JP5410267B2 - Wheel bearing device - Google Patents

Description

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

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

  For example, Patent Document 1 describes an example of a wheel bearing device called a third generation. As shown in FIG. 17, the wheel bearing device includes a hub wheel 152 having a flange 151 extending in the outer diameter direction, a constant velocity universal joint 154 having an outer joint member 153 fixed to the hub wheel 152, and a hub wheel. And an outer member 155 disposed on the outer peripheral side of 152.

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

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

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

  The outer member 155 of the rolling bearing has two rows of outer raceways 170 and 171 on its inner periphery, and a flange (vehicle body mounting flange) 182 on its outer periphery. The first outer raceway surface 170 and the second outer raceway surface 171 of the outer member 155 are opposed to the first inner raceway surface 168 of the hub wheel 152 and the second inner raceway surface 169 of the inner ring 167, respectively. A rolling element 172 is interposed between the opposed raceway surfaces.

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

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

JP 2004340403 A JP 2009-56869 A

  Conventionally, as described above, the outer joint member 153 and the hub wheel 152 are coupled by press-fitting the male spline 175 provided on the shaft portion 173 of the outer joint member 153 into the female spline 176 provided on the hub wheel 152. . For this reason, it is necessary to perform spline processing on both the shaft portion 173 and the hub wheel 152, resulting in high costs. In addition, it is necessary to match the unevenness of the male spline 175 of the shaft portion 173 and the female spline 176 of the hub wheel 152 at the time of press-fitting, but if the press-fitting is performed by tooth surface alignment, the tooth surface may be damaged due to peeling or the like. If it is press-fitted by diameter matching, play in the circumferential direction is likely to occur. If there is a backlash in the circumferential direction, the torque transmission is inferior and abnormal noise may occur. In this way, when the outer joint member 153 and the hub wheel 152 are coupled by spline fitting, there are problems of tooth surface damage during press-fitting and generation of play during use, and both problems can be avoided at the same time. It was difficult.

  Further, when repairing the wheel bearing device or the like, it may be difficult to repair in a state where the hub wheel and the outer joint member remain coupled. Therefore, in order to be able to repair the bearing part and the joint part individually, it is desirable to be able to separate the hub wheel and the outer joint member, and after separation of both, they are recombined (reassembled). It needs to be possible.

  In view of the above, the present applicant has proposed a wheel bearing device disclosed in Japanese Patent Application Laid-Open No. 2009-56869 (Patent Document 2). Specifically, by pressing 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 into the other, and forming the concave portion by the convex portion on the other side. The concave-convex fitting structure in which the entire fitting portion between the convex portion and the concave portion is in close contact is configured. When the concave / convex fitting structure is configured, it is not necessary to previously form the spline portion on the member in which the concave portion is formed, so that productivity can be improved. Moreover, since the damage of the tooth surface at the time of press fit can be avoided, the stable fitting state can be maintained. Further, in the above-described concave / convex fitting structure, no gap is formed in which the play occurs in the radial direction and the circumferential direction, so that stable torque transmission is possible and the generation of abnormal noise is prevented. In addition, since the shaft portion is in close contact with the hole portion and the strength of the torque transmitting portion is improved, the length of the fitting portion can be shortened to make the bearing device compact in the axial direction.

  Furthermore, since the above-described concave-convex fitting structure is separable by applying an axial pull-out force with the bolt member removed from the bolt hole provided in the shaft portion, it has good repair workability (maintenance) Gender) is secured. In addition, after the repair, the concave-convex fitting structure can be reconfigured by press-fitting the shaft portion of the outer joint member into the hole portion of the hub wheel. Reconstruction of the concave-convex fitting structure (recombination of the hub wheel and the outer joint member) can be performed by screwing the bolt member into the bolt hole provided in the shaft portion. Therefore, it is not necessary to use a large-scale facility such as a press-fitting press machine when reconstructing the concave-convex fitting structure. Accordingly, it is possible to easily inspect and repair the wheel bearing device even at a site such as an automobile maintenance factory.

  However, there is room for improvement in the wheel bearing device of Patent Document 2. Specifically, at the time of configuring and reconfiguring the concave / convex fitting structure, the concave / convex fitting structure with a predetermined accuracy cannot be obtained unless the shaft portion of the outer joint member is accurately press-fitted into the hole of the hub wheel. There is a possibility that the coupling strength between the hub wheel and the outer joint member, torque transmission performance, and the like will be adversely affected. In order to obtain a highly accurate uneven fitting structure, it is particularly effective to manage the posture between the hub wheel and the outer joint member at the press-fitting start stage. However, Patent Document 2 makes no mention of this point. Absent.

  In view of the above, a main object of the present invention is to provide a wheel bearing device that can perform the coupling of the hub wheel and the outer joint member and the re-coupling after the separation of the both with high accuracy.

  In order to achieve the above object, in the present invention, a double-row raceway surface that includes an outer member having a double-row raceway surface on the inner periphery and a hub wheel attached to the wheel, and faces the raceway surface of the outer member. And a constant velocity universal joint having an outer joint member, and an outer member, and a constant velocity universal joint having an outer joint member. A convex portion provided in one of the shaft portion of the joint member and the hole of the hub wheel is press-fitted into the other, and a concave portion is formed by the convex portion on the other side. In addition to constituting a concave-convex fitting structure in which the entire fitting part is closely attached, the hub ring and the outer joint member were fastened with the bolt member screwed into the bolt hole provided in the shaft portion of the outer joint member, and the bolt member was removed. Allow separation of concave-convex fitting structure by applying axial pull-out force in the state A bearing device for a wheel, wherein a receiving surface of a bolt member is formed on the hub wheel directly or via another member, and the fastening of the hub wheel and the outer joint member by the bolt member is performed between the surface and the bolt hole. And a guide portion for guiding the press-fitting of the convex portion at the end of the other press-fitting start side, and when reassembling after separation of the concave-convex fitting structure, the press-fitting start side of the convex portion The length of the bolt member is set so that the male threaded portion of the bolt member whose seating surface is in contact with the receiving surface is engaged with the female threaded portion of the bolt hole for the first time when the end portion of the bolt is fitted to the guide portion. A wheel bearing device is provided.

  In addition, although the uneven | corrugated fitting structure said by this invention adheres the fitting part whole region of a convex part and a recessed part as mentioned above, a clearance gap may exist in a very small area | region of a fitting part. Since such a gap is inevitably generated in the formation process of the concave portion by the convex portion, even if there is such a gap, the concept that “the entire fitting part of the convex portion and the concave portion is in close contact” is used. included. Also, guiding the press-fitting of the convex part is to guide the press-fitting of the convex part for forming the concave part, and the convex part when reconstructing the concave-convex fitting structure after separation of the concave-convex fitting structure This is a concept that includes both guiding the press-fitting of (i.e., guiding the phase alignment of the convex portion and the concave portion).

  As described above, in the wheel bearing device according to the present invention, of the other (member on the side where the concave portion is formed), the press-fitting of the convex portion is guided to the end portion on the press-fitting start side of the convex portion (the convex portion). And a guide portion for adjusting the phase of the concave portion formed by the convex portion). If such a guide part is provided, the convex part can be press-fitted along the guide part, so that the press-fitting accuracy of the convex part can be improved. Therefore, it is possible to prevent as much as possible the misalignment or the situation where the convex portion is pressed in a tilted state, and to obtain a highly accurate uneven fitting structure. It can be configured.

  In addition, when reassembling the concavo-convex fitting structure after separation, when the end portion on the press-fitting start side of the convex portion is fitted to the guide portion, the bolt member having the seating surface in contact with the receiving surface The length of the bolt member was set so that the male screw portion meshes with the female screw portion of the bolt hole for the first time. For example, if the bolt member to be used is too long, the bolt member will be screwed into the bolt hole in a state in which the circumferential direction of the convex portion and the concave portion do not match. There is a problem that the concave-convex fitting structure with a predetermined accuracy cannot be reconfigured as a result of being press-fitted into the hole in a tilted state. On the other hand, if the bolt member to be used is too short, the bolt member is not screwed into the bolt hole, so that the uneven fitting structure cannot be reconfigured by screwing the bolt member. In this regard, if the configuration of the present invention is adopted, the above-described problem that occurs when the length of the bolt member is inappropriate can be reliably solved, and a highly accurate uneven fitting structure can be reconfigured. It becomes possible.

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

  In this case, the shaft portion of the outer joint member can be provided with a pocket portion that accommodates the protruding portion generated by forming the concave portion by press-fitting the convex portion. Here, the protruding portion is the amount of material corresponding to the volume of the concave portion formed by press-fitting the convex portion, and is extruded from the formed concave portion and cut to form the concave portion. It is comprised from what was extruded, what was extruded, and what was cut. By providing the pocket portion, the protruding portion can be held in the pocket portion, and entry of the protruding portion into the vehicle or the like can be prevented. Further, in this case, the protruding portion can be stored in the pocket portion, and it is not necessary to separately perform the protruding portion removal process. Therefore, it is possible to reduce the assembly man-hours, improve the assembly workability, and reduce the cost.

  When a convex portion is provided on the inner diameter surface of the hole portion of the hub wheel, it is desirable that the hardness of at least the end portion on the press-fitting start side of the convex portion is higher than the outer diameter portion of the shaft portion of the outer joint member. In this case, since it is not necessary to perform the thermosetting treatment on the shaft side, the productivity of the outer joint member can be increased. In this case, the pocket portion is formed in the hole portion of the hub wheel.

  When the convex portions are provided at a plurality of locations in the circumferential direction, the circumferential thickness of the convex portion is made smaller than the groove width between the adjacent convex portions at the intermediate portion in the height direction of the convex portion. Is desirable. In this case, since the hub ring meat that has entered the groove between the adjacent convex portions has a large thickness in the circumferential direction, the shear area of the hub ring meat can be increased, and the torsional strength can be improved. it can. And since the tooth thickness of a convex part is small, a press-fit load can be made small and press-fit property (formability of an uneven | corrugated fitting structure) can be improved. A similar effect can be obtained by making the sum of the circumferential thicknesses of the respective convex portions smaller than the sum of the groove widths between the adjacent convex portions at the intermediate portion in the height direction of the convex portions.

  The inner member can be composed of a hub ring and an inner ring that is press-fitted into the outer periphery of the end of the hub ring on the inboard side. In this case, the raceway surfaces are formed on the outer periphery of the hub ring and the outer periphery of the inner ring, respectively. can do. As a result, the wheel bearing device can be reduced in weight and size. Furthermore, if preload is applied to the bearing by crimping the end of the hub wheel, it is not necessary to apply preload to the bearing by the outer joint member and the bolt member, and it is necessary to strictly control the tightening torque of the bolt member. Disappears. Therefore, the shaft portion of the outer joint member can be press-fitted without considering the preload to the bearing, and the connectivity (assembly property) between the hub wheel and the outer joint member can be improved.

  If the end faces of the hub wheels facing each other and the end face of the outer joint member are brought into contact with each other, the bending rigidity in the axial direction is improved, resulting in a high-quality product rich in durability. Further, when the convex portion is press-fitted (when the concave-convex fitting structure is formed), relative positioning of the hub wheel and the outer joint member can be achieved. As a result, the dimensional accuracy of the wheel bearing device can be stabilized, and the axial length of the concave-convex fitting structure can be stabilized, and the torque transmission performance can be improved. In addition, since foreign matter can be prevented from entering the concave-convex fitting structure without providing a separate seal structure, a stable fitting state can be maintained at a low cost over a long period of time. However, if the contact surface pressure between them is too high, torque is transmitted even at the contact portion, and abnormal noise may occur due to abrupt sliding of the contact portion, particularly when a large torque load is applied. Therefore, in this case, it is desirable that the two are brought into contact with each other with a surface pressure of 100 MPa or less. In order to surely prevent the generation of abnormal noise, it is effective to make the end faces of the hub wheels facing each other and the end faces of the outer joint member non-contact with each other. In this case, it is desirable to interpose a seal member in the gap formed between the two to prevent foreign matter from entering the concave-convex fitting structure.

  A sealing material may be interposed between the bearing surface of the bolt member and the receiving surface of the hub wheel. If it does in this way, the penetration | invasion of rain water and a foreign material to the uneven | corrugated fitting structure through a bolt fastening part can be prevented. For this reason, the fitting state can be further stabilized, and further quality improvement can be achieved.

  As described above, according to the present invention, the hub wheel and the outer joint member can be coupled and recombined after separation of the two with high accuracy. In addition, since the hub wheel and the outer joint member can be easily separated and re-coupled, the bearing portion and the joint portion can be separated and individually inspected, maintained, repaired, etc., ensuring high maintainability. . Furthermore, since a high coupling accuracy can be obtained even when the hub wheel and the outer joint member are recombined, the assembly accuracy of the wheel bearing device can be maintained even during repeated inspections, maintenance, and repairs.

It is sectional drawing which shows the wheel bearing apparatus which concerns on 1st Embodiment of this invention. (A) The figure is an axial orthogonal cross section of the uneven | corrugated fitting structure provided in the wheel bearing apparatus shown in FIG. 1, (b) is an X section enlarged view of (a) figure. (A) A figure is a front view of the convex part provided in the axial part, (b) And (c) figure is a front view which shows the other example of a convex part. It is sectional drawing which shows the state before the assembly of the wheel bearing apparatus shown in FIG. (A) A figure is a figure which shows notionally the guide part provided in the hole internal diameter of the hub ring, (b) And (c) figure is a figure which shows the other example of a guide part. It is a principal part enlarged view of Fig.2 (a). (A) is a figure which expands and shows the periphery of the uneven | corrugated fitting structure shown in FIG. 1, (b) A figure is a figure which shows the case where a sealing material is added to the structure shown to (a) figure. It is sectional drawing which shows the isolation | separation process of the wheel bearing apparatus shown in FIG. It is sectional drawing which shows the state just before the start of the recombination process after the isolation | separation process shown in FIG. It is sectional drawing which shows a state immediately after the start of a recombination process. It is sectional drawing which shows the wheel bearing apparatus which concerns on 2nd Embodiment of this invention. (A) A figure is a principal part enlarged view of FIG. 11, (b) A figure is a figure which shows the other example of the sealing member shown to (a) figure. It is sectional drawing which shows the wheel bearing apparatus which concerns on 3rd Embodiment of this invention. Both (a) figure and (b) figure are figures which show the other example of the convex part of an uneven | corrugated fitting structure. (A) A figure is sectional drawing which shows other embodiment of an uneven | corrugated fitting structure, (b) A figure is the Y section enlarged view of (a) figure. It is a principal part enlarged view of Fig.15 (a). It is sectional drawing of the conventional wheel bearing apparatus.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  FIG. 1 is a cross-sectional view showing a wheel bearing device according to a first embodiment of the present invention. In the wheel bearing device shown in the figure, a double row wheel bearing 2 including a hub wheel 1 and a constant velocity universal joint 3 are integrated to form a main portion. In the following description, the inboard side and the outboard side mean sides on the vehicle width direction inside and outside of the vehicle in a state where the wheel bearing device is attached to the vehicle, respectively. In FIG. 1, the right side is the inboard side and the left side is the outboard side.

  The constant velocity universal joint 3 is interposed between a joint outer ring 5 as an outer joint member, a joint inner ring 6 as an inner joint member disposed on the inner diameter side of the joint outer ring 5, and the joint outer ring 5 and the joint inner ring 6. A plurality of balls 7 and a cage 8 that is interposed between the joint outer ring 5 and the joint inner ring 6 and holds the balls 7 are configured as main members. The joint inner ring 6 is spline-fitted by press-fitting the end 10a of the shaft 10 into the inner diameter of the hole, and is coupled to the shaft 10 so that torque can be transmitted. A retaining ring 9 is fitted to the end 10 a of the shaft 10, thereby preventing the shaft 10 from coming off from the joint inner ring 6.

  The joint outer ring 5 includes a mouse part 11 and a shaft part 12. The mouse portion 11 has a hook shape with one end opened, and a plurality of track grooves 15 extending in the axial direction are formed on the inner spherical surface 5a at equal intervals in the circumferential direction. The track groove 15 extends to the opening end of the mouse portion 11. 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 18 a of the boot 18 is fastened to the joint outer ring 5 by the boot band 19 a in a state of being fitted on the opening of the mouse portion 11. On the other hand, the small diameter portion 18b of the boot 18 is fastened to the shaft 10 by the boot band 19b in a state of being fitted on the boot mounting portion 10b of the shaft 10.

  A small-diameter portion 12a having a smaller outer diameter than that of the other portion is provided at the distal end portion (the end portion on the outboard side) of the shaft portion 12, and on the axial center of the distal end portion of the shaft portion 12, Bolt holes 13 are provided in the end face on the board side. The bolt hole 13 is provided with a female screw portion, and a bolt member 50 through which the hub wheel 1 is inserted is screwed into the female screw portion. As a result, the shaft portion 12 of the joint outer ring 5 is bolted to the hub wheel 1, and the removal of the shaft portion 12 of the joint outer ring 5 from the hub wheel 1 is restricted. The bolt member 50 includes a head portion 50a having a flange (washer) integrally and a screw shaft portion 50b. The screw shaft portion 50 b has a columnar base portion 50 b 1 and a male screw portion 50 b 2 screwed into the female screw portion of the bolt hole 13.

  In the joint inner ring 6, a plurality of track grooves 16 extending in the axial direction are formed on the outer spherical surface 6a at equal intervals in the circumferential direction.

  The track groove 15 of the joint outer ring 5 and the track groove 16 of the joint inner ring 6 make a pair, and one ball 7 as a torque transmission element rolls on each of the ball tracks constituted by the pair of track grooves 15 and 16. Built in possible. The ball 7 is interposed between the track groove 15 of the joint outer ring 5 and the track groove 16 of the joint inner ring 6 to transmit torque. The cage 8 is slidably interposed between the joint outer ring 5 and the joint inner ring 6, and is fitted to the inner spherical surface 5a of the joint outer ring 5 with the outer spherical surface 8a, and the joint inner ring 6 is fitted with the inner spherical surface 8b. Fits to the outer spherical surface 6a. The constant velocity universal joint 3 used in this embodiment is a so-called Rzeppa type in which the track grooves 15 and 16 are curved, but the outer ring track groove 15 is linear on the opening side of the mouth portion 11. Other known constant velocity universal joints such as a so-called undercut free type in which the inner ring track groove 16 is linear on the back side of the mouse part 11 can also be used.

  The hub wheel 1 integrally includes a cylindrical portion 20 and a flange 21 provided on the outboard side of the cylindrical portion 20. The flange 21 functions as an attachment portion for attaching the hub wheel 1 to the wheel, and has a bolt attachment hole 32. A hub bolt 33 is mounted in the bolt mounting hole 32, and the wheel and brake rotor are fixed to the flange 21 by the hub bolt 33. The hub wheel 1 of the present embodiment is not provided with the pilot portion 165 provided in the conventional hub wheel 152 shown in FIG.

  A hole portion 22 is provided in the cylindrical portion 20 of the hub wheel 1. The hole portion 22 includes a shaft portion fitting hole 22a located at a substantially intermediate portion in the axial direction of the hub wheel 1 (tubular portion 20) and a large diameter hole 22b located on the inboard side of the shaft portion fitting hole 22a. Prepare. Between the shaft portion fitting hole 22a and the large diameter hole 22b, a tapered portion (tapered hole) 22c having a diameter gradually reduced toward the outboard side is provided. The taper angle (inclination angle with respect to the axis) of the taper portion 22c is, for example, 15 ° to 75 °. In the shaft portion fitting hole 22a, the shaft portion 12 of the joint outer ring 5 and the hub wheel 1 are coupled to each other through an uneven fitting structure M described later.

  A cylindrical inner wall 22d protruding in the inner diameter direction is provided on the outboard side of the cylindrical portion 20 with respect to the shaft portion fitting hole 22a. The inner wall 22d functions as a receiving portion for receiving the head portion 50a of the bolt member 50, and the screw shaft portion 50b of the bolt member 50 is inserted through the inner periphery of the inner wall 22d. When the male screw portion 50b2 of the screw shaft portion 50b is screwed into the female screw portion of the bolt hole 13, the inner peripheral surface of the inner wall 22d faces the outer peripheral surface of the base portion 50b1 of the screw shaft portion 50b. The inner diameter dimension d1 of the inner wall 22d is set slightly larger than the outer diameter dimension (shaft diameter) d of the base portion 50b1 of the screw shaft portion 50b (see FIG. 7A). Specifically, it is about 0.05 mm <d1-d <0.5 mm. A recessed portion 22e that is recessed toward the inboard side is provided at the center of the end surface on the outboard side of the hub wheel 1, and a bolt is provided on the bottom surface of the recessed portion 22e (the end surface on the outboard side of the inner wall 22d). A receiving surface F with which the seating surface 50a1 of the member 50 abuts is configured.

  A step portion 23 having a small diameter is formed on the outer peripheral surface of the hub wheel 1 on the inboard side, and an inner race having inner raceways 28 and 29 in double rows by press-fitting an inner ring 24 into the step portion 23. A member is constructed. Of the double-row inner raceway surfaces, the outboard side inner raceway surface 28 is formed on the outer peripheral surface of the hub wheel 1, and the inboard side inner raceway surface 29 is formed on the outer peripheral surface of the inner ring 24. The wheel bearing 2 includes an inner member, a cylindrical outer member 25 that is disposed on the outer diameter side of the inner member, and has double-row outer raceways (outer races) 26 and 27 on the inner periphery. Between the outer raceway 26 on the outboard side of the side member 25 and the inner raceway surface 28 of the hub wheel 1, and between the outer raceway surface 27 on the inboard side of the outer member 25 and the inner raceway surface 29 of the inner ring 24. The main part is constituted by the balls as the rolling elements 30 arranged in the. The outer member 25 is attached to a knuckle 34 extending from a vehicle suspension system (not shown). Sealing members S1 and S2 are provided at the opening portions at both ends of the outer member 25, thereby preventing external leakage of a lubricant such as grease enclosed in the bearing 2 and entry of foreign matter into the bearing. The As described above, since the hub wheel 1 and the inner ring 24 fitted (press-fitted) into the stepped portion 23 of the hub wheel 1 constitute the inner member having the inner raceways 28 and 29, the wheel bearing is provided. The device can be made lighter and more compact.

  The wheel bearing 2 is formed by pressing the inner ring 24 toward the outboard side with a crimping portion 31 formed by crimping the end portion on the inboard side of the cylindrical portion 20 of the hub wheel 1, thereby causing the inner ring 24 to become the hub wheel 1. It is a structure that applies preload inside the bearing while fixing. In this way, when preload is applied to the wheel bearing 2 by the crimping portion 31 formed at the end of the hub wheel 1, the preload is applied to the wheel bearing 2 by the mouth portion 11 and the bolt member 50 of the joint outer ring 5. Therefore, it is not necessary to strictly manage the tightening torque of the bolt member 50. Therefore, the shaft portion 12 of the joint outer ring 5 can be assembled to the hub wheel 1 without considering the amount of preload, and the assemblability of the hub wheel 1 and the joint outer ring 5 can be improved.

  The end portion on the inboard side of the hub wheel 1 is in contact with the end portion on the outboard side of the joint outer ring 5. That is, the end surface 31a of the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11 of the joint outer ring 5 face each other and are in contact with each other.

  As shown in FIGS. 2 (a) and 2 (b), the concave / convex fitting structure M includes a convex portion 35 provided at an end portion on the outboard side of the shaft portion 12 and a hole in the hub wheel 1. Of the portion 22, a recess 36 is formed in the inner diameter surface 37 of the shaft portion fitting hole 22 a. The entire fitting portion 38 between the convex portion 35 and the concave portion 36 of the hub wheel 1 fitted to the convex portion 35 is in a close contact state. In this embodiment, by forming the male spline 41 on the outer peripheral surface of the end portion on the outboard side of the shaft portion 12, a plurality of convex portions 35 extending in the axial direction are arranged at predetermined intervals along the circumferential direction. A plurality of axial recesses 36 into which the protrusions 35 are fitted are formed in the inner diameter surface 37 of the shaft portion fitting hole 22a of the wheel 1 along the circumferential direction. The convex part 35 and the concave part 36 are tight-fit over the whole circumferential direction.

  In the present embodiment, the convex portion 35 has a triangular shape (mountain shape) having a convex round-shaped cross section, and the fitting region with the concave portion 36 is a range A shown in FIG. More specifically, each convex portion 35 and each concave portion 36 are fitted in the range from the middle portion on both sides in the circumferential direction of the convex portion 35 to the top portion (tooth tip) 35a in the cross section. A gap 40 is formed between the convex portions 35 adjacent in the circumferential direction on the inner diameter side of the inner diameter surface 37 of the hub wheel 1. Therefore, the side surface 35 b of each convex portion 35 has a region B that does not fit into the concave portion 36.

  In the concave-convex fitting structure M, as shown in FIG. 3A, the angle formed by the radial line (radial line) R and the side surface 35b of the convex portion 35 on the pitch circle of the convex portion 35 is θ1. Sometimes, 0 ° ≦ θ1 ≦ 45 ° is set (in the figure, θ1 is about 30 °). Here, the pitch circle of the convex portion 35 refers to a circle C1 passing through a boundary portion between a region fitting in the concave portion 36 and a region not fitting in the concave portion 36 in the side surface 35b of the convex portion 35. It is a circle C2 that passes through the midpoint of the distance to the tooth tip 35a. When the diameter of the pitch circle C2 of the convex portion 35 is PCD and the number of the convex portions 35 is Z, the ratio P of Z to PCD (P = PCD / Z) is 0.3 ≦ P ≦ 1.0. .

  FIGS. 2 and 3A show a convex portion 35 having a triangular shape in cross section with the tooth tip 35a rounded, but others as shown in FIGS. 3B and 3C are also shown. The convex part 35 which has the cross-sectional shape of can also be employ | adopted. FIG. 3B shows a convex portion 35 having a rectangular section with θ1 of about 0 °, and FIG. 3C shows a triangular section with a tooth tip of about 90 ° and θ1 of about 45 °. Each of the shaped convex portions 35 is shown.

  The hub wheel 1 and the joint outer ring 5 are coupled by the above-described uneven fitting structure M formed between the hole portion 22 of the hub wheel 1 and the shaft portion 12 of the joint outer ring 5. The uneven fitting structure M is obtained, for example, through the following procedure.

  First, as shown in FIG. 1 and FIG. 2, the shaft portion 12 of the joint outer ring 5 is subjected to a number of axially extending processes using known processing methods (rolling, cutting, pressing, drawing, etc.). The male spline 41 having the teeth (convex portion 35) is formed. In the male spline 41, a region surrounded by a circle passing through the tooth base 42, a tooth tip (top portion) 35a, and both side surfaces 35b and 35b connected to the tooth tip 35a is the convex portion 35. By forming the convex portion 35 of the shaft portion 12 with the male spline 41, a processing facility for forming the spline on this type of shaft can be utilized, and the convex portion 35 can be formed at low cost. In addition, a bolt hole 13 having a female thread portion is formed on the shaft center of the end portion on the outboard side of the shaft portion 12.

  Next, in the shaft portion 12, a region shown by cross hatching in FIGS. 1 and 4 is subjected to thermosetting treatment to form a hardened layer H. The hardened layer H is continuously formed in the circumferential direction including the entire convex portion 35 and the tooth bottom 42. The axial formation range of the hardened layer H is continuous from at least the end edge of the male spline 41 on the outboard side to the base end portion of the shaft portion 12 (the boundary portion between the mouse portion 11 and the shaft portion 12). The range includes the area. As the thermosetting treatment, various quenching methods such as induction quenching and carburizing quenching can be employed. Incidentally, induction hardening is a hardening method that applies the principle of heating a conductive object by putting a portion necessary for hardening into a coil through which high-frequency current flows, generating Joule heat by electromagnetic induction action. In addition, carburizing and quenching is a method of performing quenching after invading and diffusing carbon from the surface of a low carbon material.

  On the other hand, the inner diameter side of the hub wheel 1 is maintained in an unburned state. That is, the inner diameter surface 37 of the hole portion 22 of the hub wheel 1 is an uncured portion (unburned state) that is not subjected to thermosetting. The hardness difference between the hardened layer H of the shaft portion 12 of the joint outer ring 5 and the uncured portion of the hub wheel 1 is 20 points or more in HRC. For example, the hardness of the hardened layer H is about 50 HRC to 65 HRC, and the hardness of the uncured portion is about 10 HRC to about 30 HRC. In the hub wheel 1, it is sufficient that the region where the shaft portion fitting hole 22 a is formed is an uncured portion in the inner diameter surface 37 of the hole portion 22, and the other regions may be subjected to thermosetting treatment. Further, if the hardness difference is ensured, the region to be the “uncured portion” may be subjected to a heat curing treatment.

  The intermediate portion in the height direction of the convex portion 35 corresponds to the position of the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1 before the concave portion 36 is formed. Specifically, as shown in FIGS. 4 and 6, the inner diameter dimension D of the shaft portion fitting hole 22a is set to the maximum outer diameter dimension of the male spline 41 (the diameter dimension of the circular orbit passing through the tooth tip 35a of the convex portion 35). ) It is set to be smaller than D1 and larger than the minimum outer diameter dimension (diameter dimension of the circular orbit connecting the tooth bottom 42) D2 of the male spline 41 (D2 <D <D1).

  As shown in FIG. 4, a guide portion M <b> 1 that guides the start of press-fitting of the convex portion 35 is provided at the inboard side end portion of the shaft portion fitting hole 22 a in the hole portion 22 of the hub wheel 1. As shown in FIG. 5A, the guide portion M1 is a plurality of guide grooves 44 provided at a predetermined interval in the circumferential direction (here, the same pitch as the convex portions 35) at the end portion on the inboard side of the shaft portion fitting hole 22a. Composed. The bottom diameter dimension of the guide groove 44 (the diameter dimension of the circular orbit connecting the groove bottoms of the guide groove 44) D3 is set to be slightly larger than the maximum outer diameter dimension D1 of the male spline 41 (D3> D1). Thereby, in the state which has arrange | positioned the front-end | tip part (outboard side edge part) of the convex part 35 provided in the axial part 12 in the inboard side edge part of the axial part fitting hole 22a of the hub wheel 1, of the convex part 35 is provided. A radial gap E <b> 1 is formed between the tooth tip 35 a and the groove bottom of the guide groove 44.

  Then, as shown in FIG. 4, after the tip end of the shaft portion 12 of the joint outer ring 5 is disposed at the inboard side end portion of the hole portion 22 of the hub wheel 1, the shaft portion 12 is inserted into the shaft portion fitting hole of the hub wheel 1. Press fit into 22a. When the shaft portion 12 is press-fitted, the tip portion of the convex portion 35 provided in the shaft portion 12 is fitted into the guide groove 44 provided in the inboard side end portion of the shaft portion fitting hole 22a. At this time, since the radial gap E1 is formed between the convex portion 35 and the guide groove 44 as described above, the convex portion 35 can be easily fitted into the guide groove 44. In addition, the guide groove 44 does not hinder press-fitting of the convex portion 35. Prior to press-fitting the shaft portion 12, a sealing material may be applied in advance to the outer diameter surface of the shaft portion 12 including the male spline 41. Although there is no special limitation in the seal material which can be used, the seal material which consists of various resin can be selected and used, for example.

  The hole portion 22 of the hub wheel 1 is formed with a tapered portion 22c whose diameter is reduced along the press-fitting direction of the shaft portion 12 (toward the outboard side). The shaft portion 12 is centered with respect to the portion fitting hole 22a. Since the inner diameter dimension D of the shaft fitting hole 22a and the maximum outer diameter dimension D1 and the minimum outer diameter dimension D2 of the male spline 41 are as described above (D2 <D <D1), When 12 is press-fitted into the shaft fitting hole 22 a of the hub wheel 1, the convex portion 35 bites into the inner diameter portion of the end surface on the inboard side of the hub wheel 1 and cuts the meat of the hub wheel 1. As the shaft portion 12 is pushed forward, the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1 is cut or pushed out by the convex portion 35, and the shaft portion is formed on the inner diameter surface 37 of the shaft portion fitting hole 22a. A concave portion 36 having a shape corresponding to the twelve convex portions 35 is formed. At this time, since the hardness of the convex portion 35 of the shaft portion 12 is 20 points or more higher than the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1, the inner diameter of the shaft portion fitting hole 22a of the hub wheel 1 is increased. A recess 36 is easily formed in the surface 37. Further, the torsional strength of the shaft portion 12 can be improved by increasing the hardness on the shaft portion 12 side in this way.

  Through this press-fitting process, as shown in FIGS. 2A and 2B, the recess 36 that fits into the projection 35 of the shaft 12 is formed on the inner diameter surface 37 of the shaft fitting hole 22 a of the hub wheel 1. It is formed. As the convex portion 35 bites into the inner diameter surface 37 of the shaft portion fitting hole 22a of the hub wheel 1, the hole portion 22 is slightly expanded in diameter, and the shaft portion 12 provided with the convex portion 35 moves in the axial direction. Is acceptable. On the other hand, when the axial movement of the shaft portion 12 stops, the inner diameter surface 37 is reduced in diameter to return to the original diameter. In other words, when the convex portion 35 is press-fitted, the hub wheel 1 is elastically deformed in the outer diameter direction, and a preload corresponding to the elastic deformation is applied to the surface of a portion of the convex portion 35 that fits into the concave portion 36. Therefore, the concave portion 36 is in close contact with the surface of the convex portion 35 over the entire axial direction. Thereby, the concave-convex fitting structure M is configured. It is also possible to apply a sealing material in advance to the outer diameter surface on the tip end side of the shaft portion 12 as described above. If the sealing material is applied, the sealing material can be spread over the fitting portion 38 of the convex portion 35 and the concave portion 36 as the shaft portion 12 is press-fitted, so that foreign matter can enter the fitting portion 38. It can be effectively prevented.

  Further, since the hub wheel 1 is plastically deformed as the shaft portion 12 is press-fitted, work hardening occurs on the surface of the recess 36. Therefore, the inner diameter surface 37 of the hub wheel 1 on the recess 36 side is hardened, and the transmission performance of the rotational torque is improved.

  When forming the concave-convex fitting structure M, the shaft portion 12 may be moved with the hub wheel 1 fixed, and conversely, the hub wheel 1 with the shaft portion 12 fixed. May be moved. Alternatively, both may be moved.

  As described above, the tapered portion 22c can function as a guide when starting the press-fitting of the shaft portion 12, so that the press-fit accuracy of the shaft portion 12 can be improved. In addition, since the guide groove 44 (guide portion M1) is provided at the inboard side end of the shaft portion fitting hole 22a located on the outboard side with respect to the taper portion 22c, the convex portion 35 is provided in the guide groove 44. The shaft portion 12 can be press-fitted in a state of being along. As a result, the press-fitting accuracy is further improved, so that it is possible to more effectively prevent misalignment and a situation in which the convex portion 35 is press-fitted in an inclined state, and a highly accurate uneven fitting structure M is obtained. Can do. Further, when the shaft portion 12 is press-fitted, the seal material applied to the outer diameter surface of the shaft portion 12 functions as a lubricant, so that the shaft portion 12 can be press-fit smoothly.

  In the present embodiment, as shown in FIG. 5A, a radial clearance E1 is formed between the protrusion 35 and the tooth tip 35a, and the end portion on the inboard side of the shaft fitting hole 22a is formed. The guide groove 44 is formed in the above, but the formation mode of the guide groove 44 is not limited to this. For example, as illustrated in FIG. 5B, the guide groove 44 may be formed so that a circumferential clearance E <b> 2 is formed between the side surface 35 b of the convex portion 35. Further, as shown in FIG. 5C, a guide is formed so that a radial gap E1 is formed between the tooth portion 35a of the convex portion 35 and a circumferential gap E2 is formed between the side surface 35b of the convex portion 35. A groove 44 may be formed.

  The press-fitting of the shaft portion 12 is performed until the back surface 11a of the mouth portion 11 comes into contact with the end surface 31a of the crimping portion 31 of the hub wheel 1 as shown in FIG. Thus, if the end surface 31a of the caulking part 31 of the hub wheel 1 and the back surface 11a of the mouth part 11 of the joint outer ring 5 are brought into contact with each other, the bending rigidity in the axial direction of the wheel bearing device is improved and durability is improved. It becomes a high-quality product rich in nature. Moreover, since the relative positioning in the axial direction of the shaft portion 12 of the joint outer ring 5 with respect to the hub wheel 1 can be performed, the dimensional accuracy of the bearing device is stabilized, and the axial length of the uneven fitting structure M is stabilized. Thus, torque transmission can be improved. Further, since the seal structure can be formed between the hub wheel 1 and the mouth portion 11 by this contact, foreign matter can be prevented from entering the concave-convex fitting structure M from the caulking portion 31. Thereby, the fitting state of the uneven fitting structure M is stably maintained for a long time.

  Thus, when making the end surface 31a of the hub wheel 1 and the back surface 11a of the mouse | mouth part 11 contact, it is desirable that both contact surface pressure shall be 100 Mpa or less. When the contact surface pressure exceeds 100 MPa, torque may be transmitted even at the contact portion (between the end surface 31a and the back surface 11a). In particular, an excessive torque is applied, and the frictional force of the contact portion ( This is because when the static friction) cannot withstand the torque, an abrupt slip may occur at the contact portion, which may cause abnormal noise. On the other hand, if the contact surface pressure is set to 100 MPa or less, the contact portion slips even with a small torque load, and generation of abnormal noise can be suppressed.

  When the press-fitting of the shaft portion 12 is completed and the back surface 11a of the mouth portion 11 and the end surface 31a of the crimping portion 31 of the hub wheel 1 contact each other, the small-diameter portion 12a of the shaft portion 12 22 (no contact with the inner surface 37 of the shaft fitting hole 22a) and the inboard side end surface of the inner wall 22d. Thereby, the pocket part 46 which accommodates the protrusion part 45 formed in forming the recessed part 36 in the outer diameter side of the small diameter part 12a of the axial part 12 is formed.

  When the shaft portion 12 of the joint outer ring 5 is press-fitted into the hole portion 22 of the hub wheel 1, as shown in FIG. Meat) protrudes and the protruding portion 45 is formed. The protruding portion 45 has an amount corresponding to the volume of the portion of the convex portion 35 that fits into the concave portion 36. If the protruding portion 45 is left unattended, it may fall off and enter the vehicle. On the other hand, if the pocket part 46 as described above is formed, the protruding part 45 is stored and held in the pocket part 46 while curling. Therefore, the protrusion 45 can be prevented from falling off, and the above problem can be solved. Further, in this case, the protruding portion 45 can be kept stored in the pocket portion 46, and it is not necessary to separately perform the removal processing of the protruding portion 45. Therefore, it is possible to reduce the number of assembling steps and improve the assembling workability and reduce the cost.

  In addition, the shape of the pocket part 46 is sufficient if it can accommodate the protruding part 45 which arises, and the shape is not ask | required. Further, the capacity of the pocket portion 46 is at least larger than the expected amount of the protruding portion 45 generated.

  It is desirable that the concave-convex fitting structure M configured as described above is disposed so as to avoid the inner diameter side of the raceway surfaces 26, 27, 28, 29 of the wheel bearing 2. In particular, it is more desirable to avoid the inner diameter side of the intersection with the line through which the contact angle passes on the inner raceway surfaces 28 and 29, and to form the concave / convex fitting structure M in a partial region in the axial direction between these intersections. This is because it is possible to effectively suppress or prevent an increase in hoop stress on the bearing raceway surface (tensile stress of the outer diameter portion of the hub wheel 1 and the outer diameter portion of the inner ring 24). If the increase in hoop stress can be suppressed or prevented, defects such as a decrease in rolling fatigue life, cracks, and stress corrosion cracks can be prevented, and a high-quality bearing 2 can be provided.

  Further, as shown in FIG. 6, when the concave / convex fitting structure M is configured, Δd / when the press-fitting allowance of the convex portion 35 to the hub wheel 1 is Δd and the height of the convex portion 35 is h. It is desirable to set 2h in a range of 0.3 <Δd / 2h <0.86. Here, the press-fit allowance Δd is expressed by a difference in diameter (D1−D) between the maximum outer diameter D1 of the male spline 41 provided in the shaft portion 12 and the inner diameter D of the shaft portion fitting hole 22a of the hub wheel 1. The Thereby, since the vicinity of the intermediate portion in the height direction of the convex portion 35 bites into the inner diameter surface of the hub wheel 1, a sufficient press-fitting allowance for the convex portion 35 can be ensured, and the concave portion 36 can be reliably formed. Is possible.

  When Δd / 2h is 0.3 or less, the torsional strength is low, and when Δd / 2h is 0.86 or more, the entire convex portion 35 is caused by a misalignment or a press-fit inclination during a minute press-fit. May bite into the other side and the press-fitting load increases rapidly, and the moldability of the concave-convex fitting structure M may be deteriorated. When the formability of the concave-convex fitting structure M is deteriorated, not only the torsional strength is reduced, but also the expansion amount of the outer diameter of the hub wheel 1 is increased, and thus the function of the wheel bearing 2 having the hub wheel 1 as a component is adversely affected. However, problems such as a decrease in rotational life occur. On the other hand, by setting Δd / 2h within the above range, the formability of the concave-convex fitting structure M is stabilized, there is no variation in press-fit load, and a stable torsional strength can be obtained.

  In the concave / convex fitting structure M described above, since the entire fitting portion 38 of the convex portion 35 and the concave portion 36 is in close contact with each other without gaps, play in the radial direction and the circumferential direction can be suppressed. Therefore, even if the joint portion between the hub wheel 1 and the joint outer ring 5 is made compact, a high torque load capacity can be secured, and the wheel bearing device can be reduced in size and weight. Moreover, since the play at the coupling portion (uneven fitting structure M) can be suppressed, it is possible to effectively prevent the generation of abnormal noise during torque transmission.

  Moreover, since it is not necessary to previously form a female spline or the like in the hole portion 22 of the hub wheel 1, the processing cost of the hub wheel 1 can be reduced and the productivity can be increased. Further, when the shaft portion 12 of the hub wheel 1 and the joint outer ring 5 is assembled, the phase alignment between the splines can be omitted, so that the assemblability can be improved. Furthermore, damage to the tooth surface during press-fitting can be avoided, and a stable fitting state can be maintained. Further, as described above, since the inner diameter side of the hub wheel 1 has a low hardness, the concave portion 36 formed in the hub wheel 1 is fitted with the convex portion 35 of the shaft portion 12 with high adhesion. Therefore, it becomes more effective by preventing play in the radial direction and the circumferential direction.

  2B, on the pitch circle C2 (PCD) of each convex portion 35, the angle θ1 formed by the radial line (radial line) and the convex portion side surface 35b is 0 ° ≦ θ1 ≦ 45. Since it is set in the range of °, the diameter expansion amount of the hub wheel 1 after press-fitting can be reduced and the press-fitting property can be improved. This is because when the shaft portion 12 is press-fitted, the hole portion 22 of the hub wheel 1 expands in diameter. However, if θ1 is too large, the diameter expansion force at the time of press-fitting becomes easy to work. Of the outer diameter of the hub wheel 1 and the outer diameter of the inner ring 24 of the bearing 2 is increased, and the component force in the radial direction is increased during torque transmission. This is because the outer diameter of the hub wheel 1 is increased, and the tensile stress (hoop stress) of the outer diameter portion of the hub wheel 1 and the outer diameter portion of the inner ring 24 is increased. These increases in tensile stress (hoop stress) lead to a decrease in bearing life.

  Further, assuming that the pitch circle diameter of the convex portions 35 is PCD and the number of the convex portions 35 is Z, 0.30 ≦ PCD / Z ≦ 1.0. When PCD / Z is too small (when PCD / Z is smaller than 0.30), the application range of the press-fitting allowance of the convex portion 35 with respect to the hub wheel 1 is very narrow, and the dimensional tolerance is also narrowed. Because it becomes.

  In particular, by setting 20 ° ≦ θ1 ≦ 35 ° and 0.33 ≦ PCD / Z ≦ 0.7, a special steel is used as a material for forming the shaft portion 12 (joint outer ring 5). The concave portion 36 is formed by the convex portion 35 by press-fitting the shaft portion 12 formed of general steel for mechanical structure without taking any measures such as surface treatment or making the convex portion 35 sharp. It becomes possible. Moreover, the amount of diameter expansion of the hub wheel 1 after the press-fitting of the shaft portion 12 can be suppressed. In addition, when the convex portion 35 is provided on the shaft portion 12 side by setting θ1 ≧ 20 °, the convex portion 35 is formed by rolling processing that has the most balanced cost and processing accuracy among the above-described processing methods. can do.

  When the press-fitting of the shaft portion 12 is completed, the male screw portion 50b2 of the bolt member 50 is fastened (screwed) to the bolt hole 13 of the shaft portion 12 through the inner wall 22d of the hub wheel 1. As a result, the shaft portion 12 of the joint outer ring 5 is bolted to the hub wheel 1, and separation of the hub wheel 1 and the joint outer ring 5 is restricted. The bolt member 50 is fastened so that the seat surface 50a1 of the bolt member 50 is brought into contact with the receiving surface F of the hub wheel 1, here, the bottom surface of the recessed portion 22e. When the fastening of the bolt member 50 is completed, the hub wheel 1 is clamped in the axial direction between the head portion 50a of the bolt member 50 and the mouth portion 11 (the back surface 11a thereof) of the joint outer ring 5. In this way, by holding the hub wheel 1 in the axial direction between the bolt member 50 and the mouth portion 11, the bending rigidity in the axial direction of the device can be further improved, and the reliability and durability can be improved.

  As shown in FIG. 7B, a seal material S may be interposed between the seat surface 50 a 1 of the bolt member 50 and the receiving surface F of the hub wheel 1. In this way, the sealing performance between the two can be ensured, so that rainwater and foreign matter can be prevented from entering the concave-convex fitting structure M from the outboard side. There is no particular limitation on the seal material S that can be used as long as the sealing performance can be secured. For example, it is possible to selectively use materials made of various resins, similar to those applied to the outer diameter surface of the shaft portion 12. it can. Of course, a different type of sealing material from the sealing material applied to the shaft portion 12 may be used. The sealing material may be applied to either the seating surface 50a1 or the receiving surface F, or may be applied to both.

  In addition, as long as the seat surface 50a1 of the bolt member 50 and the receiving surface F of the hub wheel 1 are in close contact with each other without a gap, it is not always necessary to interpose the sealing material S between both surfaces. For example, if the receiving surface F is ground, the adhesiveness with the seat surface 50a1 of the bolt member 50 is improved, so that the sealing material S can be omitted as shown in FIG. As long as the adhesion is ensured, the grinding process to the receiving surface F can be omitted, and the forged skin and the turning finished state can be left as they are.

  The wheel bearing device described above is capable of repairing the bearing portion (wheel bearing 2) and the joint portion (constant universal joint 3) individually when it is necessary to repair the wheel bearing device. Separation of the hub wheel 1 and the joint outer ring 5 is allowed. In order to separate the hub wheel 1 and the joint outer ring 5, the bolt member 50 is removed from the finished product shown in FIG. 1, and then the unevenness is formed between the hub wheel 1 and the shaft portion 12 of the joint outer ring 5. The shaft portion 12 of the joint outer ring 5 is pulled out from the hub wheel 1 by applying a pulling force greater than the fitting force of the fitting structure M. Thereby, the hub wheel 1 (wheel bearing 2) and the joint outer ring 5 (constant velocity universal joint 3) are separated. Here, taking the case where the hub wheel 1 and the joint outer ring 5 are separated and then the separated hub wheel 1 and the joint outer ring 5 are re-coupled as they are, the separation process and the re-coupling process will be described in detail below.

  The separation step, that is, the extraction of the shaft portion 12 of the joint outer ring 5 from the hub wheel 1 can be performed using, for example, a jig 70 as shown in FIG. The jig 70 includes a base 71, a pressing bolt member 73 that is screwed into the screw hole 72 of the base 71, and a screw shaft 76 that is screwed into the bolt hole 13 of the shaft portion 12. A through hole 74 is provided in the base 71, and a nut member 75 is screwed into the bolt 33 of the hub wheel 1 inserted through the through hole 74. Thereby, 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. After the base 71 is attached to the hub wheel 1 in this manner, the screw shaft 76 is screwed into the bolt hole 13 of the shaft portion 12 so that the base portion 76a protrudes from the inner wall 22d to the outboard side. The protrusion amount of the base portion 76a of the screw shaft 76 is set longer than the axial length of the concave-convex fitting structure M.

  A pressing bolt member 73 is disposed on the same axis as the screw shaft 76, and the pressing bolt member 73 is screwed into the screw hole 72 of the base 71 from the outboard side. The pressing bolt member 73 is screwed in the direction indicated by the extraction arrow. Since the screw shaft 76 and the pressing bolt member 73 are disposed on the same axial center, when the pressing bolt member 73 is screwed, the screw shaft 76 is pressed to the inboard side. Along with this, when the joint outer ring 5 moves to the inboard side with respect to the hub wheel 1 and the screw bolt 73 moves forward to some extent, the uneven fitting structure M is released and the hub wheel 1 and the joint outer ring 5 are released. Is separated.

  From the state where the hub wheel 1 and the joint outer ring 5 are separated, the hub wheel 1 and the joint outer ring 5 can be re-coupled by reconfiguring the concave-convex fitting structure M using the bolt member 50 shown in FIG. it can. In the recombination step, first, as shown in FIG. 9, the base 71 is removed from the hub wheel 1 and the screw shaft 76 is removed from the shaft portion 12, and then the bolt member 50 is attached to the inner periphery of the inner wall 22 d of the hub wheel 1. The seating surface 50a1 of the bolt member 50 is brought into contact with the receiving surface F of the hub wheel 1 through the insertion. In addition, the inner diameter of the hole 22 of the hub wheel 1 is adjusted so that the phase in the circumferential direction of the convex portion 35 on the shaft portion 12 side and the concave portion 36 of the hub wheel 1 formed by the previous press-fitting of the shaft portion 12 are matched. The shaft portion 12 of the joint outer ring 5 is disposed in Since the guide groove 44 is provided on the inboard side of the concave portion 36 formed in the hole portion 22 of the hub wheel 1, the circumferential direction phases of the convex portion 35 and the guide groove 44 may be matched. 9, immediately before the shaft portion 12 is press-fitted into the hole portion 22, the male screw portion 50 b 2 of the bolt member 50 and the female screw portion of the bolt hole 13 are in a non-fitted state. In FIG. 9, members other than the joint outer ring 5 among the constituent members of the constant velocity universal joint 3 are not shown.

  Then, the joint outer ring 5 and the hub ring 1 are moved relatively close to each other in a state where the phases in the circumferential direction of the convex part 35 on the shaft part 12 side and the concave part 36 (guide groove 44) on the hub wheel 1 side are matched. Then, the shaft portion 12 of the joint outer ring 5 is fitted into the hole portion 22 of the hub wheel 1, and the convex portion 35 and the guide groove 44 are fitted. Thus, when the convex part 35 and the guide groove 44 fit, as shown in FIG. 10, the external thread part 50b2 of the bolt member 50 and the internal thread part of the bolt hole 13 will be in a screwing state. When the bolt member 50 is rotated and the bolt member 50 is screwed into the bolt hole 13 in this state, the shaft portion 12 of the joint outer ring 5 is press-fitted into the shaft portion fitting hole 22a of the hub wheel 1 by the thrust generated by the screwing. Is done. As a result, as in the previous press-fitting, the concave / convex fitting structure M in which the entire fitting portion of the convex portion 35 with respect to the concave portion 36 is in close contact with the corresponding concave portion 36 is reconfigured. And are recombined.

  In this way, if the concave / convex fitting structure M can be reconfigured by screwing the bolt member 50 into the bolt hole 13 again, the concave / convex fitting structure M can be reconfigured without using large-scale equipment such as a press-fitting press machine. Can be configured. The concave / convex fitting structure M can be reconfigured using the thrust generated by screwing in the bolt member 50 (reconnection of the joint outer ring 5 and the hub ring 1). Since the shaft portion 12 is press-fitted into the inner diameter surface 37 of the shaft fitting hole 22a, the press-fitting load becomes smaller than the first time. From the above, it is possible to easily separate and recombine the hub wheel 1 and the joint outer ring 5, that is, inspecting, servicing, and repairing the wheel bearing device even at the site of an automobile maintenance factory or the like, and has high maintainability. can get.

  The hub wheel 1 and the joint outer ring 5 can be separated and recombined with the outer member 25 of the wheel bearing 2 attached to the knuckle 34 of the vehicle as shown in FIGS. it can. Therefore, the maintainability on site is particularly good.

  When reconnecting the hub wheel 1 and the joint outer ring 5 according to the above procedure, it is particularly necessary to consider the overall length of the bolt member 50 to be used. For example, if the screw shaft portion 50b of the bolt member 50 is too long, the circumferential phase of the convex portion 35 on the shaft portion 12 side and the concave portion 36 on the hub wheel 1 side coincide with each other when the concave-convex fitting structure M is reconfigured. There is a possibility that the male threaded portion 50b2 may be screwed into the female threaded portion of the bolt hole 13 in a state where it is not. In this case, if the screwing of the bolt member 50 is allowed to proceed as it is, for example, the shaft portion 12 is pressed into the hole portion 22 (the shaft portion fitting hole 22a) in a tilted state, and as a result, the hub wheel 1 and the joint outer ring 5 are pressed. It becomes difficult to ensure a predetermined coaxial accuracy during the period. In this case, the concave / convex fitting structure M cannot be reconfigured with a predetermined accuracy, which adversely affects torque transmission performance and the like. On the other hand, if the bolt member 50 (screw shaft portion 50b) is too short, the male screw portion 50b2 of the bolt member 50 will not be screwed into the bolt hole 13, so that the uneven fitting structure M in the above procedure cannot be reconfigured.

  In order to prevent such a problem from occurring, as described with reference to FIG. 9, in the state immediately before the shaft portion 12 of the joint outer ring 5 is press-fitted into the hole portion 22 of the hub wheel 1, The male screw portion 50b2 and the female screw portion of the bolt hole 13 are in a non-threaded state. Further, as shown in FIG. 10, when the press-fitting (insertion) of the shaft portion 12 of the joint outer ring 5 into the shaft portion fitting hole 22a provided in the hole portion 22 of the hub wheel 1 is started, Only when the outboard side end portion of the convex portion 35 provided on the shaft portion 12 is fitted into the guide portion M1 (guide groove 44) provided on the inboard side end portion of the shaft portion fitting hole 22a, the bolt member The overall length dimension of the bolt member 50 (strictly speaking, the overall length dimension of the screw shaft portion 50b of the bolt member 50) was set so that the 50 external thread portions 50b2 and the internal thread portion of the bolt hole 13 were screwed together. Thereby, it is possible to effectively prevent the above problem from occurring, and to reconstruct the highly accurate uneven fitting structure M. Therefore, high coupling accuracy can be obtained even when the hub wheel 1 and the joint outer ring 5 are re-coupled, and even when repeated inspection, maintenance, repair, etc. are performed, high assembly accuracy is maintained and reliability is high. A wheel bearing device is obtained.

  Although the case where the separated hub wheel 1 and the joint outer ring 5 are re-coupled as described above has been described above, for example, even when the hub wheel 1 is damaged and the like needs to be replaced, The hub wheel 1 and the joint outer ring 5 can be joined by the procedure. In this case, it is desirable that the newly used hub wheel 1 is provided with small concave portions at predetermined intervals along the circumferential direction on the inner diameter surface 37 of the hole portion 22 (shaft fitting hole 22a). By using such a hub wheel 1, it is possible to reduce the press-fitting resistance when the shaft portion 12 is press-fitted, and the hub wheel 1 and the joint outer ring 5 can be coupled by a thrust generated by screwing of the bolt member 50. It is.

  As described with reference to FIG. 7A, the inner diameter d1 of the inner wall 22d of the hub wheel 1 is set slightly larger than the shaft diameter d of the bolt member 50. The outer diameter of 50b and the inner diameter of the inner wall 22d can constitute a guide when the bolt member 50 is screwed through the bolt hole 13. Therefore, misalignment of the bolt member 50 can be prevented, and the shaft portion 12 of the joint outer ring 5 can be press-fitted with high accuracy into the hole portion 22 of the hub wheel 1. If the axial dimension (thickness) of the inner wall 22d is too small, there is a possibility that a stable guide function cannot be exhibited. On the other hand, when the axial dimension of the inner wall 22d is increased, the axial length of the concave-convex fitting structure M cannot be secured, and the weight of the hub wheel 1 is increased. Therefore, the axial dimension of the inner wall 22d to be provided on the hub wheel 1 is determined in consideration of the above circumstances.

  FIG. 11 is a cross-sectional view showing a wheel bearing device according to a second embodiment of the present invention. The main difference between the wheel bearing device shown in FIG. 1 and the wheel bearing device shown in FIG. 1 is that the end surface 31a of the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouse portion 11 are not in contact with each other. At the same time, the axial dimension of the shaft portion 12 (here, the small diameter portion 12a) is lengthened, and the end surface (outboard side end surface) 12b of the shaft portion 12 is brought into contact with the inboard side end surface of the inner wall 22d of the hub wheel 1. In the point. In this case, the inner wall 22d of the hub wheel 1 is sandwiched in the axial direction by the head portion 50a of the bolt member 50 and the end surface 12b of the shaft portion 12 on the outboard side, whereby the axial direction of the hub wheel 1 and the joint outer ring 5 is increased. Positioning is performed.

  In this case, as shown in FIG. 12A, a gap 80 is provided between the end surface 31 a of the crimping portion 31 and the back surface 11 a of the mouse portion 11. The gap 80 is formed from the space between the caulking portion 31 of the hub wheel 1 and the back surface 11 a of the mouth portion 11 to the space between the large-diameter hole 22 b of the hub wheel 1 and the shaft portion 12. Thus, by making the mouse | mouth part 11 and the hub wheel 1 non-contact, generation | occurrence | production of the noise resulting from both contact can be prevented more effectively.

  When the end surface 31a of the hub wheel 1 and the back surface 11a of the mouse portion 11 are not in contact with each other, the foreign matter intrusion means for the concave / convex fitting structure M is provided on the inboard side of the concave / convex fitting structure M. Specifically, as shown in FIG. 12A, the foreign matter intrusion preventing means is provided by a seal member 81 fitted in a gap 80 between the crimped portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11. Composed. In this way, the sealing member 81 closes the gap 80 between the caulking portion 31 of the hub wheel 1 and the back surface 11a of the mouth portion 11, so that rainwater or Intrusion of foreign matter can be prevented. As the seal member 81, a commercially available O-ring or the like as shown in FIG. 12A can be used, and for example, a gasket or the like as shown in FIG. 12B can be used.

  Further, in the wheel bearing device according to the second embodiment, a tapered portion 12c that increases in diameter toward the opening side (outboard side) is provided in the opening portion of the bolt hole 13 of the shaft portion 12. If the tapered portion 12c is formed, the bolt member 50 used when the hub wheel 1 and the joint outer ring 5 are coupled, and the screw shaft 76 used when the hub wheel 1 and the joint outer ring 5 are separated from each other are bolt holes. 13 can be easily screwed together. Such a configuration is also applicable to the bearing device according to the first embodiment shown in FIG.

  Since the configuration other than that described above is substantially the same as that of the bearing apparatus shown in FIG.

  FIG. 13: is sectional drawing which shows the wheel bearing apparatus which concerns on 3rd Embodiment of this invention. The main difference between the wheel bearing device shown in FIG. 1 and that shown in FIG. 1 is that a stepped portion 22f is provided at the end portion on the outboard side of the cylindrical portion 20 of the hub wheel 1, and the hub wheel 1 is connected to the stepped portion 22f. Is that a ring-shaped receiving member 60, which is a separate member, is fitted and the head member 50 a of the bolt member 50 is received by the receiving member 60. That is, in this embodiment, the receiving surface F which receives the seating surface 50a1 of the bolt member 50 by the end surface 60a on the outboard side of the receiving member 60 is configured. Since the configuration other than this is substantially the same as that of the wheel bearing device shown in FIG.

  Although not shown in the drawings, it is of course possible to apply the configuration shown in FIG. 13 to the wheel bearing device according to the second embodiment of the present invention shown in FIG.

  In the embodiment described above, the bolt member 50 is one in which a flange (washer) is integrally provided on the head 50a. However, the washer is a separate member and the head 50a of the bolt member 50 and the hub wheel are separately provided. 1 can also be interposed. In this case, the end surface on the outboard side of the washer constitutes a receiving surface F that receives the seating surface 50 a 1 of the bolt member 50.

  Moreover, in embodiment described above, as shown to Fig.2 (a) and FIG.2 (b), the pitch of the convex part 35 and the pitch of the recessed part 36 are set to the same value. Therefore, as shown in FIG. 2B, the circumferential thickness L of the convex portion 35 and the groove width L0 between the adjacent convex portions are substantially the same at the intermediate portion in the height direction of the convex portion 35. ing. On the other hand, as shown in FIG. 14A, the circumferential thickness L2 of the convex portion 35 is smaller than the groove width L1 between the adjacent convex portions at the intermediate portion in the height direction of the convex portion 35. You can also In other words, at the intermediate portion in the height direction of the convex portion 35, the circumferential thickness L2 of the convex portion 35 of the shaft portion 12 is set to the circumferential thickness L1 of the protruding portion 43 formed between the concave portions 36 of the hub wheel 1. (L2 <L1).

  By satisfying the above relationship in each convex portion 35, the total sum Σ of the circumferential thickness L2 of the convex portion 35 of the shaft portion 12 is set to be smaller than the total sum Σ1 of the circumferential thickness L1 of the protruding portion 43 of the hub wheel 1. It becomes possible to do. Thereby, the shear area of the protrusion 43 of the hub wheel 1 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.

  At this time, it is not necessary to satisfy the relationship of L2 <L1 for all the protrusions 35 and the protrusions 43, and the total sum Σ of the circumferential thicknesses of the protrusions 35 of the shaft part 12 is the protrusion 43 of the hub wheel 1. As long as it becomes smaller than the total sum Σ1 of the circumferential thickness of L, L2 = L1 or L2> L1 for some of the protrusions 35 and the protrusions 43.

  In addition, in FIG. 14A, although the convex part 35 is formed in the cross-sectional trapezoid, the cross-sectional shape of the convex part 35 is not limited to this. For example, as shown in FIG. 14B, the convex portion 35 can be formed in an involute-shaped cross section.

  In the embodiment described above, the male spline 41 (convex portion 35) is formed on the shaft portion 12 side. On the contrary, as shown in FIG. By forming the female spline 61 on the inner diameter surface, the convex portion 35 can be formed on the hub wheel 1 side. In this case, as in the case where the male spline 41 is formed on the shaft portion 12, for example, the female spline 61 of the hub wheel 1 is subjected to thermosetting treatment, while the outer diameter surface of the shaft portion 12 is not burned. By means, the hardness of the convex portion 35 of the hub wheel 1 is made 20 points or more harder than the outer diameter surface of the shaft portion 12 by HRC. The female spline 61 can be formed by various processing methods such as known broaching, cutting, pressing, and drawing. As the thermosetting treatment, various heat treatments such as induction hardening and carburizing and quenching can be employed.

  Thereafter, when the shaft portion 12 is press-fitted into the hole portion 22 of the hub wheel 1, a concave portion 36 that fits with the convex portion 35 is formed on the outer peripheral surface of the shaft portion 12 by the convex portion 35 on the hub wheel 1 side. A concave / convex fitting structure M is formed in which the entire fitting portion of the convex portion 35 and the concave portion 36 is in close contact. The fitting part 38 of the convex part 35 and the recessed part 36 is the range A shown in FIG.15 (b). The other region of the convex portion 35 is a region B that does not fit into the concave portion 36. A gap 62 is formed between the convex portions 35 that are on the outer diameter side of the outer peripheral surface of the shaft portion 12 and adjacent in the circumferential direction.

  As shown in FIG. 16, the intermediate portion in the height direction of the convex portion 35 corresponds to the position of the outer diameter surface of the shaft portion 12 before the concave portion is formed. That is, the outer diameter dimension D10 of the shaft portion 12 is larger than the minimum inner diameter dimension D8 of the convex portion 35 of the female spline 61 (the diameter dimension of the circular orbit passing through the tooth tip 61a of the female spline 61), and the maximum inner diameter of the female spline 61. It is set smaller than the dimension D9 (diameter dimension of the circular orbit connecting the tooth bottom 61b of the female spline 61) (D8 <D10 <D9). Further, when the press-fitting allowance of the convex portion 35 to the shaft portion 12 is Δd and the height of the convex portion 35 is h, the range is set to 0.3 <Δd / 2h <0.86. The press-fitting allowance Δd at this time is represented by a diameter difference (D10−D8) between the outer diameter dimension D10 of the shaft portion 12 and the minimum inner diameter dimension D8 of the convex portion 35. Thereby, since the vicinity of the intermediate portion in the height direction of the convex portion 35 bites into the outer diameter surface of the shaft portion 12, a sufficient press-fitting allowance for the convex portion 35 can be secured, and the concave portion 36 is reliably formed. It becomes possible.

  Also in the concave-convex fitting structure M, as shown in FIG. 15B, the convex portion from the circle C <b> 1 passing through the boundary portion of the convex portion 35 between the region fitted into the concave portion 36 and the region not fitted into the concave portion 36. A circle C2 passing through an intermediate point of the distance to the 35 tooth tips 61a is defined as a pitch circle, and an angle θ1 formed by the radial line and the side surface of the convex portion is 0 ° ≦ θ1 ≦ 45 ° on the pitch circle. Is set. Further, assuming that the diameter of the pitch circle C2 of the convex portion 35 is PCD and the number of the convex portions 35 is Z, 0.30 ≦ PCD / Z ≦ 1.0 is set.

  Even in this configuration, since the protruding portion 45 is formed by press-fitting, it is preferable to provide a pocket portion 46 for storing the protruding portion 45. In this configuration, since the protruding portion 45 is formed on the inboard side of the shaft portion 12, the pocket portion 46 is provided on the inboard side with respect to the concave-convex fitting structure M and on the hub wheel 1 side (illustration is omitted). ).

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

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications can be made. For example, as the cross-sectional shape of the convex portion 35 of the concave-convex fitting structure M, in addition to the shapes shown in FIGS. 2, 3A to 3C, and FIGS. The convex part 35 which has various cross-sectional shapes, such as a shape and a rectangular shape, is employable, and the area of the convex part 35, the number, the circumferential arrangement | positioning pitch, etc. can be changed arbitrarily. The convex portion 35 can also be formed of a key separate from the shaft portion 12 and the hub wheel 11.

  Further, the hole portion 22 of the hub wheel 1 may be a deformed hole such as a polygonal hole other than a circular hole, and the cross-sectional shape of the shaft portion 12 fitted into the hole 22 is also a polygon other than a circular cross section. It may have an irregular cross section. Further, when the shaft portion 12 is press-fitted into the hub wheel 1, it is sufficient that the hardness of the end region including at least the end surface on the press-fitting start side of the convex portion 35 is higher than the hardness of the press-fitted side. It is not necessary to increase the overall hardness of 35. Moreover, in embodiment described above, as shown in FIG.2 (b), FIG.15 (b), etc., the outer diameter surface of the axial part 12 which comprises the uneven | corrugated fitting structure M, the inner diameter surface of the hub wheel 1, and The gaps 40 and 62 are formed between the adjacent grooves, but the entire groove formed between the adjacent convex portions 35 can be filled with the mating meat so that the gaps 40 and 62 are not formed. Good.

  Although illustration is omitted, small concave portions are provided in advance along the circumferential direction at predetermined intervals on a member into which a member having the convex portion 35 is press-fitted (a member on the side where the concave portion 36 is formed). Also good. The small recess needs to be smaller than the volume of the recess 36. By providing such a small concave portion, the capacity of the protruding portion 45 formed when the convex portion 35 is press-fitted can be reduced, so that the press-fit resistance can be reduced. Moreover, since the protrusion part 45 can be decreased, the volume of the pocket part 46 can be made small and the workability of the pocket part 46 and the improvement of the intensity | strength of the axial part 12 can be aimed at. In addition, the shape of a small recessed part can employ | adopt various things, such as a triangle shape, semi-ellipse shape, and a rectangle, and can also set the number arbitrarily.

  Further, as the rolling element 30 of the wheel bearing 2, a roller can be used in addition to the ball. Further, in the constant velocity universal joint 3, the joint inner ring 6 and the shaft 10 may be integrated via the concave / convex fitting structure M described above.

  In the above embodiment, the present invention is applied to a third generation wheel bearing device. However, the present invention is also applied to the first generation, second generation, and further fourth generation wheel bearing devices. The same can be applied.

DESCRIPTION OF SYMBOLS 1 Hub wheel 2 Wheel bearing 3 Constant velocity universal joint 5 Joint outer ring 11 Mouse part 12 Shaft part 13 Bolt hole 22 Hole part 22a Shaft part fitting hole 22d Inner wall 26, 27 Outer raceway surface (outer race)
28, 29 Inner raceway surface (inner race)
31 Caulking part 35 Convex part 36 Concave part 37 Inner diameter surface 38 Fitting part 44 Guide groove 45 Projection part 46 Pocket part 50 Bolt member 50b2 Male thread part F Receiving surface M Concave / concave fitting structure M1 Guide part

Claims (10)

An outer member having a double-row raceway surface on the inner periphery, a hub ring attached to a wheel, and an inner member having a double-row raceway surface facing the raceway surface of the outer member on the outer periphery; And a hub for a wheel having a double row rolling element interposed between raceways of the inner member and a constant velocity universal joint having an outer joint member, and a shaft portion of the outer joint member and the hub A projecting portion extending in the axial direction provided in any one of the hole portions of the ring is press-fitted into the other, and a concave portion is formed by the convex portion on the other, thereby fitting the convex portion with the concave portion. The hub and the outer joint member were fastened with a bolt member screwed into a bolt hole provided in the shaft portion of the outer joint member, and the bolt member was removed. Of the concave-convex fitting structure by applying an axial pull-out force in a state. A wheel bearing device that allows the release,
A receiving surface of the bolt member is formed on the hub wheel directly or through another member, and the hub wheel and the outer joint member are fastened by the bolt member between the receiving surface and the bolt hole. And, at the end of the other press-fitting start side, a guide part for guiding the press-fitting of the convex part is provided,
A bolt member in which a seating surface is brought into contact with the receiving surface when reassembling after separation of the concave-convex fitting structure, and when an end portion on the press-fitting start side of the convex portion is fitted to the guide portion. The wheel bearing device is characterized in that the length of the bolt member is set so that the male screw portion of the bolt engages with the female screw portion of the bolt hole for the first time.   The shaft portion of the outer joint member is provided with the convex portion, and the hardness of at least the end portion on the press-fitting start side of the convex portion is made higher than the inner diameter portion of the hole portion of the hub wheel. The wheel bearing device described.   The shaft portion of the outer joint member is provided with the convex portion, and further provided with a pocket portion for accommodating a protruding portion generated by forming the concave portion by press-fitting the convex portion. Wheel bearing device.   The convex portion is provided in the hole portion of the hub wheel, and the hardness of at least the end portion on the press-fitting start side of the convex portion is made higher than the outer diameter portion of the shaft portion of the outer joint member. The wheel bearing apparatus described in 1.   5. The hole portion of the hub wheel is provided with the convex portion and a pocket portion for accommodating a protruding portion generated by forming the concave portion by press-fitting the convex portion. Wheel bearing device.   The convex portions are provided at a plurality of locations in the circumferential direction, and the thickness in the circumferential direction of the convex portions is made smaller than the groove width between adjacent convex portions at the intermediate portion in the height direction of the convex portions. The wheel bearing device according to any one of claims 1 to 5.   The convex portions are provided at a plurality of locations in the circumferential direction, and in the intermediate portion in the height direction of the convex portions, the sum of the circumferential thicknesses of the convex portions is larger than the sum of the groove widths between the adjacent convex portions. The wheel bearing device according to any one of claims 1 to 5, wherein the wheel bearing device is small. The inner member further includes an inner ring that is press-fitted into an outer periphery of an inboard side end of the hub wheel, and the raceway surface is provided on the outer periphery of the hub wheel and the inner ring,
The wheel bearing device according to any one of claims 1 to 7, wherein a preload is applied to the wheel bearing by caulking an end portion of the hub wheel.   The wheel bearing device according to any one of claims 1 to 8, wherein an end surface of the hub wheel and an end surface of the outer joint member facing each other are brought into contact with each other with a surface pressure of 100 MPa or less.   The wheel bearing device according to any one of claims 1 to 9, wherein a sealing material is interposed between a seating surface of the bolt member and a receiving surface of the hub wheel.

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