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JP4009807B2 - Hub unit - Google Patents

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Publication number
JP4009807B2
JP4009807B2 JP2000042456A JP2000042456A JP4009807B2 JP 4009807 B2 JP4009807 B2 JP 4009807B2 JP 2000042456 A JP2000042456 A JP 2000042456A JP 2000042456 A JP2000042456 A JP 2000042456A JP 4009807 B2 JP4009807 B2 JP 4009807B2
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JP
Japan
Prior art keywords
constant velocity
velocity joint
rolling bearing
hub wheel
row rolling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP2000042456A
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Japanese (ja)
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JP2001233009A (en
Inventor
孝爾 嶋
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JTEKT Corp
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JTEKT Corp
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Priority to JP2000042456A priority Critical patent/JP4009807B2/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/30—Parts of ball or roller bearings
    • F16C33/58—Raceways; Race rings
    • F16C33/581—Raceways; Race rings integral with other parts, e.g. with housings or machine elements such as shafts or gear wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/14—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load
    • F16C19/18—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls
    • F16C19/181—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact
    • F16C19/183—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles
    • F16C19/184—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement
    • F16C19/186—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for both radial and axial load with two or more rows of balls with angular contact with two rows at opposite angles in O-arrangement with three raceways provided integrally on parts other than race rings, e.g. third generation hubs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Rolling Contact Bearings (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、ディスクブレーキ装置のディスクロータおよび車輪が取り付けられるハブユニットに関する。
【０００２】
【従来の技術】
従来のこの種のハブユニットを図３に示す。図例のハブユニット１０１は、車両の駆動輪側に使用されるもので、ハブホイール１０２の外周に対して複列転がり軸受１０３を装着した構成になっている。
【０００３】
このハブユニット１０１のハブホイール１０２は、図４に示すように、ドライブシャフトアッセンブリ１０４を介して車両のデファレンシャル装置１０５に連結される。このハブホイール１０２の軸方向外端部に一体形成される径方向外向きのフランジ１０２ａの外面には、ディスクブレーキ装置のディスクロータ１０６および車輪（図示省略）があてがわれた状態で取り付けられる。そして、ハブユニット１０１の複列転がり軸受１０３の外輪１０３ａに一体形成される径方向外向きのフランジ１０３ｂが車体１０７などに対してボルト止めされる。
【０００４】
ドライブシャフトアッセンブリ１０４は、シャフト１０８の両端に等速ジョイント１０９，１１０を取り付けた構成である。なお、両端の等速ジョイント１０９，１１０について、ハブユニット１０１側に配置されるものをアウトボード側等速ジョイント１０９とし、デファレンシャル装置１０５側に配置されるものをインボード側等速ジョイント１１０とする。
【０００５】
アウトボード側等速ジョイント１０９は、一般的に周知のＣＶＪ（Ｃｏｎｓｔａｎｔ Ｖｅｌｏｃｉｔｙ Ｊｏｉｎｔ）と呼ばれるもので、その外輪１０９ａと一体の軸部１０９ｂがハブホイール１０２の中心孔に対してスプライン嵌合されるようになっている。
【０００６】
【発明が解決しようとする課題】
上記従来例では、アウトボード側等速ジョイント１０９をハブユニット１の内側に隣り合わせに配設しているので、アウトボード側の等速ジョイント１０９の傾動支点と複列転がり軸受１０３の軸方向中央位置とが軸方向に離されている。そのため、当該等速ジョイント１０９のトルク伝達時や偶力発生時においてハブユニット１０１の複列転がり軸受１０３に対して過大な曲げモーメントが作用することになり、複列転がり軸受１０３の寿命低下につながる。
【０００７】
また、図４に示すように、アウトボード側等速ジョイント１０９がデファレンシャル装置１０５に対して高低差Ｈを付けた状態で設置される状況では、アウトボード側等速ジョイント１０９の傾動支点からシャフト１０８とデファレンシャル装置１０５との連結部位までの水平直線距離Ｌ２を長くすれば、シャフト１０８の傾き角度つまりジョイント角度θ２を小さくできるのであるが、アウトボード側等速ジョイント１０９をハブユニット１の内側に隣り合わせに配設している関係より、前記水平直線距離Ｌ２が短くなっている。そのため、トルク伝達時に発生する偶力が大きくなって複列転がり軸受１０３に対して付与される振動が大きくなりやすいなど、複列転がり軸受１０３の寿命低下につながる他、等速ジョイント１０９を覆うブーツ（図示省略）の屈曲量が大きくなってブーツの寿命低下をもたらす。
【０００８】
ところで、上記従来例では、図３中のクロスハッチングで示すようにアウトボード側の等速ジョイント１０９の外輪１０９ａの内周面（ボール軌道面）や軸部１０９ｂのスプライン部を硬化させているが、上述した曲げモーメントを緩和するには、外輪１０９ａと軸部１０９ｂとの連接部分について非硬化として靭性を確保することが重要になるために、前述した外輪１０９ａの内周面や軸部１０９ｂのスプライン部に対して局部的に硬化処理を施す必要があるなど、硬化処理が複雑になるなど加工コストが高くつく結果になっている。
【０００９】
このような事情に鑑み、本発明は、ハブユニットにおいて、主として、複列転がり軸受の寿命向上を図ることを目的とする。
【００１０】
【課題を解決するための手段】
本発明第１のハブユニットは、車輪が取付けられるとともに、外周に複列転がり軸受が取付けられ、内周に等速ジョイント外輪部が形成されたハブホイールにおいて、前記複列転がり軸受の二列の軌道間の軸方向中央位置に前記等速ジョイントの傾動支点が配置され、前記複列転がり軸受は、前記ハブホイールの外周面に一体に形成された一方の内輪と、前記ハブホイールの外周面に外嵌された他方の内輪とを備え、他方の内輪が、ハブホイールの等速ジョイント外輪部の軸方向内端に形成したかしめ部により、ハブホイールに取付けられ、前記ハブホイールは、前記かしめ部を除く全体が硬化されている、ことを特徴としている。
【００１５】
以上、本発明では、複列転がり軸受の軸方向中央位置に対して等速ジョイントの傾動支点を配置させる構成にしているから、等速ジョイントのトルク伝達時や偶力発生時においてハブユニットの複列転がり軸受に対して曲げモーメントが作用せずに済む。さらに、等速ジョイントの傾動支点からシャフトとデファレンシャル装置との連結部位までの水平直線距離が従来例に比べて長くなって、シャフトの傾き角度つまりジョイント角度が従来例に比べて小さくなるから、複列転がり軸受に対して振動が加わりにくくなる。
【００１６】
また、ハブホイールに等速ジョイントの外輪や複列転がり軸受の片側内輪を一体化して兼用させていれば、部品点数が少なくて済む。しかも、このような一体化構造では、上述したように曲げモーメントが発生しないことに伴い、従来例のように等速ジョイントの外輪部分に靭性領域を確保する必要がなくなるから、ハブホイールにおいて等速ジョイントの外輪部分や複列転がり軸受の片側内輪部分を硬化するにあたって、従来例のように局部的な硬化処理を施さずに全体的に硬化処理することが可能になるなど、硬化処理が簡単に行える点で有利となる。
【００１７】
【発明の実施の形態】
本発明の詳細を図面に示す実施形態に基づいて説明する。
【００１８】
図１および図２は本発明の一実施形態を示している。図１は、ハブユニットの縦断側面図、図２は、ハブユニットの使用形態を示す模式図である。
【００１９】
図例のハブユニット１は、ハブホイール２の外周に複列外向きアンギュラ玉軸受などの複列転がり軸受３が、ハブホイール２の内周に等速ジョイント４が組み込まれた構成になっている。
【００２０】
ハブホイール２は、有底円筒形の本体２１の軸方向外端に径方向外向きのフランジ２２を設けた形状である。
【００２１】
複列転がり軸受３は、ハブホイール２の本体２１において軸方向内端側に外嵌される単一軌道を有する内輪３１と、二列の軌道溝を有する単一の外輪３２と、二列で配設される複数の玉３３と、二つの冠形保持器３４とを備えており、前述のハブホイール２の本体２１の外周面を一方内輪とする構成になっている。
【００２２】
等速ジョイント４は、一般的に周知のＣＶＪ（Ｃｏｎｓｔａｎｔ Ｖｅｌｏｃｉｔｙ Ｊｏｉｎｔ）と呼ばれるものであるが、ここでは、ハブホイール２の本体２１を外輪とする構成になっている関係上、内輪４１と、複数の玉４２と、保持器４３とを備える。
【００２３】
そして、ハブホイール２の軸方向外端部に一体形成される径方向外向きのフランジ２２の外面に対して、ディスクブレーキ装置のディスクロータ５および車輪（図示省略）があてがわれた状態で取り付けられ、複列転がり軸受３の外輪３２に一体形成される径方向外向きのフランジ３５が車体６などに対してボルト止めされる。また、等速ジョイント４は、図２に示すような形態でシャフト７を介して車両のデファレンシャル装置８に対して連結される。なお、シャフト７は、その軸端が等速ジョイント４の内輪４１に対してスプライン嵌合されて止め輪９などで抜け止め固定される。
【００２４】
これにより、シャフト７の回転動力が、等速ジョイント４を介してハブホイール２に取り付けられてある車輪（図示省略）に対して伝達される。
【００２５】
なお、上記等速ジョイント４は、通常、シャフト７と、シャフト７の他端に取り付けられる等速ジョイント１０とでドライブシャフトアッセンブリを構成するものであるが、この実施形態のハブユニット１では、上記等速ジョイント４を組み込んでいるから、ドライブシャフトアッセンブリと合体した製品とすることができる。
【００２６】
ところで、図１中のクロスハッチングで示すように、ハブホイール２において等速ジョイント４の外輪となる領域や複列転がり軸受３の片側内輪となる領域は、等速ジョイント４の玉４２や複列転がり軸受３の玉３３の軌道面となるので、そこを焼入れにより硬化させている。この硬化については、前述した２つの領域のみを局部的に施してもよいし、ハブホイール２において軸方向内端のかしめ部分を除く全体に対して施してもよい。
【００２７】
このように、ハブユニット１に対して等速ジョイント４を一体化して、この等速ジョイント４の傾動支点を複列転がり軸受３の軸方向中央位置に配置していれば、等速ジョイント４のトルク伝達時や偶力発生時においてハブユニット１の複列転がり軸受３に対して曲げモーメントが作用せずに済む。しかも、等速ジョイント９の傾動支点からシャフト７とデファレンシャル装置８との連結部位までの水平直線距離Ｌ１が従来例に比べて長くなって、シャフト７の傾き角度つまりジョイント角度θ１が従来例に比べて小さくなるから、複列転がり軸受３に対してジョイント角度が要因となる起動力が小さくなる。したがって、複列転がり軸受３の寿命向上が可能となる。この他、ジョイント角度θ１が小さくなることに伴い等速ジョイント４に付設されるブーツ（図示省略）の屈曲量が小さくなって、その破損寿命が向上することになる。
【００２８】
また、ハブホイール２に等速ジョイント４の外輪や複列転がり軸受３の片側内輪を一体化して兼用させていれば、部品点数が少なくて済む。しかも、このような一体化構造では、上述したように曲げモーメントが発生しないことに伴い、従来例のように等速ジョイント４の外輪部分に靭性領域を確保する必要がなくなるから、ハブホイール２において等速ジョイント４の外輪部分や複列転がり軸受３の片側内輪部分を硬化するにあたって、従来例のように局部的な硬化処理を施さずに全体的に硬化処理することが可能になるなど、硬化処理が簡単に行える点で有利となる。
【００２９】
なお、本発明は上記実施形態のみに限定されるものではなく、種々な応用や変形が考えられる。
【００３０】
（１）上記実施形態では、ハブホイール２に等速ジョイント４の外輪や複列転がり軸受３の片側内輪を一体化して兼用させているが、これらを別体にしたものも本発明に含まれる。
【００３１】
【発明の効果】
本願発明では、等速ジョイントのトルク伝達時や偶力発生時においてハブユニットの複列転がり軸受に対して曲げモーメントが作用せずに済む他、等速ジョイントの傾動支点からシャフトとデファレンシャル装置との連結部位までの水平直線距離が従来例に比べて長くなって、シャフトの傾き角度つまりジョイント角度が従来例に比べて小さくなるから、複列転がり軸受に対して振動が加わりにくくなり、結果的に複列転がり軸受の寿命向上に貢献できるようになる。この他、ジョイント角度が小さくなることに伴い等速ジョイントに付設されるブーツ（図示省略）の屈曲量が小さくなって、その破損寿命が向上することになる。
【００３２】
特に、本願発明では、ハブホイールに複列転がり軸受の片側内輪を一体化して兼用させているから、部位点数が少なくて済んでイニシャルコストの低減に貢献できるようになる。
【００３３】
また、本願発明では、上述したように、ハブホイールにおいて等速ジョイントの外輪部分や複列転がり軸受の片側内輪部分を硬化しているから、ハブホイールの強度確保が可能となる。しかも、この場合、上述したように曲げモーメントが発生しないことに伴い、従来例のように等速ジョイントの外輪部分に靱性領域を確保する必要がなくなるから、ハブホイールにおいて等速ジョイントの外輪部分や複列転がり軸受の片側内側部分を硬化するにあたって、従来例のように局部的な硬化処理を施さずに全体的に硬化処理することが可能となるなど、硬化処理を簡略化できて製造コストの低減に貢献できるようになる。
【図面の簡単な説明】
【図１】本発明の一実施形態にかかるハブユニットの縦断側面図
【図２】図１のハブユニットの使用形態を示す模式図
【図３】従来例にかかるハブユニットの縦断側面図
【図４】図３のハブユニットの使用形態を示す模式図
【符号の説明】
１ ハブユニット
２ ハブホイール
３ 複列転がり軸受
４ 等速ジョイント
５ ディスクロータ
６ 車体
７ シャフト
８ デファレンシャル装置
２１ ハブホイール２の本体
２２ ハブホイール２のフランジ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hub unit to which a disc rotor and wheels of a disc brake device are attached.
[0002]
[Prior art]
A conventional hub unit of this type is shown in FIG. The hub unit 101 shown in the figure is used on the drive wheel side of a vehicle, and has a configuration in which a double row rolling bearing 103 is mounted on the outer periphery of the hub wheel 102.
[0003]
As shown in FIG. 4, the hub wheel 102 of the hub unit 101 is coupled to a vehicle differential device 105 via a drive shaft assembly 104. A disk rotor 106 and a wheel (not shown) of the disk brake device are attached to the outer surface of a radially outward flange 102a formed integrally with the axially outer end of the hub wheel 102. A radially outward flange 103b formed integrally with the outer ring 103a of the double row rolling bearing 103 of the hub unit 101 is bolted to the vehicle body 107 or the like.
[0004]
The drive shaft assembly 104 has a configuration in which constant velocity joints 109 and 110 are attached to both ends of a shaft 108. Regarding the constant velocity joints 109 and 110 at both ends, the one arranged on the hub unit 101 side is the outboard side constant velocity joint 109 and the one arranged on the differential device 105 side is the inboard side constant velocity joint 110. .
[0005]
The outboard side constant velocity joint 109 is generally called CVJ (Constant Velocity Joint), and the shaft portion 109b integrated with the outer ring 109a is spline-fitted to the center hole of the hub wheel 102. It has become.
[0006]
[Problems to be solved by the invention]
In the above conventional example, the outboard side constant velocity joint 109 is disposed adjacent to the inside of the hub unit 1, so that the tilting fulcrum of the outboard side constant velocity joint 109 and the center position in the axial direction of the double row rolling bearing 103 are arranged. And are separated in the axial direction. Therefore, an excessive bending moment acts on the double row rolling bearing 103 of the hub unit 101 when torque is transmitted to the constant velocity joint 109 or when a couple is generated, leading to a reduction in the life of the double row rolling bearing 103. .
[0007]
In addition, as shown in FIG. 4, in a situation where the outboard side constant velocity joint 109 is installed with a height difference H with respect to the differential device 105, the shaft 108 extends from the tilting fulcrum of the outboard side constant velocity joint 109. If the horizontal linear distance L2 to the connecting portion between the motor and the differential device 105 is increased, the tilt angle of the shaft 108, that is, the joint angle θ2 can be reduced. However, the outboard side constant velocity joint 109 is adjacent to the inside of the hub unit 1. Therefore, the horizontal straight line distance L2 is shorter than the relationship in FIG. For this reason, the couple generated during torque transmission is increased, and the vibration applied to the double row rolling bearing 103 is likely to be increased. This leads to a decrease in the life of the double row rolling bearing 103, and the boot covering the constant velocity joint 109. The amount of bending (not shown) increases, resulting in a decrease in boot life.
[0008]
In the above conventional example, as shown by cross hatching in FIG. 3, the inner peripheral surface (ball raceway surface) of the outer ring 109a of the constant velocity joint 109 on the outboard side and the spline portion of the shaft portion 109b are hardened. In order to relieve the bending moment described above, it is important to ensure toughness by non-hardening the connecting portion between the outer ring 109a and the shaft portion 109b. Therefore, the inner circumferential surface of the outer ring 109a and the shaft portion 109b described above are important. As a result, it is necessary to locally perform a curing process on the spline portion, resulting in a complicated processing cost and a high processing cost.
[0009]
In view of such circumstances, an object of the present invention is to mainly improve the life of a double row rolling bearing in a hub unit.
[0010]
[Means for Solving the Problems]
The first hub unit of the present invention is a hub wheel in which a wheel is attached, a double row rolling bearing is attached to the outer periphery, and a constant velocity joint outer ring portion is formed on the inner periphery . A tilting fulcrum of the constant velocity joint is disposed at an axial center position between the tracks, and the double row rolling bearing is formed on one outer ring integrally formed on the outer peripheral surface of the hub wheel, and on the outer peripheral surface of the hub wheel. And the other inner ring is attached to the hub wheel by a caulking portion formed at an axially inner end of the constant velocity joint outer ring portion of the hub wheel, and the hub wheel is connected to the caulking portion. The whole is hardened except for .
[0015]
As described above, in the present invention, the tilt fulcrum of the constant velocity joint is arranged with respect to the axial center position of the double row rolling bearing. A bending moment does not act on the row rolling bearing. Furthermore, since the horizontal linear distance from the tilting fulcrum of the constant velocity joint to the connecting portion of the shaft and the differential device is longer than that of the conventional example, the shaft inclination angle, that is, the joint angle is smaller than that of the conventional example. Vibration is less likely to be applied to the row rolling bearing.
[0016]
If the hub wheel is integrated with the outer ring of the constant velocity joint and the inner ring on one side of the double row rolling bearing, the number of parts can be reduced. In addition, in such an integrated structure, since no bending moment is generated as described above, it is not necessary to secure a toughness region in the outer ring portion of the constant velocity joint as in the conventional example. When curing the outer ring part of the joint and the inner ring part of one side of the double row rolling bearing, it is possible to perform the entire curing process without applying a local curing process as in the conventional example. It is advantageous in that it can be done.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
The details of the present invention will be described based on embodiments shown in the drawings.
[0018]
1 and 2 show an embodiment of the present invention. FIG. 1 is a longitudinal side view of the hub unit, and FIG. 2 is a schematic view showing a usage form of the hub unit.
[0019]
The hub unit 1 shown in the figure has a structure in which a double-row rolling bearing 3 such as a double-row outward angular ball bearing is incorporated on the outer periphery of the hub wheel 2 and a constant velocity joint 4 is incorporated on the inner periphery of the hub wheel 2. .
[0020]
The hub wheel 2 has a shape in which a radially outward flange 22 is provided at an axially outer end of a bottomed cylindrical main body 21.
[0021]
The double row rolling bearing 3 includes an inner ring 31 having a single race that is fitted on the inner end side in the axial direction of the main body 21 of the hub wheel 2, a single outer race 32 having two rows of race grooves, and two rows. A plurality of balls 33 and two crown-shaped cages 34 are provided, and the outer peripheral surface of the main body 21 of the hub wheel 2 is configured as one inner ring.
[0022]
The constant velocity joint 4 is generally referred to as a well-known CVJ (Constant Velocity Joint), but here, because of the configuration in which the main body 21 of the hub wheel 2 is the outer ring, Ball 42 and retainer 43.
[0023]
Then, the disk rotor 5 and the wheel (not shown) of the disk brake device are attached to the outer surface of the radially outward flange 22 formed integrally with the axially outer end of the hub wheel 2. Then, a radially outward flange 35 formed integrally with the outer ring 32 of the double row rolling bearing 3 is bolted to the vehicle body 6 or the like. Moreover, the constant velocity joint 4 is connected with respect to the differential apparatus 8 of a vehicle through the shaft 7 with a form as shown in FIG. The shaft end of the shaft 7 is spline-fitted to the inner ring 41 of the constant velocity joint 4 and fixed with a retaining ring 9 or the like.
[0024]
As a result, the rotational power of the shaft 7 is transmitted to the wheel (not shown) attached to the hub wheel 2 via the constant velocity joint 4.
[0025]
The constant velocity joint 4 normally constitutes a drive shaft assembly with the shaft 7 and the constant velocity joint 10 attached to the other end of the shaft 7. In the hub unit 1 of this embodiment, Since the constant velocity joint 4 is incorporated, a product combined with the drive shaft assembly can be obtained.
[0026]
By the way, as shown by cross hatching in FIG. 1, the region that becomes the outer ring of the constant velocity joint 4 and the region that becomes the inner ring on one side of the double row rolling bearing 3 in the hub wheel 2 are the balls 42 and double rows of the constant velocity joint 4. Since it becomes a raceway surface of the ball 33 of the rolling bearing 3, it is hardened by quenching. About this hardening, you may give to only the two area | regions mentioned above locally, or it may apply to the whole except the caulking part of the axial direction inner end in the hub wheel 2. FIG.
[0027]
As described above, if the constant velocity joint 4 is integrated with the hub unit 1 and the tilting fulcrum of the constant velocity joint 4 is arranged at the center position in the axial direction of the double row rolling bearing 3, the constant velocity joint 4 is provided. No bending moment is applied to the double row rolling bearing 3 of the hub unit 1 when torque is transmitted or when a couple is generated. In addition, the horizontal linear distance L1 from the tilting fulcrum of the constant velocity joint 9 to the connecting portion of the shaft 7 and the differential device 8 is longer than in the conventional example, and the tilt angle of the shaft 7, that is, the joint angle θ1 is larger than in the conventional example. Therefore, the starting force due to the joint angle with respect to the double row rolling bearing 3 is reduced. Therefore, the life of the double row rolling bearing 3 can be improved. In addition, as the joint angle θ1 becomes smaller, the amount of bending of a boot (not shown) attached to the constant velocity joint 4 becomes smaller, and the damage life is improved.
[0028]
Further, if the hub wheel 2 is integrated with the outer ring of the constant velocity joint 4 and the inner ring of one side of the double row rolling bearing 3, the number of parts can be reduced. Moreover, in such an integrated structure, since no bending moment is generated as described above, it is not necessary to secure a toughness region in the outer ring portion of the constant velocity joint 4 as in the conventional example. When the outer ring portion of the constant velocity joint 4 and the inner ring portion of one side of the double row rolling bearing 3 are cured, it can be cured as a whole without performing a local curing treatment as in the conventional example. This is advantageous in that the processing can be performed easily.
[0029]
In addition, this invention is not limited only to the said embodiment, Various application and deformation | transformation can be considered.
[0030]
(1) In the above-described embodiment, the outer ring of the constant velocity joint 4 and the one-side inner ring of the double row rolling bearing 3 are integrated with the hub wheel 2 and used together. .
[0031]
【The invention's effect】
In the present invention, a bending moment does not need to act on the double row rolling bearing of the hub unit at the time of torque transmission of the constant velocity joint or when a couple of forces is generated, and the shaft and the differential unit are Since the horizontal linear distance to the connection part is longer than in the conventional example and the shaft tilt angle, that is, the joint angle, is smaller than in the conventional example, vibration is less likely to be applied to the double row rolling bearing. This will contribute to the improvement of the service life of double row rolling bearings. In addition, as the joint angle becomes smaller, the amount of bending of the boot (not shown) attached to the constant velocity joint becomes smaller, and the breakage life is improved.
[0032]
In particular, in the present invention, since the single-side inner ring of the double row rolling bearing is integrated with the hub wheel, the number of parts can be reduced, and the initial cost can be reduced.
[0033]
In the present invention, as described above, since the outer ring portion of the constant velocity joint and the one-side inner ring portion of the double row rolling bearing are hardened in the hub wheel, the strength of the hub wheel can be ensured. In addition, in this case, since no bending moment is generated as described above, it becomes unnecessary to secure a toughness region in the outer ring portion of the constant velocity joint as in the conventional example. When curing the inner part of one side of a double row rolling bearing, it is possible to simplify the curing process, such as making it possible to perform the entire curing process without applying a local curing process as in the conventional example. Can contribute to reduction.
[Brief description of the drawings]
FIG. 1 is a vertical side view of a hub unit according to an embodiment of the present invention. FIG. 2 is a schematic view showing a usage pattern of the hub unit of FIG. 1. FIG. 4] Schematic diagram showing how the hub unit of FIG. 3 is used [Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Hub unit 2 Hub wheel 3 Double row rolling bearing 4 Constant velocity joint 5 Disc rotor 6 Car body 7 Shaft 8 Differential apparatus 21 Body 22 of hub wheel 2 Flange of hub wheel 2

Claims (1)

車輪が取付けられるとともに、外周に複列転がり軸受が取付けられ、内周に等速ジョイント外輪部が形成されたハブホイールにおいて、
前記複列転がり軸受の二列の軌道間の軸方向中央位置に前記等速ジョイントの傾動支点が配置され、
前記複列転がり軸受は、前記ハブホイールの外周面に一体に形成された一方の内輪と、前記ハブホイールの外周面に外嵌された他方の内輪とを備え、
他方の内輪が、ハブホイールの等速ジョイント外輪部の軸方向内端に形成したかしめ部により、ハブホイールに取付けられ、
前記ハブホイールは、前記かしめ部を除く全体が硬化されている、ことを特徴とするハブユニット。In a hub wheel in which a wheel is mounted, a double row rolling bearing is mounted on the outer periphery, and a constant velocity joint outer ring portion is formed on the inner periphery,
The tilting fulcrum of the constant velocity joint is arranged at the axial center position between the two rows of raceways of the double row rolling bearing,
The double row rolling bearing comprises one inner ring integrally formed on the outer peripheral surface of the hub wheel, and the other inner ring externally fitted on the outer peripheral surface of the hub wheel,
The other inner ring is attached to the hub wheel by a caulking portion formed at the axially inner end of the constant velocity joint outer ring portion of the hub wheel,
The hub unit is characterized in that the hub wheel is entirely cured except for the caulking portion .
JP2000042456A 2000-02-21 2000-02-21 Hub unit Expired - Fee Related JP4009807B2 (en)

Priority Applications (1)

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Application Number Priority Date Filing Date Title
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JP4009807B2 true JP4009807B2 (en) 2007-11-21

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Publication number Priority date Publication date Assignee Title
JP2005195168A (en) 2003-12-10 2005-07-21 Ntn Corp Bearing for wheel and semi-floating type bearing unit equipped with the same
KR101399216B1 (en) * 2013-05-14 2014-05-27 현대위아 주식회사 Corner module apparatus for a drving wheel of vehicle
JP6816657B2 (en) * 2017-06-05 2021-01-20 日本精工株式会社 Hub unit bearing
KR102064275B1 (en) * 2018-04-02 2020-01-09 주식회사 일진글로벌 Wheel bearing for vehicle
KR20190125108A (en) * 2018-04-27 2019-11-06 주식회사 일진글로벌 Wheel bearing assembly
WO2019208854A1 (en) * 2018-04-27 2019-10-31 주식회사 일진글로벌 Wheel bearing assembly
KR102556455B1 (en) * 2018-12-19 2023-07-18 주식회사 일진글로벌 Wheel bearing assembly
KR102543235B1 (en) * 2018-12-19 2023-06-14 주식회사 일진글로벌 Wheel bearing assembly
KR102551832B1 (en) * 2018-12-20 2023-07-06 주식회사 일진글로벌 Wheel bearing assembly
KR102199528B1 (en) * 2019-04-19 2021-01-07 현대위아 주식회사 Vehicle drive axle with anti-strain capability
KR102224161B1 (en) * 2019-05-20 2021-03-05 현대자동차주식회사 Axle assembly for driving wheel of vehicle

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