JP6657631B2 - Vehicle bearings - Google Patents

Description

  The present disclosure relates to bearings, and more particularly, to vehicle bearings with bearing rings.

  In general, a vehicle bearing called a hub unit includes a pair of bearing rings and a plurality of rolling elements. One race has a raceway surface on the inner peripheral surface. The other race has a raceway surface on the outer peripheral surface. The pair of races are coaxially arranged such that raceways face each other. A plurality of rolling elements are arranged on track surfaces facing each other.

  In recent years, various techniques for reducing the weight of a vehicle bearing have been proposed. For example, Patent Document 1 discloses a vehicle bearing including an inner race member and a hub wheel. In the bearing, the outer ring is formed of light alloy steel. A steel sleeve having a raceway surface is mounted on the inner peripheral surface of the outer ring. This reduces the weight of the bearing and imparts hardness and smoothness to the raceway surface.

  The bearing ring of a vehicle bearing disclosed in Patent Document 2 includes a steel insert and an outer body made of a lightweight material such as an aluminum alloy. The insert has a concave portion and a convex portion on the outer peripheral surface. The concave portion of the insert is subjected to an undercut process for forming an angle on the side surface. The outer body has a convex portion and a concave portion corresponding to the concave portion and the convex portion of the insert on an inner peripheral surface, respectively.

JP-A-2002-046409 International Publication No. 2011/127979

  In Patent Literature 1, since only the steel sleeve is inserted into the outer ring, there is a possibility that the outer ring and the steel sleeve relatively move in the axial direction and the circumferential direction. In Patent Literature 2, the protrusion of the outer body is inserted into the recess of the insert, so that the relative movement between the insert and the outer body is suppressed to some extent. However, since the relative movement between the insert and the outer body is limited only by the combination of the concave portion and the convex portion, the relative movement between the insert and the outer body may not be sufficiently suppressed.

  An object of the present disclosure is to provide a vehicle bearing that can be reduced in weight by a light alloy portion and that can effectively suppress relative movement between the light alloy portion and a track member.

  A vehicle bearing according to the present disclosure includes a race. The bearing ring includes a bearing member, a light alloy part, and a columnar member. The track member has an annular track surface and a first groove. The raceway surface is provided on one of the inner peripheral surface and the outer peripheral surface of the raceway member. The first groove is provided on the other of the inner peripheral surface and the outer peripheral surface of the track member. The first groove extends in the axial direction of the bearing. The track member is formed of a material including steel. The light alloy portion is formed of a material containing a light alloy on a surface having the first groove of the inner peripheral surface and the outer peripheral surface of the track member. The light alloy portion has a second groove that faces the first groove and extends in the axial direction. The columnar member has an elastic modulus smaller than that of the track member. The columnar member fits with the first groove and the second groove.

  Another vehicle bearing according to the present disclosure includes a bearing ring. The bearing ring includes a bearing member and a light alloy part. The track member has an annular track surface and a projection. The raceway surface is provided on one of the inner peripheral surface and the outer peripheral surface of the raceway member. The projection is provided on the other of the inner peripheral surface and the outer peripheral surface of the track member. The track member is formed of a material including steel. The light alloy portion is formed of a material containing a light alloy on a surface having projections of the inner peripheral surface and the outer peripheral surface of the track member. The projection includes a shaft and a head. The shaft portion penetrates the light alloy portion. The head is arranged in contact with the surface of the light alloy part. The head is connected to the tip of the shaft.

  Yet another vehicle bearing according to the present disclosure includes a bearing ring. The bearing ring includes a bearing member and a light alloy part. The track member has an annular track surface. The raceway surface is provided on one of the inner peripheral surface and the outer peripheral surface of the raceway member. A knurled uneven shape is formed on the other of the inner peripheral surface and the outer peripheral surface of the track member. The track member is formed of a material including steel. The light alloy portion is formed of a material containing a light alloy on the surface of the raceway member on which the uneven shape is formed, of the inner peripheral surface and the outer peripheral surface.

  Yet another vehicle bearing according to the present disclosure includes a bearing ring. The bearing ring includes a bearing member and a light alloy part. The track member has an annular track surface. The raceway surface is provided on one of the inner peripheral surface and the outer peripheral surface of the raceway member. A spiral groove is formed on the other of the inner peripheral surface and the outer peripheral surface of the track member. The track member is formed of a material including steel. The light alloy portion is formed of a material containing a light alloy on a surface of the raceway member on which the spiral groove is formed, of the inner peripheral surface and the outer peripheral surface.

  According to the present disclosure, the weight of the bearing can be reduced by the light alloy portion, and the relative movement between the light alloy portion and the track member can be suppressed.

FIG. 1 is a longitudinal sectional view of the vehicle bearing according to the first embodiment. FIG. 2 is a front sectional view of an outer ring included in the bearing shown in FIG. FIG. 3 is a longitudinal sectional view of the vehicle bearing according to the second embodiment. FIG. 4 is a longitudinal sectional view of the vehicle bearing according to the third embodiment. FIG. 5A is a view illustrating one step of a method of manufacturing an outer ring included in the bearing illustrated in FIG. 4. FIG. 5B is a diagram showing a step performed after the step shown in FIG. 5A in the method of manufacturing the outer race included in the bearing shown in FIG. 4. FIG. 5C is a diagram showing a step performed after the step shown in FIG. 5B in the method of manufacturing the outer race included in the bearing shown in FIG. 4. FIG. 6 is a longitudinal sectional view of the vehicle bearing according to the fourth embodiment. FIG. 7A is a view illustrating one step of a method of manufacturing the inner shaft included in the bearing illustrated in FIG. 6. FIG. 7B is a diagram illustrating a step performed after the step illustrated in FIG. 7A in the method of manufacturing the inner shaft included in the bearing illustrated in FIG. 6. FIG. 7C is a diagram illustrating a step performed after the step illustrated in FIG. 7B in the method of manufacturing the inner shaft included in the bearing illustrated in FIG. 6. FIG. 8 is a longitudinal sectional view of a vehicle bearing according to a fifth embodiment. FIG. 9 is a partial perspective view of a race member of an outer race included in the bearing shown in FIG. FIG. 10 is a partial perspective view of the outer raceway member included in the bearing according to the sixth embodiment. FIG. 11 is a longitudinal sectional view of an inner shaft according to a modified example of the fifth and sixth embodiments.

  The vehicle bearing according to the embodiment includes a bearing ring. The bearing ring includes a bearing member, a light alloy part, and a columnar member. The track member has an annular track surface and a first groove. The raceway surface is provided on one of the inner peripheral surface and the outer peripheral surface of the raceway member. The first groove is provided on the other of the inner peripheral surface and the outer peripheral surface of the track member. The first groove extends in the axial direction of the bearing. The track member is formed of a material including steel. The light alloy portion is formed of a material containing a light alloy on a surface having the first groove of the inner peripheral surface and the outer peripheral surface of the track member. The light alloy portion has a second groove that faces the first groove and extends in the axial direction. The columnar member has an elastic modulus smaller than that of the track member. The columnar member fits into the first groove and the second groove (first configuration).

  In the bearing ring of the vehicle bearing according to the first configuration, the track member and the light alloy portion are provided with a first groove and a second groove that face each other. The columnar member fits into both the first groove of the track member and the second groove of the light alloy portion, and is pressed against and closely adheres to the surfaces of the first groove and the second groove. For this reason, the columnar member is firmly fixed to both the track member and the light alloy portion, and a high effect of suppressing relative movement between the light alloy portion and the track member can be achieved.

  In particular, in the first configuration, both the first groove of the track member and the second groove of the light alloy portion extend in the axial direction, and are fitted with the columnar member. Therefore, the columnar member functions as a stopper when the light alloy portion and the track member try to move relative to each other in the circumferential direction, so that the relative movement of the light alloy portion and the track member in the circumferential direction can be restricted.

  As described above, according to the first configuration, the weight of the bearing can be reduced by the light alloy portion, and the relative movement between the light alloy portion and the track member can be effectively suppressed.

  A vehicle bearing according to another embodiment includes a bearing ring. The bearing ring includes a bearing member and a light alloy part. The track member has an annular track surface and a projection. The raceway surface is provided on one of the inner peripheral surface and the outer peripheral surface of the raceway member. The projection is provided on the other of the inner peripheral surface and the outer peripheral surface of the track member. The track member is formed of a material including steel. The light alloy portion is formed of a material containing a light alloy on a surface having projections of the inner peripheral surface and the outer peripheral surface of the track member. The projection includes a shaft and a head. The shaft portion penetrates the light alloy portion. The head is arranged in contact with the surface of the light alloy part. The head is connected to the tip of the shaft (second configuration).

  In the bearing ring of the vehicle bearing according to the second configuration, the projection is provided on the raceway member. The shaft portion of the projection penetrates a light alloy portion formed on the inner or outer peripheral surface of the track member. Thereby, the relative movement in the circumferential direction between the light alloy portion and the track member can be restricted.

  Further, in the second configuration, the head of the projection is disposed in contact with the surface of the light alloy portion. That is, a part of the light alloy portion is sandwiched between the surface of the track member and the head of the projection. Therefore, the relative movement of the light alloy portion and the race member in the radial direction is restricted, and the light alloy portion can be prevented from peeling off from the race member.

  As described above, according to the second configuration, the weight of the bearing can be reduced by the light alloy portion, and the relative movement between the light alloy portion and the track member can be effectively suppressed.

  The protrusion may be arranged at a position that does not overlap the track surface in a direction perpendicular to the protruding direction (third configuration).

  The head of the projection can be easily formed, for example, by caulking by applying a force to the tip of the projection. In this case, it is preferable that the force when forming the head of the projection does not affect the raceway surface. According to the third configuration, the projection is arranged at a position that does not overlap the track surface in a direction perpendicular to the direction in which the projection projects. That is, the protrusion is arranged at a position shifted from the raceway surface. Therefore, even when a force is applied to the tip of the protrusion to form the head, the force is not easily transmitted to the raceway surface. Therefore, the head of the projection can be easily formed by caulking or the like while preventing an adverse effect on the raceway surface.

  A vehicle bearing according to yet another embodiment includes a bearing ring. The bearing ring includes a bearing member and a light alloy part. The track member has an annular track surface. The raceway surface is provided on one of the inner peripheral surface and the outer peripheral surface of the raceway member. A knurled uneven shape is formed on the other of the inner peripheral surface and the outer peripheral surface of the track member. The track member is formed of a material including steel. The light alloy portion is formed of a material containing a light alloy on a surface of the raceway member on which the uneven shape is formed on the inner peripheral surface and the outer peripheral surface (fourth configuration).

  In the bearing ring of the vehicle bearing according to the fourth configuration, the uneven surface of the knurl is provided on the surface on which the light alloy portion is formed, of the inner peripheral surface and the outer peripheral surface of the race member. The concavo-convex shape of the knurled eyes is a relatively fine concavo-convex pattern such as a flat-grained or crested eye, and can limit the relative movement between the light alloy portion and the track member. In particular, in the case of the knurled eyelet, since it has a lattice shape oblique to the circumferential direction and the axial direction, the relative movement of the light alloy portion and the track member in the axial direction and the circumferential direction can be restricted at the same time. As described above, according to the fourth configuration, the weight of the bearing can be reduced by the light alloy portion, and the relative movement between the light alloy portion and the track member can be effectively suppressed.

  A vehicle bearing according to yet another embodiment includes a bearing ring. The bearing ring includes a bearing member and a light alloy part. The track member has an annular track surface. The raceway surface is provided on one of the inner peripheral surface and the outer peripheral surface of the raceway member. A spiral groove is formed on the other of the inner peripheral surface and the outer peripheral surface of the track member. The track member is formed of a material including steel. The light alloy portion is formed of a material containing a light alloy on a surface on which the spiral groove is formed, of the inner peripheral surface and the outer peripheral surface of the track member (fifth configuration).

  In the bearing ring for a vehicle bearing according to the fifth configuration, a spiral groove is provided on a surface on which the light alloy portion is formed, of the inner peripheral surface and the outer peripheral surface of the track member. Since the spiral groove is a groove inclined in both the circumferential direction and the axial direction, the relative movement of the light alloy portion and the raceway member in the axial direction and the circumferential direction can be restricted at the same time. Therefore, according to the fifth configuration, the weight of the bearing can be reduced by the light alloy portion, and the relative movement between the light alloy portion and the track member can be effectively suppressed.

<Embodiment>
Hereinafter, a vehicle bearing according to each embodiment will be described with reference to the drawings. Each vehicle bearing is also called a hub unit. The same reference numerals are given to the same and corresponding components in the drawings, and the same description will not be repeated. For convenience of description, in each drawing, the configuration may be simplified or schematically illustrated, or a part of the configuration may be omitted.

  In the following embodiments, a direction in which the axis of the bearing extends is referred to as an axial direction. The radial direction of a circle centered on the axis of the bearing is simply referred to as the radial direction. The circumferential direction of a circle centered on the axis of the bearing is simply referred to as the circumferential direction. In the bearing, the side closer to the vehicle body when attached to the vehicle is referred to as an inner side, and the side farther from the vehicle body is referred to as an outer side.

[First Embodiment]
(overall structure)
FIG. 1 is a cross-sectional view of the vehicle bearing 10 according to the first embodiment cut along a plane passing through a straight line X1. The straight line X1 is the axis of the bearing 10.

  As shown in FIG. 1, the bearing 10 includes an outer ring 11, an inner shaft 12, a plurality of rolling elements 13 and 14, and seal members 15 and 16. The outer ring 11 and the inner shaft 12 are a pair of races included in the bearing 10.

  The outer race 11 includes a track member 111, a light alloy portion 112, and a columnar member 113. The track member 111 has a cylindrical shape with the straight line X1 as an axis. The light alloy portion 112 is arranged on the outer periphery of the track member 111.

  The track member 111 has track surfaces 111a and 111b on the inner peripheral surface. Each of the raceway surfaces 111a and 111b is an annular surface having the straight line X1 as an axis. The raceway surface 111a is disposed on the inner side of the raceway surface 111b.

  The track member 111 has a groove 111c on the outer peripheral surface. The groove 111c extends in the axial direction. The groove 111c is provided in the track member 111 over the entire length in the axial direction. That is, the groove 111c extends from the inner end of the track member 111 to the outer end. However, the groove 111c may not be provided in the track member 111 over the entire length in the axial direction.

  The track member 111 is formed of a material containing steel (hereinafter, referred to as a steel material). That is, the track member 111 is made of a material containing iron and / or an iron alloy. The track member 111 can be made of, for example, carbon steel such as S55C or high carbon chromium bearing steel such as SUJ2.

  The light alloy portion 112 is provided on the outer peripheral surface of the track member 111. The outer peripheral surface of the track member 111 is a surface that does not have the track surfaces 111a and 111b. The light alloy portion 112 is formed of a material containing a light alloy (hereinafter, referred to as a light alloy material). Examples of the light alloy include an aluminum alloy, a magnesium alloy, and a titanium alloy. The light alloy can be used in combination with a material other than the light alloy, such as CFRP (carbon fiber reinforced plastic) and MMC (metal matrix composite). That is, the light alloy portion 112 may be entirely made of a light alloy, or may be made of a light alloy and another material.

  The light alloy portion 112 can be formed, for example, by casting a light alloy material on the outer peripheral surface of the track member 111. Alternatively, after separately forming the race member 111 and the light alloy portion 112, the race member 111 is press-fitted into the light alloy portion 112, or is bonded to the base material by an adhesive, thermal spraying, welding, friction welding, or metallurgical bonding. The light alloy portion 112 and the track member 111 may be joined by laser cladding or the like, which is a method of adding metal.

  The light alloy portion 112 includes a cylindrical portion 112a, a flange portion 112b, and a groove 112c.

  The cylindrical portion 112a has the straight line X1 as its axis. The cylindrical portion 112a is arranged on the outer peripheral surface of the track member 111. The cylindrical portion 112a is arranged coaxially with the track member 111. In the first embodiment, the axial length of the cylindrical portion 112a is longer than the axial length of the track member 111. Therefore, the cylindrical portion 112a covers the entire outer peripheral surface of the track member 111. However, the cylindrical portion 112a may cover a part of the outer peripheral surface of the track member 111.

  A groove 112c is provided on the inner peripheral surface of the cylindrical portion 112a. The groove 112c extends in the axial direction. The axial length of the groove 112c is substantially equal to the axial length of the groove 111c of the track member 111.

  FIG. 2 is a front sectional view of the outer race 11 as viewed from the inner side. As shown in FIG. 2, the groove 112c of the tubular portion 112a faces the groove 111c of the track member 111. That is, in the circumferential direction, the position of the groove 112c of the cylindrical portion 112a substantially coincides with the position of the groove 111c of the track member 111. The groove 112c of the cylindrical portion 112a, together with the groove 111c of the track member 111, forms an axial hole H1 for receiving the columnar member 113.

  The columnar member 113 is pressed into the groove 111c of the track member 111 and the groove 112c of the cylindrical portion 112a. In the axial direction, the length of the columnar member 113 is substantially equal to the length of the grooves 111c and 112c. The columnar member 113 fits with the grooves 111c and 112c. Therefore, the columnar member 113 is pressed against and adheres to each surface of the grooves 111c and 112c.

  As described above, the grooves 111c and 112c and the columnar member 113 fit with each other. That is, the length D1 in the x direction of the axial hole H1 formed by the grooves 111c and 112c is slightly smaller than the width of the columnar member 113 before press-fitting. It is also preferable that the length D2 of the axial hole H1 in the y direction is slightly smaller than the thickness of the columnar member 113 before the press-fitting. The x direction is a tangential direction at an intersection with a perpendicular L1 lowered from the circumferential center point of the axial hole H1 to the axis of the outer ring 11 with respect to the outer peripheral surface of the track member 111. The y direction is a direction orthogonal to the x direction and the axis of the outer ring 11.

  The difference between the length D1 of the axial hole H1 in the x direction and the width of the columnar member 113 before press-fitting is referred to as an x-direction interference. The difference between the length D2 of the axial hole H1 in the y direction and the thickness of the columnar member 113 before press-fitting is referred to as the interference in the y direction. Each of the interferences in the x direction and the y direction can be appropriately determined in consideration of the heat shrinkage of the track member 111, the light alloy portion 112, and the columnar member 113 at a low temperature.

  For example, when the heat shrinkage of the columnar member 113 is larger than the heat shrinkage of the track member 111 and the light alloy portion 112, if the interference in the x direction is too small, the side surface of the axial hole H1 and the columnar member 113 at a low temperature. A gap is created between In this case, there is a possibility that the relative movement of the track member 111 and the light alloy portion 112 in the circumferential direction may occur. Therefore, it is preferable to make the interference in the x direction larger than the calculated gap between the side surface of the axial hole H1 and the columnar member 113 to prevent the gap from being generated.

  The columnar member 113 has an elastic modulus smaller than at least the elastic modulus of the track member 111. That is, the columnar member 113 has lower rigidity than the track member 111. It is preferable that the elastic modulus of the columnar member 113 is smaller than the elastic modulus of the track member 111 as well as the elastic modulus of the light alloy portion 112. The columnar member 113 may be an elastic body made of a resin such as rubber, for example.

  In the first embodiment, the columnar member 113 has a rectangular column shape that is long in the axial direction. However, the shape of the columnar member 113 is not limited to this. The columnar member 113 may have, for example, a columnar shape, an elliptical columnar shape, or a polygonal columnar shape other than a square columnar shape. Similarly, the shapes of the groove 111c of the track member 111 and the groove 112c of the light alloy portion 112 are not particularly limited. However, from the viewpoint of firmly fixing the columnar member 113 in the grooves 111c and 112c, the axial hole H1 formed by the grooves 111c and 112c preferably has a shape corresponding to the shape of the columnar member 113.

  As shown in FIGS. 1 and 2, the flange portion 112b protrudes radially outward from the outer peripheral surface of the tubular portion 112a. The flange portion 112b has a substantially annular shape with the straight line X1 as an axis. The flange portion 112b has a plurality of fastening holes 112h. A suspension device (not shown) is attached to the flange portion 112b using the fastening holes 112h and fastening members such as bolts and nuts.

  As shown in FIG. 1, the inner shaft 12 includes a main body 121 and a flange 122. The inner shaft 12 can be made of the same steel material as the race member 111 of the outer race 11.

  The main body 121 has a substantially columnar shape with the straight line X1 as an axis, but a part thereof is hollow. Specifically, the main body 121 has a concave portion on each of the inner and outer end surfaces. The main body 121 is inserted into the outer race 11. The main body 121 has a raceway surface 121a on the outer peripheral surface. The raceway surface 121a is an annular surface having the straight line X1 as an axis. The raceway surface 121a faces the raceway surface 111b of the outer race 11.

  An inner ring 17 is attached to the outer periphery of the inner end of the main body 121. The inner ring 17 has a cylindrical shape with the straight line X1 as an axis. A raceway surface 17a is provided on the outer peripheral surface of the inner race 17. The raceway surface 17a is an annular surface having the straight line X1 as an axis. The raceway surface 17a faces the raceway surface 111a of the outer race 11.

  The flange portion 122 protrudes radially outward from the outer peripheral surface of the main body portion 121. The flange portion 122 has a substantially annular shape with the straight line X1 as an axis. The flange portion 122 has a plurality of fastening holes 122h. A disk wheel (not shown), a brake disk (not shown), and the like are attached to the flange portion 122 using each of the fastening holes 122h and fastening members such as bolts and nuts.

  A bearing internal space S is formed between the inner peripheral surface of the outer ring 11 and the outer peripheral surface of the inner shaft 12. The plurality of rolling elements 13 and 14 are arranged in the bearing internal space S. More specifically, the plurality of rolling elements 13 are arranged in contact with the raceway surface 111a of the raceway member 111 of the outer race 11 and the raceway surface 17a of the inner race 17. The plurality of rolling elements 14 are arranged in contact with the raceway surface 111b of the raceway member 111 and the raceway surface 121a of the main body 121 of the inner shaft 12.

  The seal members 15 and 16 seal the bearing internal space S. Each of the seal members 15 and 16 has a substantially annular shape with the straight line X1 as an axis. The seal member 15 seals the inner side end of the bearing internal space S. The seal member 16 closes an end of the bearing internal space S on the outer side.

(Effect of First Embodiment)
In the outer race 11 of the vehicle bearing 10 according to the first embodiment, the race member 111 and the light alloy portion 112 are provided with grooves 111c and 112c facing each other. The columnar member 113 fits into both the groove 111c of the track member 111 and the groove 112c of the light alloy portion 112, and comes into close contact with the surfaces of the grooves 111c, 112c. Therefore, the columnar member 113 is firmly fixed to both the track member 111 and the light alloy part 112, and the relative movement between the light alloy part 112 and the track member 111 can be suppressed.

  In the outer race 11, the columnar members 113 are arranged in the grooves 111c of the track member 111 and the grooves 112c of the light alloy portion 112, both of which extend in the axial direction. That is, the columnar member 113 extends in the axial direction in the grooves 111c and 112c, and functions as a stopper that prevents relative movement of the light alloy portion 112 and the track member 111 in the circumferential direction. Therefore, the columnar member 113 can limit the relative movement of the light alloy portion 112 and the track member 111 in the circumferential direction.

  Therefore, in the first embodiment, the outer race 11 and the bearing 10 can be reduced in weight by the light alloy portion 112, and the relative movement between the light alloy portion 112 and the track member 111 can be effectively suppressed.

  For example, in the case of the bearing ring described in Patent Literature 2, it is necessary that the shape of the convex portion and the concave portion of the outer body completely match the shape of the convex portion and the concave portion of the insert. For this reason, the method of forming the outer body is limited to casting. On the other hand, in the first embodiment, the method of forming the light alloy portion 112 on the outer race 11 can be flexibly changed. As described above, the light alloy portion 312 does not necessarily need to be formed by casting. For example, it is difficult to perform cast molding in terms of equipment, and even if the track member 111 and the light alloy portion 112 are formed separately, the light alloy portion 112 is only required to be pressed into the grooves 111c and 112c. Relative movement between the motor and the track member 111 can be suppressed.

[Second embodiment]
(overall structure)
FIG. 3 is a cross-sectional view of the vehicle bearing 20 according to the second embodiment cut along a plane passing through the straight line X2. The straight line X2 is the axis of the bearing 20.

  As shown in FIG. 3, the bearing 20 includes an outer ring 21 and an inner shaft 22 serving as race rings, a plurality of rolling elements 13 and 14, and seal members 15 and 16. The outer race 21, the inner shaft 22, the plurality of rolling elements 13, 14, and the seal members 15, 16 are assembled in the same manner as in the first embodiment.

  The outer race 21 can be made of the same steel material as the race member 111 of the outer race 11 according to the first embodiment. The outer ring 21 includes a main body portion 211 and a flange portion 212.

  The main body 211 has a cylindrical shape with the straight line X2 as the axis. The main body 211 has track surfaces 211a and 211b on the inner peripheral surface.

  The flange portion 212 projects radially outward from the outer peripheral surface of the main body portion 211. The flange portion 212 has a substantially annular shape with the straight line X2 as an axis. The flange portion 212 has a plurality of fastening holes 212h for attaching a suspension device (not shown).

  The inner shaft 22 includes a track member 221, a light alloy part 222, and a columnar member 223. The race member 221 can be made of the same steel material as the race member 111 of the outer race 11 according to the first embodiment. The light alloy portion 222 is made of the same light alloy material as the light alloy portion 112 of the outer race 11 according to the first embodiment.

  The track member 221 includes a cylindrical portion 221a, a flange portion 221b, and a groove 221c. The cylindrical portion 221a has a cylindrical shape with the straight line X2 as an axis. A track surface 221d is provided on the outer peripheral surface of the cylindrical portion 221a. The raceway surface 221d is an annular surface having the straight line X2 as an axis. The raceway surface 221d faces the raceway surface 211b of the outer race 21. The plurality of rolling elements 14 are arranged in contact with the raceway surface 211b of the outer race 21 and the raceway surface 221d of the inner shaft 22.

  The inner ring 17 is attached to the outer periphery of the inner end of the cylindrical portion 221a. The raceway surface 17a of the inner race 17 faces the raceway surface 211a of the outer race 21. The plurality of rolling elements 13 are arranged in contact with the raceway surface 211a of the outer race 21 and the raceway surface 17a of the inner race 17.

  The flange portion 221b projects radially outward from the cylindrical portion 221a. The flange portion 221b is connected to an outer end of the tubular portion 221a. The flange portion 221b has a substantially annular shape with the straight line X2 as an axis. The flange portion 221b has a plurality of fastening holes 221h for attaching a disk wheel (not shown), a brake disk (not shown), and the like.

  The track member 221 has an axially extending groove 221c on the inner peripheral surface. More specifically, the groove 221c is provided on the inner peripheral surface of the flange portion 221b.

  The light alloy part 222 is provided on the inner peripheral surface of the track member 221. The light alloy portion 222 is formed so as to cover the inner peripheral surface of the track member 221 from the outer side. The inner side portion of the inner peripheral surface of the track member 221 is exposed from the light alloy portion 222.

  The light alloy portion 222 has an axially extending groove 222a on the outer peripheral surface. The groove 222a faces the groove 221c of the track member 221. The axial length of the groove 222a is substantially equal to the axial length of the groove 221c of the track member 221. The groove 222 a of the light alloy part 222 and the groove 221 c of the track member 221 are fitted with the columnar member 223. The shape and material of the columnar member 223, and the relationship between the grooves 221c and 222a and the columnar member 223 are the same as those in the first embodiment, and thus description thereof is omitted.

(Effect of Second Embodiment)
Also in the second embodiment, since the inner shaft 22 includes the light alloy portion 222, the weight of the inner shaft 22 and the vehicle bearing 20 can be reduced. In the inner shaft 22, the columnar member 223 is fitted with the groove 222a of the light alloy part 222 and the groove 221c of the track member 221. Therefore, as in the first embodiment, the light alloy part 222 and the track member 221 are connected to each other. Can be effectively suppressed.

  As in the first embodiment, the light alloy portion 222 may be formed by casting or may not be formed by casting. Also for the inner shaft 22 in the second embodiment, the method of forming the light alloy portion 222 can be flexibly changed.

[Third embodiment]
(overall structure)
FIG. 4 is a cross-sectional view of the vehicle bearing 30 according to the third embodiment cut along a plane passing through a straight line X3. The straight line X3 is the axis of the bearing 30.

  As shown in FIG. 4, the bearing 30 includes an outer ring 31 and an inner shaft 12 as a raceway ring, a plurality of rolling elements 13 and 14, and seal members 15 and 16.

  In the bearing 30 according to the third embodiment, the configuration of the outer ring 31 is different from that of the bearing 10 according to the first embodiment. Hereinafter, the configuration of the outer race 31 will be described in detail.

  The outer ring 31 includes a track member 311 and a light alloy part 312. The track member 311 has a cylindrical shape with the straight line X3 as the axis. The light alloy portion 312 is arranged on the outer periphery of the track member 311. The track member 311 and the light alloy portion 312 can be made of the same material as the track member 111 and the light alloy portion 112 in the first embodiment, respectively.

  The track member 311 has track surfaces 311a and 311b and a projection 311c. The raceway surfaces 311a and 311b are provided on the inner peripheral surface of the raceway member 311. Each of the raceway surfaces 311a and 311b is an annular surface having the straight line X3 as an axis. The protrusion 311c is provided on the outer peripheral surface of the track member 311.

  The protrusion 311c protrudes radially outward from the outer peripheral surface of the track member 311. The projection 311c is formed with a concave portion 3111 that is depressed inward in the radial direction. However, the protrusion 311c may not have the concave portion 3111. The track member 311 can be provided with one or more projections 311c.

  The projection 311c is arranged at a position that does not overlap with the raceway surfaces 311a and 311b in a direction perpendicular to the projecting direction. That is, the projection 311c does not overlap with the raceway surfaces 311a and 311b at least in the axial direction. The axial position of the projection 311c is shifted from the axial position of the raceway surfaces 311a and 311b. Specifically, the projection 311c is disposed between the raceway surface 311a and the raceway surface 311b in the axial direction. However, the position of the protrusion 311c is not limited to this.

  The protrusion 311c includes a shaft 3112 and a head 3113. The shaft portion 3112 extends radially outward from the outer peripheral surface of the track member 311 and penetrates the light alloy portion 312. The head 3113 is connected to the tip of the shaft 3112. Head 3113 is arranged in contact with the surface of light alloy portion 312. The relationship between the projection 311c and the light alloy portion 312 will be described later in detail.

  The light alloy portion 312 includes a cylindrical portion 312a having the straight line X3 as an axis, and a flange portion 312b. The cylindrical portion 312a is arranged on the outer peripheral surface of the track member 311. The cylindrical portion 312a is arranged coaxially with the track member 311.

  The flange portion 312b protrudes radially outward from the outer peripheral surface of the cylindrical portion 312a. The flange portion 312b has a substantially annular shape with the straight line X3 as the axis. The flange portion 312b has a plurality of fastening holes 312h for attaching a suspension device (not shown).

  The protrusion 311c of the track member 311 penetrates the cylindrical portion 312a. Specifically, the shaft portion 3112 of the projection 311c penetrates the cylindrical portion 312a. The head 3113 of the projection 311c is arranged on the outer peripheral surface of the cylindrical portion 312a.

  The area of the cross section of the head 3113 is larger than the area of the cross section of the shaft portion 3112. Here, each cross section refers to each cross section when the head 3113 and the shaft 3112 are cut on a plane perpendicular to the direction in which the projection 311c protrudes. For example, the axial length of the head 3113 is longer than the axial length of the shaft portion 3112. Therefore, the inner surface of the head 3113 in the radial direction contacts the outer peripheral surface of the cylindrical portion 312a. In other words, a part of the cylindrical portion 312a is sandwiched between the head 3113 and the outer peripheral surface of the raceway surface 311.

  The head 3113 is preferably provided so as to press the outer peripheral surface of the cylindrical portion 312a toward the track member 311. That is, it is preferable that a radially inward force is applied from the head 3113 to the outer peripheral surface of the cylindrical portion 312a.

(Production method of outer ring)
Hereinafter, a method of manufacturing the outer ring 31 configured as described above will be described. 5A to 5C are diagrams illustrating each step included in the method of manufacturing the outer ring 31. However, the method of manufacturing the outer ring 31 is not limited to the mode described below.

  As shown in FIG. 5A, first, an intermediate 31i is prepared. The intermediate body 31i is a member in an intermediate stage of the manufacture of the outer race 31, and eventually becomes the raceway member 311. The intermediate body 31i is produced, for example, by cutting bearing steel.

  Orbital surfaces 311a and 311b are formed on the inner peripheral surface of the intermediate body 31i. A protrusion 311ci is formed on the outer peripheral surface of the intermediate body 31i. The projection 311ci is formed at a position that does not overlap with the raceway surfaces 311a and 311b in the axial direction. The shape of the protrusion 311ci is different from the shape of the protrusion 311c in the track member 311. That is, at this stage, the cross-sectional area of the projection 311ci in a plane perpendicular to the protruding direction is substantially constant throughout.

  Next, as shown in FIG. 5B, a light alloy material is cast on the outer peripheral surface of the intermediate body 31i to form a light alloy portion 312. Although not particularly shown, at this time, a split mold corresponding to the shape of the light alloy portion 312 is arranged around the intermediate body 31i. The molten light alloy material is poured into this mold, and the light alloy portion 312 is formed. The tip of the projection 311ci of the intermediate body 31i protrudes radially outward from the outer peripheral surface of the cylindrical portion 312a in the molded light alloy portion 312.

  Subsequently, induction hardening is performed on the raceway surfaces 311a and 311b of the intermediate body 31i using a high-frequency device (not shown). Thereby, a hardened layer is formed on the raceway surfaces 311a and 311b.

  Thereafter, clinching of the projections 311ci of the intermediate 31i is performed. That is, the tip of the projection 311ci of the intermediate body 31i is pressed toward the cylindrical portion 312a, and the tip of the projection 311ci is swaged. As a result, as shown in FIG. 5C, a projection 311c having a shaft 3112 and a head 3113 is formed.

  The order of the casting process for the light alloy portion 312, the induction hardening process for the raceway surfaces 311a and 311b, and the clinching process for the projections 311ci can be changed as appropriate. For example, an induction hardening process may be performed before the casting process. Further, for example, a clinching step may be performed before the induction hardening step.

  Thereafter, polishing or grinding of the raceway surfaces 311a and 311b is performed as necessary. Thereby, the outer race 31 is completed.

(Effect of Third Embodiment)
In the vehicle bearing 30 according to the third embodiment, the track member 311 of the outer race 31 has a projection 311c that protrudes radially outward from the outer peripheral surface. The shaft portion 3112 of the projection 311c radially penetrates the light alloy portion 312 provided on the outer peripheral surface of the track member 311. For this reason, the relative movement of the light alloy part 312 and the track member 311 in the axial direction and the circumferential direction can be restricted.

  For example, in the case of the bearing ring described in Patent Literature 2, since only the concave portion and the convex portion of the insert and the convex portion and the concave portion of the outer body are inserted into each other, the outer body can be separated from the outer peripheral surface of the insert. There is. On the other hand, in the third embodiment, the head 3113 of the projection 311c formed integrally with the track member 311 is arranged on the outer peripheral surface of the light alloy portion 312. That is, a part of the light alloy portion 312 is sandwiched between the outer peripheral surface of the track member 311 and the head 3113. Accordingly, the relative movement of the light alloy portion 312 and the race member 311 in the radial direction is restricted, and the light alloy portion 312 can be prevented from peeling from the outer peripheral surface of the race member 311.

  Therefore, in the third embodiment, the outer race 31 and the bearing 30 can be reduced in weight by the light alloy portion 312, and the relative movement between the light alloy portion 312 and the raceway member 311 can be effectively suppressed.

  In the third embodiment, the protrusion 311c of the track member 311 is formed by clinching the protrusion 311ci of the intermediate body 31i. The tip of the projection 311ci of the intermediate body 31i is formed at a position that does not overlap with the raceway surfaces 311a and 311b in the axial direction. For this reason, the force due to the clinching of the protrusion 311ci is not easily transmitted to the raceway surfaces 311a and 311b. Therefore, the protrusion 311c having the shaft portion 3112 and the head portion 3113 can be easily formed by clinching while preventing adverse effects on the raceway surfaces 311a and 311b.

[Fourth embodiment]
(overall structure)
FIG. 6 is a cross-sectional view of the vehicle bearing 40 according to the fourth embodiment cut along a plane passing through a straight line X4. The straight line X4 is the axis of the bearing 40.

  As shown in FIG. 6, the bearing 40 includes an outer ring 21 and an inner shaft 42 as race rings, a plurality of rolling elements 13 and 14, and seal members 15 and 16.

  In the bearing 40 according to the fourth embodiment, the configuration of the inner shaft 42 is different from the bearing 20 according to the second embodiment. Hereinafter, the configuration of the inner shaft 42 will be described in detail.

  The inner shaft 42 includes a track member 421 and a light alloy part 422. The race member 421 can be made of the same steel material as the race member 111 of the outer race 11 according to the first embodiment. The light alloy portion 422 is made of the same light alloy material as the light alloy portion 112 of the outer race 11 according to the first embodiment.

  The track member 421 includes a cylindrical portion 421a, a flange portion 421b, and a protrusion 421c. The cylindrical portion 421a has a cylindrical shape with the straight line X4 as the axis. A track surface 421d is provided on the outer peripheral surface of the cylindrical portion 421a. The raceway surface 421d is an annular surface having the straight line X4 as an axis, and faces the raceway surface 211b of the outer race 21.

  The inner peripheral surface of the cylindrical portion 421a includes a cylindrical portion 4211 and a tapered portion 4212. The cylindrical portion 4211 is a substantially cylindrical surface extending in the axial direction and having a substantially constant diameter. The tapered portion 4212 is a substantially conical surface whose diameter increases from the inner side toward the outer side. The tapered portion 4212 is located on the outer side of the cylindrical portion 4211.

  The flange portion 421b projects radially outward from the cylindrical portion 421a. The flange portion 221b is connected to an outer end of the cylindrical portion 421a. The flange portion 421b has a substantially annular shape with the straight line X4 as an axis. The flange portion 421b has a plurality of fastening holes 421h for attaching a disk wheel (not shown), a brake disk (not shown), and the like.

  The protrusion 421c is provided on the inner peripheral surface of the track member 421. More specifically, the protrusion 421c is disposed on the tapered portion 4212 on the inner peripheral surface of the cylindrical portion 421a. The protrusion 421c protrudes from the tapered portion 4212 to the outer side, and extends in the axial direction. The track member 421 can be provided with one or more projections 421c. The protrusion 421c will be described later in detail.

  The light alloy part 422 is provided on the inner peripheral surface of the track member 421. The light alloy portion 422 covers a part of the cylindrical portion 4211 and the tapered portion 4212 on the inner peripheral surface of the cylindrical portion 421a. The light alloy portion 422 further covers the inner peripheral surface of the flange portion 421b.

  The protrusion 421c includes a shaft 4213 and a head 4214. The shaft portion 4213 extends from the tapered portion 4212 to the outer side, and penetrates the light alloy portion 422. The head 4214 is connected to the tip of the shaft 4213. The head 4214 is a distal end of the projection 421c bent inward in the radial direction. The head 4214 is arranged in contact with the surface of the light alloy part 422.

  Part of the light alloy portion 422 is sandwiched between the head 4214 of the projection 421c and the inner peripheral surface of the track member 421. More specifically, a part of the light alloy portion 422 is sandwiched between the head portion 4214 and the tapered portion 4212. The head 4214 is preferably provided so as to press the surface of the light alloy part 422 toward the track member 421 side. That is, it is preferable that an axial force is applied to the light alloy portion 422 from the head portion 4214 toward the inner side.

(Method of manufacturing inner shaft)
Hereinafter, a method of manufacturing the inner shaft 42 configured as described above will be described. 7A to 7C are diagrams illustrating each step included in the method of manufacturing the inner shaft 42. However, the method of manufacturing the inner shaft 42 is not limited to the mode described below.

  As shown in FIG. 7A, first, an intermediate 42i is prepared. The intermediate body 42i is a member in an intermediate stage of manufacturing the inner shaft 42, and eventually becomes the raceway member 421. The intermediate body 42i is produced, for example, by cutting bearing steel.

  A protrusion 421ci is formed on the inner peripheral surface of the intermediate body 42i. The shape of the protrusion 421ci is different from the shape of the protrusion 421c in the track member 421. That is, at this stage, the tip of the projection 421ci is not bent radially inward.

  Next, as shown in FIG. 7B, a light alloy material is cast on the outer peripheral surface of the intermediate body 42i to form a light alloy portion 422. Although not particularly shown, at this time, a split mold corresponding to the shape of the light alloy portion 422 is arranged around the intermediate body 42i. The molten light alloy material is poured into this mold, and the light alloy portion 422 is formed. The tip of the projection 421ci of the intermediate body 42i protrudes from the surface of the formed light alloy part 422.

  Subsequently, induction hardening is performed on the raceway surface 421d of the intermediate body 42i using a high-frequency device (not shown). Thereby, a hardened layer is formed on the raceway surface 421d.

  Then, clinching of the protrusion 421ci of the intermediate body 42i is performed. That is, the tip of the projection 421ci of the intermediate body 42i is pressed toward the light alloy part 422, and the tip of the projection 421ci is swaged. As a result, as shown in FIG. 5C, a projection 421c having a shaft 4213 and a head 4214 is formed.

  The order of the casting process of the light alloy part 422, the induction hardening process of the raceway surface 421d, and the clinching process of the protrusion 421ci can be appropriately changed. For example, an induction hardening process may be performed before the casting process. Further, for example, a clinching step may be performed before the induction hardening step.

  After that, polishing or grinding of the raceway surface 421d is performed as necessary. Thus, the inner shaft 42 is completed.

(Effect of Fourth Embodiment)
In the vehicle bearing 40 according to the fourth embodiment, a projection 421c is provided on an inner peripheral surface of a track member 421 included in the inner shaft 42. The shaft portion 4213 of the projection 421c passes through the light alloy portion 422 in the axial direction. For this reason, the relative movement of the light alloy part 422 and the track member 421 in the circumferential direction and the radial direction can be restricted.

  In the fourth embodiment, as in the third embodiment, a part of the light alloy portion 422 is sandwiched between the head 4214 of the projection 421c and the race member 421. The head 4214 bends radially inward from the tip of the shaft portion 4213 to limit the relative movement of the light alloy portion 422 and the track member 421 in the axial direction. For this reason, the light alloy portion 422 can be prevented from peeling off from the inner peripheral surface of the track member 421.

  Therefore, in the fourth embodiment, the weight of the inner shaft 42 and the bearing 40 can be reduced by the light alloy portion 422, and the relative movement between the light alloy portion 422 and the track member 421 can be effectively suppressed.

[Fifth Embodiment]
(overall structure)
FIG. 8 is a cross-sectional view of the vehicle bearing 50 according to the fifth embodiment cut along a plane passing through a straight line X5. The straight line X5 is the axis of the bearing 50.

  As shown in FIG. 8, the bearing 50 includes an outer ring 51 and an inner shaft 12 as race rings, a plurality of rolling elements 13 and 14, and seal members 15 and 16.

  In the bearing 50 according to the fifth embodiment, the configuration of the outer ring 51 is different from the bearing 10 according to the first embodiment. Hereinafter, the configuration of the outer ring 51 will be described in detail.

  The outer ring 51 includes a track member 511 and a light alloy portion 512. The track member 511 has a cylindrical shape with the straight line X5 as the axis. The light alloy portion 512 is arranged on the outer periphery of the track member 511. The raceway member 511 and the light alloy portion 512 can be made of the same material as the raceway member 111 and the light alloy portion 112 in the first embodiment, respectively.

  The track member 511 has track surfaces 511a and 511b on the inner peripheral surface. Each of the raceway surfaces 511a and 511b is an annular surface having the straight line X5 as an axis.

  The light alloy portion 512 includes a cylindrical portion 512a having the straight line X5 as an axis, and a flange portion 512b. The cylindrical portion 512a is arranged on the outer peripheral surface of the track member 511. The flange portion 512b protrudes radially outward from the outer peripheral surface of the cylindrical portion 512a. The flange portion 512b has a substantially annular shape with the straight line X5 as an axis. The flange portion 512b has a plurality of fastening holes 512h for attaching a suspension device (not shown).

  FIG. 9 is a perspective view partially showing a cut state of the track member 511 cut along a plane passing through the axis.

  As shown in FIG. 9, the track member 511 has knurled irregularities 511 c and 511 d on the outer peripheral surface. That is, the outer peripheral surface of the raceway member 511 is subjected to relatively fine irregularities in order to suppress relative movement between the light alloy portion 512 and the raceway member 511. The uneven shapes 511c and 511d are provided over the entire circumference of the track member 511, respectively. That is, the uneven shapes 511c and 511d are each formed without interruption in the circumferential direction.

  In the track member 511 shown in FIG. 9, the knurled uneven shape is not provided at the axial center of the outer peripheral surface. The uneven shapes 511c and 511d are arranged on both sides in the axial direction on the outer peripheral surface of the track member 511. However, the position and range of the concave-convex shape of the knurled eye are not limited to this.

  For example, only one of the concave and convex shapes 511c and 511d may be provided on the outer peripheral surface of the track member 511, or the knurled concave and convex shape may be provided only at the axial center portion. When the uneven shape of the knurls is provided on a part of the outer peripheral surface of the track member 511 as described above, the manufacturing time of the track member 511 and the outer ring 51 can be reduced. On the other hand, when emphasis is placed on the effect of suppressing the relative movement between the light alloy portion 512 and the track member 511, it is preferable to provide the entire outer peripheral surface of the track member 511 with knurled irregularities.

  The concave-convex shapes 511c and 511d of the knurled eyes are a combination of concave-convex shapes extending substantially parallel to the axial direction and / or oblique to the axial direction. The knurls are specified in Japanese Industrial Standards (JIS B 0951: 1962). The knurls are, for example, stripes that are substantially parallel to the axial direction or grid lines (diamond patterns) that are oblique to the circumferential direction and the axial direction. The knurl is preferably an Aya from the viewpoint of more effectively suppressing relative movement between the light alloy portion 512 and the track member 511.

  The knurled uneven shape can be formed on the outer peripheral surface of the track member 511 by cutting or rolling. However, it is preferable to form the knurled irregularities by rolling from the viewpoint of ease of production and reduction of the production time.

(Effect of Fifth Embodiment)
In the vehicle bearing 50 according to the fifth embodiment, knurled irregularities 511c and 511d are provided on the outer peripheral surface of the raceway member 511 of the outer race 51. For this reason, the relative movement between the light alloy portion 512 and the track member 511 can be restricted. In particular, in the case of the knurled eyelets having a lattice shape oblique to the circumferential direction and the axial direction, the relative movement of the light alloy portion 512 and the track member 511 in the axial direction and the circumferential direction can be simultaneously suppressed. Therefore, in the fifth embodiment, the outer race 51 and the bearing 50 can be reduced in weight by the light alloy portion 512, and the relative movement between the light alloy portion 512 and the track member 511 can be effectively suppressed.

  For example, in the case of the race described in Patent Literature 2, a concave portion having an undercut is provided on the outer peripheral surface of the insert. In order to form such a concave portion on the outer peripheral surface of the insert, it is necessary to form a concave portion having no undercut by, for example, forging, and then perform further machining to form the undercut. On the other hand, if the concave and convex shapes 511c and 511d of the knurled eyes of the fifth embodiment can be formed on the outer peripheral surface of the raceway member 511 by one-shot processing by rolling or the like. Therefore, the outer ring 51 and the bearing 50 can be manufactured easily and in a short time.

[Sixth embodiment]
The vehicle bearing according to the sixth embodiment has the same configuration as the bearing 50 (FIG. 8) according to the fifth embodiment, except for the configuration of the race member of the outer ring. FIG. 10 is a perspective view showing a part of a cut state of the race member 611 of the outer race of the bearing according to the sixth embodiment cut along a plane passing through the axis.

  As shown in FIG. 10, the track member 611 has a spiral groove 611a on the outer peripheral surface. The spiral groove 611a is a concave groove that extends in the axial direction while rotating in the circumferential direction on the outer peripheral surface of the track member 611. Therefore, the spiral groove 611a is inclined in both the circumferential direction and the axial direction. The spiral groove 611a is formed on the entire outer peripheral surface of the track member 611. However, the spiral groove 611a may be formed on a part of the outer peripheral surface of the track member 611.

  The number of rotations of the spiral groove 611a is 1 or more. That is, the spiral groove 611a makes at least one round on the outer peripheral surface of the track member 611. It is more preferable that the spiral groove 611a has two or more rounds on the outer peripheral surface of the track member 611. The spiral groove 611a can be formed by cutting or rolling.

(Effect of Sixth Embodiment)
In the sixth embodiment, a spiral groove 611a is provided on the outer peripheral surface of the track member 611. The spiral groove 611a is a groove that is inclined in both the circumferential direction and the axial direction. When the light alloy portion is formed on the outer peripheral surface of the race member 611, the spiral groove 611a can simultaneously limit the relative movement of the light alloy portion and the race member 611 in the axial direction and the circumferential direction. Therefore, also in the sixth embodiment, the outer ring and the bearing can be reduced in weight by the light alloy portion, and the relative movement between the light alloy portion and the track member 611 can be effectively suppressed.

  The spiral groove 611a of the sixth embodiment can also be formed on the outer peripheral surface of the track member 611 by a single operation, for example, by rolling or the like. Therefore, the outer race and the bearing can be manufactured easily and in a short time.

  The concavo-convex shape or the spiral groove of the knurl described in the fifth and sixth embodiments can also be applied to the inner shaft. For example, as shown in FIG. 11, when the inner shaft 72 includes the race member 721 and the light alloy portion 722, the race member 721 may be provided with a knurled uneven shape or a spiral groove. That is, a concave / convex shape of a knurl or a spiral groove can be formed in a portion of the inner peripheral surface of the track member 721 where the light alloy portion 722 is formed.

  The configurations described in the first to sixth embodiments can be appropriately combined and applied to a vehicle bearing. For example, the protrusions described in the third and fourth embodiments may be provided on the respective race members of the outer ring of the bearing according to the first embodiment and the inner shaft of the bearing according to the second embodiment. Alternatively, the outer ring of the bearing according to the first and third embodiments, and the respective raceway members of the inner shaft according to the second and fourth embodiments may be provided with the knurled uneven shape and / or the sixth shape described in the fifth embodiment. The spiral groove described in the embodiment may be formed. Further, for example, an outer ring and an inner shaft can be arbitrarily selected from the respective vehicle bearings according to the first to sixth embodiments, and these can be combined.

  Although the embodiments have been described above, the present disclosure is not limited to the above embodiments, and various modifications can be made without departing from the gist of the embodiments.

10, 20, 30, 40, 50: Vehicle bearings 11, 31, 51: Outer ring (track ring)
111, 311, 511: track member 111a, 111b, 311a, 311b, 511a, 511b: track surface 112, 312, 512: light alloy portion 22, 42, 72: inner ring (track ring)
221, 421, 721: track members 221d, 421d: track surfaces 222, 422, 722: light alloy portions 111c, 221c: first grooves 112c, 222a: second grooves 113, 223: columnar members 311c, 421c: protrusions 3112, 4213: Shaft 3113, 4214: Head

Claims (2)

A vehicle bearing having a bearing ring,
The race is
An annular raceway surface provided on one of the inner circumferential surface and the outer circumferential surface, and a protrusion provided on the other of the inner circumferential surface and the outer circumferential surface, a raceway member formed of a material including steel,
A light alloy portion formed of a material containing a light alloy on a surface having the protrusions of the inner peripheral surface and the outer peripheral surface of the track member;
With
The protrusion is
A shaft portion penetrating the light alloy portion,
A head arranged in contact with the surface of the light alloy portion and connected to a tip of the shaft portion;
Only including,
A bearing for a vehicle , wherein the head presses a surface of the light alloy portion toward the track member . The vehicle bearing according to claim 1 , wherein:
The vehicle bearing, wherein the protrusion is disposed at a position not overlapping with the track surface in a direction perpendicular to a protruding direction.

Images