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

Abstract

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

Description

  The present invention relates to a wheel bearing device for rotatably supporting a wheel with respect to a vehicle body in a vehicle such as an automobile.

  The wheel bearing device has evolved from a structure in which a double row rolling bearing called a first generation is used alone to a second generation in which a vehicle body mounting flange is integrated with an outer member. The third generation in which the inner raceway is integrally formed on one of the double row rolling bearings on the outer periphery of the hub wheel having an integral, and the constant velocity universal joint is integrated with the hub wheel. A fourth generation type has been developed in which the other inner rolling surface of the double row rolling bearing is integrally formed on the outer periphery of the outer joint member constituting the joint.

  For example, Patent Document 1 describes what is called a third generation. As shown in FIG. 11, the wheel bearing device called the third generation includes a hub wheel 102 having a flange 101 extending in the outer diameter direction, and a constant velocity universal joint 104 in which an outer joint member 103 is fixed to the hub wheel 102. And an outer member 105 disposed on the outer peripheral side of the hub wheel 102.

  The constant velocity universal joint 104 includes an outer joint member 103, an inner joint member 108 disposed in the bowl-shaped portion 107 of the outer joint member 103, and the inner joint member 108 and the outer joint member 103. A ball 109 is provided, and a holder 110 that holds the ball 109. Further, a spline portion 111 is formed on the inner peripheral surface of the center hole of the inner joint member 108, and an end spline portion of a shaft (not shown) is inserted into the center hole, and the spline portion 111 on the inner joint member 108 side The spline portion on the shaft side is engaged.

  The hub wheel 102 has a cylindrical portion 113 and the flange 101, and a short cylindrical shape in which a wheel and a brake rotor (not shown) are mounted on the outer end surface 114 (end surface on the outboard side) of the flange 101. A pilot part 115 is provided in a protruding manner. The pilot portion 115 includes a large-diameter first portion 115a and a small-diameter second portion 115b. A wheel is externally fitted to the first portion 115a, and a brake rotor is externally fitted to the second portion 115b.

  A notch 116 is provided on the outer peripheral surface of the end portion of the cylindrical portion 113 on the side of the flange portion 107, and an inner ring 117 is fitted into the notch 116. A first inner raceway surface 118 is provided in the vicinity of the flange on the outer peripheral surface of the cylindrical portion 113 of the hub wheel 102, and a second inner raceway surface 119 is provided on the outer peripheral surface of the inner ring 117. Further, a bolt mounting hole 112 is provided in the flange 101 of the hub wheel 102, and a hub bolt for fixing the wheel and the brake rotor to the flange 101 is mounted in the bolt mounting hole 112.

  The outer member 105 is provided with two rows of outer raceway surfaces 120 and 121 on its inner periphery, and a flange (vehicle body mounting flange) 132 on its outer periphery. Then, the first outer raceway surface 120 of the outer member 105 and the first inner raceway surface 118 of the hub wheel 102 face each other, and the second outer raceway surface 121 of the outer member 105 and the raceway surface 119 of the inner ring 117 are formed. Opposing and the rolling element 122 is interposed between these.

  The shaft portion 123 of the outer joint member 103 is inserted into the tube portion 113 of the hub wheel 102. The shaft portion 123 has a threaded portion 124 formed at the end of the ridged portion, and a spline portion 125 is formed between the threaded portion 124 and the hooked portion 107. Further, a spline portion 126 is formed on the inner peripheral surface (inner diameter surface) of the tube portion 113 of the hub wheel 102, and when the shaft portion 123 is inserted into the tube portion 113 of the hub wheel 102, The spline portion 125 engages with the spline portion 126 on the hub wheel 102 side.

Then, the nut member 127 is screwed onto the threaded portion 124 of the shaft portion 123 protruding from the cylindrical portion 113, and the hub wheel 102 and the outer joint member 103 are connected. At this time, the inner end surface (back surface) 128 of the nut member 127 and the outer end surface 129 of the cylindrical portion 113 are in contact with each other, and the end surface 130 on the shaft portion side of the hook-shaped portion 107 and the outer end surface 131 of the inner ring 117 are in contact with each other. That is, by tightening the nut member 127, the hub wheel 102 is sandwiched between the nut member 127 and the hook-shaped portion 107 via the inner ring 117.
JP 2004340403 A

  Conventionally, as described above, the spline portion 125 on the shaft portion 123 side and the spline portion 126 on the hub wheel 102 side are engaged. For this reason, it is necessary to perform spline processing on both the shaft portion 123 side and the hub wheel 102 side, which increases the cost and at the time of press-fitting, the spline portion 125 on the shaft portion 123 side and the spline portion 126 on the hub wheel 102 side. It is necessary to match the unevenness of the teeth. At this time, if the teeth are pressed by matching the tooth surfaces, the uneven teeth may be damaged (peeled). Moreover, if it press-fits by matching the large diameter of an uneven | corrugated tooth | gear, without matching a tooth surface, the play of a circumferential direction will arise easily. As described above, when there is a backlash in the circumferential direction, the transmission performance of the rotational torque is inferior and abnormal noise may occur. For this reason, it has been difficult to establish both the damage to the concavo-convex teeth and the play in the circumferential direction in the case of spline fitting as in the prior art.

  Further, it is necessary to screw the nut member 127 to the screw portion 124 of the shaft portion 123 protruding from the cylindrical portion 113. For this reason, it has a screw fastening operation at the time of assembly, which is inferior in workability, has a large number of parts, and inferior in part manageability.

  In view of the above problems, the present invention can suppress circumferential backlash, and is excellent in connection workability between the hub wheel and the outer joint member of the constant velocity universal joint, and at the same time with the hub wheel and the constant velocity. Provided is a wheel bearing device that can be separated from an outer joint member of a universal joint and has excellent maintainability.

The present invention comprises a bearing having a plurality of rows of rolling elements arranged between opposing outer races and inner races, a hub wheel attached to a wheel, and a constant velocity universal joint. A wheel bearing device in which a shaft portion of an outer joint member of a constant velocity universal joint to be inserted into a hole portion is coupled via a concave-convex fitting structure, wherein the shaft portion of the outer joint member and the hole portion of the hub wheel Of these, the projections extending in the axial direction provided in either one are press-fitted into the other, and the recesses are formed by the projections on the other, so that the entire fitting site between the projections and the depressions adheres closely. constitute a fitting structure, and the recess-projection fitting structure is to permit separation by axial pulling force applied, the screw hole provided along the axial direction in the axial portion of the shaft section of the outer joint member, the Separation of hub wheel and outer joint member by screwing bolt member into screw hole The bolt member is restricted and can move with a stroke larger than the fitting length of the convex portion and the concave portion while maintaining the screwed state with the female screw of the screw hole from the separation restricted state, and the bolt member after the movement it is characterized in that the separation force is generated by applying a pressing force to axial direction.
In the separation method of the wheel bearing device of the present invention, the bolt member is moved beyond the fitting length of the convex portion and the concave portion of the concave-convex fitting structure while maintaining the screwed state with the screw hole, and then the bolt member A pressing force in the axial direction is applied to the hub ring to separate the hub wheel and the shaft portion of the outer joint member.

  According to the wheel bearing device of the present invention, the concave / convex fitting structure has the entire fitting contact portion between the convex portion and the concave portion in close contact with each other. No gap is formed. Moreover, the outer joint member can be removed from the hole of the hub wheel by applying a pressing force in the axial direction to the bolt member. In addition, after the shaft portion of the outer joint member is pulled out from the hole portion of the hub wheel, if the shaft portion of the outer hand member is press-fitted again into the hole portion of the hub wheel, the entire fitting contact region between the convex portion and the concave portion can be obtained. The concave-convex fitting structure can be configured to closely contact each other.

  A detachable jig having a female screw is detachably attached to the hub wheel, and the bolt member is pressed by the screwing of a pressing force applying bolt screwed into the female screw of the detaching jig, and the outer joint It is preferable that the screw thread direction between the screw hole of the shaft portion of the member and the female screw of the removal jig is opposite.

  The bolt member can be pressed by screwing the pressing force applying bolt, whereby the hub wheel and the shaft portion of the outer joint member can be separated. In other words, if the pressing force applying bolt is screwed into the female screw of the external jig and screwed, the pressing force applying bolt presses the bolt member. At this time, if the female thread into which the pressing force applying bolt is screwed and the screw hole into which the bolt member is screwed have the same screw thread direction, the pressing force applying bolt is screwed, so that the bolt member Rotate together, and the bolt member also advances into the screw hole. If the bolt member is screwed in this way, the separating force cannot be applied. However, by co-rotating in this way, if the front end of the bolt member is screwed to the bottom of the screw hole, a separating force can be applied without co-rotating. For this reason, if the direction of the screw thread is the same, it is necessary to screw the tip of the bolt member until it reaches the bottom of the screw hole, which increases the work time. Moreover, in order to reach the tip of the bolt member to the bottom of the screw hole without rotating the bolt member, it is necessary to increase the length of the bolt member, resulting in poor handling.

  On the other hand, if the screw thread direction of the screw hole of the shaft portion of the outer joint member and the female screw of the removal jig is reversed, the bolt member is shared even if the pressing force applying bolt is screwed. There is no going around. Accordingly, a pressing force can be applied to the bolt member by screwing the pressing force applying bolt. That is, a pressing force can be applied to the bolt member without causing the tip of the bolt member to contact the bottom surface of the screw hole.

  The hub wheel and the shaft portion of the outer joint member can be bolted via a fixing bolt member that is screwed into the screw hole of the shaft portion of the outer joint member. As a result, the axial removal of the shaft portion of the outer joint member from the hub wheel is restricted.

  An inner wall constituting the seating surface of the fixing bolt member can be provided on the inner diameter surface of the hole of the hub wheel. Thereby, the screwing state of the fixing bolt member is stabilized. Furthermore, it is preferable that a sealing material is interposed between the inner wall and the surface of the fixing bolt member that contacts the inner wall of the head.

  Providing a convex part of the concave-convex fitting structure on the outer diameter surface of the shaft part of the outer joint member, and at least making the hardness of the end part on the press-fitting start side of the convex part higher than the inner diameter part of the hole of the hub wheel it can. In this case, the convex portion bites into the concave-part-forming surface (hole inner diameter surface of the hub wheel), so that the hole portion is slightly expanded in diameter, and the convex portion is allowed to move in the axial direction. However, if the movement in the axial direction stops, the diameter of the hole portion is reduced to return to the original diameter. Thereby, the whole recessed part fitting part of a convex part closely_contact | adheres to the corresponding recessed part.

  As described above, when the convex portion of the concave / convex fitting structure is provided on the outer diameter surface of the shaft portion of the outer joint member, the inner diameter size of the inner diameter surface of the hole portion of the hub ring is the diameter size of the circle connecting the vertexes of the convex portion. It is preferable to set it smaller than the diameter dimension of the circle connecting the valley bottoms between the convex portions.

  Further, the convex portion of the concave and convex fitting structure is provided on the inner diameter surface of the hole portion of the hub wheel, and at least the hardness of the end portion on the press-fitting start side of the convex portion is higher than the outer diameter portion of the shaft portion of the outer joint member. can do.

As described above, when the convex portion of the concave-convex fitting structure is provided on the inner diameter surface of the hole portion of the hub ring, the outer diameter dimension of the shaft portion of the outer joint member is set to the apexes of the plurality of convex portions of the hole portion of the hub ring. while larger than the diameter dimension of a circle connecting, preferably smaller than the diameter dimension of a circle connecting root between the convex portions.

  It is preferable to provide a storage portion for storing a protruding portion generated by forming the concave portion by the press-fitting. Here, the protruding portion is the material of the capacity of the concave portion into which the concave portion fitting portion of the convex portion is fitted (fitted), and is extruded from the formed concave portion, or cut to form the concave portion. It is comprised from what was extruded, what was extruded, and what was cut.

  It is preferable that a gap be formed on the bottom side of the valley between the convex portions adjacent in the circumferential direction. By forming the gap in this way, it is possible to reduce the pressure input during press-fitting.

  It is preferable to make the sum of the circumferential thicknesses of the projecting direction intermediate portions of the convex portions smaller than the sum of the circumferential groove widths at positions corresponding to the intermediate portions between the convex portions adjacent in the circumferential direction.

  It is preferable to arrange the concave-convex fitting structure at a position directly below the raceway surface of the rolling bearing. That is, if the shaft portion is press-fitted into the hole of the hub wheel, the hub wheel expands. This expansion generates a hoop stress on the raceway surface of the rolling bearing. Here, the hoop stress refers to a force for expanding the diameter in the outer diameter direction. For this reason, when a hoop stress is generated on the bearing raceway surface, there is a risk of causing a reduction in rolling fatigue life and occurrence of cracks. Therefore, by arranging the concave-convex fitting structure at a position directly below the raceway surface of the rolling bearing, generation of hoop stress on the bearing raceway surface can be suppressed.

  In the present invention, in the concavo-convex fitting structure, there is no gap formed in the radial direction and the circumferential direction, so that all of the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, No abnormal noise is generated. Furthermore, since the contact is made without a gap, the strength of the torque transmitting portion is improved. For this reason, the wheel bearing device can be made lightweight and compact.

  Also, by applying axial force to the bolt member, the outer joint member can be removed from the hole in the hub wheel, improving the workability (maintenability) of repair and inspection of each part. Can be achieved. In addition, after the repair / inspection of each part, the shaft portion of the outer joint member is press-fitted into the hole of the hub wheel again, thereby forming a concave-convex fitting structure in which the entire fitting contact portion between the convex portion and the concave portion is in close contact. Can do. For this reason, the wheel bearing device capable of stable torque transmission can be configured again.

If the screw thread direction of the screw hole of the shaft portion of the outer joint member and the female screw of the removal jig is reversed, the bolt member will not rotate even if the pressing force applying bolt is screwed. A pressing force can be stably applied to the bolt member. Therefore, without contact with the tip of the bolt member to the bottom of the screw hole, it is possible to impart a pressing force to the bolt member, used as it is as a pressing force applying bolt the locking bolt as the bolt member for separating Therefore, the separation workability can be improved and the cost can be reduced.

  Moreover, by providing the inner wall on the hub wheel, the screwing state of the fixing bolt member can be stabilized, and the press-fitting amount of the shaft portion to the hub wheel can be regulated. Therefore, the dimensional accuracy of the wheel bearing device can be stabilized, and the axial length of the concave-convex fitting structure disposed along the axial direction can be secured to a stable length. Improvements can be made.

  By inserting a sealing material between the inner wall and the surface of the fixing bolt member in contact with the inner wall of the head, rainwater and foreign matter can be prevented from entering the concave-convex fitting structure from this bolt member to improve quality. Can do.

  Further, the convex portion of the concave-convex fitting structure is provided on the shaft portion of the outer joint member, and the hardness of the axial end portion of the convex portion is made higher than the inner diameter portion of the hole portion of the hub wheel so that the shaft portion is the hub. If it press-fits into the hole part of a ring | wheel from the axial direction edge part side of a convex part, the hardness by the side of a shaft part can be made high and the rigidity of a shaft part can be improved. In addition, a convex portion of the concave-convex fitting structure is provided on the inner diameter surface of the hole portion of the hub wheel, and the hardness of the axial end portion of the convex portion is determined from the outer diameter portion of the shaft portion of the outer joint member of the constant velocity universal joint. In the case where the convex portion on the hub wheel side is press-fitted into the shaft portion of the outer joint member from the end portion in the axial direction, there is no need to perform hardness treatment (heat treatment) on the shaft portion side, so that the constant velocity Excellent productivity of universal joint outer joint members.

  By providing a storage portion for storing the protruding portion that is generated by forming the concave portion by press-fitting, the protruding portion can be held (maintained) in the storage portion, and the protruding portion does not enter the inside of the vehicle outside the apparatus. . In other words, the protruding portion can be kept stored in the storage portion, and it is not necessary to perform the removal processing of the protruding portion, so that the number of assembling work can be reduced, improving the assembling workability and reducing the cost. Can be planned.

  By forming a gap on the bottom side of the valley between the convex portions adjacent to each other in the circumferential direction, it is possible to reduce the pressure input at the time of press-fitting and to improve the assemblability.

By making the sum of the circumferential thicknesses of the projecting intermediate portions of the convex portions smaller than the sum of the circumferential groove widths at positions corresponding to the intermediate portions between the convex portions adjacent in the circumferential direction, crest it is possible to increase the shear area of the (low hardness convex portions between the concave portion due to the recesses are formed), it is possible to secure the torsional strength. Moreover, since the tooth thickness of the convex portion on the higher hardness side is small, the press-fitting load can be reduced and the press-fitting property can be improved.

  By arranging the concave-convex fitting structure at a position directly below the raceway surface of the rolling bearing, occurrence of hoop stress on the bearing raceway surface is suppressed. As a result, it is possible to prevent a bearing failure such as a decrease in rolling fatigue life, occurrence of cracks, and stress corrosion cracking, and a high-quality bearing can be provided.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIG. 1 shows a wheel bearing device according to a first embodiment. This wheel bearing device is a hub wheel 1, a double row rolling bearing 2 and a constant velocity universal joint 3 integrated with each other. 1 and the shaft portion 12 of the outer joint member of the constant velocity universal joint 3 that is inserted into the hole portion 22 of the hub wheel 1 are detachably coupled via the concave-convex fitting structure M.

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

  The outer ring 5 is composed of a mouse part 11 and a stem part (shaft part) 12. The mouse part 11 has a bowl shape opened at one end, and a plurality of track grooves 14 extending in the axial direction are circumferentially formed on the inner spherical surface 13 thereof. It is formed at equal intervals in the direction. In the inner ring 6, a plurality of track grooves 16 extending in the axial direction are formed on the outer spherical surface 15 at equal intervals in the circumferential direction.

  The track groove 14 of the outer ring 5 and the track groove 16 of the inner ring 6 make a pair, and one ball 7 as a torque transmitting element can roll on each ball track constituted by the pair of track grooves 14 and 16. It is incorporated. The ball 7 is interposed between the track groove 14 of the outer ring 5 and the track groove 16 of the inner ring 6 to transmit torque. The cage 8 is slidably interposed between the outer ring 5 and the inner ring 6, contacts the inner spherical surface 13 of the outer ring 5 at the outer spherical surface, and contacts the outer spherical surface 15 of the inner ring 6 at the inner spherical surface. The constant velocity universal joint in this case is a Zepper type, but is another constant velocity universal joint such as an undercut free type having a straight straight portion at the bottom of each track groove 14, 16. May be.

  Further, the opening of the mouse part 11 is closed by a boot 18. The boot 18 includes a large diameter portion 18a, a small diameter portion 18b, and a bellows portion 18c that connects the large diameter portion 18a and the small diameter portion 18b. The large-diameter portion 18a is externally fitted to the opening of the mouse portion 11, and is fastened by the boot band 19a in this state, and the small-diameter portion 18b is externally fitted to the boot mounting portion 10b of the shaft 10, and in this state, the boot band 19b It is concluded.

  As shown in FIGS. 1 and 3, the hub wheel 1 includes a cylindrical portion 20 and a flange 21 provided at an end portion of the cylindrical portion 20 on the outboard side. The hole portion 22 of the cylindrical portion 20 has a shaft portion fitting hole 22a and a taper hole 22b on the outboard side, and an inner wall protruding in the inner diameter direction between the shaft portion fitting hole 22a and the tapered hole 22b. 22c is provided. That is, the shaft portion 12 of the outer ring 5 of the constant velocity universal joint 3 and the hub wheel 1 are coupled to each other through the concave-convex fitting structure M described later in the shaft portion fitting hole 22a. A concave recess 51 is provided on the end surface of the inner wall 22c on the side opposite to the shaft fitting hole. One that is outside the vehicle when assembled in a vehicle such as an automobile is referred to as an outboard side, and one that is inside the vehicle when assembled in a vehicle such as an automobile is called an inboard side.

  The hole portion 22 has a large-diameter portion 46 on the opening side on the side opposite to the inner wall side from the shaft portion fitting hole 22a, and a small-diameter portion 48 on the inner wall side from the shaft portion fitting hole 22a. A tapered portion (tapered hole) 49a is provided between the large diameter portion 46 and the shaft portion fitting hole 22a. The tapered portion 49a is reduced in diameter along the press-fitting direction when the hub wheel 1 and the shaft portion 12 of the outer ring 5 are coupled. The taper angle θ of the taper portion 49a is, for example, 15 ° to 75 °. A tapered portion 49 b is also provided between the shaft portion fitting hole 22 a and the small diameter portion 48.

  The rolling bearing 2 straddles the inner member having an inner ring 24 fitted to the small diameter step portion 23 provided on the inboard side of the cylindrical portion 20 of the hub wheel 1 and the cylindrical portion 20 to the inner ring 24 of the hub wheel 1. And an outer member 25 to be externally fitted. The outer member 25 is provided with two rows of outer raceways (outer races) 26 and 27 on its inner circumference, and a first inner raceway (inner race) provided on the outer circumference of the shaft portion of the first outer raceway 26 and the hub wheel 1. Race) 28 is opposed to the second outer raceway surface 27 and a second inner raceway surface (inner race) 29 provided on the outer peripheral surface of the inner ring 24, and a ball as the rolling element 30 is interposed therebetween. Intervened. That is, an inner member having inner races 28 and 29 with a part of the hub wheel 1 (outer diameter surface of the cylindrical portion 20) and the inner ring 24 press-fitted into the outer periphery of the end portion of the hub wheel 1 on the inboard side. Is configured. Seal members S1 and S2 are attached to both openings of the outer member 25. Further, a knuckle 34 (see FIG. 6 and the like) extending from a vehicle suspension device (not shown) is attached to the outer ring which is the outer member 25.

  In this case, the end portion on the inboard side of the hub wheel 1 is swaged, and a preload is applied to the bearing 2 by the swaged portion 31. As a result, the inner ring 24 can be fastened to the hub wheel 1. The flange 21 of the hub wheel 1 is provided with a bolt mounting hole 32, and a hub bolt 33 for fixing the wheel and the brake rotor to the flange 21 is mounted in the bolt mounting hole 32.

  The shaft portion 12 of the outer ring 5 is provided with a screw hole 50 that opens in the end surface on the outboard side in the shaft center portion. The screw hole 50 is a tapered portion 50a whose opening is expanded toward the opening. A small-diameter portion 12b is provided at the end portion of the shaft portion 12 on the outboard side. That is, the shaft portion 12 includes a main body portion 12a having a large diameter and a small diameter portion 12b.

  As shown in FIG. 2, the concave-convex fitting structure M includes, for example, a convex portion 35 provided in the shaft portion 12 and extending in the axial direction, and an inner diameter surface of the hole portion 22 of the hub wheel 1 (in this case, the shaft portion fitting). The inner surface 37) of the hole 22a is formed of a recess 36, and the entire fitting contact portion 38 between the projection 35 and the recess 36 of the hub wheel 1 fitted to the projection 35 is in close contact. That is, a plurality of convex portions 35 are arranged at a predetermined pitch along the circumferential direction on the outer peripheral surface of the shaft portion 12 on the side opposite to the mouse portion, and the inner diameter surface of the shaft portion fitting hole 22a of the hole portion 22 of the hub wheel 1 A plurality of concave portions 36 into which the convex portions 35 are fitted to 37 are formed along the circumferential direction. That is, the convex part 35 and the concave part 36 fitted to this are tight-fitted over the entire circumference in the circumferential direction.

  In this case, each convex portion 35 has a triangular shape (mountain shape) whose cross section has a convex round-shaped apex, and the concave portion fitting portion of each convex portion 35 is in a range A shown in FIG. Yes, it is the range from the middle of the mountain in the cross section to the summit. Further, a gap 40 is formed on the inner diameter side with respect to the inner diameter surface 37 of the hub wheel 1 between the adjacent convex portions 35 in the circumferential direction.

  In this way, the hub wheel 1 and the shaft portion 12 of the outer ring 5 of the constant velocity universal joint 3 can be connected via the concave-convex fitting structure M. At this time, as described above, the end portion on the inboard side of the hub wheel 1 is swaged and preload is applied to the bearing 2 by the swaged portion 31. There is no need to apply a preload to the bearing 2, and the end portion of the hub wheel 1 (in this case, the caulking portion 31) is not in contact with the mouse portion 11.

Next, the fitting method of the uneven fitting structure M will be described. In this case, as shown in FIG. 3, the outer diameter portion of the shaft portion 12 is subjected to a thermosetting process, and a spline 41 including a peak portion 41 a and a valley portion 41 b along the axial direction is formed on the cured layer H. For this reason, the peak portion 41a of the spline 41 is hardened, and the peak portion 41a becomes the convex portion 35 of the concave-convex fitting structure M. The spline 41 is provided on the small diameter side of the main body 12 a of the shaft 12. The range of the hardened layer H in this embodiment is from the outer end edge of the spline 41 to a part of the bottom wall of the mouth portion 11 of the outer ring 5 as shown by the cross hatched portion. As this thermosetting treatment, various heat treatments such as induction hardening and carburizing and quenching can be employed. Here, induction hardening is a hardening method that applies the principle of heating a conductive object by placing Joule heat in a coil through which high-frequency current flows, and generating Joule heat by electromagnetic induction. is there. The carburizing and quenching is a method in which carbon is infiltrated / diffused from the surface of the low carbon material and then quenched. The module of the spline 41 of the shaft portion 12 is a small tooth of 0.5 or less. Here, the module is a pitch circle diameter divided by the number of teeth.

  Further, the inner surface 37 of the hole 22 of the hub wheel 1 (that is, the inner surface of the shaft fitting hole 22a) is set to an uncured portion (unburned state) where no thermosetting treatment is performed. The hardness difference between the hardened layer H of the shaft portion 12 of the outer ring 5 and the uncured portion of the hub wheel 1 is 20 points or more in HRC. More specifically, the hardness of the hardened layer H is about 50 HRC to 65 HRC, and the hardness of the uncured portion is about 10 HRC to 30 HRC.

At this time, the projecting direction intermediate portion of the convex portion 35 corresponds to the position of the concave portion forming surface (in this case, the inner diameter surface 37 of the shaft portion fitting hole 22a) before the concave portion is formed. That is, as shown in FIG. 3, the inner diameter dimension D of the inner surface 37 of the shaft section fitting hole 22a, the maximum outer diameter dimension of the projections 35, the apex of the convex portion 35 is a crest 41a of words spline 41 The diameter dimension of the circle to be connected (the circumscribed circle diameter) D1 is smaller than the minimum diameter dimension of the valley portion 41b formed between the convex portions of the shaft outer diameter surface , that is , the diameter of the circle connecting the valley bottom of the valley portion 41b of the spline 41. It is set larger than the dimension D2. That is, D2 <D <D1. Further, D1 is set smaller than the hole diameter dimension D3 of the large-diameter hole 46 of the hole portion 22.

  The spline 41 can be formed by various processing methods such as rolling processing, cutting processing, press processing, and drawing processing, which are known publicly known means. Moreover, various heat processing, such as induction hardening and carburizing hardening, can be employ | adopted as a thermosetting process.

Then, as shown in FIG. 3, the shaft center of the hub wheel 1 and the shaft center of the outer ring 5 of the constant velocity universal joint 3 are in a combined state. In this state, the shaft portion 12 of the outer ring 5 is inserted (press-fitted) into the hub wheel 1. At this time, as described above, the diameter D of the inner diameter surface 37 of the shaft fitting hole 22a, the maximum outer diameter D1 of the protrusion 35, and the minimum diameter D2 of the valley 41b between the protrusions 35 are as follows. In addition, since the hardness of the convex portion 35 is 20 points or more larger than the hardness of the inner diameter surface 37, if the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the convex portion 35 bites into the inner diameter surface 37, and the convex portion 35 forms a concave portion 36 into which the convex portion 35 is fitted along the axial direction.

  This press-fitting is performed until the end surface 52 contacts the end surface 53 of the inner wall 22c or the back surface 11a of the constant velocity universal joint 3 contacts the hub ring caulking portion 31 (not shown). . As a result, as shown in FIGS. 2A and 2B, the entire fitting contact portion 38 between the convex portion 35 at the end of the shaft portion 12 and the concave portion 36 fitted therein is in close contact. In other words, the shape of the convex portion 35 is transferred to the other-side concave portion forming surface (in this case, the inner diameter surface 37 of the shaft portion fitting hole 22a of the hole portion 22). At this time, the convex portion 35 bites into the inner diameter surface 37 of the hole portion 22, so that the hole portion 22 is slightly expanded in diameter, and the convex portion 35 is allowed to move in the axial direction. When the movement stops, the hole 22 is reduced in diameter to return to the original diameter. In other words, the hub wheel 1 is elastically deformed in the radial direction when the convex portion 35 is press-fitted, and a preload corresponding to this elastic deformation is applied to the tooth surface of the convex portion 35 (surface of the concave portion fitting portion). For this reason, the concave / convex fitting structure M in which the entire concave portion fitting portion of the convex portion 35 is in close contact with the corresponding concave portion 36 can be reliably formed. That is, a female spline 42 that closely contacts the male spline 41 is formed on the inner diameter surface of the hole 22 of the hub wheel 1 by the spline (male spline) 41 on the shaft portion 12 side.

  In this way, the concave-convex fitting structure M is configured. In this case, the concave-convex fitting structure M is disposed at a position directly below the raceway surfaces 26, 27, 28, 29 of the rolling bearing 2. Here, the direct under-position is a position that does not correspond to the radial direction with respect to the ball contact portion position of the raceway surfaces 26, 27, 28, and 29.

  Further, after the press-fitting, the bolt member 54 is screwed into the screw hole 50 of the shaft portion 12 from the outboard side. As shown in FIG. 3, the bolt member 54 includes a flanged head portion 54a and a screw shaft portion 54b. The screw shaft portion 54b includes a large-diameter base portion 55a, a small-diameter main body portion 55b, and a tip-side screw portion 55c. In this case, a through hole 56 is provided in the inner wall 22 c, the shaft portion 54 b of the bolt member 54 is inserted into the through hole 56, and the screw portion 55 c is screwed into the screw hole 50 of the shaft portion 12. As shown in FIG. 3, the hole diameter d1 of the through hole 56 is set to be slightly larger than the outer diameter d2 of the large base portion 55a of the shaft portion 54b. Specifically, 0.05 mm <d1−d2 <0.5 mm or so. The maximum outer diameter of the threaded portion 55c is set to be the same as or slightly smaller than the outer diameter of the large base portion 55a.

  Thus, by screwing the bolt member 54 into the screw hole 50 of the shaft portion 12, the flange portion 60 of the head portion 54a of the bolt member 54 is fitted into the recessed portion 51 of the inner wall 22c. That is, the inner wall 22 c constitutes a seating surface for the bolt member 54. In this case, in this embodiment, the end surface 52 on the outboard side of the shaft portion 12 abuts on the end surface on the inboard side of the inner wall 22c, and the inner wall 22c is sandwiched between the shaft portion 12 and the head portion 54a of the bolt member 54. Is done.

  By the way, in this invention, it is set as the non-contact state which does not contact the mouse | mouth part 11 with respect to the edge part (in this case, the crimping part 31) of the hub wheel 1. FIG. That is, a gap 58 is provided between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouse portion 11. For this reason, as shown in FIGS. 5A and 5B, it is preferable that the gap 58 is closed with a seal member 59. In this case, the gap 58 is formed from between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouth portion 11 to between the shaft portion fitting hole 22 a and the main body portion 12 a of the shaft portion 12. In this embodiment, the seal member 59 is disposed at a corner portion between the caulking portion 31 of the hub wheel 1 and the main body portion 12a. The seal member 59 may be an O-ring as shown in FIG. 5A or a gasket as shown in FIG. 5B.

  Further, a sealing material (not shown) may be interposed between the seat surface 60a of the bolt member 54 and the inner wall 22c. In this case, for example, sealing materials (seal) made of various resins that can be cured after application on the seat surface 60a of the bolt member 54 and exhibit sealing properties between the seat surface 60a and the bottom surface of the recessed portion 51 of the inner wall 22c. Agent) may be applied. In addition, as this sealing material, the thing which does not deteriorate in the atmosphere where this wheel bearing apparatus is used is selected.

  As described above, in the present invention, the concave-convex fitting structure M in which the entire fitting contact portion 38 between the convex portion 35 of the shaft portion 12 and the concave portion 36 of the hub wheel 1 is in close contact can be reliably formed. Moreover, it is not necessary to form a spline portion or the like on the member in which the concave portion 36 is formed, which is excellent in productivity, and does not require the phase alignment between the splines. The tooth surface can be prevented from being damaged, and a stable fitting state can be maintained.

  Further, in the concave / convex fitting structure M, the entire fitting contact portion 38 between the convex portion 35 and the concave portion 36 is in close contact with each other, and therefore, in this fitting structure M, there is a gap in which play occurs in the radial direction and the circumferential direction. Not formed. For this reason, all the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, and no abnormal noise is generated.

  Further, when the shaft portion 12 of the outer ring 5 is press-fitted into the hole portion 22 of the hub wheel 1, the centering taper portion 49a can constitute a guide at the start of press-fitting. As a result, the shaft portion 12 of the outer ring 5 can be pressed into the hole portion 22 of the hub wheel 1 without causing a deviation, and stable torque transmission can be achieved.

  In addition, when the taper part 49a is not formed in the hole part 22 of the hub wheel 1, the center alignment at the time of press-fitting the shaft part 12 of the outer ring 5 into the hole part 22 of the hub wheel 1 cannot be performed, and it can be made at the same speed as the hub wheel 1. There is a possibility that the outer ring 5 of the joint 3 may be misaligned or tilted. For this reason, as described above, the inclination angle θ (see FIG. 3) of the tapered portion 49a is preferably 15 ° to 75 °. That is, if it is less than 15 °, the function as a guide can be exhibited, but the axial length of the tapered portion 49a becomes long, the press-fit workability is inferior, and the axial length of the hub wheel 1 is small. There is also a possibility of becoming large. If the angle exceeds 75 °, misalignment may occur.

  By the way, when the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the protruding portion 45 to be formed is curled toward the outer diameter side of the small diameter portion 12b of the shaft portion 12 as shown in FIG. It is stored in a storage section 57 of a space composed of the provided space. Here, the protruding portion 45 is the material of the capacity of the concave portion 36 into which the convex portion 35 is inserted (fitted), and is extruded from the concave portion 36 to be formed, and is cut to form the concave portion 36. It is comprised from what was extruded, what was extruded, and what was cut. For this reason, the protruding portion 45 which is a part of the material scraped off or pushed out from the inner diameter surface of the hole portion 22 enters the storage portion 57.

  Thus, by providing the storage portion 57 for storing the protruding portion 45 generated by forming the concave portion by the press-fitting, the protruding portion 45 can be held (maintained) in the storage portion 57, and the protruding portion 45 is outside the apparatus. Never get into any other vehicle. That is, the protruding portion 45 can be kept stored in the storage portion 57, and it is not necessary to perform the removal processing of the protruding portion 45, so that the number of assembling operations can be reduced, and the assembly workability can be improved. Cost reduction can be achieved.

  The bolt fixing restricts the axial portion 12 from coming off from the hub wheel 1 in the axial direction, and enables stable torque transmission over a long period of time. In particular, by providing the inner wall 22c sandwiched between the end face 52 of the shaft portion 12 of the outer ring 5 and the head portion 54a of the bolt member 54, the bolt fixing is stabilized and positioned. While the dimensional accuracy of the wheel bearing device is stabilized, the axial length of the concave-convex fitting structure M disposed along the axial direction can be secured to a stable length, and torque transmission is improved. be able to.

  Further, since the end portion of the hub wheel 1 is crimped and preload is applied to the rolling bearing 2, it is not necessary to apply preload to the bearing 2 by the mouth portion 11 of the outer ring 5. For this reason, it is possible to press-fit the shaft portion 12 of the outer ring 5 without considering the preload to the bearing 2, and to improve the connectivity (assembly property) between the hub wheel 1 and the outer ring 5. Since the mouse part 11 is not in contact with the hub wheel 1, it is possible to prevent the generation of noise due to the contact between the mouse part 11 and the hub wheel 1.

  On the other hand, the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouse portion 11 may be brought into contact with each other. In that case, the end surface 52 does not contact the small-diameter portion 12b of the shaft portion 12 and the end surface 53 portion of the inner wall 22c does not come into contact with each other. When contacting, it is desirable that the contact surface pressure of both is 100 MPa or less. If the contact surface pressure exceeds 100 MPa, there will be a difference in the torsional amount between the joint outer ring 5 and the hub wheel 1 when a large torque is applied, and this difference may cause a sudden slip at the contact portion and generate noise. It is. Therefore, by setting the contact surface pressure to 100 MPa or less, it is possible to provide a quiet wheel bearing device that prevents the generation of abnormal noise.

  Since a gap 58 between the mouth portion 11 of the outer ring 5 and the crimped portion 31 formed by crimping the end of the hub wheel 1 is sealed with a seal member 59, rainwater and foreign matter are removed from the gap 58. Intrusion is prevented, and deterioration of adhesion due to rain water, foreign matter, or the like can be avoided. Since a sealing material is interposed between the bearing surface 60a of the bolt member 54 for fixing the bolt between the hub wheel 1 and the shaft portion 12 of the outer ring 5 and the inner wall 22c, the concave-convex fitting structure M from the bolt member 54 is provided. Rainwater and foreign matter can be prevented from entering, and quality can be improved.

  In addition, by arranging the intermediate portion in the protruding direction of the convex portion 35 on the concave portion forming surface before the concave portion is formed, the convex portion 35 bites into the concave portion forming surface during press-fitting, and the concave portion 36 is reliably formed. can do. That is, the press-fitting allowance with respect to the other side of the convex part 35 can be taken sufficiently. As a result, the formability of the concave-convex fitting structure M is stabilized, there is no variation in press-fit load, and a stable torsional strength is obtained.

  In the embodiment shown in FIG. 1 and the like, the convex portion 35 of the concave-convex fitting structure M is provided on the shaft portion 12 of the outer ring 5, and the hardness of the axial end portion of the convex portion 35 is set from the inner diameter portion of the hole portion of the hub wheel 1. If the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the hardness on the shaft portion side can be increased and the rigidity of the shaft portion can be improved.

  By arranging the concave-convex fitting structure M at a position directly below the raceway surface of the rolling bearing 2, occurrence of hoop stress on the bearing raceway surface is suppressed. As a result, it is possible to prevent a bearing failure such as a decrease in rolling fatigue life, occurrence of cracks, and stress corrosion cracking, and a high-quality bearing 2 can be provided.

  As in the above-described embodiment, the spline 41 formed on the shaft portion 12 uses small teeth with a module of 0.5 or less, so that the formability of the spline 41 can be improved and the press-fit load is reduced. Can be achieved. In addition, since the convex part 35 can be comprised with the spline normally formed in this kind of shaft, this convex part 35 can be easily formed at low cost.

  Further, since the gap 58 between the mouth portion 11 of the outer ring 5 and the crimped portion 31 formed by crimping the end of the hub wheel 1 is sealed by the seal member 59, rainwater and Intrusion of foreign matter is prevented, and deterioration of adhesion due to rainwater, foreign matter or the like to the uneven fitting structure M can be avoided. Since a sealing material is interposed between the bearing surface 60a of the bolt member 54 for fixing the bolt between the hub wheel 1 and the shaft portion 12 of the outer ring 5 and the inner wall 22c, the concave-convex fitting structure M from the bolt member 54 is provided. Intrusion of rainwater and foreign matter is prevented, and quality can be improved.

In the spline 41 illustrated in FIG. 2, the pitch of the pitch and valleys 41b at the crest 41a is the same set. For this reason, in the said embodiment, as shown in FIG.2 (b), it respond | corresponds to the circumferential direction thickness L of the protrusion direction intermediate part of the convex part 35, and the said intermediate part between the convex parts 35 adjacent to the circumferential direction. The circumferential dimension L0 at the position is substantially the same.

On the other hand, as shown in FIG. 9, the circumferential thickness L2 of the projecting direction intermediate portion of the convex portion 35 is set to the circumferential dimension at a position corresponding to the intermediate portion between the convex portions 35 adjacent in the circumferential direction. It may be smaller than L1. That is, in the spline 41 formed on the shaft portion 12, the circumferential thickness (tooth thickness) L <b> 2 of the intermediate portion in the protruding direction of the convex portion 35 is set to the peak portion 43 on the hub wheel 1 side fitted between the convex portions 35. It is made smaller than the circumferential thickness (tooth thickness) L1 of the intermediate portion in the protruding direction.

Therefore, the total tooth thickness Σ (B1 + B2 + B3 +...) Of the convex portion 35 on the entire circumference on the shaft 12 side is replaced by the total tooth thickness Σ (A1 + A2 + A3 +...) Of the peak portion 43 (convex tooth) on the hub wheel 1 side.・ It is set smaller than. Thereby, the shear area of the peak portion 43 on the hub wheel 1 side can be increased, and the torsional strength can be ensured. And since the tooth thickness of the convex part 35 is small, a press-fit load can be made small and a press-fit property can be aimed at. When making the sum total of the circumferential thickness of the convex part 35 smaller than the sum total of the circumferential thickness in the peak part 43 of the other party, let the circumferential direction thickness L2 of all the convex parts 35 be the convex parts adjacent to the circumferential direction. It is not necessary to make it smaller than the circumferential dimension L1 between 35. That is, among the plurality of convex portions 35, even if the circumferential thickness of the arbitrary convex portion 35 is the same as the circumferential dimension between the convex portions adjacent in the circumferential direction, it is larger than the circumferential dimension. However, it is sufficient if the sum is small. In addition, the convex part 35 in FIG. 9 is made into the cross-sectional trapezoid (Mt. Fuji shape).

  By the way, the outer ring 5 can be pulled out from the hub wheel 1 by removing the bolt member 54 by screwing the bolt member 54 out of the state shown in FIG. That is, the fitting force of the concave-convex fitting structure M can be pulled out by applying a pulling force of a predetermined force or more to the outer ring 5.

  For example, the hub wheel 1 and the constant velocity universal joint 3 can be separated by a removal jig 70 as shown in FIG. The jig 70 includes a base 71 and a pressing force applying bolt 73 that is screwed into a female screw (screw hole) 72 of the base 71 so as to be able to advance and retract. A through hole 74 is provided in the base 71, and the bolt 33 of the hub wheel 1 is inserted into the through hole 74, and the nut member 75 is screwed into the bolt 33. At this time, the base 71 and the flange 21 of the hub wheel 1 are overlapped, and the base 71 is attached to the hub wheel 1.

  The direction of the screw thread between the screw hole 50 of the shaft portion 12 and the female screw 72 of the base 71 is the reverse direction. That is, if the screw hole 50 is a right-hand screw (a screw that advances when turned clockwise), the female screw 72 is a left-hand screw (a screw that advances when the screw hole 50 rotates counterclockwise). Is a right-hand thread.

  In this way, after the base 71 is attached to the hub wheel 1 or before the base 71 is attached, the bolt member 54 screwed into the screw hole 50 of the shaft portion 12 is screwed back so that the head of the bolt member 54 54a is projected from the inner wall 22c to the outboard side. The protruding amount of the bolt member 54 is set longer than the axial length of the concave-convex fitting structure M.

  Thereafter, as shown in FIG. 6, the pressing force applying bolt 73 is screwed into the screw hole 72 of the base 71 from the outboard side, and in this state, is screwed toward the screw shaft 76 side as indicated by an arrow. At this time, the bolt member 54 and the pressing force applying bolt 73 are disposed on the same axis (on the axis of the wheel bearing device). 73 presses the bolt member 54 in the direction of the arrow. As a result, a separating force is generated on the bolt member 54, the outer ring 5 moves in the arrow direction with respect to the hub ring 1, and the outer ring 5 is detached from the hub ring 1.

  By the way, the direction of the screw thread of the female screw 72 into which the pressing force applying bolt 73 is screwed and the screw hole 50 into which the bolt member is screwed may be the same direction. However, if the pressing force applying bolt 73 is screwed in the same direction, the bolt member rotates together, and the bolt member also screws into the screw hole 50. Therefore, as shown in FIG. 7, a screw shaft 76 having a large length is used, and the tip of the screw shaft 76 reaches the bottom of the screw hole 50. In this state, the base end portion of the screw shaft 76 is projected from the inner wall 22c to the outboard side.

  In this case, when the pressing force applying bolt 73 is screwed with respect to the female screw 72, the screw shaft 76 is pressed in the direction of the arrow without rotating the screw shaft 76 together. As a result, the outer ring 5 moves in the direction of the arrow with respect to the hub ring 1, and the outer ring 5 is detached from the hub ring 1.

  As described above, if the female screw 72 and the screw hole 50 have the same thread direction, the screw shaft 76 having a large length is used to prevent the rotation. Therefore, when separating, the fixing bolt member 54 cannot be used, and the screw shaft 76 needs to be screwed until the tip of the screw shaft 76 reaches the bottom of the screw hole 50. Therefore, if the female screw 72 and the screw hole 50 have the same thread direction, the work time becomes long during the separation work. Since the length dimension of the screw shaft 76 is large, the handleability is poor.

  On the other hand, if the screw thread direction between the screw hole 50 of the shaft portion 12 and the female screw 72 of the removal jig 70 is reversed, the bolt member can be moved even if the pressing force applying bolt 73 is screwed. A pressing force can be stably applied to the bolt member 54 without rotating together. Therefore, it is possible to apply a pressing force to the bolt member 54 without causing the front end of the bolt member 54 to contact the bottom surface of the screw hole 50, and the fixing bolt member can be used as it is as a separating bolt member. Therefore, the separation workability can be improved and the cost can be reduced.

  Further, from the state in which the outer ring 5 is detached from the hub wheel 1, the hub wheel 1 and the outer ring 5 can be connected again using, for example, the bolt member 54. That is, the base 71 is removed from the hub wheel 1, and the bolt member 54 is screwed into the screw hole 50 of the shaft portion 12 through the through hole 56 as shown in FIG. In this state, the phases of the male spline 41 on the shaft portion 12 side and the female spline 42 of the hub wheel 1 formed by the previous press fitting are matched.

  In this state, the bolt member 54 is screwed into the screw hole 50. As a result, the shaft portion 12 is fitted into the hub wheel 1. At this time, if the hole portion 22 is slightly expanded in diameter, allowing the shaft portion 12 to enter in the axial direction and stopping the movement in the axial direction, the hole portion 22 is compressed to return to the original diameter. Will be diameter. As a result, as in the previous press-fitting, the concave-convex fitting structure M in which the entire concave portion fitting portion of the convex portion 35 is in close contact with the corresponding concave portion 36 can be reliably configured.

  In particular, when the bolt member 54 is screwed into the screw hole 50, the base portion 55 a of the bolt member 54 is in a state corresponding to the through hole 56 as shown in FIG. 6. Moreover, the hole diameter d1 of the through hole 56 is set to be slightly larger than the outer diameter d2 of the large base portion 55a of the shaft portion 54b (specifically, about 0.05 mm <d1-d2 <0.5 mm). Therefore, the outer diameter of the base portion 55a of the bolt member 54 and the inner diameter of the through-hole 56 can constitute a guide when the bolt member 54 is screwed through the screw hole 50, and without misalignment. The shaft portion 12 can be press-fitted into the hole portion 22 of the hub wheel 1. In addition, if the axial length of the through hole 56 is too short, a stable guide cannot be exhibited. On the contrary, if it is too long, the thickness dimension of the inner wall 22c becomes large, and the shaft of the concave-convex fitting structure M The length in the direction cannot be secured, and the weight of the hub wheel 1 is increased. Therefore, various changes can be made in consideration of these.

  Since the opening portion of the screw hole 50 of the shaft portion 12 is a tapered portion 50a that expands toward the opening side, there is an advantage that the screw shaft 76 and the bolt member 54 can be easily screwed into the screw hole 50.

  By the way, in the first time (press-fitting for forming the recess 36 in the inner diameter surface 37 of the hole 22), the press-fitting load is relatively large, so it is necessary to use a press machine or the like for press-fitting. On the other hand, in such re-pressing, since the press-fitting load is smaller than the first press-fitting load, the shaft portion 12 can be stably and accurately inserted into the hole of the hub wheel 1 without using a press machine or the like. 22 can be press-fitted. For this reason, the outer ring 5 and the hub wheel 1 can be separated and connected in the field.

In this way, by applying an axial pulling force to the shaft portion 12 of the outer ring 5, the outer ring 5 can be removed from the hole 22 of the hub wheel 1, so that the workability (maintenance for repair / inspection of each part) is maintained. Property) can be improved. Moreover, by fitting the shaft portion 12 of the outer ring 5 into the hole portion 22 of the hub wheel 1 again after repair and inspection of each part, the fitting contact portion 38 between the convex portion 35 and the concave portion 36 is closely contacted. Structure M can be constructed. For this reason, the wheel bearing device capable of stable torque transmission can be configured again.

By the way, in each said embodiment, while forming the spline 41 which comprises the convex part 35 in the axial part 12 side, the hardening process is performed with respect to the spline 41 of this axial part 12, and the internal diameter surface of the hub ring 1 is unhardened. (Raw material). On the other hand, as shown in FIG. 9, while forming the spline 61 (consisting of a crest 61a and a trough 61b) on the inner diameter surface of the hole 22 of the hub wheel 1, the shaft portion 12 may not be subjected to a curing treatment. The spline 61 can also be formed by various processing methods such as rolling, broaching, cutting, pressing, drawing, etc., which are publicly known means. Further, various heat treatments such as induction hardening and carburizing and quenching can be employed as the thermosetting treatment.

In this case, the intermediate portion in the protruding direction of the convex portion 35 corresponds to the position of the concave portion forming surface (the outer diameter surface of the shaft portion 12) before the concave portion is formed. That is, the diameter dimension (minimum diameter dimension of the convex portion 35) D4 connecting the vertices of the convex portion 35 which is the peak portion 61a of the spline 61 is smaller than the outer diameter dimension D6 of the shaft portion 12, and the valley portion of the spline 61 The diameter dimension of the circle connecting the bottoms of 61b ( the maximum diameter dimension of the valley portion 61b between the convex portions) D5 is set larger than the outer diameter dimension D6 of the shaft portion 12. That is, D4 <D6 <D5.

  If the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, the concave portion 36 into which the convex portion 35 is fitted can be formed on the outer peripheral surface of the shaft portion 12 by the convex portion 35 on the hub wheel 1 side. Thereby, the whole fitting contact part 38 of the convex part 35 and the recessed part fitted to this is closely_contact | adhered.

  Here, the fitting contact part 38 is a range B shown in FIG. 10B, and is a range from the middle part of the mountain shape to the summit in the cross section of the convex part 35. Further, a gap 62 is formed on the outer diameter side of the outer peripheral surface of the shaft portion 12 between the adjacent convex portions 35 in the circumferential direction.

  Even in this case, since the protruding portion 45 is formed by press-fitting, it is preferable to provide a storage portion 57 for storing the protruding portion 45. Since the protruding portion 45 is formed on the mouse side of the shaft portion 12, the storage portion is provided on the hub wheel 1 side.

  As described above, the convex portion 35 of the concave-convex fitting structure M is provided on the inner diameter surface 37 of the hole portion 22 of the hub wheel 1, and the hardness of the axial end portion of the convex portion 35 is set to the outer diameter of the shaft portion 12 of the outer ring 5. In the case of press-fitting higher than the portion, it is not necessary to perform the hardness treatment (heat treatment) on the shaft portion side, so that the productivity of the outer joint member (outer ring 5) of the constant velocity universal joint is excellent.

As described above, the embodiment of the present invention has been described. However, the present invention is not limited to the above-described embodiment, and various modifications are possible. For example, as the shape of the convex portion 35 of the concave-convex fitting structure M, FIG. In the embodiment shown in Fig. 2, the cross section is triangular, and in the embodiment shown in Fig. 9, the cross section is trapezoidal (Mt. Fuji), but other shapes such as semicircular, semielliptical, and rectangular are available. The area, the number, the circumferential arrangement pitch, and the like of the convex portions 35 can be arbitrarily changed. That is, it is not necessary to form the spline 41 and use the crest portion (convex tooth) 41a of the spline 41 as the convex portion 35 of the concave-convex fitting structure M, and it may be a key or a curved wave. It may form a mating surface of the mold. In short, the convex portion 35 disposed along the axial direction can be press-fitted into the mating side, and the concave portion 36 can be formed on the mating side with the convex portion 35 so as to closely fit the convex portion 35. It is only necessary that the entire fitting contact portion 38 between the portion 35 and the concave portion fitted thereto is in close contact, and that rotational torque can be transmitted between the hub wheel 1 and the constant velocity universal joint 3.

The hole portion 22 of the hub wheel 1 may be a deformed hole such as a polygonal hole other than a circular hole, and the cross-sectional shape of the end of the shaft portion 12 fitted into the hole 22 is also a polygon other than a circular cross section. It may be an irregular cross section. Furthermore, since only the press-fitting start end portion of the convex portion 35 needs to be harder than the portion where the concave portion 36 is formed when the shaft portion 12 is press-fitted into the hub wheel 1, it is necessary to increase the overall hardness of the convex portion 35. There is no. Although the gap 40 is formed in FIG. 2 and the like, the inner diameter surface 37 of the hub wheel 1 may bite into the valleys between the convex portions 35. The hardness difference between the convex portion 35 side and the concave portion forming surface formed by the convex portion 35 is preferably 20 points or more in HRC as described above, but the convex portion 35 can be press-fitted. If there is, it may be less than 20 points.

  Although the end surface (press-fit start end) of the convex portion 35 is a surface orthogonal to the axial direction in the embodiment, it may be inclined at a predetermined angle with respect to the axial direction. In this case, it may be inclined from the inner diameter side toward the outer diameter side toward the anti-convex portion side or inclined toward the convex portion side.

  Furthermore, you may provide the small recessed part arrange | positioned by the predetermined pitch along the circumferential direction in the internal diameter surface 37 of the hole 22 of the hub wheel 1. FIG. The small recess needs to be smaller than the volume of the recess 36. By providing such a small recess, the press-fit property of the protrusion 35 can be improved. That is, by providing the small concave portion, the capacity of the protruding portion 45 formed when the convex portion 35 is press-fitted can be reduced, and the press-fit resistance can be reduced. Moreover, since the protrusion part 45 can be decreased, the volume of the storage part 57 can be reduced, and the workability of the storage part 57 and the strength of the shaft part 12 can be improved. Various shapes such as a semi-elliptical shape and a rectangular shape can be adopted as the shape of the small concave portion, and the number can be arbitrarily set.

  A roller may be used as the rolling element 30 of the bearing 2. In the above-described embodiment, the third generation wheel bearing device is shown. However, the first generation, the second generation, or the fourth generation may be used. In addition, when press-fitting the convex portion 35, even if the side where the concave portion 36 is formed is fixed and the side where the convex portion 35 is formed is moved, the side where the convex portion 35 is formed is reversed. It may be fixed and the side where the recess 36 is formed may be moved or both may be moved. In the constant velocity universal joint 3, the inner ring 6 and the shaft 10 may be integrated via the concave / convex fitting structure M described in the above embodiments.

  The sealing material interposed between the seat surface 60a of the bolt member 54 that fixes the hub wheel 1 and the shaft portion 12 with the bolt and the inner wall 22c is made of resin on the seat surface 60a side of the bolt member 54 in the embodiment. However, conversely, a resin may be applied to the inner wall 22c side. Moreover, you may make it apply | coat resin to the seat surface 60a side and the inner wall 22c side. When the bolt member 54 is screwed, such a sealing material is omitted if the seat surface 60a of the bolt member 54 and the bottom surface of the recessed portion 51 of the inner wall 22c are excellent in adhesion. Is also possible. That is, it is possible to improve the adhesiveness of the bolt member 54 with the seating surface 60a by grinding the bottom surface of the recessed portion 51. Of course, the sealing material can be omitted if the adhesiveness can be exhibited even in a so-called turning finished state without grinding the bottom surface of the recessed portion 51.

  Further, as the bolt member used when the hub wheel 1 and the outer ring 5 are separated from each other, the connecting (fixing) bolt member is used in the embodiment, but the fixing bolt member and the separating bolt are used. The member may be different.

It is a longitudinal cross-sectional view of the wheel bearing apparatus which shows 1st Embodiment of this invention. The uneven | corrugated fitting structure of the said wheel bearing apparatus is shown, (a) is an expanded sectional view, (b) is the X section enlarged view of (a). It is sectional drawing before the press injection of the said wheel bearing apparatus. It is a principal part enlarged view of the said wheel bearing apparatus. The sealing member which seals the clearance gap between the mouse | mouth part of the outer ring | wheel of the said wheel bearing apparatus and the caulking part of a hub ring is shown, (a) is an expanded sectional view when an O-ring is used, (b) FIG. 3 is an enlarged cross-sectional view when a gasket is used. It is sectional drawing which shows the isolation | separation method of an uneven | corrugated fitting structure. It is sectional drawing which shows the comparative example of the isolation | separation method. It is sectional drawing which shows the repressing method. It is sectional drawing which shows the modification of an uneven | corrugated fitting structure. The wheel bearing apparatus which shows 2nd Embodiment of this invention is shown, (a) is a cross-sectional view. It is a cross-sectional view of (b). It is sectional drawing of the conventional wheel bearing apparatus.

Explanation of symbols

M Concavity and convexity fitting structure 1 Hub wheel 2 Bearing 3 Constant velocity universal joint 12 Shaft portion 22 Hole portion 22c Inner walls 26 and 27 Outer raceway surface (outer race)
28, 29 Inner raceway surface (inner race)
30 Rolling element 35 Convex part 36 Concave part 38 Contact part 45 Fitting part 50 Screw hole 54 Bolt member 54a Head part 57 Storage part 70 Jig 72 Female screw 73 Pressurizing bolt

Claims (13)

A bearing having a plurality of rows of rolling elements arranged between the outer race and the inner race facing each other, a hub wheel attached to the wheel, and a constant velocity universal joint, and fitted into the hub wheel and the hole of the hub wheel. A wheel bearing device in which a shaft portion of an outer joint member of a constant velocity universal joint to be inserted is coupled through an uneven fitting structure,
Of the shaft part of the outer joint member and the hole part of the hub wheel, the convex part extending in the axial direction provided in either one is press-fitted into the other, and the convex part is formed on the other by the convex part. And the concave-convex fitting structure in which the entire fitting site between the concave portion and the concave portion is in close contact, and the concave-convex fitting structure allows separation by applying an axial pull-out force ,
A screw hole is provided in the axial center portion of the shaft portion of the outer joint member along the axial direction, and the bolt member is screwed into the screw hole to regulate separation of the hub wheel and the outer joint member. , And can be moved with a stroke larger than the fitting length of the convex portion and the concave portion while maintaining the screwed state with the female screw of the screw hole from the separation regulation state, and the pressing force in the axial direction on the bolt member after the movement The wheel bearing device is characterized in that a separating force is generated by applying the pressure. On the inner surface of the hole portion of the hub wheel, a wheel bearing apparatus of claim 1, characterized in that a inner wall constituting the bearing surface of the bolt member. 3. The wheel bearing device according to claim 2 , wherein a sealing material is interposed between the head of the fixing bolt member and the inner wall. Providing a convex part of the concave-convex fitting structure on the outer diameter surface of the shaft part of the outer joint member, and at least making the hardness of the end part on the press-fitting start side of the convex part higher than the inner diameter part of the hole of the hub wheel The wheel bearing device according to any one of claims 1 to 3 , wherein the wheel bearing device is a wheel bearing device. The inner diameter dimension of the inner diameter surface of the hole portion of the hub ring is set smaller than a diameter dimension of a circle connecting the apexes of the projections and larger than a diameter dimension of a circle connecting the valley bottoms between the projections. 4. A wheel bearing device according to 4. Provided with a convex portion of the concave and convex fitting structure on the inner diameter surface of the hole portion of the hub wheel, and at least the hardness of the end portion on the press-fitting start side of the convex portion is higher than the outer diameter portion of the shaft portion of the outer joint member The wheel bearing device according to any one of claims 1 to 3 , wherein: The outer diameter of the shaft portion of the outer joint member is made larger than the diameter of the circle connecting the vertices of the plurality of convex portions of the hole of the hub wheel, and smaller than the diameter of the circle connecting the valley bottoms between the convex portions. The wheel bearing device according to claim 6 , wherein the wheel bearing device is provided. The wheel bearing device according to any one of claims 1 to 7 , further comprising a storage portion that stores a protruding portion generated by forming the concave portion by the press-fitting. The wheel bearing device according to any one of claims 1 to 8 , wherein a gap is formed on a valley bottom side of a valley portion between convex portions adjacent to each other in the circumferential direction. The total sum of the circumferential thicknesses of the projecting direction intermediate portions of the convex portions is made smaller than the sum of the circumferential groove widths at positions corresponding to the intermediate portions between the convex portions adjacent in the circumferential direction. The wheel bearing device according to any one of claims 1 to 9 . The recess-projection fitting structure, a wheel bearing device according to any one of claims 1 to 10, characterized in that arranged in避直under position of raceways of the bearing. A bearing having a plurality of rows of rolling elements arranged between the outer race and the inner race facing each other, a hub wheel attached to the wheel, and a constant velocity universal joint, and fitted into the hub wheel and the hole of the hub wheel. The shaft portion of the outer joint member of the constant velocity universal joint to be inserted is detachably coupled via the concave-convex fitting structure,
The concave / convex fitting structure press-fits a convex portion extending in the axial direction provided in one of the shaft portion of the outer joint member and the hole of the hub wheel, and forms a concave portion by the convex portion on the other side. By doing so, the entire fitting site of the convex portion and the concave portion is in close contact,
A separation method of a wheel bearing device in which a screw hole is provided in the axial center portion of the shaft portion of the outer joint member along the axial direction, and the hub wheel and the outer joint member are positioned by screwing a bolt member into the screw hole. There,
After holding the bolt member in a screwed state with the screw hole and moving it beyond the fitting length of the convex and concave portions of the concave and convex fitting structure, a pressing force in the axial direction is applied to the bolt member. A separation method for a wheel bearing device, wherein the hub wheel and the shaft portion of the outer joint member are separated. A detachable jig having a female screw is detachably attached to the hub wheel, and the bolt member is pressed by the screwing of a pressing force applying bolt screwed into the female screw of the detaching jig, and the outer joint member The wheel bearing device separation method according to claim 12, wherein the direction of the screw thread between the screw hole of the shaft portion of the shaft and the female screw of the removal jig is reversed.

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