JP2010202125A - Bearing device for driving wheel and method of manufacturing the same - Google Patents

Abstract

Provided is a drive wheel bearing device in which an increase in assembly man-hours of an assembling contractor is suppressed.
A bearing device 10 that is a drive wheel bearing device includes a constant velocity joint 30 that is coupled to a drive shaft DS, a hub unit 20 that is assembled with the equivalent velocity joint 30 and that rotatably supports a drive wheel WH. Is provided. The constant velocity joint 30 is attached to an outer ring 32 that supports the drive shaft DS, a shaft part 35 that extends from the outer ring 32 to the outside of the vehicle in the axial direction, and a coaxial part 35. The hub unit 20 is provided with an insertion portion 214 that allows the shaft portion 35 to be inserted, and the end surface 215 is engaged with the face spline portion 41 of the engagement member 40. A rotating part 21 in which a face spline part 216 is formed is provided, and the meshing member 40 is fixed to the end face 215 of the rotating part 21 by caulking the end face of the shaft part 35.
[Selection] Figure 1

Description

  The present invention relates to a drive wheel bearing device including a constant velocity joint coupled to a drive shaft and a hub unit that is assembled with the equivalent speed joint and rotatably supports a wheel, and a method of manufacturing the drive wheel bearing device. About.

  As the drive wheel bearing device, there is known a structure in which a constant velocity joint and a hub unit as in Patent Document 1 are assembled with a nut. The structure of this conventional drive wheel bearing device 100 will be described below with reference to FIG.

  As shown in FIG. 6, the drive wheel bearing device 100 includes a hub unit 110 and a constant velocity joint 120 into which a shaft portion 121 is inserted into a through hole 111 provided in the hub unit 110. . A nut 130 is fastened to one end of the shaft 121 inserted into the through hole 111. A face spline 113 is formed on the surface of the hub shaft 112 of the hub unit 110 that faces the outer ring 122 of the constant velocity joint 120. A face spline 123 is similarly formed on the surface of the outer ring 122 facing the hub unit 110. When these face splines 113 and 123 mesh with each other, the rotational torque of the constant velocity joint 120 is transmitted to the hub unit 110.

JP 2008-174178 A

  By the way, in the drive wheel bearing device 100 having the conventional structure, the hub unit 110, the constant velocity joint 120, and the nut 130 are supplied to an assembly company that assembles the drive wheel bearing device 100 to the vehicle, and then the assembly company operates the hub. The unit 110 and the constant velocity joint 120 were assembled using the nut 130. As a result, the assembly man-hours of the assembly company have increased.

  This invention is made | formed in view of the said situation, The place made into the objective is providing the bearing apparatus for drive wheels which suppressed the increase in the assembly man-hour of the assembler.

  The invention according to claim 1 is a drive wheel bearing device including a constant velocity joint coupled to the drive shaft and a hub unit that is assembled with the equivalent speed joint and rotatably supports the wheel. An outer ring that supports the drive shaft, a shaft portion that extends from the outer ring to the opposite side of the drive shaft, and a mesh member that is attached to the coaxial portion and has a face spline formed on the end surface thereof. The hub unit is provided with a through-hole through which the shaft portion can be inserted, and a rotating portion in which a face spline that meshes with the face spline of the meshing member is formed on an end surface opposite to the drive shaft. The gist is to fix the meshing member to the end surface of the rotating portion by caulking the end surface of the shaft portion.

  According to the present invention, the assembly unit that assembles the hub unit, the constant velocity joint, and the meshing member by assembling the hub unit, the constant velocity joint, and the meshing member as an integrated product by caulking For example, since it can be performed by the vehicle bearing device manufacturer, it is possible to suppress an increase in assembly man-hours of the assembly company. In the conventional structure shown in FIG. 6, at least three parts of the hub unit 110, the constant velocity joint 120, and the nut 130 have been delivered to the assembly company. In this embodiment, the hub unit, the constant velocity joint, Since the product is delivered to the assembly company as an integral part of the bearing device in which the meshing member is assembled, the parts can be easily managed during distribution and storage.

  According to a second aspect of the present invention, in the drive wheel bearing device according to the first aspect, each of the apex portions of the tooth surfaces of the face spline of the meshing member and the face spline of the hub unit is a curved surface or The gist is that it is configured with an acute angle.

  If the apex portions of the tooth surfaces of each face spline are formed with a flat surface, the face spline may come into surface contact with the flat surface, resulting in poor meshing. In that respect, the present invention can suppress the face contact of the face spline as described above because the apex portion of the tooth surface of each face spline is formed with a curved surface or an acute angle. Accordingly, the tooth surface and the tooth surface mesh with each other by applying a force perpendicular to the meshing surface, which is the surface with which the face spline meshes with each other. As a result, the meshing failure itself can be reduced as compared with the case where the apex portion of the tooth surface of the face spline is formed as a flat surface.

  According to a third aspect of the present invention, there is provided a method for manufacturing a bearing device for a drive wheel, comprising: a constant velocity joint connected to a drive shaft; and a hub unit that is assembled with an equivalent speed joint and rotatably supports a wheel. And the step of assembling each of the constant velocity joints, and the side where the drive shaft is disposed from the outer ring supporting the drive shaft in the constant velocity joint in the through hole provided in the hub unit. A step of inserting a shaft portion extending to the side, a step of attaching a meshing member having a face spline on its end surface to the shaft portion, the face spline of the meshing member, and the drive shaft of the hub unit Engaging the face spline provided on the end surface opposite to the side on which the engagement member is disposed, and crimping the end of the shaft portion to move the engagement member forward. And summarized in that comprises a step of securing to the end face of the hub unit.

  According to the present invention, the assembly unit that assembles the hub unit, the constant velocity joint, and the meshing member by assembling the hub unit, the constant velocity joint, and the meshing member as an integrated product by caulking For example, since it can be performed by the vehicle bearing device manufacturer, it is possible to suppress an increase in assembly man-hours of the assembly company. In the conventional structure shown in FIG. 6, at least three parts of the hub unit 110, the constant velocity joint 120, and the nut 130 have been delivered to the assembly company. In this embodiment, the hub unit, the constant velocity joint, Since the product is delivered to the assembly company as an integral part of the bearing device in which the meshing member is assembled, the parts can be easily managed during distribution and storage.

  ADVANTAGE OF THE INVENTION According to this invention, the bearing apparatus for drive wheels which suppressed the increase in the assembly man-hour of an assembly supplier can be provided.

Sectional drawing which shows the cross-section which cut the bearing apparatus for drive wheels about the embodiment which actualized the bearing apparatus for drive wheels of this invention by the plane along the axial direction while including a rotation center axis | shaft. The top view which shows the planar structure which looked at the hub unit from the vehicle outer side of the axial direction about the bearing apparatus for drive wheels of the embodiment. The drive wheel bearing device according to the embodiment shows the meshing state of the face spline of the hub unit and the face spline of the meshing member, and (a) to (c) are meshed with each face spline receiving axial pressure. Explanatory drawing which shows a state. The flowchart which shows the manufacturing process of the bearing apparatus about the bearing apparatus for drive wheels of the embodiment. The flowchart which shows the process of assembling | attaching the said bearing apparatus to a vehicle about the bearing apparatus for drive wheels of the embodiment. Sectional drawing which shows the cross-sectional structure which cut the bearing apparatus for drive wheels about the conventional drive wheel bearing apparatus in the plane along the axial direction while including a rotation center axis | shaft.

With reference to FIGS. 1-5, one Embodiment which actualized the bearing apparatus for drive wheels which concerns on this invention is described.
First, with reference to FIG.1 and FIG.2, the whole structure of the bearing apparatus 10 for drive wheels is demonstrated.

  A drive wheel bearing device 10 (hereinafter referred to as “bearing device 10”) is provided at a hub unit 20 fixed to a drive wheel wheel WH (hereinafter referred to as “wheel WH”) and an end portion of a drive shaft DS. It is comprised by the constant velocity joint 30 which functions as a part. The bearing device 10 transmits the rotational torque of the drive shaft DS to the wheel WH via the constant velocity joint 30 and the hub unit 20.

  Hereinafter, the direction of the rotation center axis of the hub unit 20 is referred to as “axial direction”, and the direction orthogonal to the axial direction is referred to as “radial direction”. The rotation direction of the hub unit 20 is defined as “circumferential direction”. In the axial direction, the side on which the drive shaft DS is disposed is referred to as “vehicle body side”, and the side on which the wheel WH is disposed is referred to as “vehicle outside”. Further, in the radial direction, a side toward the rotation center axis is referred to as “inside”, and a side away from the rotation center axis is referred to as “outside”.

  The hub unit 20 is provided with a rotating portion 21 that is fixed to the wheel WH and rotates together with the wheel WH. A rotating portion 21 is provided outside the rotating portion 21 in the radial direction and includes a fixing portion 22 that surrounds the rotating portion 21 from the radial direction and is fixed to the vehicle body via a knuckle. Further, in the space between the rotating portion 21 and the fixed portion 22 in the radial direction, two rolling elements 23 are arranged in the row in the axial direction and arranged in the circumferential direction in each row. . These rolling elements 23 are respectively held by cages 24 provided in each row. With the above configuration, in the hub unit 20, the rotating portion 21 can rotate relative to the fixed portion 22 via the rolling elements 23.

  The rotating portion 21 includes a first flange portion 211 for fixing the wheel WH, and a substantially cylindrical hub shaft 212 extending from the radially inner side of the flange portion 211 toward the vehicle body side in the axial direction. A rotating part 21a is provided. Then, on the vehicle body side in the axial direction of the hub shaft 212 of the first rotating portion 21a, the second rotation is fixed by caulking to the outer peripheral surface of the hub shaft 212, that is, the radially outer surface of the hub shaft 212. A portion 21b is provided.

  Further, the center of rotation of the first rotating portion 21a and the rotation of the wheel WH are fitted on the outside of the first rotating portion 21a in the axial direction by fitting with an opening WH1 which is a through hole provided in the wheel WH. A substantially cylindrical inlay portion 213 is provided that matches the center. The hub shaft 212 has an inner diameter D2 that is smaller than the inner diameter D1 of the spigot portion 213, and an insertion portion 214 that is a through-hole penetrating the hub shaft 212 in the axial direction. An annular end surface 215 extending in the radial direction is provided between the insertion portion 214 and the spigot portion 213 in the radial direction. As shown in FIG. 2, a face spline portion 216 is formed on the end face 215 over the entire circumference of the end face 215 by spline processing.

  The constant velocity joint 30 is provided with an inner ring 31 that is integrally connected to the end portion DS1 of the drive shaft DS. A substantially bowl-shaped outer ring 32 that surrounds the inner ring 31 from the radial direction is provided outside the inner ring 31 in the radial direction. In the space between the inner ring 31 and the outer ring 32, six rolling elements 33 are arranged in a state of being held by the cage 34. Further, an axially outer end 321 of the outer ring 32 is provided with a shaft 35 that extends integrally from the same end to the axially outer side of the vehicle. That is, the outer ring 32 and the shaft portion 35 are provided as a single member.

  In the constant velocity joint 30, the shaft portion 35 is inserted into the insertion portion 214 of the hub shaft 212 of the hub unit 20, and the end portion 212 a on the vehicle body side in the axial direction of the hub shaft 212 and the end portion 321 of the outer ring 32 are connected. Are assembled to the hub unit 20 in a state in which they are in contact with each other. Here, the ring-shaped engagement member 40 in which the face spline portion 41 that meshes with the face spline portion 216 of the end surface 215 of the first rotating portion 21 a is attached to the shaft portion 35. Specifically, the meshing member 40 is press-fitted into the shaft portion 35. Further, the face spline portion 41 is formed in the same shape as the face spline portion 216 of the first rotating portion 21a. Then, by crimping the end portion of the shaft portion 35 on the outside of the vehicle in the axial direction, the meshing member 40 is sandwiched between the end surface 215 and the shaft portion 35 in the axial direction, and is fixed respectively. That is, the engagement member 40 is fixed to the end surface 215 in a state where the face spline portions 216 and 41 are engaged with each other by caulking the end portion of the shaft portion 35.

  With this configuration, the meshing member 40 rotates together with the rotation of the constant velocity joint 30 accompanying the rotation of the drive shaft DS, and the end surface 215 and the meshing member 40 are engaged with each other by the face spline portions 216, 41. Is transmitted to the first rotating portion 21a. And wheel WH rotates with rotation of the 1st rotation part 21a. As described above, the rotational torque of the drive shaft DS is transmitted to the wheel WH.

Next, the shape and meshing of the face spline portions 216 and 41 will be described with reference to FIG.
As shown in FIG. 3, the apex portion 216b of the tooth surface 216a of the face spline portion 216 is formed with a curved surface. The apex portion 41b of the tooth surface 41a of the face spline portion 41 is also formed with a curved surface. And when attaching the engagement member 40 to the end surface 215 of the first rotating portion 21a, as shown in FIG. 3A, even when the engagement between the face spline portion 216 and the face spline portion 41 is incomplete, By the force for press-fitting the engagement member 40 into the shaft portion 35, as shown by the arrows Y1 and Y2 in the figure, it is perpendicular to the axial direction, that is, the engagement surface that is the surface where the face spline portion 216 and the face spline portion 41 are engaged with each other. Pressure is applied in any direction. Since the apex portion 216b of the tooth surface 216a of the face spline portion 216 and the apex portion 41b of the tooth surface 41a of the face spline portion 41 are both curved surfaces, as shown in FIG. As the meshing surface slides, the meshes gradually engage. Then, in the state where the press-fitting of the meshing member 40 into the shaft portion 35 is finished, the fixing of the meshing member 40 to the end surface 215 is completed in the state of normal meshing as shown in FIG.

Next, the manufacturing process of the bearing device 10 will be described with reference to FIG.
As shown in FIG. 4, first, in step S10, the hub unit 20 and the constant velocity joint 30 are each assembled. Specifically, the hub unit 20 caulks the first rotating part 21a and the second rotating part 21b to produce the rotating part 21, and then replaces the rolling elements 23 held by the cage 24 with the fixing part 22 and the rotating part. The rotating portion 21 and the fixed portion 22 are assembled in a state where the rotating portion 21 and the fixing portion 22 are arranged in a space between the radial direction and the radial direction. On the other hand, the constant velocity joint 30 prepares an outer ring 32 and a shaft portion 35 which are a single member.

  Next, in step S <b> 11, the shaft portion 35 of the constant velocity joint 30 is inserted into the insertion portion 214 of the hub shaft 212 of the hub unit 20. Specifically, the shaft portion 35 is inserted from the vehicle body side in the axial direction of the insertion portion 214 of the hub shaft 212. Then, the shaft portion 35 is inserted into the insertion portion 214 until the end surface on the vehicle body side in the axial direction of the hub shaft 212 and the end surface on the vehicle outer side in the axial direction of the outer ring 32 come into contact with each other. Here, a part of the outer side in the axial direction of the shaft part 35 is in a state protruding from the end surface 215 of the first rotating part 21a to the outer side in the axial direction.

  Next, in step S <b> 12, the meshing member 40 is attached to a part of the axial portion 35 outside the vehicle in the axial direction. Specifically, the engagement member 40 is fixed by being press-fitted into the shaft portion 35. At this time, the face spline portion 216 formed on the end surface 215 of the first rotating portion 21a and the face spline portion 41 of the engagement member 40 are engaged with each other. Then, the meshing state is confirmed by confirming the state of rattling by the presence or absence of rattling of the face spline portions 216 and 41 or by visual confirmation.

  Finally, in step S13, the end portion of the shaft portion 35 is caulked to fix the engagement member 40 between the end surface 215 and the shaft portion 35 in the axial direction. Specifically, the engagement member 40 is pressurized toward the vehicle body side in the axial direction by caulking the end of the shaft portion 35 in the axial direction with a press. Then, the meshing member 40 is fixed in a state of being sandwiched between the deformed portion due to the caulking of the shaft portion 35 and the end surface 215 in the axial direction. Thus, the bearing device 10 is manufactured. Here, when the engagement member 40 is press-fitted into the shaft portion 35, even if the face spline portions 216 and 41 are in an incomplete engagement state shown in FIG. By caulking the portion, the normal meshing state shown in FIG. The bearing device 10 of this embodiment, after assembling the hub unit 20 and the constant velocity joint 30 by the above-described manufacturing method, delivers the bearing device 10 to an assembling company.

Next, with reference to FIG. 5, a manufacturing process in which the assembler assembles the bearing device 10 to the vehicle will be described.
As shown in FIG. 5, first, in step S <b> 20, the drive shaft DS is coupled to the constant velocity joint 30. Specifically, the inner ring 31 and the drive shaft DS are assembled together with the rolling elements 33 and the cage 34 to the outer ring 32 of the constant velocity joint 30. Next, in step S21, the first rotating portion 21a of the hub unit 20 is fixed to the wheel WH. Specifically, a bolt B (see FIG. 1) fixed to the flange portion 211 of the first rotating portion 21a is inserted into the wheel WH, and then fastened with a nut from the outside of the wheel WH in the axial direction. Thus, the bearing device 10 is assembled to the vehicle.

  In step S22, the meshing state of the face spline portions 216 and 41 is confirmed. Here, after the bearing device 10 is assembled to the vehicle, the wheel WH is arranged outside the vehicle in the axial direction from the bearing device 10, so that the wheel WH is located outside the vehicle, that is, from the outside of the vehicle in the axial direction from the wheel WH. Can be seen only in the radially inner part of the opening WH1 of the wheel WH, that is, in the radially inner part of the spigot part 213 of the hub unit 20 of the bearing device 10. As a result, in the structure of the conventional drive wheel bearing device 100 shown in FIG. 6, face splines 113 and 123 are formed between the hub unit 110 and the outer ring 122 of the constant velocity joint 120, respectively. After assembling the bearing device 100, the meshing state of the face splines 113 and 123 could not be confirmed by an easy confirmation method such as visual confirmation or confirmation of the looseness of the face splines 113 and 123.

  In particular, when the hub unit 110 is rotated while gripping the nut 130 in order to check the loose state of the face splines 113 and 123, the tightening torque of the nut 130 may change. As a result, the tightening torque of the nut 130 that has been set in advance is lost. For example, when the nut 130 is loosened, the meshing of the face splines 113 and 123 may be incomplete. On the other hand, when the nut 130 is tightened, the rolling element load applied to the rolling element 114 of the hub unit 110 is changed, which may reduce the reliability of the driving wheel bearing device 100.

  In that respect, in the bearing device 10 of the present embodiment, the face spline portion 216 is provided on the end surface 215 of the first rotating portion 21a that is the outside of the hub unit 20 in the axial direction and inside the spigot portion 213 in the radial direction. A face spline portion 41 is formed on the meshing member 40 that is formed and attached to the outside of the shaft portion 35 of the constant velocity joint 30 in the axial direction. Therefore, the meshing state of the face spline portions 216 and 41 can be visually recognized from the outside of the hub unit 20 in the axial direction. Therefore, even after the bearing device 10 is assembled to the vehicle, the meshing state of the face spline portions 216 and 41 can be confirmed by an easy confirmation method by visual observation.

  Further, in confirming the rattling state of the face spline parts 216, 41, the first rotating part 21a of the hub unit 20 or the meshing member 40 is gripped and rotated. The problem that occurred in the process will not occur. Therefore, in the bearing device 10 of the present embodiment, it can be confirmed by an easy confirmation method by confirming the loose state of the face spline portions 216 and 41. As described above, the assembling company confirms the meshing state of the face spline portions 216 and 41 after assembling the bearing device 10 to the vehicle.

The bearing device 10 of the present embodiment can achieve the following effects.
(1) In this embodiment, the hub unit 20 and the constant velocity joint 30 are integrated, and the face spline portion 216 is formed on the end surface 215 of the first rotating portion 21a of the hub unit 20, and the like. A face spline portion 41 is formed on the meshing member 40 attached to the shaft portion 35 of the speed coupling 30, and the face spline portions 216 and 41 mesh with each other. And the meshing member 40 is a structure fixed in the state pinched | interposed between the axial direction of the end surface 215 and the axial part 35 by crimping the edge part by the side of the vehicle body of the axial direction of the axial part 35. As shown in FIG. . According to the above configuration, in order to manufacture the hub unit 20, the constant velocity joint 30, and the meshing member 40 as an integrated product by caulking, the assembly operation of the hub unit 20 and the constant velocity joint 30 is performed to assemble the vehicle. For example, the manufacturer of the bearing device for a vehicle can perform the process, not the contractor, so that an increase in assembly man-hours of the assembly contractor can be suppressed. In the conventional structure shown in FIG. 6, at least three parts of the hub unit 110, the constant velocity joint 120, and the nut 130 have been delivered to the assembling company, but in this embodiment, the hub unit 20 and the constant velocity joint 30 are provided. Since the product is delivered to the assembly company as an integrated product of the bearing device 10 in which the meshing member 40 and the meshing member 40 are assembled, parts management during distribution and storage can be easily performed.

  In addition, after the assembly company has assembled the bearing device 10 in the vehicle, the meshing state of the face spline portions 216 and 41 can be confirmed by an easy method such as visual confirmation or confirmation of the rattling state of the face spline portions 216 and 41. can do. Further, also in the manufacture of the bearing device 10, the meshing state of the face spline portions 216 and 41 can be confirmed by visual confirmation or confirmation of the backlash state of the face spline portions 216 and 41. Therefore, both the vehicle bearing device manufacturer and the assembling company confirm the meshing state of the face spline portions 216 and 41, thereby reliably suppressing the meshing failure of the face spline portions 216 and 41.

  (2) In the present embodiment, the vertex portions 216b and 41b of the tooth surfaces 216a and 41a of the face spline portions 216 and 41 are formed with curved surfaces, respectively. According to this structure, it is suppressed that each vertex part 216b, 41b of the face spline parts 216, 41 contacts a surface. Therefore, the tooth surface 216a and the tooth surface 41a mesh with each other by applying a force perpendicular to each meshing surface. As a result, the meshing defect itself can be reduced as compared with the case where the apex portion of the face spline portion is formed in a plane.

(Other embodiments)
The wheel bearing device of the present invention is not limited to the embodiment illustrated above, and can be modified as follows.

  According to the present embodiment, the apex portion 216b of the tooth surface 216a of the face spline portion 216 and the apex portion 41b of the tooth surface 41a of the face spline portion 41 are both configured by an arc having a simple diameter. The shapes of the portions 216b and 41b are not limited to this. For example, even in the case of a curved surface constituted by an arc having a composite diameter, a logarithmic curved surface, or the like, an effect according to the effect (2) of the above embodiment can be obtained. In addition, even if the apex portions 216b and 41b are formed in a substantially triangular shape with an acute angle, an effect similar to the effect (2) of the above embodiment can be obtained.

  -According to this embodiment, in the manufacturing method of the bearing device 10, the method for confirming the meshing state of each face spline part 216, 41 is confirmed by visual confirmation or confirmation of the state of rattling of each face spline part 216, 41. However, the method for confirming the meshing state of the face spline portions 216 and 41 in the method of manufacturing the bearing device 10 is not limited to this. For example, the meshing states of the face spline portions 216 and 41 may be confirmed from the pressure of a press used for caulking of the shaft portion 35. Specifically, first, the pressure range of the press in a state where the face spline portions 216 and 41 are normally meshed is obtained in advance by experiments or the like. Next, in the manufacturing process of the bearing device 10, when the shaft portion 35 is caulked, it is determined whether or not the pressure of the press machine is within the above pressure range, whereby the face spline portions 216 and 41 are normal. It is determined whether or not they are engaged with each other.

  DESCRIPTION OF SYMBOLS 10 ... Bearing apparatus (bearing apparatus for drive wheels), 20 ... Hub unit, 21 ... Rotating part, 21a ... 1st rotating part, 21b ... 2nd rotating part, 22 ... Fixed part, 23 ... Rolling element, 24 ... Cage , 30 ... Constant velocity joint, 31 ... Inner ring, 32 ... Outer ring, 321 ... End, 33 ... Rolling element, 34 ... Retainer, 35 ... Shaft part, 40 ... Intermeshing member, 41 ... Face spline part (face spline), 41a ... tooth surface, 41b ... vertex part, 211 ... flange part, 212 ... hub shaft, 212a ... end part, 213 ... inlay part, 214 ... insertion part (through hole), 215 ... end face, 216 ... face spline part (face) Spline), 216a ... tooth surface, 216b ... apex portion.

Claims (3)

In a drive wheel bearing device comprising a constant velocity joint connected to a drive shaft and a hub unit that is assembled with an equivalent speed joint and rotatably supports a wheel.
The constant velocity joint is attached to an outer ring supporting the drive shaft, a shaft portion extending from the outer ring to the opposite side of the drive shaft, and a coaxial portion, and a face spline is formed on an end surface thereof. Engagement members are provided,
The hub unit is provided with a through-hole through which the shaft portion can be inserted, and a rotating portion in which a face spline that meshes with the face spline of the meshing member is formed on an end surface opposite to the drive shaft. And
The drive wheel bearing device, wherein the engagement member is fixed to the end surface of the rotating portion by caulking the end surface of the shaft portion. The drive wheel bearing device according to claim 1,
Each of the apex portions of the tooth surfaces of the face spline of the meshing member and the face spline of the hub unit is configured with a curved surface or an acute angle. In a method for manufacturing a drive wheel bearing device comprising a constant velocity joint coupled to a drive shaft and a hub unit that is assembled with an equivalent speed joint and rotatably supports a wheel.
Assembling each of the hub unit and the constant velocity joint;
Inserting a shaft portion extending from the outer ring supporting the drive shaft in the constant velocity joint to the side opposite to the side where the drive shaft is disposed in the through hole provided in the hub unit;
Attaching a meshing member having a face spline on its end surface to the shaft portion;
Meshing the face spline of the meshing member with a face spline provided on an end surface of the hub unit opposite to the side where the drive shaft is disposed;
And a step of fixing the meshing member to the end surface of the hub unit by caulking the end of the shaft portion. A method for manufacturing a drive wheel bearing device, comprising:

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