JP5826788B2 - Manufacturing method of wheel bearing device - Google Patents

Description

The present invention relates to a method of manufacturing a wheel bearing device for rotatably supporting a wheel relative 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. 36, the wheel bearing device called the 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, it will be easy to produce the play of the circumferential direction. 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. an outer joint member of the universal joint to provide a method of manufacturing a tightly coupled wheel bearing apparatus.

The present invention comprises an outer member having a double-row raceway surface on the inner periphery, a hub wheel having a wheel mounting flange, and an inner ring press-fitted into the outer periphery of the hub wheel, the double-row facing the raceway surface. A wheel bearing provided with an inner member having a raceway surface on the outer periphery, 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; the provided, the shaft section of the outer joint member inserted into the hole of the hub wheel is coupled to be able to transmit the wheel hub and torque, the manufacture of the wheel support bearing assembly shaft portion of the hub wheel and the outer joint member is made of both steel In the method , a plurality of convex portions extending in the axial direction are provided on the shaft portion of the outer joint member , and the convex portion passes through a boundary portion between a region that fits into the concave portion and a region that does not fit into the concave portion. A circle that passes through the midpoint of the distance from the circle to the top of the convex portion is defined as a pitch circle. On this pitch circle, the angle θ1 formed by the radial line and the side surface of the convex portion is 20 ° ≦ θ1 ≦ 35 °, the pitch circle diameter of the convex portion is PCD, the number of convex portions is Z, and 33 ≦ PCD / Z ≦ 0.7, a plurality of small concave portions are formed in the hole portion of the hub wheel, the convex portion is press-fitted into the small concave portion along the axial direction, and the convex portion is press-fitted into the hole portion of the hub wheel. By cutting a part of the hub wheel to form a concave portion, a concave-convex fitting structure in which the entire fitting portion between the convex portion and the concave portion is in close contact is configured .
In this case, it is preferable to provide a continuous heat-cured layer in a region on the outer diameter side of the entire region where the convex portion and the concave portion are fitted on the surface of the hub wheel. Moreover, it is preferable that the end surface of the convex portion on the press-fitting start side is a surface orthogonal to the axial direction.

  According to the wheel bearing device of the present invention, when the convex portion is press-fitted to the other side, the convex portion forms a concave portion by cutting out or extruding a part of the other member. If the convex part bites into the hole inner diameter surface of the hub wheel, the hole part is slightly expanded in diameter, allowing the axial movement of the convex part and stopping the axial movement, The diameter of the hole is reduced 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. Since it is not necessary to previously form a spline portion or the like on the member in which the concave portion is formed, productivity is improved, and phase alignment between the splines is not required, so that the assembling property can be improved. Moreover, damage to the tooth surface during press-fitting can be avoided, and a stable fitting state can be maintained.

  In addition, on the pitch circle on the side surface of the convex portion, the angle formed by the radial line and the side surface of the convex portion is θ1 0 ° ≦ θ1 ≦ 45 °, so the diameter of the hub ring after press-fitting is reduced. In addition, the press fit can be improved. This is because the hole portion of the hub wheel is expanded by press-fitting the convex portion. However, if the above θ1 is too large, the diameter expansion force at the time of press-fit becomes easy to work. As the amount of expansion increases, the tensile stress (hoop stress) of the outer diameter of the hub ring and the inner ring of the bearing increases, and the component force in the radial direction increases during torque transmission. This is because the diameter is increased and the tensile stress (hoop stress) of the outer diameter portion of the hub ring and the outer diameter portion of the inner ring is increased. These increases in tensile stress (hoop stress) lead to a decrease in bearing life.

  If PCD / Z is too small, the application range of the press-fitting allowance of the convex portion to the member where the concave portion is to be formed is very narrow and the dimensional tolerance is also narrowed, so that press-fitting becomes difficult. Also, it is difficult to center the hole portion of the hub wheel and the shaft portion of the outer joint member, and if there is even a slight tilt during press-fitting, the press-fitted convex portion may bite into the other. When PCD / Z is 1.0 or more, the volume (removed volume) processed by one convex portion 1 is increased, so that the concave formability by the convex portion is deteriorated and the press-fit load is also increased.

  In particular, by setting 20 ° ≦ θ1 ≦ 35 ° and 0.33 ≦ PCD / Z ≦ 0.7, a sharp shape can be obtained without using special steel or surface treatment for the material in the convex portion. Even if it does not, it becomes possible to form a concave portion by a convex portion at the time of press-fitting using general mechanical structural steel, and the amount of expansion of the outer diameter of the hub wheel after press-fitting can be kept low. In addition, by setting θ to 20 ° or more, when a convex portion is provided on the stem side, the convex portion can be formed by rolling.

  When the convex portion is provided on the shaft portion of the outer joint member, it is desirable that the hardness of at least the end portion on the press-fitting start side of the convex portion is higher than the inner diameter portion of the hole portion of the hub wheel. As a result, the rigidity of the shaft portion can be improved, and the bite property of the convex portion of the hub wheel into the hole inner diameter portion is increased.

  In this case, the shaft portion of the outer joint member can be provided with a pocket portion that accommodates the protruding portion generated by the recess formation by the press-fitting. 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.

  In addition, if a collar part that aligns between the shaft part and the hub wheel is provided on the shaft part closer to the shaft end than the pocket part, the protruding part accommodated in the pocket part will not protrude to the collar part side. Thus, the storage of the protruding portion becomes more stable. In addition, the collar portion can be used for alignment, and the shaft portion can be reliably press-fitted into the hub wheel while preventing misalignment. For this reason, an outer joint member and a hub ring can be connected with high precision, and stable torque transmission becomes possible.

  When the convex portion is provided on the inner diameter surface of the hole portion of the hub wheel, it is desirable that the hardness of at least 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. In this case, since it is not necessary to perform the thermosetting treatment on the shaft side, the productivity of the outer joint member is excellent. In this case, the pocket portion is formed in the hole portion of the hub wheel.

  When the press-fitting allowance of the convex portion with respect to the member to form the concave portion is Δd and the height of the convex portion is h, 0.3 <Δd / 2h <0.86, so that the convex portion is press-fitted. You can get enough money. When Δd / 2h is 0.3 or less, the torsional strength is low (see FIG. 33), and when Δd / 2h exceeds 0.86, the circumference is reduced due to misalignment or press-fit inclination during minute press-fitting. Since the entire convex portion easily bites into the other side in a partial region in the direction, the formability of the concave-convex fitting structure deteriorates (see FIG. 34), and the press-fit load increases rapidly (see FIG. 32). When the formability of the concave / convex fitting structure deteriorates, not only the torsional strength decreases, but also the expansion amount of the outer diameter of the hub ring increases, which affects the function of the bearing mounted on the hub ring and shortens the rotational life. There are also problems such as. On the other hand, by setting Δd / 2h to 0.3 to 0.86, the formability of the concave-convex fitting structure is stabilized, there is no variation in press-fit load, and stable torsional strength is obtained.

  When the convex portions are provided at a plurality of locations in the circumferential direction, the circumferential thickness of the convex portion is made smaller than the groove width between the adjacent convex portions at the intermediate portion in the height direction of the convex portion. Is preferred. 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.

  A retaining structure for restricting the shaft portion from coming off may be provided between the shaft portion of the outer joint member and the inner diameter surface of the hub wheel. By providing the retaining structure, it is possible to prevent the outer joint member from coming off in the axial direction with respect to the hub wheel, and a stable connected state is maintained.

  The inner member includes, for example, a hub wheel having a wheel mounting flange on the outer periphery, and an inner ring press-fitted to the outer periphery of the end portion on the inboard side of the hub wheel. In this case, the raceway surfaces can be formed on the outer periphery of the hub wheel and the outer periphery of the inner ring, respectively. As a result, the wheel bearing device can be reduced in weight and size. Furthermore, if a preload is applied to the bearing by crimping the end of the hub wheel, it is not necessary to apply a preload to the bearing by the mouth portion of the outer joint member. For this reason, it is possible to press-fit the shaft portion of the outer joint member without considering the preload to the bearing, and it is possible to improve the connectivity (assembly property) between the hub wheel and the outer joint member.

  The uneven fitting structure may be allowed to be separated by applying an axial pull-out force, and the hub wheel and the shaft portion of the outer joint member may be bolted via a bolt member. In this case, if the bolt fixing is released and an axial pull-out force is applied to the shaft portion of the outer joint member, the outer joint member can be removed from the hole of the hub wheel. The workability (maintenance) can be improved. Further, by fixing with bolts, the axial disconnection of the outer joint member from the hub wheel is restricted, and stable torque transmission is possible over a long period of time.

  In a state where the hub wheel and the shaft portion of the outer joint member are fixed by the bolt member, the bolt fixing is stabilized by providing the inner wall serving as the seating surface of the head portion of the bolt member in the hole portion of the hub wheel.

  If a sealing material is interposed between the seat surface of the bolt member and the inner wall, rainwater and foreign matter can be prevented from entering the concave-convex fitting structure from the bolt member, and quality can be improved.

  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.

  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. 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 (see FIG. 4) 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. The outer member 25 is attached to a knuckle 34 (see FIGS. 27 and 28) that extends from the suspension device of the vehicle body. 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. In this case, the mouse part 11 can be brought into non-contact with the end part of the hub wheel 1 (the caulking part 31 in this embodiment). Correspondingly, a gap 98 is provided between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouse portion 11. By making the mouse part 11 and the hub wheel 1 non-contact, generation | occurrence | production of the noise by both contact can be prevented.

  As shown in FIG. 35, 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 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 (see FIG. 36) provided in the hub wheel of the conventional wheel bearing device.

  As shown in FIGS. 2 (a) and 2 (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. By forming the male spline 41 on the outer peripheral surface of the end portion of the shaft portion 12 on the outboard side, a plurality of convex portions 35 extending in the axial direction are arranged at a predetermined pitch along the circumferential direction, and the holes of the hub wheel 1 are formed. A plurality of axially recessed portions 36 into which the protruding portions 35 are fitted are formed along the circumferential direction on the inner diameter surface 37 of the shaft portion fitting hole 22a of the portion 22. The convex portion 35 and the concave portion 36 are tight-fitted over the entire circumference.

  In this case, as shown in FIG.2 (b), the convex part 35 is the triangle shape (mountain shape) in which the cross section has a convex round-shaped top part, The fitting area | region with the recessed part of each convex part 35 is It 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 on both sides in the circumferential direction of the convex part 35 in the cross section to the top part 41a. 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.

  In the concave-convex fitting structure M, as shown in FIG. 3A, when the angle formed by the radial line R (radial line) and the side surface 35b of the convex portion is θ1 on the pitch circle of the convex portion 35. , 0 ° <θ1 <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. FIG. 3A illustrates a case where θ1 is about 30 °. Further, when the diameter of the convex pitch circle C2 is PCD and the PCD / Z which is a ratio when the convex number is Z is P, 0.30 <P <1.0.

  As a cross-sectional shape of the convex portion 35, FIG. 3A illustrates a triangular shape with a rounded top, but other shapes as shown in FIG. 3B and FIG. A convex portion 35 having a shape may be employed. FIG. 3 (b) shows the convex portion 35 having a rectangular cross-sectional shape, and FIG. 3 (c) shows a triangular shape having a tooth tip of about 90 °. In the example of FIG. 3B, θ1 is about 0 °, and in the example of FIG. 3C, θ1 is about 45 °.

  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.

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

  On the inboard side, as shown in FIGS. 8A and 8B, the seal member 99 is fitted in the gap 98 between the crimping portion 31 of the hub wheel 1 and the back surface 11 a of the mouth portion 11. The seal member 99 constitutes the inboard side foreign matter intrusion preventing 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. 8A can be used. Any seal member 99 can be used as long as it can be interposed between the end portion of the hub wheel 1 and the bottom portion of the mouth portion 11, and 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 taper-shaped 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 foreign material intrusion prevention means W (W3) may be configured by interposing a sealing material between the convex portion 35 and the concave portion 36 of the concave-convex fitting structure M. 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.). . In the male spline 41, a region surrounded by a circle passing through the tooth bottom 41 b, a tooth tip (top) 41 a, and both side surfaces 35 b connected to the tooth tip 41 a becomes the convex portion 35. 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. 4, the outer diameter surface of the shaft portion 12 and the outer diameter surface of the hub wheel are subjected to thermosetting treatment to form the hardened layers H 1 and H 1 . The hardened layer H on the outer diameter surface of the shaft portion 12 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. The hardened layer H1 formed on the outer diameter surface of the hub wheel is continuously formed so as to include a region on the outer diameter side of the uneven fitting structure M. 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.

  The intermediate portion in the height direction of the convex portion 35 corresponds 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. As shown in FIGS. 4 and 7, the inner diameter dimension D of the inner diameter surface 37 of the shaft fitting hole 22a is 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). Is set to be smaller than the diameter dimension D1 and larger than the diameter dimension D2 of the circle connecting the tooth bottom 41b of the male spline 41 (D2 <D <D1).

  As shown in FIG. 4, a short cylindrical portion 66 for forming the tapered locking piece 65 is formed on the end surface 12 a of the shaft portion 12 so as to protrude from the outer peripheral edge portion along the axial direction. The outer diameter D4 of the short cylindrical portion 66 is set to be smaller than the inner diameter dimension D of the shaft portion 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, a seal member 99 such as an O-ring is externally fitted to the base portion (mouse portion side) of the shaft portion 12 of the joint outer ring 5, and 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 are , 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. 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 connected to the hub. By press-fitting into the shaft portion fitting hole 22 a of the wheel 1, the convex portion 35 bites into the inner diameter portion of the end surface 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 hardness of the convex portion 35 of the shaft portion 12 is higher by 20 points or more than the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1, the concave portion is formed on the inner diameter surface 37 of the hub wheel 1. It becomes easy. By increasing the hardness of the shaft portion side, the torsional strength of the shaft portion 12 can be improved.

  Through this press-fitting step, as shown in FIGS. 2A and 2B, a concave portion 36 that fits into 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, as the shaft portion 12 is press-fitted, plastic deformation occurs on the hub wheel 1 side, so that 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 desired 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 uneven 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 press-fitting the shaft portion 12 of the joint outer ring 5 into the hole portion 22 of the hub wheel 1, a step surface G is provided on the outer diameter surface of the mouth portion 11 of the joint outer ring 5 as shown in FIG. A press-fitting load (axial load) may be applied from the press-fitting jig K to the stepped surface G by engaging the press-fitting jig K shown in FIG. The stepped surface G may be provided on the entire circumference in the circumferential direction or at a predetermined pitch along the circumferential direction. The press-fitting jig to be used only needs to be able to apply an axial load corresponding to the shape of these stepped surfaces G.

  In a state in which 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. 5, 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 portion 69 of the jig 67 has an inclined surface 69a whose inclination angle is substantially the same as the inclination angle of the tapered hole 22b, and whose outer diameter is the same as or slightly shorter than the inner diameter of the short cylindrical portion 66. The dimension is set to be smaller than the inner diameter of the portion 66. By inserting the truncated cone part 69 of the jig 67 from the outboard side through the tapered hole 22b, a load in the direction of the arrow α is applied, and as a result, 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 the concave / convex fitting structure M, the press-fitting allowance of the convex portion 35 to the hub wheel 1 is set as Δd, and the height of the convex portion is set as h, and is set in a range of 0.3 <Δd / 2h <0.86. Here, as shown in FIG. 7, the press-fitting allowance Δd is the maximum outer diameter D1 of the shaft portion 12 (the circumscribed circle diameter passing through the tooth tip 41a of the convex portion 35) and the shaft portion fitting hole 22a of the hub wheel 1. It is represented by a diameter difference (D1-D) from the inner diameter dimension D of 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.

  When Δd / 2h is 0.3 or less, the torsional strength is low, and when Δd / 2h exceeds 0.86, the entire convex portion 35 is not mated due to a slight misalignment or press-fit inclination. There is a possibility that the moldability of the concave-convex fitting structure M is deteriorated and the press-fitting load is rapidly increased. When the formability of the concave-convex fitting structure M is deteriorated, not only the torsional strength is reduced, but also the expansion amount of the outer diameter of the hub wheel is increased, which affects the function of the bearing 2 attached to the hub wheel 1 and rotates. There is also a problem such as a decrease in life. On the other hand, by setting Δd / 2h in the range of 0.3 to 0.86, the formability of the concave-convex fitting structure M is stabilized, there is no variation in press-fit load, and stable torsional strength is obtained. .

  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. Further, since the inner diameter side of the hub wheel 1 is relatively soft, the concave portion 36 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 particular, in the present invention, as described above, on the pitch circle C of each convex portion 35, the angle θ formed by the radial line (radial line) and the convex side surface 35b is set in a range of 0 ° ≦ θ1 ≦ 45 °. Therefore, the diameter of the hub wheel 1 after press-fitting can be reduced and the press-fitting property can be improved. This is because when the convex portion 35 is press-fitted, the hole portion 22 of the hub wheel 1 expands in diameter. However, if θ1 is too large, the diameter expansion force at the time of press-fitting becomes easy to work. Because the amount of expansion of the outer diameter increases, the tensile stress (hoop stress) of the outer diameter portion of the hub wheel 1 or the inner ring 24 of the bearing increases, and the component force in the radial direction increases during torque transmission. This is because the outer diameter of the hub wheel 1 is increased, and the tensile stress (hoop stress) of the outer diameter portion of the hub wheel 1 and the outer diameter portion of the inner ring 24 is increased. These increases in tensile stress (hoop stress) lead to a decrease in bearing life.

  In the present invention, the pitch circle diameter of the protrusions 35 is PCD, and the number of protrusions is Z, so that 0.30 ≦ PCD / Z ≦ 1.0. When the PCD / Z is too small, the application range of the press-fitting allowance of the convex portion 35 to the member (for example, the hub wheel 1) where the concave portion 36 is to be formed is very narrow, and the dimensional tolerance is also narrowed. In addition, it is difficult to center the hole portion 22 of the hub wheel 1 and the shaft portion 12 of the joint outer ring 5, and if there is a slight inclination during press-fitting, the entire press-fitted convex portion may bite into the other. When PCD / Z is 1.0 or more, the volume (removed volume) processed by one convex portion 35 is increased, so that the formability of the concave portion 36 by the convex portion 35 is deteriorated and the press-fit load is also increased.

  In particular, by setting 20 ° ≦ θ1 ≦ 35 ° and 0.33 ≦ PCD / Z ≦ 0.7, the projection 35 can be sharp without using special steel or surface treatment as a material. Even if it is not made into a shape, the concave portion 36 can be formed by the convex portion 35 at the time of press-fitting using general mechanical structural steel, and the amount of expansion of the outer diameter of the hub wheel after press-fitting can be kept low. In addition, by setting θ1 to 20 ° or more, when the convex portion 35 is provided on the shaft portion 12 side, the convex portion 35 can be formed by rolling.

  In the wheel bearing device, the shaft portion 12 of the joint outer ring 5 is brought into pressure contact with or brought into contact with the inner diameter surface of the taper hole 22b from the end of the shaft portion 12 of the joint outer ring 5 to the outboard side. 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 the 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 to the outboard side requires a pressing force in a direction in which the shaft portion 12 is further press-fitted, and the position shift of the shaft portion 12 of the joint outer ring 5 to the outboard side is necessary. Since the bottom of the mouth portion 11 of the joint outer ring 5 abuts against the caulking portion 31 of the hub wheel 1 even if it is misaligned in this direction, the shaft portion of the joint outer ring 5 from the hub wheel 1 12 will not come off.

  Further, in the wheel bearing device described above, the foreign matter intrusion prevention means W1 and W2 are provided on the inboard side and the outboard side of the uneven fitting structure M, respectively. Intrusion of rainwater and foreign matter from the side 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.

  FIG. 9 shows another configuration example of the retaining structure M1. In this wheel bearing device, the shaft portion 12 is not formed with the short cylindrical portion 66 shown in FIG. 4, and the shaft portion 12 is provided with a tapered locking piece 70 protruding 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 on the outboard side of the shaft portion 12 (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 portion 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.

  FIG. 12 shows another configuration example of the retaining structure M1. The retaining structure M1 includes a shaft portion fitting hole 22a of the hub wheel 1 that constitutes the outer collar-shaped locking piece 76 by caulking a part of the shaft portion 12 so as to protrude in the outer diameter direction. A stepped surface 22e is interposed between the taper hole 22b and the outer surface of the stepped surface 22e.

  The outer hook-shaped locking piece 76 can be formed using a jig 77 shown in FIG. The jig 77 includes a cylindrical body 78. The outer diameter D5 of the cylindrical body 78 is set larger than the outer diameter D7 of the end portion of the shaft portion 12, and the inner diameter D6 of the cylindrical body 78 is set smaller than the outer diameter D7 of the end portion of the shaft portion 12.

  For this reason, if the axial center of this jig | tool 77 and the axial part 12 of the joint outer ring | wheel 5 is match | combined and a load is added to the end surface 12a of the axial part 12 by the arrow (alpha) direction by the end surface 77a of the jig | tool 77 in this state, As shown in FIG. 14, the outer peripheral side of the end surface 12 a of the shaft portion 12 can be crushed to form an outer hook-shaped locking piece 76.

  The outer hook-shaped locking piece 76 is engaged with the stepped surface 22e in the axial direction, so that the shaft portion 12 can be securely removed from the hub wheel 1 in the same manner as the tapered locking piece 65 shown in FIG. Can be prevented. The foreign matter intrusion prevention means W2 may be configured by interposing a sealing material between the outer hook-shaped locking piece 76 and the stepped surface 22e.

  As shown in FIG. 15A, the outer hook-shaped locking piece 76 is formed continuously in an annular shape, and as shown in FIG. 15B, a plurality of outer hook-shaped locking pieces 76 are arranged in the circumferential direction. May be intermittently arranged at a predetermined pitch. The outer hook-shaped locking piece 76 shown in FIG. 14B 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. 16 and 17, 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. 16 and 17, 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, the hardened layer H is not provided in the pocket portion 50 as shown by cross-hatching in FIG. 18, 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. 18, the hardened layer H does not reach the pocket portion 50, but the hardened layer H may reach the pocket portion. Even in this case, no hardened layer is formed on the short cylindrical portion 66 that forms the outer hook-shaped locking piece 76.

  19 to 21 show other configuration examples of the retaining structure M1 of the shaft portion 12. Of these, FIG. 19 shows a retaining structure M1 using a bolt and nut connection. Specifically, a screw shaft portion 80 is connected to the shaft portion 12, a nut member 81 is screwed onto the screw shaft portion 80, and the nut member 81 is brought into contact with the stepped surface 22 e of the hole portion 22. It is. In FIG. 20, the retaining ring 85 constitutes the retaining structure M <b> 1 of the shaft portion 12. A shaft extension portion 83 is provided on the outboard side of the male spline 41, and a circumferential groove 84 is provided in the shaft extension portion 83. And a retaining ring 85 is fitted in the circumferential groove 84. FIG. 21 shows a structure M1 in which the outer diameter surface of the shaft portion and the inner diameter surface of the hub wheel are welded to form a retaining structure M1, and the outer diameter surface on the outboard side of the shaft portion 12 and the hub wheel 1 Of the holes 22, the edge of the opening on the outboard side is joined by welding.

  The retaining structure M1 of the shaft portion 12 can be omitted as shown in FIG. In this case, as shown in FIG. 23, in the circumferential groove 51, the side surface 51a on the male spline 41 side is a plane orthogonal to the axial direction, and the opposite side surface 51b is out of the groove bottom 51c. It is a taper surface which expands toward the board side. A disc-shaped flange 52 for alignment is provided on the outboard side of the side surface 51b of the circumferential groove 51.

  If the outer diameter dimension of the collar part 52 is larger than the hole diameter of the fitting hole 22a, the collar part 52 itself is press-fitted into the fitting hole 22a. At this time, if there is a misalignment, the convex portion 35 is pressed into the hub wheel 1 as it is, and the shaft portion 1 and the hub wheel 1 are connected to each other in a state where the shaft center of the shaft portion 12 and the shaft center of the hub wheel 1 are not aligned. Will be linked. In order to prevent such inconvenience, the outer diameter D4a (see FIG. 23) of the flange portion 52 is set slightly smaller than the hole diameter of the fitting hole 22a of the hole portion 22, and the outer diameter surface 52a of the flange portion 52 and the hole A minute gap t is provided between the inner diameter surface of the fitting hole 22 a of the portion 22. On the other hand, if the outer diameter of the flange 52 is too small than the diameter of the fitting hole 22a, it does not function for alignment. Therefore, it is preferable that the minute gap t between the outer diameter surface 52a of the flange portion 52 and the inner diameter surface of the fitting hole 22a of the hole portion 22 is set to about 0.01 mm to 0.2 mm. The outer diameter D4a of the flange 52 may be the same as the hole diameter of the fitting hole 22a.

  In this way, by providing the flange 52 for alignment with the hole 22 of the hub wheel 1 on the outboard side of the pocket 50, the protruding portion 45 in the pocket 50 protrudes toward the flange 52. Therefore, the protruding portion 45 can be stored in the pocket portion 50 more reliably. Moreover, since the flange portion 52 has a centering function, the shaft portion 12 can be press-fitted into the hub wheel 1 while preventing misalignment. For this reason, the outer joint member 5 and the hub wheel 1 can be connected with high precision, and stable torque transmission becomes possible.

  In the wheel bearing device that does not have the retaining structure M1 shown in FIG. 22, the alignment flange portion 52 provided on the shaft portion 12 may be omitted.

  FIG. 24 shows an embodiment in which the shaft portion 12 of the joint outer ring 5 and the hub wheel 1 are allowed to be separated. In this embodiment, as shown in FIGS. 24 and 25, the hub wheel 1 includes a tubular portion 20 and a flange 21 provided at an end portion of the tubular portion 20 on the outboard side. The hole portion 22 of the cylindrical portion 20 has a shaft portion fitting hole 22a in the intermediate portion in the axial direction and a taper hole 22b on the outboard side, and has an inner diameter between the shaft portion fitting hole 22a and the tapered hole 22b. An inner wall 22g protruding in the direction is provided. The shaft portion 12 of the joint outer ring 5 and the hub wheel 1 are coupled to each other through the concave / convex fitting structure M. A recessed portion 91 is provided on the end face of the inner wall 22g on the outboard side.

  The hole portion 22 has a large-diameter portion 86 on the inboard side with respect to the shaft portion fitting hole 22a, and has a small-diameter portion 88 on the outboard side with respect to the shaft portion fitting hole 22a. A tapered portion (tapered hole) 89a is provided between the large diameter portion 86 and the shaft portion fitting hole 22a. The tapered portion 89a is reduced in diameter along the press-fitting direction when the hub wheel 1 and the shaft portion 12 of the joint outer ring 5 are coupled. The taper angle θ3 of the taper portion 89a is, for example, 15 ° to 75 °. A tapered portion 89 b is also provided between the shaft portion fitting hole 22 a and the small diameter portion 88.

  In this embodiment, the concave-convex fitting portion M is configured in the same manner as described above. That is, after the convex portion 35 is formed on the shaft portion 12, the shaft portion 12 is press-fitted into the shaft portion fitting hole 22 a of the hub wheel 1, and the inner diameter surface 37 of the shaft portion fitting hole 22 a of the hub wheel 1 is A concave portion 36 is formed to closely fit with the convex portion 35.

  After the press fitting of the shaft portion 12, the bolt member 94 is screwed into the screw hole 90 of the shaft portion 12 from the outboard side. The bolt member 94 includes a flanged head portion 94a and a screw shaft portion 94b. The screw shaft portion 94b has a large-diameter base portion 95a, a small-diameter main body portion 95b, and a tip-side screw portion 95c. In this case, a through hole 96 is provided in the inner wall 22g, the shaft portion 94b of the bolt member 94 is inserted into the through hole 96, and the screw portion 95c is screwed into the screw hole 90 of the shaft portion 12. As shown in FIG. 25, the hole diameter d1 of the through hole 96 is set to be slightly larger than the outer diameter d2 of the large base portion 95a of the shaft portion 94b. Specifically, 0.05 mm <d1−d2 <0.5 mm or so. The maximum outer diameter of the screw portion 95c is set to be the same as or slightly smaller than the outer diameter of the large-diameter base portion 95a.

  Thus, by screwing the bolt member 94 into the screw hole 90 of the shaft portion 12, the flange portion 100 of the head portion 94a of the bolt member 94 comes into contact with the recessed portion 91 of the inner wall 22g. As a result, the inner wall 22g is sandwiched between the end face 92 of the shaft portion 12 on the outboard side and the head portion 94a of the bolt member 94, and the hub wheel 1 and the joint outer ring 5 are positioned in the axial direction. At the same time, a pocket portion 97 is formed in a space surrounded by the outer diameter surface of the small diameter portion 12d of the shaft portion, the end surface of the inner wall 22g, and the small diameter portion 88 of the inner diameter surface of the hub wheel 1.

  In FIG. 24, the inner wall 22g is sandwiched between the end surface 92 of the shaft portion 12 on the outboard side and the head portion 94a of the bolt member 94. However, the inner wall 22g is not necessarily clamped. The hub wheel 1 can be positioned by the portion 94a and the concave-convex fitting structure M. 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 (see FIG. 35), the head 94a of the bolt member 94 and the back surface 11a of the mouse portion 11 The hub wheel 1 may be held. Thereby, the bending rigidity of an axial direction improves, it becomes strong to bending, and the high-quality wheel bearing apparatus excellent in durability can be provided. Moreover, since the hub wheel 1 can be positioned by press-fitting by this contact, the dimensional accuracy of the wheel bearing device can be stabilized, and the axial length of the concave-convex fitting structure M can be stabilized. Torque transmission can be improved. Further, since the seal structure can be configured by this contact, the entry of foreign matter from the crimped portion 31 side can be prevented, and the fitting state of the concave-convex fitting structure M can be stably maintained for a long time.

  By interposing a sealing material (not shown) between the seating surface 100a of the bolt member 94 and the inner wall 22g, it is possible to ensure the sealing performance between the seating surface 100a and the bottom surface of the recessed portion 91 of the inner wall 22g. it can. This prevents rainwater and foreign matter from entering the concave-convex fitting structure M from the outboard side. What is necessary is just to select and apply | coat the sealing material which consists of various resin as a sealing material so that this sealing performance can be ensured.

  If the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the material scraped off or pushed out from the inner diameter surface of the hole portion 22 by the convex portion 35 becomes the protruding portion 45, as shown in FIG. The shaft portion 12 is stored in a curled state in a pocket portion 97 provided on the outer diameter side of the small diameter portion 12 d of the shaft portion 12. In this way, by providing the storage portion 97 for storing the protruding portion 45, the protruding portion 45 can be held (maintained) in the storage portion 97, and the protruding portion 45 can enter the vehicle outside the apparatus or the like. There is nothing to do. As a result, the protruding portion 45 can be kept stored in the storage portion 97, and it is not necessary to perform the removal process of the protruding portion 45, and the assembly workability is improved and the cost is reduced by reducing the number of assembling operations. be able to.

  When the joint outer ring 5 and the hub ring 1 are separated, the bolt member 94 is removed from the state shown in FIG. A force is applied to pull out the joint outer ring 5 from the hub wheel 1. This extraction can be performed using a jig 120 as shown in FIG. The jig 120 includes a base 121, a pressing bolt member 123 that is screwed into the screw hole 122 of the base 121, and a screw shaft 126 that is screwed into the screw hole 90 of the shaft portion 12. A through hole 124 is provided in the base 121, and the bolt 33 of the hub wheel 1 is inserted into the through hole 124, and the nut member 125 is screwed into the bolt 33. At this time, the base 121 and the flange 21 of the hub wheel 1 are overlapped, and the base 121 is attached to the hub wheel 1.

  Thus, after attaching the base 121 to the hub wheel 1, the screw shaft 126 is screwed into the screw hole 90 of the shaft portion 12 so that the base portion 126a protrudes from the inner wall 22g to the outboard side. The protruding amount of the base 126a is set longer than the axial length of the concave-convex fitting structure M. The screw shaft 126 and the pressing bolt member 123 are disposed on the same axis.

  Thereafter, as shown in FIG. 27, the pressing bolt member 123 is screwed into the screw hole 122 of the base 121 from the outboard side, and in this state, the bolt member 123 is screwed in the direction of the arrow. At this time, since the screw shaft 126 and the pressing bolt member 123 are disposed on the same axis, the bolt member 123 presses the screw shaft 126 toward the inboard side. As a result, the joint outer ring 5 moves toward the inboard side with respect to the hub wheel 1, and the joint outer ring 5 is detached from the hub wheel 1.

  Further, from the state in which the joint outer ring 5 is detached from the hub wheel 1, for example, the hub wheel 1 and the joint outer ring 5 can be connected again using the bolt member 94 shown in FIG. That is, the base 121 is removed from the hub wheel 1 and the screw shaft 126 is removed from the shaft 12, and the bolt member 94 is screwed into the screw hole 90 of the shaft 12 through the through hole 96. 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.

  Next, in this state, the bolt member 94 is screwed into the screw hole 90. 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, similar to the previous press-fitting, the concave / convex fitting structure M in which the entire fitting portion of the convex portion 35 with the concave portion is in close contact with the corresponding concave portion 36 is formed again, and the joint outer ring 5 and the hub ring 1 are re-established. Combined. Separation and reconnection of the hub wheel 1 and the joint outer ring 5 described above should be performed with the outer member 25 of the bearing 2 attached to the knuckle 34 of the vehicle, as shown in FIGS. Can do.

  In particular, when the bolt member 94 is screwed into the screw hole 90, the base portion 95a of the bolt member 94 is in a state corresponding to the through hole 96 as shown in FIG. Moreover, as shown in FIG. 25, the hole diameter d1 of the through hole 96 is set slightly larger than the outer diameter d2 of the large base portion 95a of the shaft portion 94b (specifically, 0.05 mm <d1− d2 <about 0.5 mm), the outer diameter of the base 95a of the bolt member 94 and the inner diameter of the through hole 96 constitute a guide when the bolt member 94 is screwed through the screw hole 90. The shaft portion 12 can be press-fitted into the hole portion 22 of the hub wheel 1 without misalignment. If the axial length of the through-hole 96 is too short, a stable guide function cannot be exhibited. Conversely, if the through-hole 96 is too long, the thickness dimension of the inner wall 22g becomes large, and the axial direction of the uneven fitting structure M The length cannot be secured, and the weight of the hub wheel 1 is increased. The length of the through hole 96 is determined in consideration of the above circumstances.

  As shown in FIG. 26, if a tapered portion 90 a that expands toward the opening side is formed in the opening portion of the screw hole 90 of the shaft portion 12, the screw shaft 126 and the bolt member 94 are screwed into the screw hole 90. It is easy to match.

  In the first press-fitting (press-fitting for forming the recess 36 in the inner diameter surface 37 of the hole 22), the press-fitting load is relatively large. Therefore, when the shaft 12 is press-fitted, it is necessary to use a press machine or the like. On the other hand, in such re-pressing, since the press-fitting load is smaller than the first press-fitting load, the shaft 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 joint outer ring 5 and the hub ring 1 can be separated and connected in the field.

  In the male spline 41 shown in FIG. 2A, as an example, the pitch of the convex portions 35 and the pitch of the concave portions 36 are set to the same value. For this reason, as shown in FIG. 2B, 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. 29A, the circumferential thickness L2 of the convex portion 35 is smaller than the groove width L1 between the adjacent convex portions at the intermediate portion in the height direction of the convex portion 35. 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. 29 (a), the convex portion 35 is formed in a trapezoidal cross section, but as shown in FIG. 29 (b), it may be formed in an involute cross section.

  In each of the above-described 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. 30A and FIG. As shown in FIG. 30 (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 broaching, cutting, pressing, and drawing. As the thermosetting treatment, various heat treatments such as induction hardening and carburizing and quenching can be employed.

  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.30 (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 (diameter dimension of a 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). Further, as shown in FIG. 31, assuming that the press-fitting allowance of the convex portion 35 with respect to the shaft portion 12 is Δd and the height of the convex portion is h, a range of 0.3 <Δd / 2h <0.86 is set. Here, as shown in FIG. 30A and FIG. 31, the press-fitting allowance Δd is the outer diameter dimension D10 of the shaft portion 12 and the minimum inner diameter dimension D8 of the hub wheel (the circle passing through the tooth tip 61a of the convex portion 35). 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, the press-fitting allowance of the convex portion 35 can be sufficiently secured, and the concave portion 36 is reliably formed. It becomes possible.

  Also in the concave-convex fitting structure M, as shown in FIG. 30B, the convex portion extends from a circle C <b> 1 passing through the boundary portion between the region fitting into the concave portion 36 and the region not fitting into the concave portion 36. A circle C2 passing through the midpoint of the distance to the top 61a of 35 is defined as a pitch circle, and an angle θ1 formed by the radial line and the side surface of the convex portion is set to 0 ° ≦ θ1 ≦ 45 ° on the pitch circle. Is done. Further, the diameter of the pitch circle C2 of the convex portion 35 is set to PCD, the number of the convex portions 35 is set to Z, and 0.30 ≦ PCD / Z ≦ 1.0 is set.

  Even in this configuration, since the protruding portion 45 is formed by press-fitting, it is preferable to provide a pocket portion 97 for accommodating 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. 2. In addition to the shapes shown in FIGS. 3A to 3C and FIGS. 29A and 29B, convex portions 35 having various cross-sectional shapes such as a semicircular shape, a semi-elliptical shape, and a rectangular shape are employed. The area and number of the convex portions 35, the circumferential arrangement pitch, and the like 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. 2B and FIG. 30B, gaps 40 and 62 are formed between the root of the spline having the convex portion 35 and the member in which the concave portion 36 is formed. The entire groove may be filled with the mating member.

  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.

  As the coupling means shown in FIG. 21, a welding coupling means is used, but an adhesive may be used instead of welding. In addition to the balls, rollers can be used as the rolling elements 30 of the bearing 2. Furthermore, in the above-described embodiment, the present invention is applied to the third generation wheel bearing device. However, the present invention can be similarly applied to the first generation, second generation, and further fourth generation wheel bearing devices. it can. 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.

  In the retaining structure M1 of the shaft portion 12, for example, when a retaining ring 85 as shown in FIG. 21 is used, the retaining structure M1 is not provided at the end portion of the shaft portion 12, and the root portion of the shaft portion 12 is provided. It can also be provided on the side (mouse side).

  In the embodiment shown in FIG. 24, the seal material interposed between the seat surface 100a of the bolt member 94 that fixes the bolts between the hub wheel 1 and the shaft portion 12 and the inner wall 22g is the seat surface 100a of the bolt member 94. In addition to applying the resin on the side, the resin may be applied on the inner wall 22g side. Moreover, you may make it apply | coat resin to both the seat surface 100a side and the inner wall 22g side. When the bolt member 94 is screwed, such a sealing material is omitted if the seat surface 100a of the bolt member 94 and the bottom surface of the recessed portion 91 of the inner wall 22g are excellent in adhesion. Is also possible. For example, if the bottom surface of the recessed portion 91 is ground, the adhesiveness with the seat surface 100a of the bolt member 94 is improved, so that application of the sealing material can be omitted. As long as the adhesion is ensured, the grinding process to the recessed portion 91 can be omitted, and the forged skin and the turning finish state can be left as they are.

  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.

  A male spline 41 having a module 0.48 and 59 teeth was formed on the shaft portion 12, and Δd / 2h was varied to measure the press-fit load. Moreover, while performing the torsional strength test about each uneven | corrugated fitting structure, the moldability of the uneven | corrugated fitting structure was evaluated. FIG. 32 shows the measurement result of the press-fitting load, FIG. 33 shows the result of the torsional strength test, and FIG. 34 shows the evaluation result of the formability of the uneven fitting structure.

  As is apparent from FIGS. 32 and 33, when Δd / 2h exceeds 0.86, the press-fit load increases rapidly and the torsional strength decreases. Further, when Δd / 2h is 0.3 or less, the torsional strength is lowered. For this reason, 0.3 <Δd / 2h <0.86 is preferable. If only the press-fit load is taken into consideration, 0.3 or less is better, but since the torsional strength is reduced, 0.3 or less should be avoided. As is clear from FIG. 34, the formability of the concave-convex fitting structure M was also good when Δd / 2h was in the range of 0.28 to 0.86. On the other hand, it worsened at 0.89 and 0.95 exceeding 0.86. Here, the deterioration means that “the entire fitting contact portion between the convex portion and the concave portion is in close contact with each other, so that no gap in which play occurs in the radial direction and the circumferential direction is not formed in this fitting structure”. It means that it is a fitting structure in which an operational effect cannot be obtained.

It is sectional drawing which shows embodiment of the wheel bearing apparatus. (A) The figure is an expanded sectional view of the uneven | corrugated fitting structure of the said wheel bearing apparatus, (b) A figure is the X section enlarged view of Fig.2 (a). (A) A figure is a front view of the convex part shown in Drawing 2 (b), and (b) and (c) figure are front views showing other examples of a convex part. It is sectional drawing of the bearing before the assembly of the said wheel bearing apparatus, a hub ring, and a coupling outer ring. 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) is an enlarged sectional view when an O-ring is used as a sealing member, and (b) is an enlarged sectional view when a gasket is used as a sealing member. 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. 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. It is a front view which shows the axial part end surface of the joint outer ring | wheel of the wheel bearing apparatus of FIG. The outer hook-shaped latching | locking part arrange | positioned is shown. 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 coupling outer ring | wheel before the assembly of the wheel bearing apparatus of FIG. It is sectional drawing which shows other embodiment of the wheel bearing apparatus. It is sectional drawing which shows other embodiment of the wheel bearing apparatus. It is sectional drawing which shows other embodiment of the wheel bearing apparatus. 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 which shows other embodiment of the wheel bearing apparatus. It is sectional drawing which shows the assembly before the wheel bearing apparatus of FIG. It is principal part expanded sectional drawing of the wheel bearing apparatus of FIG. It is sectional drawing which shows the isolation | separation process of the uneven | corrugated fitting structure in the wheel bearing apparatus of FIG. It is sectional drawing which shows the re-pressing process in the wheel bearing apparatus of FIG. Both (a) figure and (b) figure are sectional drawings which show the other example of the convex part of an uneven | corrugated fitting structure. (A) A figure is sectional drawing which shows the other example of an uneven | corrugated fitting structure, (b) A figure is an enlarged view of the Y section in the figure (a). It is an expanded sectional view of the uneven | corrugated fitting structure shown to Fig.30 (a). It is a graph which shows the measurement result of press-fit load when (DELTA) d / 2h is changed. It is a graph which shows the measurement result of torsional strength when (DELTA) d / 2h is changed. It is a table | surface which shows the evaluation result of the moldability of an uneven | corrugated fitting structure when (DELTA) d / 2h is changed. It is sectional drawing which shows other embodiment of the wheel bearing apparatus. It is sectional drawing of the conventional wheel bearing apparatus.

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 Convex portion 35b Convex portion side surface 36 Concave portion 37 Inner diameter surface 38 Fitting portion 45 Protruding portion 50 Pocket portion 52 Gutter 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 (7)

An outer member having a double-row raceway surface on the inner periphery, a hub wheel having a wheel mounting flange, and an inner ring that is press-fitted into the outer periphery of the hub wheel. An inner member, a wheel bearing having a double row rolling element interposed between the outer member and the raceway surface of the inner member, a constant velocity universal joint having an outer joint member, and a hub. A method of manufacturing a wheel bearing device in which a shaft portion of an outer joint member inserted into a hole portion of a wheel is coupled to a hub wheel so as to be able to transmit torque, and the shaft portion of the hub wheel and the outer joint member is made of a steel material. ,
A plurality of convex portions extending in the axial direction are provided on the shaft portion of the outer joint member, and the convex portion from a circle passing through a boundary portion between a region that fits into the concave portion and a region that does not fit into the concave portion. A circle passing through the intermediate point of the distance to the top of the pitch is defined as a pitch circle, and on this pitch circle, the angle θ1 formed by the radial line and the side surface of the convex portion is 20 ° ≦ θ1 ≦ 35 °, and The pitch circle diameter of the protrusions is PCD, the number of protrusions is Z, and 0.33 ≦ PCD / Z ≦ 0.7,
A plurality of small recesses are formed in the hole of the hub wheel,
The convex part is press-fitted into the small concave part along the axial direction, and a part of the hub wheel is cut into the hole part of the hub ring by the press-fitted convex part to form the concave part, thereby fitting the convex part and the concave part. The manufacturing method of the wheel bearing apparatus characterized by comprising the uneven | corrugated fitting structure in which the whole site | part adheres closely. The manufacturing method of the wheel bearing apparatus of Claim 1 which provided the heat processing hardened layer continuous in the area | region used as the outer diameter side of the whole fitting site | part of a convex part and a recessed part among the surfaces of a hub ring. 3. The method for manufacturing a wheel bearing device according to claim 1, wherein an end surface on the press-fitting start side of the convex portion is a surface orthogonal to the axial direction. The method for manufacturing a wheel bearing device according to any one of claims 1 to 3, wherein a hardness of at least an end portion on the press-fitting start side of the convex portion is higher than an inner diameter portion of the hole portion of the hub wheel. The wheel bearing device according to any one of claims 1 to 4, wherein a pocket portion is provided in the shaft portion of the outer joint member to accommodate a protruding portion generated by the formation of the concave portion by the press-fitting. Manufacturing method . 6. The separation of the concave-convex fitting structure by allowing an axial pull-out force to be allowed, and the hub wheel and the shaft portion of the outer joint member are bolted via a bolt member. A manufacturing method of the bearing device for wheels given in any 1 paragraph. The method for manufacturing a wheel bearing device according to claim 6, wherein an inner wall serving as a seating surface of a head portion of the bolt member is provided in a hole portion of the hub wheel.

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