JPH11129703A5 - - Google Patents
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- Publication number
- JPH11129703A5 JPH11129703A5 JP1997321055A JP32105597A JPH11129703A5 JP H11129703 A5 JPH11129703 A5 JP H11129703A5 JP 1997321055 A JP1997321055 A JP 1997321055A JP 32105597 A JP32105597 A JP 32105597A JP H11129703 A5 JPH11129703 A5 JP H11129703A5
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- inner ring
- hub
- peripheral surface
- ring raceway
- outer peripheral
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Description
【００１０】
【課題を解決するための手段】
本発明の車輪支持用転がり軸受ユニットのうち、請求項１〜３に記載したものは、一端部外周面に第一のフランジを、中間部外周面に第一の内輪軌道を、それぞれ形成したハブと、このハブの他端部に形成された、上記第一の内輪軌道を形成した部分よりも外径寸法が小さくなった段部と、外周面に第二の内輪軌道を形成して上記段部に外嵌した内輪と、内周面に上記第一の内輪軌道に対向する第一の外輪軌道及び上記第二の内輪軌道に対向する第二の外輪軌道を、外周面に第二のフランジを、それぞれ形成した外輪と、上記第一、第二の内輪軌道と上記第一、第二の外輪軌道との間に、それぞれ複数個ずつ設けられた転動体とを備え、上記ハブの他端部で少なくとも上記段部に外嵌した内輪よりも突出した部分を直径方向外方にかしめ広げる事で形成したかしめ部により、上記段部に外嵌した内輪をこの段部の段差面に向け抑え付けて、この段部に外嵌した内輪を上記ハブに結合固定している。
特に、請求項１に記載した車輪支持用転がり軸受ユニットに於いては、上記ハブは炭素の含有量が０．４５〜０．６０重量％の炭素鋼製であり、少なくとも上記第一の内輪軌道部分を焼き入れ処理により硬化させると共に少なくとも上記ハブの他端部で上記内輪よりも突出した部分には上記焼き入れ処理を施さずに生のままとしている。
又、請求項２に記載した車輪支持用転がり軸受ユニットに於いては、上記ハブは炭素の含有量が０．６０〜１．１０重量％の炭素鋼製であり、少なくとも上記第一の内輪軌道部分を焼き入れ処理により硬化させると共に少なくとも上記ハブの他端部で上記内輪よりも突出した部分にはこのハブの鍛造加工後に焼純している。
又、請求項３に記載した車輪支持用転がり軸受ユニットに於いては、上記ハブは少なくとも上記内輪の突き当て面である段差面を含む上記段部の一端部分と、上記第一の内輪軌道部分とを焼き入れ処理により硬化させると共に少なくとも上記ハブの他端部で上記内輪よりも突出した部分には上記焼き入れ処理を施さず生のままとしている。
又、請求項４〜６に記載したものは、一端部外周面に第一のフランジを、中間部外周面に第一の内輪軌道を、それぞれ形成したハブと、このハブの他端部に形成された、上記第一の内輪軌道を形成した部分よりも外径寸法が小さくなった段部と、外周面に第二の内輪軌道を形成して上記段部に外嵌した内輪と、内周面に上記第一の内輪軌道に対向する第一の外輪軌道及び上記第二の内輪軌道に対向する第二の外輪軌道を、外周面に第二のフランジを、それぞれ形成した外輪と、上記第一、第二の内輪軌道と上記第一、第二の外輪軌道との間に、それぞれ複数個ずつ設けられた転動体とを備え、上記ハブの他端部で少なくとも上記段部に外嵌した内輪よりも突出した部分に形成した円筒部を直径方向外方にかしめ広げる事で形成したかしめ部により、上記段部に外嵌した内輪をこの段部の段差面に向け抑え付けて、この段部に外嵌した内輪を上記ハブに結合固定している。
特に、請求項４に記載した車輪支持用転がり軸受ユニットに於いては、上記ハブは炭素の含有量が０．４５〜０．６０重量％の炭素鋼製であり、少なくとも上記第一の内輪軌道部分を焼き入れ処理により硬化させると共に少なくとも上記円筒部には上記焼き入れ処理を施さずに生のままとしている。
又、請求項５に記載した車輪支持用転がり軸受ユニットに於いては、上記ハブは炭素の含有量が０．６０〜１．１０重量％の炭素鋼製であり、少なくとも上記第一の内輪軌道部分を焼き入れ処理により硬化させると共に少なくとも上記円筒部には上記ハブの鍛造加工後に焼純している。
又、請求項６に記載した車輪支持用転がり軸受ユニットに於いては、上記ハブは少なくとも上記内輪の突き当て面である段差面を含む上記段部の一端部分と、上記第一の内輪軌道部分とを焼き入れ処理により硬化させると共に少なくとも上記円筒部には上記焼き入れ処理を施さず生のままとしている。 [0010]
[Means for solving the problem]
Among the wheel support rolling bearing units of the present invention, those described in claims 1 to 3 comprise a hub having a first flange formed on the outer peripheral surface of one end and a first inner ring raceway formed on the outer peripheral surface of a middle portion, a stepped portion formed at the other end of the hub and having an outer diameter smaller than that of the portion forming the first inner ring raceway, an inner ring having a second inner ring raceway formed on its outer peripheral surface and fitted onto the stepped portion, an outer ring having a first outer ring raceway facing the first inner ring raceway and a second outer ring raceway facing the second inner ring raceway formed on its inner peripheral surface, and a second flange formed on its outer peripheral surface, and a plurality of rolling elements provided between the first and second inner ring raceways and the first and second outer ring raceways, and the inner ring fitted onto the stepped portion is pressed against the stepped surface of the stepped portion by a crimped portion formed by crimping and spreading outward in the diameter direction at least that portion of the other end of the hub that protrudes beyond the inner ring fitted onto the stepped portion, and the inner ring fitted onto the stepped portion is connected and fixed to the hub.
In particular, in the wheel support rolling bearing unit described in claim 1, the hub is made of carbon steel with a carbon content of 0.45 to 0.60% by weight , and at least the first inner ring raceway portion is hardened by quenching, while at least the portion at the other end of the hub that protrudes beyond the inner ring is left raw without being quenched.
In addition, in the wheel support rolling bearing unit described in claim 2, the hub is made of carbon steel with a carbon content of 0.60 to 1.10 weight %, and at least the first inner ring raceway portion is hardened by quenching, and at least the other end of the hub that protrudes beyond the inner ring is annealed after forging the hub.
In addition, in the wheel support rolling bearing unit described in claim 3, the hub is hardened by quenching at least one end portion of the stepped portion including the step surface which is the abutment surface of the inner ring, and the first inner ring raceway portion, and at least the other end portion of the hub that protrudes beyond the inner ring is not hardened and is left raw.
Furthermore, the present invention relates to a hub having a first flange formed on the outer peripheral surface of one end and a first inner ring raceway formed on the outer peripheral surface of a middle portion, a stepped portion formed at the other end of the hub and having an outer diameter smaller than that of the portion forming the first inner ring raceway, an inner ring having a second inner ring raceway formed on its outer peripheral surface and fitted onto the stepped portion, an outer ring having a first outer ring raceway facing the first inner ring raceway and a second outer ring raceway facing the second inner ring raceway formed on its inner peripheral surface, and a second flange formed on its outer peripheral surface, and a plurality of rolling elements provided between the first and second inner ring raceways and the first and second outer ring raceways, and a crimped portion formed by crimping and expanding diametrically outward a cylindrical portion formed at the other end of the hub that protrudes at least beyond the inner ring fitted onto the stepped portion, the inner ring fitted onto the stepped portion is pressed against the stepped surface of the stepped portion, and the inner ring fitted onto the stepped portion is connected and fixed to the hub.
In particular, in the wheel support rolling bearing unit described in claim 4, the hub is made of carbon steel with a carbon content of 0.45 to 0.60 weight percent, and at least the first inner ring raceway portion is hardened by quenching, while at least the cylindrical portion is left raw without being quenched.
In addition, in a wheel support rolling bearing unit described in claim 5, the hub is made of carbon steel with a carbon content of 0.60 to 1.10 weight %, and at least the first inner ring raceway portion is hardened by quenching treatment, and at least the cylindrical portion is annealed after forging the hub.
In addition, in the wheel support rolling bearing unit described in claim 6, the hub is hardened by quenching at least one end portion of the stepped portion including the step surface which is the abutment surface of the inner ring, and the first inner ring raceway portion, while at least the cylindrical portion is left raw without being subjected to the quenching treatment.
【００１１】
又、少なくとも上記段部の隅角部で、上記内輪を外嵌固定する円筒状の外周面とこの内輪の端面を突き当てる段差面との連続部に好ましくは、断面形状が四分の一円弧状である曲面部（隅Ｒ部）を形成する。そして、この曲面部の断面の曲率半径を、２．５±１．５mmの範囲に規制する。[0011]
Furthermore, at least at the corner of the step, where the cylindrical outer peripheral surface that fits and secures the inner ring continues into the step surface against which the end face of the inner ring abuts, a curved surface portion (corner R portion) preferably having a quarter-circular arc cross section is formed, and the radius of curvature of the cross section of this curved surface portion is restricted to the range of 2.5±1.5 mm.
【００１２】
又、請求項１０に記載したものは、一端部外周面に第一のフランジを形成したハブと、このハブの外周面に軸方向中間部から他端部に亙り形成された段部と、外周面に第一の内輪軌道を形成して上記段部の一端側に外嵌した第一の内輪と、外周面に第二の内輪軌道を形成して上記段部の他端側に外嵌した第二の内輪と、内周面に上記第一の内輪軌道に対向する第一の外輪軌道及び上記第二の内輪軌道に対向する第二の外輪軌道を、外周面に第二のフランジを、それぞれ形成した外輪と、上記第一、第二の内輪軌道と上記第一、第二の外輪軌道との間に、それぞれ複数個ずつ設けられた転動体とを備え、上記ハブの他端部で少なくとも上記段部の他端側に外嵌した第二の内輪よりも突出した部分を直径方向外方にかしめ広げる事で形成したかしめ部により、上記段部に外嵌した第一、第二の内輪をこの段部の段差面に向け抑え付けて、上記段部に外嵌した第一、第二の内輪を上記ハブに結合固定している。
特に、請求項１０に記載した車輪支持用転がり軸受ユニットに於いては、上記ハブは炭素の含有量が０．２０〜０．６０重量％の炭素鋼製であり、少なくとも上記ハブの他端部で上記第二の内輪よりも突出した部分には焼き入れ処理を施さずに生のままとしている。 又、請求項１１に記載したものは、一端部外周面に第一のフランジを形成したハブと、このハブの外周面に軸方向中間部から他端部に亙り形成された段部と、外周面に第一の内輪軌道を形成して上記段部の一端側に外嵌した第一の内輪と、外周面に第二の内輪軌道を形成して上記段部の他端側に外嵌した第二の内輪と、内周面に上記第一の内輪軌道に対向する第一の外輪軌道及び上記第二の内輪軌道に対向する第二の外輪軌道を、外周面に第二のフランジを、それぞれ形成した外輪と、上記第一、第二の内輪軌道と上記第一、第二の外輪軌道との間に、それぞれ複数個ずつ設けられた転動体とを備え、上記ハブの他端部で少なくとも上記段部の他端側に外嵌した第二の内輪よりも突出した部分に形成した円筒部を直径方向外方にかしめ広げる事で形成したかしめ部により、上記段部に外嵌した第一、第二の内輪をこの段部の段差面に向け抑え付けて、上記段部に外嵌した第一、第二の内輪を上記ハブに結合固定している。
特に、請求項１１に記載した車輪支持用転がり軸受ユニットに於いては、上記ハブは炭素の含有量が０．２０〜０．６０重量％の炭素鋼製であり、少なくとも上記円筒部には焼き入れ処理を施さずに生のままとしている。 [0012]
A tenth aspect of the present invention is directed to a hub having a first flange formed on the outer peripheral surface of one end thereof, a step formed on the outer peripheral surface of the hub from an axially intermediate portion to the other end thereof, a first inner ring having a first inner ring raceway formed on the outer peripheral surface thereof and fitted onto one end of the step, a second inner ring having a second inner ring raceway formed on the outer peripheral surface thereof and fitted onto the other end of the step, a first outer ring raceway facing the first inner ring raceway on its inner peripheral surface, and a second outer ring raceway facing the second inner ring raceway on its inner peripheral surface, and a second flange formed on the outer peripheral surface thereof. The hub has outer rings each having a groove formed thereon, and a plurality of rolling elements provided between the first and second inner ring raceways and the first and second outer ring raceways, and a crimped portion formed by crimping and expanding radially outward at least the portion of the other end of the hub that protrudes further than the second inner ring fitted onto the other end side of the step portion presses the first and second inner rings fitted onto the step surface of the step, thereby connecting and fixing the first and second inner rings fitted onto the step portion to the hub.
In particular, in a wheel supporting rolling bearing unit described in claim 10 , the hub is made of carbon steel with a carbon content of 0.20 to 0.60 wt %, and at least the portion of the other end of the hub that protrudes beyond the second inner ring is left unhardened. Also, in claim 11, a hub having a first flange formed on the outer peripheral surface of one end, a step formed on the outer peripheral surface of the hub from the axial middle to the other end, a first inner ring formed with a first inner ring raceway on its outer peripheral surface and fitted onto one end of the step, a second inner ring formed with a second inner ring raceway on its outer peripheral surface and fitted onto the other end of the step, a first outer ring raceway facing the first inner ring raceway and a second outer ring raceway facing the second inner ring raceway on its inner peripheral surface, a second flange on its outer peripheral surface, and a plurality of rolling elements provided between the first and second inner ring raceways and the first and second outer ring raceways, and a crimped portion formed by crimping and expanding radially outward a cylindrical portion formed on the other end of the hub at a portion that protrudes further than the second inner ring fitted at least on the other end side of the stepped portion, presses the first and second inner rings fitted on the stepped portion against the stepped surface of the stepped portion, and connects and fixes the first and second inner rings fitted on the stepped portion to the hub.
In particular, in the wheel support rolling bearing unit described in claim 11, the hub is made of carbon steel with a carbon content of 0.20 to 0.60 weight percent, and at least the cylindrical portion is left raw without being hardened.
【００１３】
尚、上記請求項１０〜１１に記載した車輪支持用転がり軸受ユニットを実施する場合に、好ましくは上記ハブの他端部で上記内輪よりも突出した部分又は上記円筒部を直径方向外方にかしめ広げる以前の状態に於ける、焼き入れ硬化処理を施していない部分の硬度をＨｖ２００〜３００とする。[0013]
Furthermore, when implementing the wheel support rolling bearing unit described in claims 10 and 11 , the hardness of the portion at the other end of the hub that protrudes beyond the inner ring or the portion that has not been subjected to quench hardening treatment before the cylindrical portion is crimped and expanded diametrically outward is preferably set to Hv 200 to 300.
【００１５】
先ず、請求項１（及び請求項２、４、５）に記載した発明の場合、ハブを、炭素の含有量が０．４５％以上である炭素鋼製とし、少なくとも第一の内輪軌道部分を高周波焼き入れ、浸炭焼き入れ、レーザ焼き入れ等の焼き入れ処理により硬化させている。この為、上記第一の内輪軌道表面の転がり疲れ寿命（剥離寿命）を、転動体から繰り返し加えられる負荷に拘らず、十分に確保できる。即ち、上記転がり疲れ寿命を確保する為には、上記第一の内輪軌道の表面部分の硬度を高く（例えばＨV ５５０〜９００程度に）する必要がある。この表面部分の硬度が低いと、上記第一の内輪軌道の転がり疲れ寿命が短くなる。ハブを炭素の含有量が０．４５重量％未満の炭素鋼により造った場合には、仮に上記第一の内輪軌道部分に焼き入れ処理を施しても、必要とする硬度を得られない。
これに対して請求項１、２、４、５に記載した発明の場合には、上記ハブを炭素の含有量が０．４５重量％以上の炭素鋼製とすると共に上記第一の内輪軌道部分を焼き入れ処理により硬化させている為、上記第一の内輪軌道部分の硬度を十分に高くして、この第一の内輪軌道部分の転がり疲れ寿命の確保を図れる。この様にして第一の内輪軌道部分の転がり疲れ寿命を確保した場合でも、上記ハブの他端部で内輪よりも突出した部分又はこのハブに設けた円筒部は、上記焼き入れ処理を施さずに生のままとしている。この為、上記ハブと内輪とを結合する為のかしめ部の加工が面倒になる事はない。[0015]
First, in the case of the invention described in claim 1 (and claims 2, 4, and 5 ), the hub is made of carbon steel with a carbon content of 0.45% or more, and at least the first inner ring raceway portion is hardened by a quenching process such as induction hardening, carburizing, or laser hardening. This ensures a sufficient rolling fatigue life (spadding life) of the first inner ring raceway surface regardless of the repeated loads applied by the rolling elements. In other words, to ensure the rolling fatigue life, the hardness of the surface portion of the first inner ring raceway must be high (e.g., Hv 550 to 900). A low hardness of this surface portion shortens the rolling fatigue life of the first inner ring raceway. If the hub were made of carbon steel with a carbon content of less than 0.45% by weight, the required hardness would not be achieved even if the first inner ring raceway portion were quenched.
In contrast, in the inventions described in claims 1 , 2, 4, and 5 , the hub is made of carbon steel with a carbon content of 0.45% by weight or more, and the first inner ring raceway portion is hardened by quenching, so the hardness of the first inner ring raceway portion is sufficiently high, ensuring the rolling fatigue life of this first inner ring raceway portion. Even when the rolling fatigue life of the first inner ring raceway portion is ensured in this way, the portion at the other end of the hub that protrudes beyond the inner ring or the cylindrical portion provided on this hub is left raw without being quenched. Therefore, the machining of the crimped portion to join the hub and inner ring is not complicated.
【００１６】
又、上記内輪を軸受鋼等の高炭素鋼製とし、心部まで焼き入れ硬化させた場合には、上記かしめ部の加工に伴って上記内輪に大きな荷重が加わった場合でも、この内輪の変形を防止して、転がり軸受ユニットの（正又は負の）内部隙間が、所望値からずれる事を防止できる。即ち、上記ハブの他端部で内輪よりも突出した部分又は上記円筒部をかしめ広げて上記かしめ部を形成する際には、このハブの他端部で内輪よりも突出した部分又は円筒部に、直径方向外方に向く大きな荷重を付与する必要がある。この結果、上記かしめ部の形成作業に伴って上記内輪の内周面及び端面に、大きな面圧が作用する。従って、上記内輪の硬度が低いと、上記面圧によりこの内輪が変形して、上記転がり軸受ユニットの内部隙間が所望値からずれてしまう。これに対して、上記内輪を軸受鋼等の高炭素鋼製とし、心部まで焼き入れ硬化させた場合には、この内輪の硬度が十分に高く、上記大きな面圧に拘らず、この内輪が変形する事を防止して、上記内部隙間を所望値に保てる。又、上記第二の内輪軌道の直径が変化したり、形状精度（真円度、断面形状）が悪化する事を防止して、この第二の内輪軌道の転がり疲れ寿命の低下防止を図れる。[0016]
Furthermore, if the inner ring is made of high-carbon steel such as bearing steel and quench-hardened to its core, deformation of the inner ring can be prevented, even when a large load is applied to the inner ring during the processing of the crimped portion, and the (positive or negative) internal clearance of the rolling bearing unit can be prevented from deviating from the desired value. That is, when forming the crimped portion by crimping and expanding the portion of the other end of the hub that protrudes beyond the inner ring or the cylindrical portion, a large load must be applied diametrically outward to the portion of the other end of the hub that protrudes beyond the inner ring or the cylindrical portion. As a result, a large surface pressure acts on the inner circumferential surface and end face of the inner ring during the crimped portion formation process. Therefore, if the inner ring has low hardness, the surface pressure will deform the inner ring, causing the internal clearance of the rolling bearing unit to deviate from the desired value. In contrast, if the inner ring is made of high-carbon steel such as bearing steel and quench-hardened to the core, the hardness of the inner ring is sufficiently high to prevent deformation of the inner ring despite the large surface pressure, and the internal clearance can be maintained at a desired value. Furthermore, changes in the diameter of the second inner ring raceway and deterioration in shape accuracy (roundness, cross-sectional shape) can be prevented, preventing a decrease in the rolling fatigue life of the second inner ring raceway.
【００１７】
尚、ハブを構成する炭素鋼中の炭素の含有量を０．４５〜１．１０重量％とし、このハブの他端部で内輪よりも突出した部分又はこの他端部に形成した円筒部の硬度を、かしめ加工前に於いてＨｖ２００〜３００とすれば、上記第一の内輪軌道部分の硬度を確保し、しかも上記ハブの他端部で内輪よりも突出した部分又は上記円筒部のかしめ広げ作業を十分に行なえる。尚、請求項１又は請求項４に記載した発明の様に、ハブを構成する炭素鋼中の炭素の含有量を０．４５〜０．６０重量％とすれば、鍛造後に焼鈍を行なわなくとも良い。又、鍛造後に冷却速度を簡易的に制御して、上記ハブの他端部で内輪よりも突出した部分又は上記円筒部の硬さをＨｖ２００〜３００にできる。これに対して、請求項２又は請求項５に記載した発明の様に、ハブを構成する炭素鋼中の炭素の含有量を０．６０〜１．１０重量％とした場合には、鍛造後に焼鈍を行なう。[0017]
Furthermore, if the carbon content of the carbon steel making up the hub is 0.45 to 1.10 wt. % and the hardness of the portion of the hub at the other end protruding beyond the inner ring or the cylindrical portion formed at this other end is Hv 200 to 300 before crimping, the hardness of the first inner ring raceway portion can be ensured and the crimping and expanding operation of the portion of the hub at the other end protruding beyond the inner ring or the cylindrical portion can be performed sufficiently. Furthermore, if the carbon content of the carbon steel making up the hub is 0.45 to 0.60 wt. % as in the inventions described in claims 1 and 4 , annealing after forging is not necessary. Furthermore, by simply controlling the cooling rate after forging, the hardness of the portion of the hub at the other end protruding beyond the inner ring or the cylindrical portion can be set to Hv 200 to 300. On the other hand, when the carbon content of the carbon steel constituting the hub is set to 0.60 to 1.10 wt % as in the inventions set forth in claims 2 and 5 , annealing is carried out after forging.
【００１８】
又、請求項１０又は請求項１１に記載した発明の場合、ハブ自体には内輪軌道を設けていない為、ハブの材料としてかしめ部を形成し易い、炭素の含有量が０．４５重量％未満の炭素鋼を使用できる。又、このかしめ部の加工に伴って、内輪の突き当て面である段差面には大きな加工荷重が負荷される。但し、上記ハブを、少なくとも段部の段差面を含むこの段部の一端部分を、焼き入れ処理により硬化させた場合には、上記かしめ部と共に上記段部に外嵌した第一、第二の内輪を挟持する部分である上記段部の段差面、及び転がり軸受ユニットの使用時に集中応力が発生し易い上記段部の一端部分の強度及び耐久性を確保できる。一方、上記ハブの他端部で第二の内輪よりも突出した部分又はこのハブに設けた円筒部は、上記焼き入れ処理を施さず生のままとしている為、上記ハブと第一、第二の内輪とを結合する為のかしめ部の加工が面倒になる事はない。又、上記段部に外嵌する第一、第二の内輪をそれぞれ高炭素鋼製とし、心部まで焼き入れ硬化させた場合には、第一、第二の両内輪軌道部分の硬度を確保できるだけでなく、上記ハブに形成するかしめ部の加工に伴って上記第二の内輪に大きな荷重が加わった場合でも、この第二の内輪の変形を防止して、転がり軸受ユニットの内部隙間が、所望値からずれる事を防止できる。又、この第二の内輪の外周面に形成した第二の内輪軌道の直径が変化したり、精度が悪化する事を防止して、この第二の内輪軌道の転がり疲れ寿命の低下防止を図れる。[0018]
In the case of the inventions described in claims 10 and 11 , since the hub itself does not have an inner ring raceway, carbon steel with a carbon content of less than 0.45 wt. % can be used as the hub material, which is easy to form a crimped portion. Furthermore, machining the crimped portion imposes a large machining load on the stepped surface, which is the abutting surface of the inner ring. However, if the hub is hardened by quenching at least one end portion of the stepped portion, including the stepped surface, it is possible to ensure the strength and durability of the stepped surface, which, together with the crimped portion, sandwiches the first and second inner rings fitted onto the stepped portion, and the one end portion of the stepped portion, where concentrated stress is likely to occur during use of the rolling bearing unit. Meanwhile, the other end portion of the hub protruding beyond the second inner ring or the cylindrical portion of the hub is left unhardened, eliminating the need for complicated machining of the crimped portion to connect the hub to the first and second inner rings. Furthermore, if the first and second inner rings fitted onto the stepped portion are each made of high-carbon steel and quench-hardened to their cores , not only can the hardness of both the first and second inner ring raceways be ensured, but even if a large load is applied to the second inner ring during the machining of the crimped portion formed on the hub, deformation of the second inner ring can be prevented, preventing the internal clearance of the rolling bearing unit from deviating from the desired value.Furthermore, the diameter of the second inner ring raceway formed on the outer peripheral surface of the second inner ring can be prevented from changing or its accuracy from deteriorating, preventing a decrease in the rolling fatigue life of the second inner ring raceway.
【００１９】
【発明の実施の形態】
図１〜４は、請求項１〜９に対応する、本発明の実施の形態の第１例を示している。本例の車輪支持用転がり軸受ユニット１ａは、ハブ２ｂと、内輪３と、外輪４と、複数個の転動体５、５とを備える。このうちのハブ２ｂの外周面の外端寄り部分には、車輪を支持する為の第一のフランジ６を形成している。又、この第一の内輪部材２ｂの中間部外周面には第一の内輪軌道７を、同じく内端部には外径寸法が小さくなった段部８を、それぞれ形成している。この様なハブ２ｂは、炭素の含有率が０．４５〜１．１０重量％である炭素鋼製の素材に鍛造を施す事により、一体に造っている。[0019]
[Embodiments of the Invention]
1 to 4 show a first embodiment of the present invention, corresponding to claims 1 to 9. The wheel-supporting rolling bearing unit 1a of this embodiment comprises a hub 2b, an inner ring 3, an outer ring 4, and a plurality of rolling elements 5, 5. A first flange 6 for supporting the wheel is formed on the outer peripheral surface of the hub 2b near its outer end. A first inner ring raceway 7 is formed on the outer peripheral surface of a middle portion of the first inner ring member 2b, and a stepped portion 8 with a reduced outer diameter is formed at its inner end. Hub 2b is integrally forged from a carbon steel material with a carbon content of 0.45 to 1.10% by weight.
【００４３】
次に、図７は、やはり請求項１〜９に対応する、本発明の実施の形態の第２例を示している。本例は、車輪の回転速度を検出する為の回転速度検出装置付の車輪支持用転がり軸受ユニットに、本発明を適用したものである。この為に本例の場合には、内輪３の内端部に、この内輪３の肩部３０よりも小径で、この肩部３０よりも内方に突出する段部３１を形成している。そして、この肩部３０に、回転速度検出装置を構成するトーンホイール３２の基端部（図７の左端部）を外嵌固定している。このトーンホイール３２の一部は、上記肩部３０の内端面で上記段部３１の基端部（図７の左端部）周囲部分に突き当てて、軸方向（図７の左右方向）に亙る位置決めを図っている。又、外輪４の内端開口部には合成樹脂製或は金属製のカバー３３を嵌合固定し、このカバー３３に包埋したセンサ３４を、上記トーンホイール３２に対向させて、回転速度検出装置を構成している。[0043]
Next, FIG. 7 shows a second embodiment of the present invention, which also corresponds to claims 1 to 9. In this embodiment, the present invention is applied to a wheel-supporting rolling bearing unit equipped with a rotational speed detector for detecting the rotational speed of a wheel. To this end, a step 31 having a smaller diameter than a shoulder 30 of the inner ring 3 is formed at the inner end of the inner ring 3 and protruding inward from the shoulder 30. The base end (left end in FIG. 7 ) of a tone wheel 32 constituting the rotational speed detector is fitted and fixed to the shoulder 30. A portion of the tone wheel 32 abuts against the inner end surface of the shoulder 30 around the base end (left end in FIG. 7 ) of the step 31, thereby positioning the tone wheel 32 in the axial direction (left-right direction in FIG. 7 ). A synthetic resin or metal cover 33 is fitted and fixed to the inner end opening of the outer ring 4. A sensor 34 embedded in the cover 33 faces the tone wheel 32, thereby forming the rotational speed detector.
【００４５】
次に、図８は、やはり請求項１〜９に対応する、本発明の実施の形態の第３例を示している。前述した第１例及び上述した第２例が、何れも、回転しない外輪４の内側にハブ２ｂを回転自在に設けていたのに対して、本例の場合には、外輪４の側が回転する様にしている。即ち、本例の場合には、この外輪４が、車輪と共に回転する。回転側と静止側とが、直径方向で内外逆になり、それに伴って軸方向の内外が一部逆になった以外の構成及び作用は、前述した第１例の場合と同様であるから、同等部分には同一符号を付して重複する説明を省略する。[0045]
Next, Figure 8 shows a third embodiment of the present invention, which also corresponds to claims 1 to 9. In both the first and second embodiments described above, the hub 2b is rotatably mounted inside the non-rotating outer ring 4, but in this embodiment, the outer ring 4 rotates. That is, in this embodiment, the outer ring 4 rotates together with the wheel. The rotating side and the stationary side are reversed in the radial direction, and the axial direction is partially reversed accordingly. Other than this, the configuration and operation are the same as in the first embodiment described above. Therefore, the same reference numerals are used for equivalent parts, and redundant explanations will be omitted.
【００４６】
次に、図９は、やはり請求項１〜９に対応する、本発明の実施の形態の第４例を示している。前述した第１〜２例及び上述した第３例が、何れも、回転駆動しない従動輪（ＦＲ車及びＲＲ車の前輪、ＦＦ車の後輪）を回転自在に支持する為の車輪支持用転がり軸受ユニットに本発明を適用していたのに対して、本例の場合には、駆動輪（ＦＲ車及びＲＲ車の後輪、ＦＦ車の前輪、４ＷＤ車の全輪）を回転自在に支持する為の車輪支持用転がり軸受ユニットに本発明を適用したものである。[0046]
Next, Figure 9 shows a fourth embodiment of the present invention, which also corresponds to claims 1 to 9. In the first and second and third embodiments described above, the present invention is applied to a wheel supporting rolling bearing unit for rotatably supporting non-rotating driven wheels (front wheels of FR and RR vehicles, rear wheels of FF vehicles), whereas in this embodiment the present invention is applied to a wheel supporting rolling bearing unit for rotatably supporting drive wheels (rear wheels of FR and RR vehicles, front wheels of FF vehicles, all wheels of 4WD vehicles).
【００５０】
次に、図１０は、やはり請求項１〜９に対応する、本発明の実施の形態の第５例を示している。本例の場合には、ハブ２ｃの内端部に形成したかしめ部１９ａを、内輪３の内端面に向けかしめ付けて、このかしめ部１９ａを、この内輪３の内端面よりも軸方向内方に突出させている。又、このかしめ部１９ａの内側面側に円輪状の平坦面４２を形成し、この平坦面４２と等速ジョイント３６の本体部分３９の外端面とを当接させている。上記かしめ部１９ａは、生のままの炭素鋼であるが、上記平坦面４２により上記本体部分３９の外端面と広い面積で当接するので、ナット４０の緊締時にも、当接部に加わる面圧が極端に高くなる事はない。従って、長期間に亙る使用に拘らず、上記かしめ部１９ａがへたる事を防止して、このかしめ部１９ａのへたりにより、上記ナット４０の緩みや転動体５、５設置部分のがたつきが発生する事を有効に防止できる。その他の部分の構成及び作用は、上述した第４例の場合と同様であるから、同等部分には同一符号を付して重複する説明を省略する。[0050]
Next, Figure 10 shows a fifth embodiment of the present invention, which also corresponds to claims 1 to 9. In this embodiment, a crimped portion 19a formed on the inner end of the hub 2c is crimped toward the inner end face of the inner ring 3, with the crimped portion 19a protruding axially inward beyond the inner end face of the inner ring 3. A circular flat surface 42 is formed on the inner surface of the crimped portion 19a, and this flat surface 42 abuts against the outer end face of the main body 39 of the constant velocity joint 36. Although the crimped portion 19a is made of untreated carbon steel, the flat surface 42 abuts against the outer end face of the main body 39 over a wide area, so that the surface pressure applied to the abutting portion does not become extremely high even when the nut 40 is tightened. Therefore, even with long-term use, the caulked portion 19a is prevented from becoming worn, and the loosening of the nut 40 and the rattle of the installation portion of the rolling elements 5, 5 due to the wearing of the caulked portion 19a can be effectively prevented. The configuration and operation of other parts are the same as in the fourth example described above, so the same reference numerals are used for equivalent parts and redundant explanations will be omitted.
【００５１】
次に、図１１〜１３は、本発明の実施の形態の第６〜８例を示している。これら第６〜８例のうち、図１１〜１２に示した第６、７例は請求項１〜７、９に対応し、図１３に示した第８例は請求項１〜９に対応する。上述した第１〜５例の場合には、何れもかしめ部１９を形成する部材に施す焼き入れ硬化層を連続的に形成していたのに対し、これら第６〜８例の場合、上記焼き入れ硬化層は、特に必要とする部分毎に不連続に形成している。即ち、図１１に示した第６例の場合は、第一の内輪軌道７部分と段差面１２及びこの段差面１２の内周寄り部に存在する隅Ｒ部とにのみ、図１２に示した第７例の場合は、第一の内輪軌道７部分と段差面１２及び上記隅Ｒ部及び段部８の基半部外周面とにのみ、図１３に示した第８例の場合は、第一の内輪軌道７部分及び第一のフランジ６の基端部分と段差面１２及び上記隅Ｒ部及び段部８の基半部外周面とにのみ、それぞれ上記焼き入れ硬化層を形成している。但し、前述した通り、上記焼き入れ硬化層は、上述の様に特に必要とする部分毎に不連続に形成するよりも、図１、７、８、９、１０に示した第１〜５例の様に、隣り合う焼き入れ硬化層同士を連続して形成した方が、上記焼き入れ硬化層を施す部材の強度及び耐久性の向上を図れる。その他の部分の構成及び作用は、前述した第１例の場合と同様である。[0051]
Next, Figures 11 to 13 show sixth to eighth examples of the present invention. Of these sixth to eighth examples, the sixth and seventh examples shown in Figures 11 to 12 correspond to claims 1 to 7 and 9, and the eighth example shown in Figure 13 corresponds to claims 1 to 9. In the first to fifth examples described above, the quench-hardened layer applied to the member forming the crimped portion 19 is formed continuously, whereas in these sixth to eighth examples, the quench-hardened layer is formed discontinuously in areas where it is particularly needed. 11 , the quench-hardened layer is formed only on the first inner ring raceway 7, the stepped surface 12, and the corner R of the stepped surface 12 near the inner periphery. In the seventh example shown in Fig. 12 , the quench-hardened layer is formed only on the first inner ring raceway 7, the stepped surface 12, the corner R, and the outer peripheral surface of the base half of the step 8. In the eighth example shown in Fig. 13 , the quench-hardened layer is formed only on the first inner ring raceway 7, the base end portion of the first flange 6, the stepped surface 12, the corner R, and the outer peripheral surface of the base half of the step 8. However, as mentioned above, forming the quench-hardened layer continuously between adjacent layers, as in the first to fifth examples shown in Figs. 1 , 7 , 8 , 9 , and 10 , rather than forming the quench-hardened layer discontinuously in areas where it is particularly needed, improves the strength and durability of the member to which the quench-hardened layer is applied. The configuration and operation of the other parts are the same as in the first example.
【００５２】
次に、図１４は、請求項１０〜１３に対応する、本発明の実施の形態の第９例を示している。本例の車輪支持用転がり軸受ユニットは、第一、第二の内輪軌道７、９を、ハブ２ｄの段部８ａに外嵌した第一、第二の内輪４１、３の外周面に、それぞれ形成している。この様な第一、第二の各内輪４１、３は、共にＳＵＪ２等の高炭素クロム軸受鋼の様な高炭素鋼製とし、心部まで焼き入れ硬化させている。又、これら第一、第二の内輪４１、３は、上記段部８ａに外嵌した状態で、上記ハブ２ｄの内端部に形成したかしめ部１９と第一のフランジ６の基部に形成した段差面１２との間に挟持している。[0052]
Next, Figure 14 shows a ninth embodiment of the present invention, corresponding to claims 10 to 13. In this wheel-supporting rolling bearing unit, first and second inner ring raceways 7, 9 are formed on the outer peripheral surfaces of first and second inner rings 41, 3, respectively, which are fitted onto a stepped portion 8a of a hub 2d. Both the first and second inner rings 41, 3 are made of high-carbon steel, such as high-carbon chromium bearing steel such as SUJ2, and are quench-hardened to their cores. Furthermore, while fitted onto the stepped portion 8a, the first and second inner rings 41, 3 are sandwiched between a crimped portion 19 formed on the inner end of the hub 2d and a stepped surface 12 formed at the base of the first flange 6.
【００５７】
次に、図１５〜１６は、本発明の実施の形態の第１０〜１１例を示している。これら第１０〜１１例のうち、図１５に示した第１０例は請求項１０、１１、１３に対応し、図１６に示した第１１例は請求項１０〜１３に対応する。これら第１０〜１１例の場合には、ハブ２ｄに施す焼き入れ硬化層を、転がり軸受の使用時に、特に大きな荷重を受ける部分にのみ形成している。即ち、図１５に示した第１０例の場合は、段差面１２を含む上記段部８ａの基端部分にのみ、図１６に示した第１１例の場合は、上記段差面１２を含む上記段部８ａの基端部分及び上記第一のフランジ６の基端部分にのみ、それぞれ上記焼き入れ硬化層を形成している。その他の部分の構成及び作用は、上述した第９例の場合と同様である。[0057]
Next, Figures 15 and 16 show tenth and eleventh examples of the present invention. Of these tenth to eleventh examples, the tenth example shown in Figure 15 corresponds to claims 10, 11, and 13, and the eleventh example shown in Figure 16 corresponds to claims 10 to 13. In these tenth and eleventh examples, the quench-hardened layer applied to the hub 2d is formed only on the portion that receives a particularly large load when the rolling bearing is in use. That is, in the tenth example shown in Figure 15, the quench-hardened layer is formed only on the base end portion of the step 8a, including the stepped surface 12. In the eleventh example shown in Figure 16, the quench-hardened layer is formed only on the base end portion of the step 8a, including the stepped surface 12, and on the base end portion of the first flange 6. The configuration and operation of the remaining parts are the same as in the ninth example described above.
Claims (12)
Priority Applications (14)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP32105597A JP3622458B2 (en) | 1997-08-28 | 1997-11-21 | Rolling bearing unit for wheel support |
| DE69831434T DE69831434T2 (en) | 1997-01-17 | 1998-01-14 | Bearing unit for a vehicle wheel suspension |
| EP03001091A EP1319854B1 (en) | 1997-01-17 | 1998-01-14 | Bearing unit for vehicle wheel support |
| EP03004632A EP1314903B1 (en) | 1997-01-17 | 1998-01-14 | Bearing unit for vehicle wheel support |
| DE69831102T DE69831102T2 (en) | 1997-01-17 | 1998-01-14 | Bearing unit for a vehicle wheel suspension |
| DE69819217T DE69819217T2 (en) | 1997-01-17 | 1998-01-14 | Rolling bearing unit for a vehicle wheel |
| EP03001090A EP1312821B1 (en) | 1997-01-17 | 1998-01-14 | Bearing unit for vehicle wheel support |
| DE69831515T DE69831515T2 (en) | 1997-01-17 | 1998-01-14 | Bearing unit for a vehicle wheel suspension |
| EP98300221A EP0854303B1 (en) | 1997-01-17 | 1998-01-14 | Rolling bearing unit for supporting vehicle wheel |
| US09/005,716 US6280096B1 (en) | 1997-01-17 | 1998-01-16 | Rolling bearing unit for supporting vehicle wheel |
| US09/641,863 US6422758B1 (en) | 1997-01-17 | 2000-08-18 | Rolling bearing unit for supporting vehicle wheel |
| US09/916,420 US6524011B2 (en) | 1997-01-17 | 2001-07-27 | Rolling bearing unit for supporting vehicle wheel |
| US10/113,879 US6672770B2 (en) | 1997-01-17 | 2002-04-01 | Rolling bearing unit for supporting vehicle wheel |
| US10/341,826 US6761486B2 (en) | 1997-01-17 | 2003-01-14 | Rolling bearing unit for supporting vehicle wheel |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23279897 | 1997-08-28 | ||
| JP32105597A JP3622458B2 (en) | 1997-08-28 | 1997-11-21 | Rolling bearing unit for wheel support |
| JP9-232798 | 1998-08-28 |
Related Child Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2004015187A Division JP3601537B2 (en) | 1997-08-28 | 2004-01-23 | Rolling bearing unit for wheel support |
| JP2004015188A Division JP2004132552A (en) | 1997-08-28 | 2004-01-23 | Rolling bearing unit for wheel support |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| JPH11129703A JPH11129703A (en) | 1999-05-18 |
| JPH11129703A5 true JPH11129703A5 (en) | 2004-12-24 |
| JP3622458B2 JP3622458B2 (en) | 2005-02-23 |
Family
ID=26530667
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP32105597A Expired - Lifetime JP3622458B2 (en) | 1997-01-17 | 1997-11-21 | Rolling bearing unit for wheel support |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3622458B2 (en) |
Families Citing this family (69)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1110756B1 (en) | 1999-12-16 | 2008-02-20 | Nsk Ltd | Wheel-support rolling bearing unit and a method manufacturing the same |
| JP4581233B2 (en) * | 1999-12-20 | 2010-11-17 | 日本精工株式会社 | Rolling bearing unit for wheel support |
| EP1387101B1 (en) | 1999-12-20 | 2005-06-08 | Nsk Ltd | Method of manufacturing a wheel-support rolling bearing unit |
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