29, and to form the concave / convex fitting structure M in a partial region in the axial direction between these intersections. Thereby, generation | occurrence | production of the hoop stress in a bearing raceway surface can be suppressed. Therefore, it is possible to prevent bearing failures such as a decrease in rolling fatigue life, occurrence of cracks, and stress corrosion cracking, and a high-quality bearing can be provided.

  When the shaft portion 12 of the joint outer ring 5 is press-fitted into the hole portion 22 of the hub wheel 1, the side wall 18 of the circumferential groove 16 provided on the outer diameter surface of the mouth portion 11 of the joint outer ring 5 is shown in FIG. A press-fitting load (axial load) may be applied from the press-fitting jig K to the side wall 18 by engaging the press-fitting jig K indicated by the virtual line. Furthermore, a pressing force may be applied to the opening end surface of the mouse portion 11 with a pressing jig (not shown). In addition, as the circumferential groove | channel 16, you may provide in the circumferential direction whole periphery, and may be provided in the predetermined pitch along the circumferential direction. The press-fitting jig to be used may be any one that can apply an axial load corresponding to the shape of the circumferential grooves 16.

  In a state where the shaft portion 12 of the joint outer ring 5 and the hub wheel 1 are integrated through the concave / convex fitting structure M, as shown in FIG. 6, the short cylindrical portion 66 protrudes from the fitting hole 22a to the outboard side. To do.

  The short cylindrical portion 66 is plastically deformed in the diameter expansion direction using a jig 67. The jig 67 includes a columnar main body 68 and a truncated cone 69 connected to the tip of the main body 68. The frustoconical part 69 of the jig 67 has an inclined surface 69a whose inclination angle is substantially the same as that of the tapered hole 22b, and whose outer diameter at the tip is the same as or slightly shorter than the inner diameter of the short cylindrical part 66. The dimension is set smaller than the inner diameter of the cylindrical portion 66. By inserting the truncated cone part 69 of the jig 67 from the outboard side through the taper hole 22b, a load in the direction of arrow α is applied, and as shown in FIG. Gives direction expansion force. At this time, the short cylindrical portion 66 is plastically deformed to the outer diameter side by the truncated cone portion 69 of the jig 67 and is pressed against the inner diameter surface of the tapered hole 22b. Along with this, the sealing material previously applied to the outer diameter surface of the short cylindrical portion 66 is brought into close contact with the inner diameter surface of the tapered hole 22b, thereby constituting the foreign matter intrusion prevention means W2. Further, the plastically deformed short cylindrical portion 66 becomes a tapered locking piece 65 that engages with the inner diameter surface of the tapered hole 22b, and constitutes a retaining structure M1 of the shaft portion 12. In addition, when applying the load in the direction of the arrow α by the jig 67, a part of the hub wheel 1, the constant velocity universal joint 3 and the like may be supported by a fixing member (not shown) to receive the load. The inner cylindrical surface of the short cylindrical portion 66 may have a tapered shape that expands toward the shaft end. With such a shape, the inner diameter surface of the shaft portion 12 can be formed by forging, which leads to cost reduction.

  Further, in order to reduce the load of the jig 67 in the direction of the arrow α, the short cylindrical portion 66 may be notched, and the conical surface of the truncated cone portion 69 of the jig 67 is partially arranged in the circumferential direction. Things can be used. When the short cylindrical portion 66 is notched, the short cylindrical portion 66 can be easily expanded in diameter. Further, in the case where the conical surface of the truncated cone part 69 of the jig 67 is partially arranged in the circumferential direction, a part where the diameter of the short cylindrical part 66 is enlarged becomes a part on the circumference. The indentation load can be reduced.

  In this uneven fitting structure M, the press-fitting allowance of the convex portion 35 to the hub wheel 1 is Δd, the height of the convex portion is h, and the press-fitting allowance Δd is the maximum outer diameter of the shaft portion 12 as shown in FIG. It is represented by a diameter difference (D1-D) between the dimension D1 (the circumscribed circle diameter passing through the tooth tip 41a of the convex portion 35) and the inner diameter dimension D of the shaft portion fitting hole 22a of the hub wheel 1. Thereby, since the vicinity of the intermediate portion in the height direction of the convex portion 35 bites into the inner diameter surface of the hub wheel 1, a sufficient press-fitting allowance for the convex portion 35 can be ensured, and the concave portion 36 can be reliably formed. Is possible.

  In the concave / convex fitting structure M described above, since the entire fitting portion 38 of the convex portion 35 and the concave portion 36 is in close contact with each other, there is no gap between the radial direction and the circumferential direction. For this reason, all the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, and no abnormal noise is generated.

  Further, it is not necessary to previously form a female spline or the like on the member (in this case, the hub wheel 1) in which the recess 36 is formed. Therefore, the productivity is excellent and the phase alignment between the splines is not required, so that the assemblability can be improved. Furthermore, damage to the tooth surface during press-fitting can be avoided, and a stable fitting state can be maintained.

  In particular, since the inner surface 37 of the hole 22 of the hub wheel 1 can be cut out or extruded by the non-round corner 39 provided on the convex portion 35, an increase in press-fit load can be prevented. Further, since the inner diameter side of the hub wheel 1 is relatively soft, the concave portion of the hub wheel 1 is fitted with the convex portion 35 of the shaft portion 12 with high adhesion. Therefore, it becomes more effective by preventing play in the radial direction and the circumferential direction.

  In the wheel bearing device described above, the joint outer ring 5 is formed by pressing or contacting the tapered locking piece 65 extending from the end of the shaft portion 12 of the joint outer ring 5 toward the outboard side to the inner diameter surface of the taper hole 22b. A retaining structure M1 for the shaft portion 12 is provided between the end portion of the shaft portion 12 and the inner diameter surface 37 of the hub wheel 1. With this retaining structure M1, it is possible to prevent the shaft portion 12 of the joint outer ring 5 from coming off from the hub wheel 1 to the inboard side and maintain a stable connected state. Moreover, since the retaining structure M1 is the tapered locking piece 65, conventional screw fastening can be omitted. For this reason, it is not necessary to form the screw part which protrudes from the hole part 22 of the hub wheel 1 in the shaft part 12, and while being able to achieve weight reduction, a screw fastening operation | work can be abbreviate | omitted and aiming at improvement of assembly workability | operativity. Can do. Moreover, in the tapered locking piece 65, it is only necessary to increase the diameter of a part of the shaft portion 12 of the joint outer ring 5, and the retaining structure M1 can be easily formed. The movement of the shaft portion 12 of the joint outer ring 5 toward the outboard side requires a pressing force in the direction in which the shaft portion 12 is further press-fitted, and the bottom portion of the mouth portion 11 of the joint outer ring 5 is added to the hub wheel 1. Since it is in contact with the tightening portion 31, the shaft portion 12 of the joint outer ring 5 does not come off from the hub wheel 1.

  Further, in the wheel bearing device described above, the foreign matter intrusion prevention means W2 is provided on the inboard side and the outboard side of the concave / convex fitting structure M, respectively. Intrusion of rainwater or foreign matter is prevented, and the adhesion between the convex portion 35 and the concave portion 36 can be stably maintained for a long period of time.

  As the convex part 35 formed in the shaft part 12, as shown in FIG. 9A to FIG. 9C, the one provided with a notch 53 at the top of the end face 35a on the press-fitting start side of the convex part 35 is also used. can do. 9A illustrates a notch 53 (see FIG. 10A) formed by C chamfering, and FIG. 9B illustrates a notch 53 (see FIG. 10B) formed by R chamfering. . In addition, as shown in FIGS. 9C and 10C, a C-chamfered cutout 53 may be formed in one corner portion on the outer diameter side. The rounded corner portion 39 can be constituted by both oblique sides of the end surface 35a excluding the cutout portion 53 in the case of FIGS. 9A and 9B, and in the case of FIG. 9C. It can be constituted by both the oblique sides and the apex side of the end surface 35a excluding the notch 53.

  By providing the notch 53 in this way, it is possible to prevent damage such as chipping or deformation at the top of the end face 35a on the press-fitting start side of the convex part 35 at the time of press-fitting or the like. For this reason, the handling of the male spline 41 is facilitated, and it is not necessary to separately take a protective measure at the press-fitting start end of the convex portion 35, so that the number of management steps can be reduced and the cost can be reduced. In addition, when a quenching process for increasing the hardness of the convex portion 35 is performed, the occurrence of quenching cracks can be prevented.

  When the cutout portion 53 is provided, as shown in FIGS. 10A to 10C, the radial length a from the top portion 54 of the convex portion 35 to the edge 53 a on the opposite top side of the cutout portion 53 is , The press-fitting allowance of the convex portion 35 to the hub wheel 1 is represented by Δd (the difference in diameter (D1-D) between the maximum outer diameter dimension D1 of the shaft portion 12 and the inner diameter dimension D of the shaft portion fitting hole 22a of the hub wheel 1). Is set to a range of 0 <a <Δd / 2. This is because when the projection 35 is projected onto the plane of the TUVW shown in FIGS. 9A to 9C, the inner diameter of the hub wheel 1 is as shown in FIGS. 10A to 10C. This means that an edge 53 a on the opposite side of the notch 53 is present on the outer diameter side of the surface 37. In this case, since the corner portion 39 without roundness is formed on the outer diameter side with respect to the inner diameter surface 37, the inner diameter surface 37 can be cut reliably. Specifically, it is preferable that the radial length a from the top of the convex portion 35 to the edge on the opposite side of the notch 53 is 0.3 mm or less. The inclination angle of C chamfering shown in FIGS. 9A and 9C and the radius of curvature of R chamfering shown in FIG. 9B are arbitrarily set within the range satisfying the relational expression of 0 <a <Δd / 2. Can be set.

  10 (a) to 10 (c), the crossing angle formed by the press-fitting start side end surface 35a of the convex portion 35 and the axis in the axial section is 90 °, but in FIGS. 11 and 12 (a). As shown, the intersection angle θ1 can be made smaller than 90 °, or θ1 can be set larger than 90 ° as shown in FIG.

  The intersection angle θ1 is desirably set in a range of 50 ° ≦ θ1 ≦ 110 °. If the crossing angle θ1 is less than 50 °, the press-fit load increases and the moldability of the concave-convex fitting structure M deteriorates. If the crossing angle θ1 exceeds 110 °, the end face 35a is excessively inclined toward the press-fitting direction. This is because the portion 35 may be chipped. More preferably, the intersection angle θ1 is set in a range of 70 ° ≦ θ1 ≦ 110 °.

  In the concave-convex fitting structure M, as shown in FIG. 13A, when the angle formed by the radial line (radial line) and the side surface 35b of the convex portion is θ2 on the pitch circle of the convex portion 35, It is assumed that 0 ° <θ2 <45 °. Here, the convex pitch circle refers to a top 41a of the convex portion 35 from a circle C1 passing through a boundary portion between a region fitted into the concave portion 36 and a region not fitted into the concave portion 36 in the side surface 35b of the convex portion 35. It is a circle C2 that passes through the midpoint of the distance to reach. In FIG. 13A, θ2 is about 30 °.

  As the cross-sectional shape of the convex portion 35, FIG. 13A illustrates a triangular shape with a rounded top, but other shapes as shown in FIG. 13B and FIG. 13C. Alternatively, the convex portion 35 can be employed. FIG. 13B shows a case where the cross-sectional shape of the convex portion 35 is a rectangular shape, and FIG. 13C shows a triangular shape whose tooth tips form about 90 °. In the example of FIG. 13B, θ2 is about 0 °, and in the example of FIG. 13C, θ2 is about 45 °.

  FIG. 14 shows another configuration example of the retaining structure M1. In this wheel bearing device, the shaft portion 12 does not form the short cylindrical portion 66 shown in FIG. 5, and the shaft portion 12 is provided with a tapered locking piece 70 projecting in the outer diameter direction at one solid end portion of the shaft portion 12. A retaining structure M1 of the portion 12 is configured.

  The tapered locking piece 70 can be formed using a jig 71 shown in FIG. The jig 71 includes a columnar main body 72 and a cylindrical portion 73 provided continuously to the distal end portion of the main body portion 72, and a cylindrical portion 73 is provided by providing a notch 74 at the distal end of the outer peripheral surface of the cylindrical portion 73. A wedge part 75 is formed at the tip of the part 73. If the wedge portion 75 is driven into the end portion of the shaft portion 12 on the outboard side (if a load in the direction of arrow α is applied), the outer diameter of the shaft end of the shaft portion 12 is caused by the notch 74 as shown in FIG. The side region is plastically deformed to the outer diameter side. As a result, a tapered locking piece 70 is formed, and at least a part of the tapered locking piece 70 comes into pressure contact with or comes into contact with the inner diameter surface of the tapered hole 22b. For this reason, similarly to the tapered locking piece 65 shown in FIG. 1 and the like, it is possible to reliably prevent the shaft portion 12 from coming off from the hub wheel 1. In the illustrated example, the notched portion 74 is provided on the outer diameter surface of the cylindrical portion 73 to form the wedge portion 75, but the wedge portion 75 may be formed by providing a notched portion on the inner diameter surface. The foreign matter intrusion preventing means W2 can be configured by interposing a sealing material between the outer diameter surface of the tapered locking piece 70 and the inner diameter surface of the tapered hole portion 22b.

  The tapered locking piece 70 can reliably prevent the shaft portion 12 from coming off from the hub wheel 1 as in the tapered locking piece 65 shown in FIG. The foreign matter intrusion prevention means W2 may be configured by interposing a sealing material between the tapered locking piece 70 and the stepped surface 22e.

  As shown in FIG. 17A, the tapered locking piece 70 is formed continuously in an annular shape, and as shown in FIG. 17B, a plurality of tapered locking pieces 70 are arranged along the circumferential direction. And may be intermittently arranged at a predetermined pitch. The tapered locking piece 70 shown in FIG. 17B can be formed by using a jig in which the pressing portions are arranged at a predetermined pitch (for example, 90 ° pitch) along the circumferential direction.

  When the shaft portion 12 of the joint outer ring 5 is press-fitted into the hub wheel 1, as shown in FIGS. 18 and 19, the material protrudes from the recessed portion 36 by the cutting or pushing action of the protruding portion 35, and the protruding portion 45 is It is formed. The protruding portion 45 has an amount corresponding to the volume of the portion of the convex portion 35 that fits into the concave portion 36.

  If the protruding portion 45 is left unattended, it may fall off and enter the vehicle. On the other hand, as shown in FIGS. 18 and 19, if the pocket portion 50 that accommodates the protruding portion 45 is formed on the outer diameter surface of the shaft portion 12, the protruding portion 45 is curled in the pocket portion 50. Since it is stored and held, it is possible to prevent the protrusion 45 from falling off and to solve the above problems.

  The pocket portion 50 can be formed, for example, by providing a circumferential groove 51 on the outer diameter surface on the outboard side of the male spline 41 of the shaft portion 12. In this case, as shown by cross hatching in FIG. 20, the hardened layer H is not provided in the pocket portion 50, and a part of the bottom wall of the mouth portion 11 of the joint outer ring 5 from the edge on the outboard side of the male spline 41. Form up to a continuous region. In FIG. 20, the hardened layer H does not reach the pocket portion 50, but the hardened layer H may reach the pocket portion.

  In the male spline 41 shown in FIG. 3, the pitch of the convex part 35 and the pitch of the recessed part 36 are set to the same value as an example. For this reason, as shown in FIG. 3B, the circumferential thickness L of the convex portion 35 and the groove width L0 between the adjacent convex portions are substantially the same at the intermediate portion in the height direction of the convex portion 35. It has become.

  On the other hand, as shown in FIG. 21A, in the intermediate portion in the height direction of the convex portion 35, the circumferential thickness L2 of the convex portion 35 is smaller than the groove width L1 between the adjacent convex portions. May be. In other words, in the intermediate portion of the convex portion 35 in the height direction, the circumferential thickness (tooth thickness) L2 of the convex portion 35 on the shaft portion 12 side is set to the circumferential thickness of the convex portion 43 on the hub wheel 1 side ( Tooth thickness) is smaller than L1.

  By satisfying the above relationship in each convex portion 35, the sum Σ (B1 + B2 + B3 +...) Of the circumferential thickness L2 of the convex portion 35 on the shaft portion 12 side is obtained as the circumferential thickness of the convex portion 43 on the hub wheel 1 side. Can be set smaller than the total sum Σ (A1 + A2 + A3 +...). As a result, the shear area of the convex 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.

  In this case, it is not necessary to satisfy the relationship of L2 <L1 for all the convex portions 35 and 43, and the sum of the circumferential thicknesses is smaller than the sum of the circumferential thicknesses of the convex portions 43 on the hub wheel 1 side. As long as some of the convex portions 35 and 43 are set, L2 = L1 or L2> L1 can be set.

  In FIG. 21A, the convex portion 35 is formed in a trapezoidal cross section, but as shown in FIG. 21B, it may be formed in an involute-shaped cross section.

  In each of the above embodiments, the case where the male spline 41 is formed on the shaft portion 12 and the convex portion 35 is formed on the shaft portion side is illustrated, but conversely, FIG. 22A and FIG. As shown in FIG. 25 (b), a convex portion 35 may be formed on the hub wheel 1 side by forming a female spline 61 on the inner diameter surface of the hole 22 of the hub wheel 1. In this case, as in the case where the male spline 41 is formed on the shaft portion 12, for example, a means for subjecting the hub wheel 1 to a thermosetting treatment on the female spline 61 and setting the outer diameter surface of the shaft portion 12 to an unbaked state, etc. Thus, the hardness of the convex portion 35 of the hub wheel 1 is made 20 points or more harder by HRC than the outer diameter surface of the shaft portion. The female spline 61 can be formed by various processing methods such as known rolling, cutting, pressing, and drawing. As the thermosetting treatment, various heat treatments such as induction hardening and carburizing and quenching can be employed. A corner 39 having no roundness is formed on the edge of the end face on the press-fitting start side of the convex part 35.

  Thereafter, when the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the convex portion 35 on the hub wheel 1 side forms a concave portion 36 that fits the convex portion 35 on the outer peripheral surface of the shaft portion 12. The concave-convex fitting structure M is configured in which the entire fitting portion of the convex portion 35 and the concave portion 36 is in close contact. The fitting part 38 of the convex part 35 and the recessed part 36 is the range A shown in FIG.22 (b). The other region of the convex portion 35 is a region B that does not fit into the concave portion 36. A gap 62 is formed between the convex portions 35 that are on the outer diameter side of the outer peripheral surface of the shaft portion 12 and adjacent in the circumferential direction.

  The intermediate portion in the height direction of the convex portion 35 corresponds to the position of the outer diameter surface of the shaft portion 12 before the concave portion is formed. That is, the outer diameter dimension D10 of the shaft portion 12 is larger than the minimum inner diameter dimension D8 of the convex portion 35 of the female spline 61 (the diameter dimension of the circumscribed circle passing through the tooth tip 61a of the female spline 61). It is set smaller than the dimension D9 (diameter dimension of a circle connecting the roots 6a of the female spline 61) (D8 <D10 <D9). As shown in FIGS. 22B and 23, the press-fitting allowance Δd includes the outer diameter dimension D10 of the shaft portion 12, the minimum inner diameter dimension D8 of the hub wheel (the diameter of a circle passing through the tooth tip 61a of the convex portion 35), and The diameter difference (D10-D8). Thereby, since the vicinity of the intermediate portion in the height direction of the convex portion 35 bites into the outer diameter surface of the shaft portion 12, a sufficient press-fitting allowance for the convex portion 35 can be secured, and the concave portion 36 is reliably formed. It becomes possible.

  Even in this case, since the protruding portion 45 is formed by press-fitting, it is preferable to provide a pocket portion 97 for storing the protruding portion 45. Since the protruding portion 45 is formed on the inboard side of the shaft portion 12, the pocket portion is provided on the inboard side with respect to the uneven fitting structure M and on the hub wheel 1 side.

  As described above, when the convex portion 35 of the concave-convex fitting structure M is provided on the inner diameter surface of the hole portion 22 of the hub wheel 1, it is not necessary to perform the thermosetting treatment on the shaft portion 12 side. The advantage that the productivity of the outer ring 5 is excellent is obtained.

  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 cross-sectional shape of the convex portion 35 of the concave-convex fitting structure M, FIG. 3. In addition to the shape shown in FIG. 21, convex portions 35 having various cross-sectional shapes such as a semicircular shape, a semi-elliptical shape, and a rectangular shape can be adopted. The installation pitch can be arbitrarily changed. The convex portion 35 can also be formed of a key separate from the shaft portion 12 and the hub wheel 11.

  Further, 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 portion of the shaft portion 12 to be inserted into the hole portion 22 may be other than a circular cross section. An irregular cross section such as a square may be used. Further, when the shaft portion 12 is press-fitted into the hub wheel 1, it is sufficient that the hardness of the end region including at least the end surface on the press-fitting start side of the convex portion 35 is higher than the hardness of the press-fitted side. It is not necessary to increase the overall hardness of 35. In FIG. 3B and FIG. 21B, gaps 40 and 62 are formed between the spline root and the member in which the concave portion 36 is formed. You may make it satisfy with the member of the side.

  You may provide the small recessed part arrange | positioned by the predetermined pitch along the circumferential direction previously in the recessed part formation surface of the member in which a recessed part is formed. The small recess needs to be smaller than the volume of the recess 36. By providing such a small concave portion, the capacity of the protruding portion 45 formed when the convex portion 35 is press-fitted can be reduced, so that the press-fit resistance can be reduced. Moreover, since the protrusion part 45 can be decreased, the volume of the pocket part 50 can be made small and the workability of the pocket part 50 and the intensity | strength of the axial part 12 can be aimed at. In addition, the shape of a small recessed part can employ | adopt various things, such as a triangle shape, semi-ellipse shape, and a rectangle, and can also set the number arbitrarily.

  In the above embodiment, the present invention is applied to the third-generation wheel bearing device. However, the present invention can also be applied to the first-generation, second-generation, and fourth-generation wheel bearing devices. 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 moved on the side where the recess 36 is formed. Alternatively, both may be moved. In the constant velocity universal joint 3, the inner ring 6 and the shaft 10 may be integrated through the concave-convex fitting structure M described in each of the above embodiments.

  Moreover, the shape of the pocket part 50 should just be what can accommodate (accommodate) the protruding part 45 which arises, and the shape is not ask | required. Further, the capacity of the pocket portion 50 is set to be larger than at least an expected amount of the protruding portion 45 generated.

It is sectional drawing which shows embodiment of the wheel bearing apparatus. It is sectional drawing of the bearing and hub wheel before the assembly of the said bearing apparatus for wheels. It is sectional drawing of the said wheel bearing apparatus, (a) is an expanded sectional view of an uneven | corrugated fitting structure, (b) is the X section enlarged view. It is a perspective view of an uneven | corrugated fitting structure, (a) is a perspective view of a convex part, (b) is a perspective view which shows the other example of the convex part of an uneven | corrugated fitting structure. Before assembling the wheel bearing device, (a) is a sectional view of the bearing and the hub wheel, and (b) is a sectional view of the joint outer ring before assembling the wheel bearing device. It is sectional drawing which shows the assembly method of the said bearing apparatus for wheels. It is sectional drawing which shows the assembly method of the said bearing apparatus for wheels. It is an expanded sectional view of the uneven | corrugated fitting structure of the said bearing apparatus for wheels. (A)-(c) is a perspective view which shows the other example of a convex part about an uneven | corrugated fitting structure. 10A is a projection view of FIG. 10A, FIG. 10B is a projection view of FIG. 10B, and FIG. 10C is a projection view of FIG. It is a perspective view which shows the other examples of the convex part of an uneven | corrugated fitting structure. (A) is a projection view of FIG. 12, (b) is a projection view showing another example of the convex portion of the concave-convex fitting structure. FIG. 4A is a front view of the convex portion shown in FIG. 4A, and FIG. 4B and FIG. It is sectional drawing which shows other embodiment of the wheel bearing apparatus. It is sectional drawing which shows the assembly method of the wheel bearing apparatus of FIG. It is sectional drawing which shows the assembly method of the wheel bearing apparatus of FIG. (A) shows the end face of the shaft part of the joint outer ring of the wheel bearing device, front view of the tapered locking part formed over the entire circumference, (b) the end face of the shaft part of the joint outer ring of the wheel bearing device. It is a front view of the taper-shaped latching | locking part shown and arrange | positioned with the predetermined pitch along the circumferential direction. It is sectional drawing which shows other embodiment of the wheel bearing apparatus. It is a principal part expanded sectional view of the wheel bearing apparatus of FIG. It is sectional drawing of the joint outer ring | wheel before the assembly of the wheel bearing apparatus of FIG. (A), (b) is sectional drawing which shows the other example of the convex part of an uneven | corrugated fitting structure. (A) is sectional drawing which shows the other example of an uneven | corrugated fitting structure, (b) is an enlarged view of the Y section in (a). It is an expanded sectional view of the uneven | corrugated fitting structure shown to Fig.22 (a). It is sectional drawing of the conventional wheel bearing apparatus. It is sectional drawing which shows other embodiment of the wheel bearing apparatus. 25A is an enlarged cross-sectional view when an O-ring is used as the seal member of the wheel bearing device of FIG. 25, and FIG. 25B is an enlarged cross-sectional view when a gasket is used as the seal member.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hub wheel 2 Bearing 3 Constant velocity universal joint 5 Joint outer ring 11 Mouse | mouth part 11a Back surface 12 Shaft part 22 Hole part 22g Inner wall 26, 27 Outer raceway surface (outer race)
28, 29 Inner raceway surface (inner race)
30 Rolling element 31 Caulking portion 35 Protruding portion 35a Convex portion end surface 35b Convex portion side surface 36 Concave portion 37 Inner diameter surface 38 Fitting portion 39 Corner portion 45 Projecting portion 50 Pocket portion 52 Gutter portion 53 Notch portion 90 Screw hole 94 Bolt member 94a Head Portion 98 Clearance 99 Seal member 100a Seat surface M Concave and convex fitting structure M1 Retaining structure

Claims (14)

An outer member having a double-row raceway surface on the inner periphery, and an inner member having a hub ring having a double-row raceway surface facing the raceway surface on the outer periphery and a wheel mounting flange on the outer periphery; A wheel bearing including a double row rolling element interposed between the outer member and the raceway surface of the inner member, and a constant velocity universal joint having an outer joint member composed of a mouth portion and a shaft portion, A wheel bearing device in which a shaft portion of an outer joint member to be inserted into a hole portion of a hub wheel is coupled by fitting of the hub wheel with a concave portion and a convex portion,
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 a concave / convex fitting structure in which the entire fitting part is closely attached to the concave portion, and a tapered hole is provided at the end portion on the outboard side of the hole portion of the hub wheel. And a retaining structure for restricting the shaft portion from slipping out is provided between the shaft portion of the outer joint member and the inner diameter surface of the tapered hole, and the taper angle θ of the tapered hole with respect to the joint axis is 20 ° ≦ θ ≦ 60 °. A wheel bearing device characterized by that.   2. The wheel bearing device according to claim 1, wherein the diameter of the end portion on the outboard side of the shaft portion of the outer joint member is increased and engaged with the inner diameter surface of the tapered hole.   The wheel bearing device according to claim 2, wherein the hardness of the end portion on the outboard side of the shaft portion of the outer joint member is HRc40 or less. Said inner member is said hub wheel, wherein is composed of an inner ring press-fitted on the outer periphery of the end portion on the inboard side of the hub wheel, each of the raceway surfaces in the outer and the inner ring of the outer periphery of the hub wheel is formed The wheel bearing device according to any one of claims 1 to 3, wherein the hub wheel and the inner ring are integrated by crimping an inboard side end portion of the hub wheel.   The wheel bearing device according to any one of claims 1 to 4, wherein a convex portion that forms a concave-convex fitting structure is formed on a shaft portion of the outer joint member.   The wheel bearing device according to claim 5, wherein the hardness of the end portion on the press-fitting start side of the convex portion is made higher than the inner diameter portion of the hole portion of the hub wheel, and the hardness difference is set to HRc20 or more. .   The wheel bearing device according to any one of claims 1 to 4, wherein a convex portion that forms a concave-convex fitting structure is formed on an inner diameter surface of a hole portion of the hub wheel.   8. The wheel according to claim 7, wherein a hardness of an end portion on the press-fitting start side of the convex portion is made higher than an outer diameter portion of a shaft portion of the outer joint member, and a hardness difference thereof is set to HRc20 or more. Bearing device.   The wheel bearing device according to any one of claims 1 to 8, further comprising a pocket portion that accommodates a protruding portion generated by the formation of the concave portion by the press-fitting. The inner diameter of the inner surface of the hole portion of the hub wheel, smaller than the diameter dimension of a circle connecting vertexes of the projections, according to claim 5 or claim, characterized in that set to be larger than the diameter of the root between the convex portions Item 7. The wheel bearing device according to Item 6 . The outer diameter dimension of the shaft part of the outer joint member is larger than the diameter dimension of the arc connecting the vertices of the plurality of convex parts of the hub wheel, and smaller than the diameter dimension of the valley bottom between the convex parts. The wheel bearing apparatus of Claim 7 or Claim 8 . The convex portion is provided at a plurality of locations in the circumferential direction on the shaft portion of the outer joint member, and in the intermediate portion in the height direction of the convex portion, the sum of the circumferential thicknesses of the convex portions is determined between the adjacent convex portions. claim 5, characterized in that it has less than the total groove width, wheel bearing device according to any one of claims 6, or claim 10. The protrusions are provided in a plurality of locations in the circumferential direction in the hole portion of the hub wheel, and the sum of the circumferential thicknesses of the respective protrusions is determined between the adjacent protrusions at the intermediate portion in the height direction of the protrusions. The wheel bearing device according to any one of claims 7 , 8, or 11, wherein the wheel width is smaller than a total sum of groove widths.   The wheel bearing device according to any one of claims 1 to 13, wherein a seal member for preventing entry of foreign matter is provided in a gap portion between the back surface of the outer joint member and the inner member. .

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