JP6109786B2 - Wheel bearing device and method for manufacturing wheel bearing device - Google Patents

Wheel bearing device and method for manufacturing wheel bearing device Download PDF

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JP6109786B2
JP6109786B2 JP2014115790A JP2014115790A JP6109786B2 JP 6109786 B2 JP6109786 B2 JP 6109786B2 JP 2014115790 A JP2014115790 A JP 2014115790A JP 2014115790 A JP2014115790 A JP 2014115790A JP 6109786 B2 JP6109786 B2 JP 6109786B2
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wheel
wheel bearing
convex
fitting
hub
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JP2014199140A (en
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修二 持永
修二 持永
乗松　孝幸
孝幸 乗松
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NTN Corp
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NTN Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C35/00—Rigid support of bearing units; Housings, e.g. caps, covers
    • F16C35/04—Rigid support of bearing units; Housings, e.g. caps, covers in the case of ball or roller bearings
    • F16C35/06—Mounting or dismounting of ball or roller bearings; Fixing them onto shaft or in housing
    • F16C35/063—Fixing them on the shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D1/108—Quick-acting couplings in which the parts are connected by simply bringing them together axially having retaining means rotating with the coupling and acting by interengaging parts, i.e. positive coupling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F16C19/186—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement with three raceways provided integrally on parts other than race rings, e.g. third generation hubs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D2001/103—Quick-acting couplings in which the parts are connected by simply bringing them together axially the torque is transmitted via splined connections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
    • F16D2003/22326—Attachments to the outer joint member, i.e. attachments to the exterior of the outer joint member or to the shaft of the outer joint member

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mounting Of Bearings Or Others (AREA)
  • Rolling Contact Bearings (AREA)

Description

本発明は、例えば自動車の懸架装置に対して駆動車輪（ＦＦ車の前輪、ＦＲ車の後輪、４ＷＤ車の全輪）を回転自在に支持する車輪用軸受装置、および車輪用軸受装置の製造方法に関する。 The present invention provides, for example, a wheel bearing device that rotatably supports driving wheels (front wheels of FF vehicles, rear wheels of FR vehicles, and all wheels of 4WD vehicles) with respect to an automobile suspension device , and manufacture of wheel bearing devices. Regarding the method.

従来の車輪用軸受装置として、例えば、ハブ輪と等速自在継手の外側継手部材との分離を可能としてメンテナンス性に優れた車輪用軸受装置が提案されている（例えば、特許文献１参照）。この特許文献１に開示された車輪用軸受装置は、図１０に示すように、ハブ輪１０１、内輪１０２、複列の転動体１０３，１０４および外輪１０５からなる車輪用軸受１２０と固定式等速自在継手１０６とで主要部が構成されている。   As a conventional wheel bearing device, for example, a wheel bearing device having excellent maintainability that can separate the hub wheel and the outer joint member of the constant velocity universal joint has been proposed (for example, see Patent Document 1). As shown in FIG. 10, the wheel bearing device disclosed in Patent Document 1 includes a wheel bearing 120 including a hub ring 101, an inner ring 102, double row rolling elements 103 and 104, and an outer ring 105, and a fixed constant velocity. The main part is composed of the universal joint 106.

ハブ輪１０１は、その外周面にアウトボード側の内側軌道面１０７が形成されると共に、車輪（図示せず）を取り付けるための車輪取付フランジ１０９を備えている。この車輪取付フランジ１０９の円周方向等間隔に、ホイールディスクを固定するためのハブボルト１１０が植設されている。このハブ輪１０１のインボード側外周面に形成された小径段部１１２に内輪１０２を嵌合させ、この内輪１０２の外周面にインボード側の内側軌道面１０８が形成されている。   The hub wheel 101 has an inner raceway surface 107 on the outboard side formed on the outer peripheral surface thereof, and a wheel mounting flange 109 for mounting a wheel (not shown). Hub bolts 110 for fixing the wheel disc are implanted at equal intervals in the circumferential direction of the wheel mounting flange 109. An inner ring 102 is fitted to a small diameter step portion 112 formed on the inboard side outer peripheral surface of the hub wheel 101, and an inner raceway surface 108 on the inboard side is formed on the outer peripheral surface of the inner ring 102.

内輪１０２は、クリープを防ぐために適当な締め代をもって圧入されている。ハブ輪１０１の外周面に形成されたアウトボード側の内側軌道面１０７と、内輪１０２の外周面に形成されたインボード側の内側軌道面１０８とで複列の軌道面を構成する。この内輪１０２をハブ輪１０１の小径段部１１２に圧入し、その小径段部１１２の端部を外側に加締めることにより、加締め部１１１でもって内輪１０２を抜け止めしてハブ輪１０１と一体化し、車輪用軸受１２０に予圧を付与している。   The inner ring 102 is press-fitted with an appropriate tightening margin to prevent creep. An outboard-side inner raceway surface 107 formed on the outer peripheral surface of the hub wheel 101 and an inboard-side inner raceway surface 108 formed on the outer peripheral surface of the inner ring 102 constitute a double-row raceway surface. The inner ring 102 is press-fitted into the small-diameter step portion 112 of the hub wheel 101, and the end portion of the small-diameter step portion 112 is crimped to the outside, so that the inner ring 102 is prevented from coming off by the crimping portion 111 and integrated with the hub wheel 101. The preload is applied to the wheel bearing 120.

外輪１０５は、内周面にハブ輪１０１および内輪１０２の内側軌道面１０７，１０８と対向する複列の外側軌道面１１３，１１４が形成されている。この外輪１０５の外周面を車体の懸架装置（図示せず）から延びるナックルに嵌合させて固定することにより、車輪用軸受装置を車体に取り付けるようにしている。   The outer ring 105 has double rows of outer raceway surfaces 113 and 114 facing the inner raceway surfaces 107 and 108 of the hub ring 101 and the inner ring 102 on the inner circumferential surface. The wheel bearing device is attached to the vehicle body by fitting and fixing the outer peripheral surface of the outer ring 105 to a knuckle extending from a suspension device (not shown) of the vehicle body.

車輪用軸受１２０は、複列のアンギュラ玉軸受構造で、ハブ輪１０１および内輪１０２の外周面に形成された内側軌道面１０７，１０８と外輪１０５の内周面に形成された外側軌道面１１３，１１４との間に転動体１０３，１０４を介在させ、各列の転動体１０３，１０４を保持器１１５，１１６により円周方向等間隔に支持した構造を有する。   The wheel bearing 120 has a double-row angular contact ball bearing structure, and has inner raceway surfaces 107 and 108 formed on the outer peripheral surfaces of the hub wheel 101 and the inner ring 102, and an outer raceway surface 113 formed on the inner peripheral surface of the outer ring 105. The rolling elements 103 and 104 are interposed between the rolling elements 103 and 104, and the rolling elements 103 and 104 in each row are supported by the cages 115 and 116 at equal intervals in the circumferential direction.

車輪用軸受１２０の両端開口部には、ハブ輪１０１と内輪１０２の外周面に摺接するように、外輪１０５とハブ輪１０１および内輪１０２との環状空間を密封する一対のシール１１７，１１８が外輪１０５の両端部内径に嵌合され、内部に充填されたグリースの漏洩ならびに外部からの水や異物の侵入を防止するようになっている。   A pair of seals 117, 118 that seal the annular space between the outer ring 105, the hub ring 101, and the inner ring 102 are provided at both end openings of the wheel bearing 120 so as to be in sliding contact with the outer peripheral surfaces of the hub ring 101 and the inner ring 102. 105 is fitted to the inner diameters at both ends, and prevents leakage of grease filled in the inside and intrusion of water and foreign matters from the outside.

等速自在継手１０６は、ドライブシャフト１２１を構成する中間シャフト１２２の一端に設けられ、内周面にトラック溝１２３が形成された外側継手部材１２４と、その外側継手部材１２４のトラック溝１２３と対向するトラック溝１２５が外周面に形成された内側継手部材１２６と、外側継手部材１２４のトラック溝１２３と内側継手部材１２６のトラック溝１２５との間に組み込まれたボール１２７と、外側継手部材１２４の内周面と内側継手部材１２６の外周面との間に介在してボール１２７を保持するケージ１２８とで構成されている。   The constant velocity universal joint 106 is provided at one end of an intermediate shaft 122 that constitutes the drive shaft 121, and is opposed to the outer joint member 124 in which the track groove 123 is formed on the inner peripheral surface, and the track groove 123 of the outer joint member 124. An inner joint member 126 having a track groove 125 formed on the outer peripheral surface, a ball 127 incorporated between the track groove 123 of the outer joint member 124 and the track groove 125 of the inner joint member 126, and the outer joint member 124. The cage 128 is interposed between the inner peripheral surface and the outer peripheral surface of the inner joint member 126 and holds the ball 127.

外側継手部材１２４は、内側継手部材１２６、ボール１２７およびケージ１２８からなる内部部品を収容したマウス部１２９と、マウス部１２９から軸方向に一体的に延びるステム部１３０とで構成されている。内側継手部材１２６は、中間シャフト１２２の軸端が圧入されてスプライン嵌合によりトルク伝達可能に結合されている。   The outer joint member 124 includes a mouth portion 129 that accommodates inner parts including the inner joint member 126, the ball 127, and the cage 128, and a stem portion 130 that extends integrally from the mouth portion 129 in the axial direction. The inner joint member 126 is coupled so that torque can be transmitted by spline fitting with the shaft end of the intermediate shaft 122 press-fitted.

等速自在継手１０６の外側継手部材１２４と中間シャフト１２２との間に、継手内部に封入されたグリース等の潤滑剤の漏洩を防ぐと共に継手外部からの異物侵入を防止するための樹脂製の蛇腹状ブーツ１３１を装着して、外側継手部材１２４の開口部をブーツ１３１で閉塞した構造としている。   Between the outer joint member 124 of the constant velocity universal joint 106 and the intermediate shaft 122, a resin bellows for preventing leakage of a lubricant such as grease sealed inside the joint and preventing foreign matter from entering from the outside of the joint. The outer boot member 124 is closed by the boot 131 and the outer joint member 124 is closed.

このブーツ１３１は、外側継手部材１２４の外周面にブーツバンド１３２により締め付け固定された大径端部１３３と、中間シャフト１２２の外周面にブーツバンド１３４により締め付け固定された小径端部１３５と、大径端部１３３と小径端部１３５とを繋ぎ、その大径端部１３３から小径端部１３５へ向けて縮径した可撓性の蛇腹部１３６とで構成されている。   The boot 131 includes a large-diameter end portion 133 fastened and fixed to the outer peripheral surface of the outer joint member 124 by a boot band 132, a small-diameter end portion 135 fastened and fixed to the outer peripheral surface of the intermediate shaft 122 by a boot band 134, The diameter end portion 133 and the small diameter end portion 135 are connected to each other, and a flexible bellows portion 136 having a diameter reduced from the large diameter end portion 133 toward the small diameter end portion 135 is formed.

図１１は、外側継手部材１２４のステム部１３０をハブ輪１０１の軸孔１３８に圧入する前の状態を示す。同図に示すように、外側継手部材１２４のステム部１３０は、その外周面に軸方向に延びる複数の凸部１３７からなる雄スプラインが形成されている。これに対して、ハブ輪１０１の軸孔１３８は、その内周面に雌スプラインが形成されていない単純な円筒部１３９をなす。   FIG. 11 shows a state before the stem portion 130 of the outer joint member 124 is press-fitted into the shaft hole 138 of the hub wheel 101. As shown in the figure, the stem portion 130 of the outer joint member 124 has a male spline formed of a plurality of convex portions 137 extending in the axial direction on the outer peripheral surface thereof. On the other hand, the shaft hole 138 of the hub wheel 101 forms a simple cylindrical portion 139 in which a female spline is not formed on the inner peripheral surface thereof.

図１２は、外側継手部材１２４のステム部１３０をハブ輪１０１の軸孔１３８に圧入した後の状態を示す。この外側継手部材１２４のステム部１３０をハブ輪１０１の軸孔１３８に圧入し、そのステム部１３０の凸部１３７をハブ輪１０１の軸孔１３８の内周面に転写することにより、同図に示すように、ハブ輪１０１の軸孔１３８の内周面に凸部１３７と締め代をもって密着する凹部１４０を形成し、この凸部１３７と凹部１４０との嵌合接触部位全域で密着する凹凸嵌合構造を構成することで、外側継手部材１２４とハブ輪１０１とをトルク伝達可能に結合させている。   FIG. 12 shows a state after the stem portion 130 of the outer joint member 124 is press-fitted into the shaft hole 138 of the hub wheel 101. The stem portion 130 of the outer joint member 124 is press-fitted into the shaft hole 138 of the hub wheel 101, and the convex portion 137 of the stem portion 130 is transferred to the inner peripheral surface of the shaft hole 138 of the hub wheel 101. As shown in the figure, a concave portion 140 is formed on the inner peripheral surface of the shaft hole 138 of the hub wheel 101 so as to be in close contact with the convex portion 137 with an allowance. By configuring the combined structure, the outer joint member 124 and the hub wheel 101 are coupled so as to transmit torque.

このようにして、外側継手部材１２４のステム部１３０をハブ輪１０１の軸孔１３８に圧入した上で、図１０に示すように、外側継手部材１２４のステム部１３０の軸端に形成された雌ねじ１４１にボルト１４２を螺合させることにより、そのボルト１４２をハブ輪１０１の端面に係止させた状態で締め付けることで、等速自在継手１０６をハブ輪１０１に固定している。   Thus, after the stem portion 130 of the outer joint member 124 is press-fitted into the shaft hole 138 of the hub wheel 101, as shown in FIG. 10, the female screw formed at the shaft end of the stem portion 130 of the outer joint member 124 is formed. The constant velocity universal joint 106 is fixed to the hub wheel 101 by screwing the bolt 142 to 141 and tightening the bolt 142 in a state where the bolt 142 is locked to the end surface of the hub wheel 101.

特開２００９−９７５５７号公報JP 2009-97557 A

ところで、前述した車輪用軸受装置において、ハブ輪１０１、内輪１０２、複列の転動体１０３，１０４および外輪１０５からなる車輪用軸受１２０と結合される固定式等速自在継手１０６がドライブシャフト１２１の一部を構成している。自動車のエンジンから車輪に動力を伝達するドライブシャフト１２１は、図１３に示すように、エンジンと車輪との相対的位置関係の変化による角度変位と軸方向変位に対応する必要があるため、一般的にエンジン側（インボード側）に摺動式等速自在継手１５１を、車輪側（アウトボード側）に固定式等速自在継手１０６をそれぞれ装備し、両者の等速自在継手１０６，１５１を中間シャフト１２２で連結した構造を具備する。   By the way, in the wheel bearing device described above, the fixed constant velocity universal joint 106 coupled to the wheel bearing 120 including the hub wheel 101, the inner ring 102, the double row rolling elements 103 and 104, and the outer ring 105 is provided on the drive shaft 121. Part of it. As shown in FIG. 13, a drive shaft 121 that transmits power from an automobile engine to a wheel needs to cope with an angular displacement and an axial displacement due to a change in the relative positional relationship between the engine and the wheel. Are equipped with a sliding type constant velocity universal joint 151 on the engine side (inboard side) and a fixed type constant velocity universal joint 106 on the wheel side (outboard side), respectively. A structure connected by a shaft 122 is provided.

ここで、従来の車輪用軸受装置では、図１１に示すように、ハブ輪１０１の軸孔１３８の内周面は雌スプラインが形成されていない単純な円筒部１３９をなすことから、外側継手部材１２４のステム部１３０をハブ輪１０１の軸孔１３８に圧入するに際して、そのステム部１３０の凸部１３７を軸孔１３８の内周面に転写するために大きな圧入荷重が必要で、また、図１２に示すように軸孔１３８の凹部１４０とステム部１３０の凸部１３７とが密着する範囲α（前述の凸部１３７の山形中腹部から山形頂上部に至る範囲）で締め代を設定している点でも大きな圧入荷重が必要で作業性が悪く、プレス機などを用いる必要があった。そのため、車輪用軸受１２０にドライブシャフト１２１の等速自在継手１０６を組み付けた状態で車輪用軸受装置を車体に組み付けなければならないというのが現状であった。   Here, in the conventional wheel bearing device, as shown in FIG. 11, the inner peripheral surface of the shaft hole 138 of the hub wheel 101 forms a simple cylindrical portion 139 in which no female spline is formed. When the stem portion 130 of 124 is press-fitted into the shaft hole 138 of the hub wheel 101, a large press-fitting load is required to transfer the convex portion 137 of the stem portion 130 to the inner peripheral surface of the shaft hole 138, and FIG. As shown in FIG. 4, the tightening margin is set in a range α (a range from the middle of the chevron of the convex portion 137 to the top of the chevron) where the concave portion 140 of the shaft hole 138 and the convex portion 137 of the stem portion 130 are in close contact with each other. In this respect, a large press-fitting load is required and workability is poor, and it is necessary to use a press machine. Therefore, the current situation is that the wheel bearing device must be assembled to the vehicle body with the constant velocity universal joint 106 of the drive shaft 121 assembled to the wheel bearing 120.

その結果、自動車メーカでの車両組み立て時には、車輪用軸受１２０とドライブシャフト１２１の等速自在継手１０６とを結合させた状態、つまり、車輪用軸受１２０とドライブシャフト１２１の二つの等速自在継手１０６，１５１とが一体化した状態で取り扱われる。車体の懸架装置から延びるナックル１５２（図１３参照）の最小内径寸法を等速自在継手１０６，１５１の最大外径寸法よりも大きくしていることから、この車体への組み付けは、図１３および図１４に示すように、ドライブシャフト１２１の摺動式等速自在継手１５１と固定式等速自在継手１０６とを、車体の懸架装置から延びるナックル１５２に順次通した上で、車輪用軸受１２０の外輪１０５をナックル１５２に嵌合させて固定するようにしていた。   As a result, when the vehicle is assembled by an automobile manufacturer, the wheel bearing 120 and the constant velocity universal joint 106 of the drive shaft 121 are coupled, that is, the two constant velocity universal joints 106 of the wheel bearing 120 and the drive shaft 121 are combined. , 151 are integrated with each other. Since the minimum inner diameter dimension of the knuckle 152 (see FIG. 13) extending from the suspension device of the vehicle body is larger than the maximum outer diameter dimension of the constant velocity universal joints 106 and 151, the assembly to the vehicle body is shown in FIGS. 14, the sliding constant velocity universal joint 151 and the fixed constant velocity universal joint 106 of the drive shaft 121 are sequentially passed through the knuckle 152 extending from the suspension device of the vehicle body, and then the outer ring of the wheel bearing 120. 105 is fitted to the knuckle 152 and fixed.

このドライブシャフト１２１は車輪側とエンジン側とを繋ぐ長尺なアッセンブリ体であることから、前述したようにドライブシャフト１２１の摺動式等速自在継手１５１と固定式等速自在継手１０６とをナックル１５２に順次通す車体への組み付け方法では作業性が悪く、その組み付け時にドライブシャフト１２１を構成する部品を損傷させたりする可能性がある。   Since the drive shaft 121 is a long assembly body that connects the wheel side and the engine side, as described above, the sliding constant velocity universal joint 151 and the fixed constant velocity universal joint 106 of the drive shaft 121 are knuckled. The assembling method to the vehicle body that is sequentially passed through 152 is inferior in workability, and there is a possibility that parts constituting the drive shaft 121 may be damaged during the assembling.

そこで、本発明は前述の問題点に鑑みて提案されたもので、その目的とするところは、車体への組み付けにおける作業性を向上させ、その組み付け時の部品の損傷を未然に防止し得る車輪用軸受装置を提供することにある。   Accordingly, the present invention has been proposed in view of the above-mentioned problems, and the object of the present invention is to improve the workability in assembling the vehicle body and prevent damage to the components during the assembly. It is to provide a bearing device for use.

前述の目的を達成するための技術的手段として、本発明は、内周に複列の外側軌道面が形成された外方部材と、外周に前記外側軌道面と対向する複列の内側軌道面を有し、ハブ輪および内輪からなる内方部材と、前記外方部材の外側軌道面と内方部材の内側軌道面との間に介装された複列の転動体とからなる車輪用軸受を備え、前記ハブ輪の内径に等速自在継手の外側継手部材のステム部を嵌合することにより前記車輪用軸受に等速自在継手を、ねじ締め付け構造を介して分離可能に結合させた車輪用軸受装置において、前記ハブ輪と前記外側継手部材のステム部のうちのいずれか一方の部材に軸方向に延びる複数の凸部が形成され、他方の部材に形成した、前記凸部の周方向側壁部のみに対して締め代を有する複数の凹部に前記凸部を圧入して前記凸部の周方向側壁部のみで前記締め代を切削することにより、前記他方の部材に当該部材とつながった切粉が形成され、凸部の径方向先端部と凹部との間に隙間があり、前記凸部と前記凹部の嵌合接触部位全域が密着する凹凸嵌合構造が構成されていることを特徴とする。 As technical means for achieving the above-mentioned object, the present invention includes an outer member having a double row outer raceway surface formed on the inner periphery, and a double row inner raceway surface facing the outer raceway surface on the outer periphery. A wheel bearing comprising: an inner member comprising a hub ring and an inner ring; and a double row rolling element interposed between an outer raceway surface of the outer member and an inner raceway surface of the inner member with a constant velocity universal joint to the wheel bearing by fitting the stem section of the outer joint member of the constant velocity universal joint to the internal diameter of the hub wheel and separated coupled via a screw tightening structure wheel in use the bearing device, the plurality of convex portions extending in the axial direction in one of member of the stem portion of the hub wheel and the outer joint member is formed, it is formed on the other member, the circumferential direction of the convex portion press-fitting the convex portion into a plurality of recesses having the interference with respect to only the side wall portion Gap between the circumferential side wall portion only by cutting the interference, chips led the member is formed in the other member, radial tip portion and the concave portion of the convex portion of the convex portion Te And a concave-convex fitting structure is formed in which the entire fitting contact portion of the convex portion and the concave portion is in close contact.

かかる構成では、凸部に対して凹部を予め形成していることから、従来のように凸部を単純な円筒部に転写する場合よりも、凸部と凹部との嵌合接触部位全域で密着させるための圧入荷重を下げることができ、さらに、凹部が凸部の周方向側壁に対して締め代を有し 、かつ凸部の径方向先端部に対して隙間を有することから、従来のように凸部の径方向先端部に対しても締め代を有する場合よりも、圧入荷重を下げることができるので、車輪用軸受を車体に取り付けた後にその車輪用軸受のハブ輪に外側継手部材を圧入して等速自在継手を車輪用軸受に結合させることが容易となって作業性の向上が図れる。 In this configuration, since the concave portion is formed in advance with respect to the convex portion, it is more closely adhered to the entire fitting contact portion between the convex portion and the concave portion than when the convex portion is transferred to a simple cylindrical portion as in the past. The press-fit load for reducing the height of the protrusions can be reduced, and the concave portion has a margin for the circumferential side wall of the convex portion, and has a gap with respect to the distal end portion in the radial direction of the convex portion. Since the press-fitting load can be reduced compared to the case where the radial tip of the convex portion has a tightening allowance , the outer joint member is attached to the hub wheel of the wheel bearing after the wheel bearing is attached to the vehicle body. It becomes easy to press-fit and connect the constant velocity universal joint to the wheel bearing, and the workability can be improved.

本発明では、凸部の表面硬度を凹部の表面硬度よりも大きくすることが望ましい。このようにすれば、ハブ輪と外側継手部材のステム部のうちのいずれか一方を他方に圧入するに際して、塑性変形および切削加工により、相手側の凹部形成面に凸部の形状を容易に転写することができる。   In the present invention, it is desirable to make the surface hardness of the convex portion larger than the surface hardness of the concave portion. In this way, when one of the hub wheel and the stem portion of the outer joint member is press-fitted into the other, the shape of the convex portion is easily transferred to the concave portion forming surface on the other side by plastic deformation and cutting. can do.

ハブ輪のインボード側端部に、車輪用軸受に予圧を付与する加締め部を設け、この加締 め部を外側継手部材の肩部に接触させた状態で、前記ねじ締め付け構造の締め付けトルク を、凹部に対する凸部の圧入時におけるねじ締付け構造の締め付けトルクよりも小さくするのが望ましい。このように、ハブ輪に対する外側継手部材の圧入後、ねじ締め状態を一 旦緩めて、再度、その圧入時の締め付けトルクよりも低い締付けトルクに設定すれば、車輪用軸受と等速自在継手との当接面に発生する面圧を最適に管理することができ、その当接面で急激な滑りによるスティックスリップ音の発生を未然に防止することができる。 The inboard end of the hub, the caulking portion for applying a preload to the wheel bearing is provided, the caulked Me portion being in contact with the shoulder section of the outer joint member, the tightening of the screw tightening structure Torque Is preferably smaller than the tightening torque of the screw tightening structure when the convex portion is press-fitted into the concave portion . Thus, after press-fitting of the outer joint member relative to the hub wheel, the screw tightening state by loosening one Dan, again, is set to a low tightening torque than the tightening torque at the time of press-fitting, the wheel bearing and a constant velocity universal joint It is possible to optimally manage the surface pressure generated on the abutting surface, and to prevent the occurrence of stick-slip noise due to a sudden slip on the abutting surface.

本発明におけるねじ締め付け構造は、外側継手部材のステム部の軸端に形成された雌ねじ部と、その雌ねじ部に螺合した状態でハブ輪に係止される雄ねじ部とで構成された構造が可能である。この構造では、ステム部の雌ねじ部に雄ねじ部を螺合させることによりその雄ねじ部をハブ輪に係止させた状態で締め付けることで、等速自在継手をハブ輪に固定することになる。   The screw tightening structure according to the present invention includes a female screw portion formed at the shaft end of the stem portion of the outer joint member, and a male screw portion that is engaged with the female screw portion and locked to the hub wheel. Is possible. In this structure, the constant-velocity universal joint is fixed to the hub wheel by screwing the male screw part into the female screw part of the stem part and tightening the male screw part in a state where the male screw part is locked to the hub wheel.

本発明におけるねじ締め付け構造は、外側継手部材のステム部の軸端に形成された雄ねじ部と、その雄ねじ部に螺合した状態でハブ輪に係止される雌ねじ部とで構成された構造が可能である。この構造では、ステム部の雄ねじ部に雌ねじ部を螺合させることによりその雌ねじ部をハブ輪に係止させた状態で締め付けることで、等速自在継手をハブ輪に固定することになる。   The screw tightening structure according to the present invention has a structure composed of a male screw portion formed at the shaft end of the stem portion of the outer joint member and a female screw portion that is engaged with the male screw portion and locked to the hub wheel. Is possible. In this structure, the constant-velocity universal joint is fixed to the hub wheel by screwing the female screw portion into the male screw portion of the stem portion and tightening the female screw portion while being locked to the hub wheel.

本発明における凸部は外側継手部材のステム部に設けられ、凹部はハブ輪に設けられた構造が望ましい。このようにすれば、外側継手部材のステム部をハブ輪に圧入することにより、凸部と凹部との嵌合接触部位全域が密着する凹凸嵌合構造を容易に構成することできる。   In the present invention, it is desirable that the convex portion is provided in the stem portion of the outer joint member and the concave portion is provided in the hub wheel. In this way, by pressing the stem portion of the outer joint member into the hub wheel, an uneven fitting structure in which the entire fitting contact portion between the convex portion and the concave portion is in close contact can be easily configured.

本発明における凹凸嵌合構造は、圧入による凸部形状の転写によって生じる食み出し部を収容する収容部を有する構造が望ましい。このようにすれば、圧入による凸部形状の転写によって生じる食み出し部を収容部に保持することができ、その食み出し部が装置外の車両内などへ入り込んだりすることを阻止できる。   The concave-convex fitting structure in the present invention is preferably a structure having an accommodating portion that accommodates a protruding portion generated by the transfer of the convex shape by press-fitting. If it does in this way, the protrusion part produced by transcription | transfer of the convex part shape by press injection can be hold | maintained in a storage part, and it can prevent that the protrusion part penetrates into the vehicle etc. outside an apparatus.

本発明における凹凸嵌合構造は、圧入の開始をガイドするガイド部を有する構造が望ましい。このようにすれば、ハブ輪と外側継手部材のステム部のうちのいずれか一方を他方に圧入するに際して、安定した圧入が可能となって圧入時の芯ずれや芯傾きなどを防止することができる。   The concave-convex fitting structure in the present invention is preferably a structure having a guide portion that guides the start of press-fitting. In this way, when any one of the hub wheel and the stem portion of the outer joint member is press-fitted into the other, stable press-fitting is possible, and misalignment or tilting during press-fitting can be prevented. it can.

本発明によれば、ハブ輪と外側継手部材のステム部のうちのいずれか一方に形成されて軸方向に延びる複数の凸部を、その凸部の周方向側壁部のみに対して締め代を有する複数の凹部が形成された他方に圧入し、その他方に凸部の周方向側壁部のみの形状を転写することで凸部と凹部との嵌合接触部位全域が密着する凹凸嵌合構造を構成したことにより、凸部の周方向側壁部のみに対して締め代を有する凹部を予め形成していることから、凸部と凹部との嵌合接触部位全域で密着させるための圧入荷重を下げることができるので、車輪用軸受を車体に取り付けた後にその車輪用軸受のハブ輪に外側継手部材を圧入して等速自在継手を車輪用軸受に結合させることが容易となり、車体への組み付けにおける作業性を向上させ、その組み付け時の部品の損傷を未然に防止することができる。   According to the present invention, a plurality of convex portions formed in one of the hub portion and the stem portion of the outer joint member and extending in the axial direction are tightened with respect to only the circumferential side wall portion of the convex portion. A concave-convex fitting structure in which the entire fitting contact portion between the convex portion and the concave portion is in close contact with each other by press-fitting into the other formed with the plurality of concave portions and transferring the shape of only the circumferential side wall portion of the convex portion to the other side. Since a concave portion having a tightening margin is formed in advance only on the circumferential side wall portion of the convex portion by configuring, the press-fitting load for bringing the convex portion and the concave portion into close contact with each other is lowered. Therefore, after attaching the wheel bearing to the vehicle body, it becomes easy to press-fit the outer joint member into the hub wheel of the wheel bearing and to connect the constant velocity universal joint to the wheel bearing. Improve workability and improve the assembly It is possible to prevent the damage of goods in advance.

本発明に係る車輪用軸受装置の実施形態で、車輪用軸受に等速自在継手を組み付ける前の状態を示す縦断面図である。In embodiment of the wheel bearing apparatus which concerns on this invention, it is a longitudinal cross-sectional view which shows the state before attaching a constant velocity universal joint to the wheel bearing. 図１の車輪用軸受に等速自在継手を組み付けた後の状態を示す縦断面図である。It is a longitudinal cross-sectional view which shows the state after attaching the constant velocity universal joint to the wheel bearing of FIG. ナックルに装着された車輪用軸受に、ドライブシャフトの等速自在継手を組み付ける前の状態を示す断面図である。It is sectional drawing which shows the state before attaching the constant velocity universal joint of a drive shaft to the wheel bearing with which the knuckle was mounted | worn. ナックルに装着された車輪用軸受に、ドライブシャフトの等速自在継手を組み付ける途中の状態を示す断面図である。It is sectional drawing which shows the state in the middle of assembling the constant velocity universal joint of a drive shaft to the wheel bearing with which the knuckle was mounted | worn. ナックルに装着された車輪用軸受に、ドライブシャフトの等速自在継手を組み付けた後の状態を示す断面図である。It is sectional drawing which shows the state after attaching the constant velocity universal joint of a drive shaft to the wheel bearing with which the knuckle was mounted | worn. （Ａ）は車輪用軸受のハブ輪に外側継手部材のステム部を圧入する前の状態を示す要部拡大断面図、（Ｂ）は（Ａ）のＡ−Ａ線に沿う断面図である。(A) is a principal part expanded sectional view which shows the state before pressing the stem part of an outer joint member in the hub ring of a wheel bearing, (B) is sectional drawing which follows the AA line of (A). （Ａ）は車輪用軸受のハブ輪に外側継手部材のステム部を圧入する途中の状態を示す要部拡大断面図、（Ｂ）は（Ａ）のＢ−Ｂ線に沿う断面図である。(A) is a principal part expanded sectional view which shows the state in the middle of press-fitting the stem part of an outer joint member to the hub ring of a wheel bearing, (B) is sectional drawing which follows the BB line of (A). （Ａ）は車輪用軸受のハブ輪に外側継手部材のステム部を圧入した後の状態を示す要部拡大断面図、（Ｂ）は（Ａ）のＣ−Ｃ線に沿う断面図である。(A) is a principal part expanded sectional view which shows the state after press-fitting the stem part of an outer joint member in the hub ring of a wheel bearing, (B) is sectional drawing which follows the CC line of (A). 本発明に係る車輪用軸受装置の他の実施形態で、ナックルに装着された車輪用軸受に、ドライブシャフトの等速自在継手を組み付けた後の状態を示す断面図である。It is sectional drawing which shows the state after assembling | attaching the constant velocity universal joint of a drive shaft to the wheel bearing attached to the knuckle in other embodiment of the wheel bearing apparatus which concerns on this invention. 従来の車輪用軸受装置の全体構成を示す縦断面図である。It is a longitudinal cross-sectional view which shows the whole structure of the conventional wheel bearing apparatus. 図１０の車輪用軸受装置において、外側継手部材のステム部をハブ輪の軸孔に圧入する前の状態を示す要部拡大縦断面図である。In the wheel bearing device of FIG. 10, it is a principal part expanded longitudinal sectional view which shows the state before pressing the stem part of an outer joint member in the shaft hole of a hub ring. 図１０の車輪用軸受装置において、外側継手部材のステム部をハブ輪の軸孔に圧入した後の状態を示す要部拡大横断面図である。In the wheel bearing device of FIG. 10, it is a principal part expanded horizontal sectional view which shows the state after pressing the stem part of an outer joint member in the axial hole of a hub ring. ドライブシャフトが組み付けられた車輪用軸受装置をナックルに装着する前の状態を示す断面図である。It is sectional drawing which shows the state before mounting | wearing the knuckle with the wheel bearing apparatus with which the drive shaft was assembled | attached. ドライブシャフトが組み付けられた車輪用軸受装置をナックルに装着した後の状態を示す断面図である。It is sectional drawing which shows the state after mounting | wearing the knuckle with the wheel bearing apparatus with which the drive shaft was assembled | attached.

本発明に係る車輪用軸受装置の実施形態を以下に詳述する。図１および図２に示す車輪用軸受装置は、内方部材であるハブ輪１および内輪２、複列の転動体３，４、外輪５からなる車輪用軸受２０と等速自在継手６とで主要部が構成されている。図１は車輪用軸受２０に等速自在継手６を組み付ける前の状態を示し、図２は車輪用軸受２０に等速自在継手６を組み付けた後の状態を示す。なお、以下の説明では、車体に組み付けた状態で、車体の外側寄りとなる側をアウトボード側（図面左側）と呼び、中央寄りとなる側をインボード側（図面右側）と呼ぶ。   An embodiment of a wheel bearing device according to the present invention will be described in detail below. The wheel bearing device shown in FIGS. 1 and 2 includes a hub wheel 1 and an inner ring 2 which are inner members, double-row rolling elements 3 and 4, a wheel bearing 20 including an outer ring 5 and a constant velocity universal joint 6. The main part is composed. FIG. 1 shows a state before the constant velocity universal joint 6 is assembled to the wheel bearing 20, and FIG. 2 shows a state after the constant velocity universal joint 6 is assembled to the wheel bearing 20. In the following description, the side closer to the outer side of the vehicle body is called the outboard side (left side of the drawing) and the side closer to the center is called the inboard side (right side of the drawing).

ハブ輪１は、その外周面にアウトボード側の内側軌道面７が形成されると共に、車輪（図示せず）を取り付けるための車輪取付フランジ９を備えている。この車輪取付フランジ９の円周方向等間隔に、ホイールディスクを固定するためのハブボルト１０が植設されている。このハブ輪１のインボード側外周面に形成された小径段部１２に内輪２を嵌合させ、この内輪２の外周面にインボード側の内側軌道面８が形成されている。   The hub wheel 1 has an inner raceway surface 7 on the outboard side formed on the outer peripheral surface thereof, and includes a wheel mounting flange 9 for mounting a wheel (not shown). Hub bolts 10 for fixing the wheel disc are implanted at equal intervals in the circumferential direction of the wheel mounting flange 9. The inner ring 2 is fitted to the small-diameter step portion 12 formed on the inboard side outer peripheral surface of the hub wheel 1, and the inboard-side inner raceway surface 8 is formed on the outer peripheral surface of the inner ring 2.

内輪２は、クリープを防ぐために適当な締め代をもって圧入されている。ハブ輪１の外周面に形成されたアウトボード側の内側軌道面７と、内輪２の外周面に形成されたインボード側の内側軌道面８とで複列の軌道面を構成する。この内輪２をハブ輪１の小径段部１２に圧入し、その小径段部１２の端部を揺動加締めにより外側に加締めることにより、加締め部１１でもって内輪２を抜け止めしてハブ輪１と一体化し、車輪用軸受２０に予圧を付与している。   The inner ring 2 is press-fitted with an appropriate tightening margin to prevent creep. The outboard side inner raceway surface 7 formed on the outer peripheral surface of the hub wheel 1 and the inboard side inner raceway surface 8 formed on the outer peripheral surface of the inner ring 2 constitute a double row raceway surface. The inner ring 2 is press-fitted into the small-diameter step portion 12 of the hub wheel 1, and the end portion of the small-diameter step portion 12 is crimped outward by swing caulking to prevent the inner ring 2 from coming off with the caulking portion 11. It is integrated with the hub wheel 1 and preload is applied to the wheel bearing 20.

外輪５は、内周面にハブ輪１および内輪２の軌道面７，８と対向する複列の外側軌道面１３，１４が形成され、車体（図示せず）の懸架装置から延びるナックルに取り付けるための車体取付フランジ１９を備えている。後述するように、この車体取付フランジ１９は、前述のナックル５２に嵌合されてボルト６３により固定される（図３参照）。   The outer ring 5 has double-row outer raceways 13 and 14 that are opposed to the raceways 7 and 8 of the hub wheel 1 and the inner race 2 on the inner circumferential surface, and is attached to a knuckle extending from a suspension device of a vehicle body (not shown). A vehicle body mounting flange 19 is provided. As will be described later, the vehicle body mounting flange 19 is fitted to the knuckle 52 and fixed by a bolt 63 (see FIG. 3).

車輪用軸受２０は、複列のアンギュラ玉軸受構造で、ハブ輪１および内輪２の外周面に形成された内側軌道面７，８と外輪５の内周面に形成された外側軌道面１３，１４との間に転動体３，４を介在させ、各列の転動体３，４を保持器１５，１６により円周方向等間隔に支持した構造を有する。   The wheel bearing 20 has a double-row angular ball bearing structure, and has inner raceway surfaces 7 and 8 formed on the outer peripheral surfaces of the hub wheel 1 and the inner ring 2 and an outer raceway surface 13 formed on the inner peripheral surface of the outer ring 5. 14, the rolling elements 3 and 4 are interposed, and the rolling elements 3 and 4 in each row are supported by the cages 15 and 16 at equal intervals in the circumferential direction.

車輪用軸受２０の両端開口部には、ハブ輪１と内輪２の外周面に摺接するように、外輪５とハブ輪１および内輪２との環状空間を密封する一対のシール１７，１８が外輪５の両端部内径に嵌合され、内部に充填されたグリースの漏洩ならびに外部からの水や異物の侵入を防止するようになっている。   A pair of seals 17 and 18 that seal the annular space between the outer ring 5, the hub ring 1, and the inner ring 2 are provided at both ends of the wheel bearing 20 so as to be in sliding contact with the outer peripheral surfaces of the hub ring 1 and the inner ring 2. 5 is fitted to the inner diameters of both end portions to prevent leakage of grease filled inside and entry of water and foreign matters from the outside.

等速自在継手６は、ドライブシャフト２１を構成する中間シャフト２２の一端に設けられ、内周面にトラック溝２３が形成された外側継手部材２４と、その外側継手部材２４のトラック溝２３と対向するトラック溝２５が外周面に形成された内側継手部材２６と、外側継手部材２４のトラック溝２３と内側継手部材２６のトラック溝２５との間に組み込まれたボール２７と、外側継手部材２４の内周面と内側継手部材２６の外周面との間に介在してボール２７を保持するケージ２８とで構成されている。   The constant velocity universal joint 6 is provided at one end of an intermediate shaft 22 constituting the drive shaft 21 and is opposed to the outer joint member 24 having a track groove 23 formed on the inner peripheral surface thereof and the track groove 23 of the outer joint member 24. An inner joint member 26 having track grooves 25 formed on the outer peripheral surface thereof, balls 27 incorporated between the track grooves 23 of the outer joint member 24 and the track grooves 25 of the inner joint member 26, and the outer joint member 24. The cage 28 is interposed between the inner peripheral surface and the outer peripheral surface of the inner joint member 26 and holds the balls 27.

外側継手部材２４は、内側継手部材２６、ボール２７およびケージ２８からなる内部部品を収容したマウス部２９と、マウス部２９から軸方向に一体的に延びるステム部３０とで構成されている。内側継手部材２６は、中間シャフト２２の軸端が圧入されてスプライン嵌合によりトルク伝達可能に結合されている。   The outer joint member 24 includes a mouth portion 29 that accommodates an inner part composed of the inner joint member 26, a ball 27, and a cage 28, and a stem portion 30 that extends integrally from the mouth portion 29 in the axial direction. The inner joint member 26 is coupled so that torque can be transmitted by fitting the shaft end of the intermediate shaft 22 by spline fitting.

等速自在継手６の外側継手部材２４と中間シャフト２２との間に、継手内部に封入されたグリース等の潤滑剤の漏洩を防ぐと共に継手外部からの異物侵入を防止するための樹脂製の蛇腹状ブーツ３１を装着して、外側継手部材２４の開口部をブーツ３１で閉塞した構造としている。   Between the outer joint member 24 of the constant velocity universal joint 6 and the intermediate shaft 22, a resin bellows for preventing leakage of a lubricant such as grease enclosed in the joint and preventing foreign matter from entering from the outside of the joint. The boot 31 is attached and the opening of the outer joint member 24 is closed with the boot 31.

このブーツ３１は、外側継手部材２４の外周面にブーツバンド３２により締め付け固定された大径端部３３と、中間シャフト２２の外周面にブーツバンド３４により締め付け固定された小径端部３５と、大径端部３３と小径端部３５とを繋ぎ、その大径端部３３から小径端部３５へ向けて縮径した可撓性の蛇腹部３６とで構成されている。   The boot 31 includes a large-diameter end portion 33 fastened and fixed to the outer peripheral surface of the outer joint member 24 by a boot band 32, a small-diameter end portion 35 fastened and fixed to the outer peripheral surface of the intermediate shaft 22 by a boot band 34, The diameter end portion 33 and the small diameter end portion 35 are connected to each other, and a flexible bellows portion 36 having a diameter reduced from the large diameter end portion 33 toward the small diameter end portion 35 is formed.

この車輪用軸受装置は、外側継手部材２４のステム部３０のインボード側外周面に円柱形状の嵌合面６１を形成すると共に、ステム部３０のアウトボード側外周面に軸方向に延びる複数の凸部３７からなる雄スプラインを形成する。これに対して、ハブ輪１の軸孔３８のインボード側内周面に円筒形状の嵌合面６２を形成すると共に、その軸孔３８のアウトボード側内周面に前述の凸部３７の周方向側壁部４３〔図７（Ｂ）参照〕のみに対して締め代を有する複数の凹部３９を形成する。なお、前述の凸部３７は断面台形の歯形状としているが、インボリュート歯形状であってもよい。   The wheel bearing device has a cylindrical fitting surface 61 formed on the outer peripheral surface of the inboard side of the stem portion 30 of the outer joint member 24, and a plurality of axially extending surfaces on the outer peripheral surface of the stem portion 30 on the outboard side. A male spline composed of the convex portions 37 is formed. On the other hand, a cylindrical fitting surface 62 is formed on the inboard side inner peripheral surface of the shaft hole 38 of the hub wheel 1, and the convex portion 37 is formed on the outboard side inner peripheral surface of the shaft hole 38. A plurality of concave portions 39 having a tightening margin are formed only on the circumferential side wall portion 43 (see FIG. 7B). In addition, although the above-mentioned convex part 37 is made into the trapezoidal tooth shape of a cross section, an involute tooth shape may be sufficient.

この車輪用軸受装置では、外側継手部材２４のステム部３０をハブ輪１の軸孔３８に圧入し、相手側の凹部形成面であるハブ輪１の軸孔３８に凸部３７の周方向側壁部４３〔図７（Ｂ）参照〕のみの形状を転写することにより凹部４０を形成し、凸部３７と凹部４０との嵌合接触部位全域Ｘが密着する凹凸嵌合構造Ｍを構成する（図２参照）。なお、外側継手部材２４およびハブ輪１の材質としては、Ｓ５３Ｃ等に代表される機械構造用の中炭素鋼が好適である。   In this wheel bearing device, the stem portion 30 of the outer joint member 24 is press-fitted into the shaft hole 38 of the hub wheel 1, and the circumferential side wall of the convex portion 37 is inserted into the shaft hole 38 of the hub wheel 1, which is a recess forming surface on the other side. The concave portion 40 is formed by transferring the shape of only the portion 43 [see FIG. 7B], and the concave-convex fitting structure M is formed in which the entire fitting contact region X between the convex portion 37 and the concave portion 40 is in close contact (see FIG. (See FIG. 2). As the material of the outer joint member 24 and the hub wheel 1, medium carbon steel for machine structure represented by S53C and the like is suitable.

この車輪用軸受装置は、以下のようなねじ締め付け構造Ｎ（図２参照）を具備する。このねじ締め付け構造Ｎは、外側継手部材２４のステム部３０の軸端に形成された雌ねじ部４１と、その雌ねじ部４１に螺合した状態でハブ輪１に係止される雄ねじ部であるボルト４２とで構成されている。この構造では、ステム部３０の雌ねじ部４１にボルト４２を螺合させることによりそのボルト４２をハブ輪１に係止させた状態で締め付けることで、等速自在継手６をハブ輪１に固定する。なお、車輪用軸受２０は、加締め部１１でもって内輪２を抜け止めしてハブ輪１と一体化した構造となっていることから、等速自在継手６の外側継手部材２４と分離可能となっている。   This wheel bearing device includes a screw tightening structure N (see FIG. 2) as follows. The screw tightening structure N includes a female screw portion 41 formed at the shaft end of the stem portion 30 of the outer joint member 24 and a bolt that is a male screw portion that is engaged with the female screw portion 41 and is locked to the hub wheel 1. 42. In this structure, the constant velocity universal joint 6 is fixed to the hub wheel 1 by screwing the bolt 42 into the female screw portion 41 of the stem portion 30 and tightening the bolt 42 in a state where the bolt 42 is locked to the hub wheel 1. . The wheel bearing 20 has a structure in which the inner ring 2 is prevented from coming off by the caulking portion 11 and is integrated with the hub wheel 1, so that it can be separated from the outer joint member 24 of the constant velocity universal joint 6. It has become.

ところで、この車輪用軸受装置では、車輪用軸受２０のハブ輪１の加締め部１１と外側継手部材２４の肩部４５とが突き合わされた接触状態にあることから、例えば、車両発進時、ハブ輪１の加締め部１１と外側継手部材２４の肩部４５との間で、カッキン音と通称されるスティックスリップ音が発生するおそれがある。このスティックスリップ音は、車両発進時、静止状態にある車輪用軸受２０のハブ輪１に対して等速自在継手６の外側継手部材２４から回転トルクが負荷されると、外側継手部材２４からハブ輪１へ回転トルクを伝達しようとするが、外側継手部材２４と車輪用軸受２０との間の伝達トルク変動と外側継手部材２４のねじれにより、ハブ輪１の加締め部１１と外側継手部材２４の肩部４５との当接面で急激な滑りが発生する。この急激な滑りが原因となってスティックスリップ音が発生する。   By the way, in this wheel bearing device, the caulking portion 11 of the hub wheel 1 of the wheel bearing 20 and the shoulder portion 45 of the outer joint member 24 are in contact with each other. There is a possibility that a stick-slip sound, commonly referred to as a cuckling noise, is generated between the caulking portion 11 of the wheel 1 and the shoulder portion 45 of the outer joint member 24. This stick-slip noise is generated when the rotational torque is applied from the outer joint member 24 of the constant velocity universal joint 6 to the hub wheel 1 of the wheel bearing 20 in a stationary state when the vehicle starts. The rotational torque is transmitted to the wheel 1, but the caulking portion 11 and the outer joint member 24 of the hub wheel 1 are caused by the transmission torque fluctuation between the outer joint member 24 and the wheel bearing 20 and the torsion of the outer joint member 24. Abrupt slip occurs on the contact surface with the shoulder 45 of the head. This sudden slip causes stick-slip noise.

このスティックスリップ音を未然に防止する手段として、以上で説明したねじ締め付け構造Ｎでは、ハブ輪１に対する外側継手部材２４の圧入時の締め付けトルクよりも低い締め付けトルクに設定されている。つまり、ハブ輪１に対する外側継手部材２４の圧入後、ねじ締め状態を一旦緩めて、再度、その圧入時の締め付けトルクよりも低い締め付けトルクに設定する。これにより、ハブ輪１の加締め部１１と外側継手部材２４の肩部４５との当接面に発生する面圧を最適に管理することができ、その当接面で急激な滑りによるスティックスリップ音の発生を未然に防止することができる。In the screw tightening structure N described above, as a means for preventing the stick-slip noise, the tightening torque is set lower than the tightening torque when the outer joint member 24 is pressed into the hub wheel 1. That is, after the outer joint member 24 is press-fitted into the hub wheel 1, the screw tightening state is once loosened and set again to a tightening torque lower than the tightening torque at the time of the press-fitting. As a result, the surface pressure generated on the contact surface between the caulking portion 11 of the hub wheel 1 and the shoulder portion 45 of the outer joint member 24 can be managed optimally, and stick slip caused by a sudden slip on the contact surface. Generation of sound can be prevented beforehand.

この車輪用軸受装置において、ハブ輪１、内輪２、複列の転動体３，４および外輪５からなる車輪用軸受２０と結合される固定式等速自在継手６はドライブシャフト２１の一部を構成している。自動車のエンジンから車輪に動力を伝達するドライブシャフト２１は、図３に示すように、エンジンと車輪との相対的位置関係の変化による角度変位と軸方向変位に対応する必要があるため、一般的にエンジン側（インボード側）に摺動式等速自在継手５１を、車輪側（アウトボード側）に固定式等速自在継手６をそれぞれ装備し、両者の等速自在継手６，５１を中間シャフト２２で連結した構造を具備する。   In this wheel bearing device, a fixed type constant velocity universal joint 6 coupled to a wheel bearing 20 comprising a hub wheel 1, an inner ring 2, double row rolling elements 3, 4 and an outer ring 5 is part of a drive shaft 21. It is composed. As shown in FIG. 3, the drive shaft 21 that transmits power from the engine of the automobile to the wheels needs to cope with angular displacement and axial displacement due to a change in the relative positional relationship between the engine and the wheels. Is equipped with a sliding type constant velocity universal joint 51 on the engine side (inboard side) and a fixed type constant velocity universal joint 6 on the wheel side (outboard side). A structure connected by a shaft 22 is provided.

この車輪用軸受装置の場合、凸部３７に対して凹部３９を予め形成していることから、従来のように凸部１３７を円筒部１３９に転写する場合（図１１参照）よりも、凸部３７と凹部４０との嵌合接触部位全域Ｘで密着させるための圧入荷重を下げることができ、さらに、凸部３７の周方向側壁部４３〔図７（Ｂ）参照〕のみに対して締め代を有するように設定されていることから、従来のように凸部１３７の径方向先端部を含む場合、つまり、凸部１３７の山形中腹部から山形頂上部に至る範囲αで締め代を設定している場合（図１２参照）よりも、圧入荷重を下げることができる。ここで、「凸部の周方向側壁部のみ 」とは、凸部３７の径方向先端部を除いた部位を意味する。また、凸部３７の周方向側壁 部４３のみに対して締め代を有する凹部４０は、その周方向寸法が凸部３７よりも小さく 設定されている構造により実現容易である。

In the case of this wheel bearing device, since the concave portion 39 is formed in advance on the convex portion 37, the convex portion is more than the case where the convex portion 137 is transferred to the cylindrical portion 139 as in the prior art (see FIG. 11). 37, the press-fit load for tightly contacting the entire contact area X between the fitting portion 37 and the recessed portion 40 can be lowered, and the tightening margin is limited only to the circumferential side wall portion 43 (see FIG. 7B) of the protruding portion 37. Therefore, when the radial tip of the convex portion 137 is included as in the conventional case, that is, the tightening margin is set in a range α from the central portion of the convex portion 137 to the top of the convex portion. The press-fitting load can be reduced as compared with the case (see FIG. 12). Here, “only the circumferential side wall portion of the convex portion” means a portion excluding the radial front end portion of the convex portion 37. In addition, the concave portion 40 having a tightening margin only with respect to the circumferential side wall portion 43 of the convex portion 37 can be easily realized by a structure in which the circumferential dimension is set smaller than that of the convex portion 37 .

その結果、自動車メーカでの車両組み立て時、車輪用軸受２０を車体の懸架装置から延びるナックル５２にボルト６３で固定した後、ねじ締め付け構造Ｎのボルト４２による引き込み力でもって、車輪用軸受２０のハブ輪１の軸孔３８に等速自在継手６の外側継手部材２４のステム部３０を容易に圧入することができ、車輪用軸受２０にドライブシャフト２１の等速自在継手６を簡易に組み付けることが可能となって作業性の向上が図れる。   As a result, at the time of assembling the vehicle by an automobile manufacturer, the wheel bearing 20 is fixed to the knuckle 52 extending from the suspension device of the vehicle body with the bolt 63, and then the wheel bearing 20 of the wheel bearing 20 is pulled by the pulling force by the bolt 42 of the screw fastening structure N The stem portion 30 of the outer joint member 24 of the constant velocity universal joint 6 can be easily press-fitted into the shaft hole 38 of the hub wheel 1, and the constant velocity universal joint 6 of the drive shaft 21 can be easily assembled to the wheel bearing 20. Therefore, workability can be improved.

なお、図４に示すように、外側継手部材２４のステム部３０をハブ輪１の軸孔３８に圧入するに先立って、ステム部３０のインボード側外周面に円柱形状の嵌合面６１を形成すると共に、ハブ輪１の軸孔３８のインボード側内周面に円筒形状の嵌合面６２を形成していることから、ハブ輪１の軸孔３８の嵌合面６２にステム部３０の嵌合面６１を嵌合させることで、ハブ輪１に対するステム部３０の軸芯合わせを容易に行うことができる。   As shown in FIG. 4, prior to press-fitting the stem portion 30 of the outer joint member 24 into the shaft hole 38 of the hub wheel 1, a cylindrical fitting surface 61 is provided on the inboard-side outer peripheral surface of the stem portion 30. Since the cylindrical fitting surface 62 is formed on the inboard side inner peripheral surface of the shaft hole 38 of the hub wheel 1, the stem portion 30 is formed on the fitting surface 62 of the shaft hole 38 of the hub wheel 1. By fitting the fitting surface 61, the axis alignment of the stem portion 30 with respect to the hub wheel 1 can be easily performed.

また、図６（Ａ）（Ｂ）に示すように、ハブ輪１のインボード側に位置する嵌合面６２とアウトボード側に位置する凹部３９との間に、圧入の開始をガイドするガイド部６４を設けている。このガイド部６４はステム部３０の凸部３７よりも大きめの凹部６５が形成されている（図１の拡大部分参照）。つまり、凸部３７と凹部６５との間に隙間ｍが形成されている〔図６（Ｂ）参照〕。このガイド部６４により、外側継手部材２４のステム部３０をハブ輪１に圧入するに際して、ステム部３０の凸部３７がハブ輪１の凹部３９に確実に圧入するように誘導することができるので、安定した圧入が可能となって圧入時の芯ずれや芯傾きなどを防止することができる。   6A and 6B, a guide for guiding the start of press-fitting between the fitting surface 62 located on the inboard side of the hub wheel 1 and the recess 39 located on the outboard side. A portion 64 is provided. The guide portion 64 has a concave portion 65 that is larger than the convex portion 37 of the stem portion 30 (see the enlarged portion in FIG. 1). That is, a gap m is formed between the convex portion 37 and the concave portion 65 (see FIG. 6B). When the stem portion 30 of the outer joint member 24 is press-fitted into the hub wheel 1 by the guide portion 64, the convex portion 37 of the stem portion 30 can be guided so as to be surely press-fitted into the concave portion 39 of the hub wheel 1. Thus, stable press-fitting is possible, and misalignment and tilting during press-fitting can be prevented.

ここで、図７（Ａ）（Ｂ）に示すように、前述の凹部３９が凸部３７の周方向側壁部４３のみに対して締め代ｎを有するように、その凹部３９の周方向寸法を凸部３７よりも小さく設定している。また、凸部３７の周方向側壁部４３を除く部位、つまり、凸部３７の径方向先端部４４は、凹部３９と締め代を有さないことから、凹部３９の径方向寸法を凸部３７よりも大きく設定することにより、凹部３９が凸部３７の径方向先端部４４に対して隙間ｐを有する。   Here, as shown in FIGS. 7A and 7B, the circumferential dimension of the concave portion 39 is set so that the concave portion 39 has a tightening margin n only with respect to the circumferential side wall portion 43 of the convex portion 37. It is set smaller than the convex portion 37. Moreover, since the site | part except the circumferential direction side wall part 43 of the convex part 37, ie, the radial direction front-end | tip part 44 of the convex part 37 does not have the interference with the recessed part 39, the radial direction dimension of the recessed part 39 is made into the convex part 37. By setting it larger than this, the concave portion 39 has a gap p with respect to the radial front end portion 44 of the convex portion 37.

図８（Ａ）（Ｂ）に示すように、ステム部３０のハブ輪１への圧入時、ハブ輪１の軸孔３８に凸部３７の周方向側壁部４３のみの形状を転写することにより凹部４０を形成した場合、凸部３７に対して凹部３９を予め形成していることから、従来のように凸部１３７を円筒部１３９に転写する場合（図１１参照）よりも、凸部３７と凹部４０との嵌合接触部位全域Ｘ（図２参照）で密着させるための圧入荷重を下げることができ、さらに、凸部３７の周方向側壁部４３のみに対して締め代ｎを有するように設定されていることから、従来のように凸部１３７の径方向先端部を含む場合、つまり、凸部１３７の山形中腹部から山形頂上部に至る範囲αで締め代を設定している場合（図１２参照）よりも、圧入荷重を下げることができる。なお、凸部３７の径方向先端部４４は、凹部３９と締め代を有さないことから、凸部３７の径方向先端部４４の形状が凹部３９に転写されることはない。   As shown in FIGS. 8A and 8B, when the stem portion 30 is press-fitted into the hub wheel 1, the shape of only the circumferential side wall portion 43 of the convex portion 37 is transferred to the shaft hole 38 of the hub wheel 1. When the concave portion 40 is formed, since the concave portion 39 is formed in advance on the convex portion 37, the convex portion 37 is more than the case where the convex portion 137 is transferred to the cylindrical portion 139 as in the prior art (see FIG. 11). It is possible to reduce the press-fitting load for tightly contacting the entire contact area X (see FIG. 2) between the concave portion 40 and the concave portion 40, and to have a tightening margin n only on the circumferential side wall portion 43 of the convex portion 37. In the case where the radial tip of the convex portion 137 is included as in the conventional case, that is, when the tightening margin is set in the range α from the central portion of the convex portion 137 to the top portion of the convex shape. The press-fit load can be lowered as compared with (see FIG. 12). In addition, since the radial front end portion 44 of the convex portion 37 does not have a fastening margin with the concave portion 39, the shape of the radial front end portion 44 of the convex portion 37 is not transferred to the concave portion 39.

その結果、図５に示すように、ボルト４２の締め付けにより発生する軸力以下でハブ輪１に対して外側継手部材２４を圧入可能とすることができる。つまり、車輪用軸受２０を車体のナックル５２に取り付けた後にボルト４２の引き込み力でもって車輪用軸受２０のハブ輪１に外側継手部材２４を圧入して等速自在継手６を車輪用軸受２０に結合させることが容易となり、車体への組み付けにおける作業性を向上させ、その組み付け時の部品の損傷を未然に防止することができる。   As a result, as shown in FIG. 5, the outer joint member 24 can be press-fitted into the hub wheel 1 with an axial force generated by tightening the bolt 42 or less. That is, after the wheel bearing 20 is attached to the knuckle 52 of the vehicle body, the outer joint member 24 is press-fitted into the hub wheel 1 of the wheel bearing 20 by the pulling force of the bolt 42, and the constant velocity universal joint 6 is attached to the wheel bearing 20. It becomes easy to combine, workability | operativity in the assembly | attachment to a vehicle body can be improved, and the damage of the components at the time of the assembly | attachment can be prevented beforehand.

このように、車輪用軸受２０を車体のナックル５２に取り付けた後にその車輪用軸受２０のハブ輪１に外側継手部材２４を圧入するに際して、専用の治具を別に用意する必要がなく、車輪用軸受装置を構成する部品であるボルト４２でもって等速自在継手６を簡易に車輪用軸受２０に結合させることができる。また、ボルト４２の締め付けにより発生する軸力以下という比較的小さな引き込み力の付与で圧入することができるので、ボルト４２による引き込み作業性の向上が図れる。さらに、大きな圧入荷重を付与しないので済むことから、凹凸嵌合構造Ｍでの凹凸が損傷する（むしれる）ことを防止でき、高品質で長寿命の凹凸嵌合構造Ｍを実現できる。   Thus, when the outer joint member 24 is press-fitted into the hub wheel 1 of the wheel bearing 20 after the wheel bearing 20 is attached to the knuckle 52 of the vehicle body, it is not necessary to prepare a dedicated jig separately. The constant velocity universal joint 6 can be easily coupled to the wheel bearing 20 with the bolt 42 which is a component constituting the bearing device. In addition, since it is possible to press-fit by applying a relatively small pulling force equal to or less than the axial force generated by tightening the bolt 42, the pulling workability by the bolt 42 can be improved. Furthermore, since it is not necessary to apply a large press-fitting load, it is possible to prevent the unevenness in the concave-convex fitting structure M from being damaged (peeled), and to realize a high-quality, long-life concave-convex fitting structure M.

この外側継手部材２４のステム部３０をハブ輪１の軸孔３８に圧入するに際して、凸部３７の周方向側壁部４３による凹部形成面の極僅かな塑性変形および切削加工を伴いながら、その凹部形成面に凸部３７の周方向側壁部４３の形状を転写することになる。この時、凸部３７の周方向側壁部４３が凹部形成面に食い込んでいくことによってハブ輪１の内径が僅かに拡径した状態となって、凸部３７の軸方向の相対的移動が許容される。この凸部３７の軸方向相対移動が停止すれば、ハブ輪１の内径が元の径に戻ろうとして縮径することになる。これによって、凸部３７と凹部４０との嵌合接触部位全域Ｘで密着し、外側継手部材２４とハブ輪１を強固に結合一体化することができる。   When the stem portion 30 of the outer joint member 24 is press-fitted into the shaft hole 38 of the hub wheel 1, the concave portion is caused by a slight plastic deformation and cutting of the concave portion forming surface by the circumferential side wall portion 43 of the convex portion 37. The shape of the circumferential side wall 43 of the convex portion 37 is transferred to the forming surface. At this time, the circumferential side wall portion 43 of the convex portion 37 bites into the concave portion forming surface so that the inner diameter of the hub wheel 1 is slightly expanded, and relative movement in the axial direction of the convex portion 37 is allowed. Is done. When the axial relative movement of the convex portion 37 stops, the inner diameter of the hub wheel 1 is reduced to return to the original diameter. As a result, it is possible to tightly bond and integrate the outer joint member 24 and the hub wheel 1 together in the entire fitting contact region X between the convex portion 37 and the concave portion 40.

このような低コストで信頼性の高い結合により、ステム部３０とハブ輪１の嵌合部分の径方向および周方向においてガタが生じる隙間が形成されないので、嵌合接触部位全域Ｘが回転トルク伝達に寄与して安定したトルク伝達が可能であり、耳障りな歯打ち音を長期に亘り防止できる。このように嵌合接触部位全域Ｘで密着していることから、トルク伝達部位の強度が向上するため、車両用軸受装置の軽量コンパクト化が図れる。   Such a low-cost and highly reliable connection does not form gaps that cause play in the radial direction and circumferential direction of the fitting portion of the stem portion 30 and the hub wheel 1, so that the entire area X of the fitting contact portion transmits rotational torque. This contributes to stable torque transmission and can prevent harsh rattling noises over a long period of time. Since the fitting contact part whole area X is in close contact as described above, the strength of the torque transmission part is improved, so that the vehicle bearing device can be reduced in weight and size.

外側継手部材２４のステム部３０をハブ輪１の軸孔３８に圧入するに際して、凸部３７の表面硬度を凹部３９の表面硬度よりも大きくする。その場合、凸部３７の表面硬度と凹部３９の表面硬度との差をＨＲＣで２０以上とする。これにより、圧入時における塑性変形および切削加工により、相手側の凹部形成面に凸部３７の周方向側壁部４３の形状を容易に転写することができる。なお、凸部３７の表面硬度としてはＨＲＣで５０〜６５、また、凹部３９の表面硬度としてはＨＲＣで１０〜３０が好適である。   When the stem portion 30 of the outer joint member 24 is press-fitted into the shaft hole 38 of the hub wheel 1, the surface hardness of the convex portion 37 is made larger than the surface hardness of the concave portion 39. In that case, the difference between the surface hardness of the convex portion 37 and the surface hardness of the concave portion 39 is set to 20 or more in HRC. Thereby, the shape of the circumferential side wall part 43 of the convex part 37 can be easily transcribe | transferred to the other party recessed part formation surface by the plastic deformation and cutting process at the time of press injection. The surface hardness of the convex portion 37 is preferably 50 to 65 in HRC, and the surface hardness of the concave portion 39 is preferably 10 to 30 in HRC.

ハブ輪１の軸孔３８と外側継手部材２４のステム部３０との間に、圧入による凸部形状の転写によって生じる食み出し部６６（切粉）を収容する収容部６７を設けている〔図７（Ａ）および図８（Ａ）参照〕。これにより、圧入による凸部形状の転写によって生じる食み出し部６６を収容部６７に保持することができ、その食み出し部６６が装置外の車両内などへ入り込んだりすることを阻止できる。その食み出し部６６を収容部６７に保持することで、食み出し部６６の除去処理が不要となり、作業工数の削減を図ることができ、作業性の向上およびコスト低減を図ることができる。 Between the shaft hole 38 of the hub wheel 1 and the stem portion 30 of the outer joint member 24, there is provided an accommodating portion 67 for accommodating a protruding portion 66 (chip) generated by the transfer of the convex shape by press-fitting [ FIG. 7 (A) and FIG. 8 (A)]. Thereby, the protruding portion 66 generated by the transfer of the convex shape by press-fitting can be held in the housing portion 67, and the protruding portion 66 can be prevented from entering the vehicle outside the apparatus. By holding the protruding portion 66 in the accommodating portion 67, the removal processing of the protruding portion 66 becomes unnecessary, the work man-hours can be reduced, the workability can be improved, and the cost can be reduced. .

なお、以上の実施形態では、ステム部３０の雌ねじ部４１にボルト４２を螺合させることによりそのボルト４２をハブ輪１の端面に係止させた状態で締め付ける構造を例示したが、他のねじ締め付け構造として、図９に示すように、外側継手部材２４のステム部３０の軸端に形成された雄ねじ部６８と、その雄ねじ部６８に螺合した状態でハブ輪１の端面に係止される雌ねじ部であるナット６９とで構成することも可能である。この構造では、ステム部３０の雄ねじ部６８にナット６９を螺合させることによりそのナット６９をハブ輪１に係止させた状態で締め付けることで、等速自在継手６をハブ輪１に固定することになる。   In the above embodiment, the bolt 42 is screwed to the female thread portion 41 of the stem portion 30 to tighten the bolt 42 in a state where the bolt 42 is locked to the end face of the hub wheel 1. As a tightening structure, as shown in FIG. 9, a male screw portion 68 formed at the shaft end of the stem portion 30 of the outer joint member 24 is engaged with the end surface of the hub wheel 1 while being engaged with the male screw portion 68. It is also possible to configure with a nut 69 which is a female thread portion. In this structure, the constant velocity universal joint 6 is fixed to the hub wheel 1 by screwing the nut 69 into the male thread portion 68 of the stem portion 30 and tightening the nut 69 while being locked to the hub wheel 1. It will be.

また、以上の実施形態では、ハブ輪１および内輪２からなる内方部材に形成された複列の内側軌道面７，８の一方、つまり、アウトボード側の内側軌道面７をハブ輪１の外周に形成した（第三世代と称される）タイプの駆動車輪用軸受装置に適用した場合を例示したが、本発明はこれに限定されることなく、ハブ輪の外周に一対の内輪を圧入し、アウトボード側の軌道面７を一方の内輪の外周に形成すると共にインボード側の軌道面８を他方の内輪の外周に形成した（第一、第二世代と称される）タイプの駆動車輪用軸受装置にも適用可能である。   Further, in the above embodiment, one of the double-row inner raceway surfaces 7 and 8 formed on the inner member composed of the hub wheel 1 and the inner ring 2, that is, the inner raceway surface 7 on the outboard side is connected to the hub wheel 1. The case of application to a drive wheel bearing device of the type (called third generation) formed on the outer periphery is illustrated, but the present invention is not limited to this, and a pair of inner rings are press-fitted into the outer periphery of the hub wheel. The outboard side raceway surface 7 is formed on the outer periphery of one inner ring, and the inboard side raceway surface 8 is formed on the outer periphery of the other inner ring (referred to as first and second generation) type of drive. The present invention can also be applied to a wheel bearing device.

本発明は前述した実施形態に何ら限定されるものではなく、本発明の要旨を逸脱しない範囲内において、さらに種々なる形態で実施し得ることは勿論のことであり、本発明の範囲は、特許請求の範囲によって示され、さらに特許請求の範囲に記載の均等の意味、および範囲内のすべての変更を含む。   The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. It includes the equivalent meanings recited in the claims and the equivalents recited in the claims, and all modifications within the scope.

１ 内方部材（ハブ輪）
２ 内方部材（内輪）
３，４ 転動体
５ 外方部材（外輪）
６ 等速自在継手
７，８ 内側軌道面
１３，１４ 外側軌道面
２０ 車輪用軸受
２４ 外側継手部材
３０ ステム部
３７ 凸部（雄スプライン）
３９ 凹部
４１ 雌ねじ部
４２ 雄ねじ部（ボルト）
４３ 凸部の周方向側壁部
６４ ガイド部
６６ 食み出し部
６７ 収容部
６８ 雄ねじ部
６９ 雌ねじ部（ナット）
ｎ 締め代
Ｍ 凹凸嵌合構造
Ｎ ねじ締め付け構造
Ｘ 嵌合接触部位全域 1 Inner member (hub ring)
2 Inner member (inner ring)
3, 4 Rolling element 5 Outer member (outer ring)
6 Constant velocity universal joint 7,8 Inner raceway surface 13,14 Outer raceway surface 20 Wheel bearing 24 Outer joint member 30 Stem portion 37 Convex portion (male spline)
39 Concave part 41 Female thread part 42 Male thread part (bolt)
43 circumferential side wall portion of convex portion 64 guide portion 66 protruding portion 67 accommodating portion 68 male screw portion 69 female screw portion (nut)
n Tightening allowance M Concave / concave fitting structure N Screw tightening structure X Fitting contact area

Claims (8)

内周に複列の外側軌道面が形成された外方部材と、外周に前記外側軌道面と対向する複列の内側軌道面を有し、ハブ輪および内輪からなる内方部材と、前記外方部材の外側軌道面と内方部材の内側軌道面との間に介装された複列の転動体とからなる車輪用軸受を備え、前記ハブ輪の内径に等速自在継手の外側継手部材のステム部を嵌合することにより前記車輪用軸受に等速自在継手を、ねじ締め付け構造を介して分離可能に結合させた車輪用軸受装置において、
前記ハブ輪と前記外側継手部材のステム部のうちのいずれか一方の部材に軸方向に延びる複数の凸部が形成され、他方の部材に形成した、前記凸部の周方向側壁部のみに対して締め代を有する複数の凹部に前記凸部を圧入して前記凸部の周方向側壁部のみで前記締め代を切削することにより、前記他方の部材に当該部材とつながった切粉が形成され、凸部の径方向先端部と凹部との間に隙間があり、前記凸部と前記凹部の嵌合接触部位全域が密着する凹凸嵌合構造が構成されていることを特徴とする車輪用軸受装置。 An outer member having a double-row outer raceway surface formed on the inner periphery, a double-row inner raceway surface facing the outer raceway surface on the outer periphery, and an inner member comprising a hub ring and an inner ring; An outer joint member of a constant velocity universal joint provided on the inner diameter of the hub wheel, comprising a bearing for a wheel comprising a double row rolling element interposed between an outer raceway surface of the inner member and an inner raceway surface of the inner member. In the wheel bearing device in which the constant velocity universal joint is separably coupled to the wheel bearing by a screw tightening structure by fitting the stem portion of
A plurality of convex portions extending in the axial direction are formed on any one member of the hub wheel and the stem portion of the outer joint member, and only the circumferential side wall portion of the convex portion is formed on the other member. By pressing the convex portions into a plurality of concave portions having tightening margins and cutting the tightening margins only at the circumferential side wall portions of the convex portions, chips connected to the member are formed on the other member. The wheel bearing is characterized in that a concave-convex fitting structure is formed in which there is a gap between the radial tip end portion of the convex portion and the concave portion, and the entire fitting contact portion of the convex portion and the concave portion is in close contact. apparatus. 前記締め代を、ねじ締付け構造の軸力によりステム部を引き込むことで、凸部が前記周方向側壁部による切削を伴いながら凹部に圧入可能となるように設定した請求項１記載の車輪用軸受装置。   The wheel bearing according to claim 1, wherein the tightening margin is set so that the convex portion can be press-fitted into the concave portion while being cut by the circumferential side wall portion by pulling the stem portion by the axial force of the screw tightening structure. apparatus. ハブ輪のインボード側端部に、車輪用軸受に予圧を付与する加締め部を設け、この加締め部を外側継手部材の肩部に接触させた状態で、前記ねじ締め付け構造の締め付けトルクを、前記凹部に対する前記凸部の圧入時における前記ねじ締付け構造の締め付けトルクよりも小さくした請求項２に記載の車輪用軸受装置。   At the end of the hub wheel on the inboard side, a caulking portion for applying a preload to the wheel bearing is provided, and the tightening torque of the screw tightening structure is applied while the caulking portion is in contact with the shoulder of the outer joint member. The wheel bearing device according to claim 2, wherein the torque is smaller than a tightening torque of the screw tightening structure when the convex portion is press-fitted into the concave portion. 前記ねじ締め付け構造は、前記外側継手部材のステム部の軸端に形成された雌ねじ部と、前記雌ねじ部に螺合した状態で前記ハブ輪に係止される雄ねじ部とで構成されている請求項１〜３のいずれか一項に記載の車輪用軸受装置。   The screw tightening structure includes an internal thread portion formed at a shaft end of a stem portion of the outer joint member, and an external thread portion that is engaged with the internal thread portion and is engaged with the hub ring. The wheel bearing device according to any one of Items 1 to 3. 前記ねじ締め付け構造は、前記外側継手部材のステム部の軸端に形成された雄ねじ部と、前記雄ねじ部に螺合した状態で前記ハブ輪に係止される雌ねじ部とで構成されている請求項１〜３のいずれか一項に記載の車輪用軸受装置。   The screw tightening structure includes a male screw portion formed at a shaft end of a stem portion of the outer joint member, and a female screw portion that is locked to the hub wheel while being screwed to the male screw portion. The wheel bearing device according to any one of Items 1 to 3. 前記一方の部材が、前記切粉を収容する収容部を有する請求項１〜５のいずれか一項に記載の車輪用軸受装置。   The wheel bearing device according to any one of claims 1 to 5, wherein the one member has a housing portion that houses the chips. 前記他方の部材が、前記凸部の圧入の開始をガイドするガイド部を有する請求項１〜６のいずれか一項に記載の車輪用軸受装置。   The wheel bearing device according to any one of claims 1 to 6, wherein the other member has a guide portion that guides the start of press-fitting of the convex portion. 内周に複列の外側軌道面が形成された外方部材と、外周に前記外側軌道面と対向する複列の内側軌道面を有し、ハブ輪および内輪からなる内方部材と、前記外方部材の外側軌道面と内方部材の内側軌道面との間に介装された複列の転動体とからなる車輪用軸受を備え、前記ハブ輪の内径に等速自在継手の外側継手部材のステム部を嵌合することにより前記車輪用軸受に等速自在継手を、ねじ締め付け構造を介して分離可能に結合させた車輪用軸受装置の製造方法であって、
前記ハブ輪と前記外側継手部材のステム部のうちのいずれか一方の部材に軸方向に延びる複数の凸部を形成し、
他方の部材に、前記凸部の周方向側壁部のみに対して締め代を有する複数の凹部を形成し、
前記凹部に、前記凸部を当該凸部の径方向先端部との間に隙間をあけて圧入して、圧入した前記凸部の周方向側壁部のみで前記締め代を切削し、
前記凸部と前記凹部の嵌合接触部位全域が密着する凹凸嵌合構造を構成することを特徴とする車輪用軸受装置の製造方法。 An outer member having a double-row outer raceway surface formed on the inner periphery, a double-row inner raceway surface facing the outer raceway surface on the outer periphery, and an inner member comprising a hub ring and an inner ring; An outer joint member of a constant velocity universal joint provided on the inner diameter of the hub wheel, comprising a bearing for a wheel comprising a double row rolling element interposed between an outer raceway surface of the inner member and an inner raceway surface of the inner member. A constant velocity universal joint is detachably coupled to the wheel bearing by a screw tightening structure by fitting the stem portion of
Forming a plurality of protrusions extending in the axial direction on one of the hub wheel and the stem portion of the outer joint member;
On the other member, a plurality of concave portions having a tightening margin only with respect to the circumferential side wall portion of the convex portion is formed,
In the concave portion, the convex portion is press-fitted with a gap between the radial tip portion of the convex portion, and the interference is cut only by the circumferential side wall portion of the convex portion,
The manufacturing method of the wheel bearing apparatus characterized by comprising the uneven | corrugated fitting structure which the whole fitting contact site | part of the said convex part and the said recessed part closely_contact | adheres.
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