JPS5818244B2 - Kudougawashiyajikuyoujikuuke - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a bearing used in a drive-side axle of an automobile.

For example, front wheel drive vehicles employ a mechanism in which rotational torque from the engine is transmitted to the bub wheel via a constant velocity joint.

The constant velocity joint and the bub are usually connected to each other by a spline and supported via a bearing, and the load is applied via the bub to the bearing.

Conventionally, the majority of bearings for this type of drive-side axle include deep groove ball bearings, angular ball bearings, and conical roller bearings.

For example, a conventional example of an angular ball bearing is shown in Figure 1.
is the constant velocity joint, 2 is the bub (wheel), and 3a.

3b is a bearing.

When assembling the bearings 3a and 3b shown in FIG. 1 above, first install the inner bearing 3a, then the outer bearing 3.
After assembling b into the knuckle 4 and installing the oil seals 5 on the left and right sides, the bub 2 with the disc pre-kiro taro installed in advance
Press fit the boss shaft 2 into the inner diameter of the bearing inner ring.

Then, the spline portion on the outer circumference of the spindle portion of the constant velocity joint 1 is inserted into the spline portion 2 on the inner circumferential surface of the bub 2, and finally the bub 2 and the constant velocity joint 1 are fastened and fixed with a nut 7.

To adjust the preload in this case, adjust the width of the inner rings of the bearings 3a and 3b from side to side before assembly, and when assembling the constant velocity joint 1
The specified preload can be obtained by tightening the screw cut at the tip.

However, it is very inefficient to match the various dimensions of the two bearings 3a and 3b, and to adjust or select the width dimension of the bearing inner ring of the preload reservoir, and it also increases the cost of the bearing itself. It had become.

Furthermore, since there are two bearings 3a and 3b, considerable skill is required to assemble them, and furthermore, each bearing 3a requires considerable skill.

Misalignment when installing 3b is unavoidable,
However, since the number of parts increases, there are problems in terms of reliability and assembly man-hours.

In addition, in order to obtain a certain level of strength, the spline joint between the bub 2 and the constant velocity joint 1 needs to be long enough, and therefore the forging of the bub 2 and the production of the constant velocity joint require quite advanced technology. It was necessary, difficult to mass-produce, and had to be expensive.

These drawbacks are not limited to angular ball bearings, but also apply to conventional bearing mechanisms, and improvements have been desired.

The present invention has been made in view of the above-mentioned drawbacks of the prior art, and provides an inexpensive product that is easy to assemble and has a single bearing mechanism.

The configuration of the present invention will be explained below with reference to the drawings.

In the first embodiment of the present invention shown in FIG. 2, 8 is a constant velocity joint, 9 is a spindle portion of the constant velocity joint 8, and 10 is a constant velocity joint.
Attach the disc brake rotor 11, wheels, etc. with...

The bearing mechanism of the present invention connects this bu 10 and the constant velocity joint 8 through a bearing, and is mainly composed of a bearing inner ring 12, a bearing outer ring 13, and rolling elements 14.

The drawing 15 shows a knuckle, 16 an oil seal, 17 a bearing holding bolt, and 18 a working hole for tightening the bearing holding bolt 17.

The bub 10 is provided with a plurality of bolt holes through which the wheels and brake rotors can be attached.

The bearing inner ring 12 has a cylindrical shape, and has a spline on its inner circumferential surface that fits into a spline cut in the spindle portion 9 of the constant velocity joint 8, and has two rows of transfer grooves on its outer circumferential surface.

This bearing inner ring 12 will eventually be integrated with the bubble 10, and one end surface thereof is finished so as to be integrated with the bubble 10.

Further, on the inner circumferential surface of this bearing inner ring 12, tapers 12, 12 are provided in the curves of splines.

That is, a gentle taper 12 is formed on the outer inner end surface of the bearing inner ring 12, and a steeply inclined taper 12 is formed on the inner spline end.

By using these tapers 12, 12, the spindle portion 9 of the constant velocity joint 8 is inserted into the bearing inner ring 12 with a simple touch using a circlip method.

That is, as shown in FIG. 2, the circlip 19 is fitted into the groove at the tip of the spindle part 9, and the circlip 19 is sunk into the groove by the gentle outer taper 12, and the spindle part 9 runs along the spline of the bearing inner ring 12. At the final position, the circlip 19 is expanded along the steeply inclined inner taper 12 provided on the inner peripheral surface of the bearing inner ring 12.

Then, with this circlip 19 and the inner taper 12, the spindle portion 9 does not come off from the bearing inner ring 12, and the two are fastened together with one touch.

Next, the bearing outer ring 13 is supported by the knuckle 15 and the rolling elements 1
In FIG. 2, it consists of an inner side 13a, an outer side 13b, and a spacer 20.

This bearing outer ring 13 has a so-called left and right angular ball bearing shape, but other than this type, it may also have a bearing outer ring 21 as shown in FIG. 3 or a bearing outer ring 22 as shown in FIG. 4, for example.

In the case of FIG. 3, there is an outer angular inch side deep groove ball bearing, and in the case of FIG. 4, both the left and right sides are deep groove ball bearings, and the spacer 20 as described above is unnecessary.

In any case, the bearing outer rings 13, 21, 22 are configured to rotatably support the bearing inner ring 12 via the rolling elements 14.

Further, it is appropriate for the bearing inner ring 120 to have two rows of transfer grooves from a mechanical and functional point of view, but it is also possible to have two or more rows of transfer grooves.

As described above, the bearing inner ring 12 and the bubble 10 are ultimately integrated, and this is accomplished by friction welding, electron beam welding, or the like.

The timing of the integration is either to integrate the bubble 10 into the bearing inner ring 12 of the assembled bearing after the specified machining has been completed, or to integrate the bubble 10 into the bearing inner ring 12 in advance before assembling the bearing. and do it.

At this time, when integrating the two by friction welding, for example, if carburized steel is used for the bearing inner ring 12, the end on the welding side is treated to prevent carburization, and if it is still bearing steel, the end on the welding side is Partially annealed by heat treatment to reduce hardness.

In this way, the outer peripheral surface of the bearing inner ring 12 is provided with a transfer groove, the inner peripheral surface is provided with a spline portion, and the end surface is finished by polishing, and the hardness of the press-welded end is reduced, so that the bubble 10 can be adjusted to a predetermined position. Friction welding can prevent cracks caused by pressure welding.

In this case, the bearing inner ring 12 uses a relatively expensive material such as carburized steel or bearing steel, but the bub 10 can be made of inexpensive mild steel, and can be made inexpensive with no waste in terms of material.

Furthermore, during friction welding between the bearing inner ring 12 and the bulge 10, the bearing inner ring side provides a large torque at the time of friction welding with its scrubber 17 portion.

That is, the spline portion is also used to apply large torque during friction welding to the pond used for drive transmission of the constant velocity joint.

Further, the working hole 18 and the brake rotor mounting bolt hole provided in advance on the bubble side are used to provide high torque during friction welding.

In this manner, the bearing inner ring 12 and the bub 10 utilize their spline portions and working holes for high torque support, so that there is no need to forcefully chuck the respective outer diameters.

Further, it is desirable for processing that the shapes of the press-contact surfaces of both are thermally the same.

In the case of electron beam liquid resistance, in addition to the advantages of friction welding, the range of heat influence is further reduced, so it is easier to weld the bearing inner ring 12 with the bub 10 after assembly.

In any case, the bearing inner ring 12 and the bearing ring 10 are finally integrated, and the bearing inner ring 12 directly receives the radial load and moment load during running.

As explained above, in a mechanism for transmitting rotational torque from an engine to a knob via a constant velocity joint, the spline part that fits into the spline part on the outer periphery of the spindle part of the constant velocity joint is attached to the inner peripheral surface. a bearing inner ring having double rows of transfer grooves on the outer circumferential surface, and one end surface of which is integrally joined to the bub by friction welding or electron beam welding, and a bearing outer ring fixedly supported on the knuckle side; Since the bearing for the drive side axle of an automobile is constituted by the double rows of rolling elements arranged on the inner and outer circumferences of the bearing, the following effects are achieved.

First, by integrating the bearing inner ring and the bub, the difficulty of assembly is reduced, and there is no need for nuts, etc. for fixing the bub and constant velocity joint, which reduces weight and allows for replacement and installation as a unit. .

In addition, the bearing inner ring and bub can be processed separately from the viewpoint of material strength and cost, and if friction welding or electron beam liquid resistance with less heat effect is used, the bearing inner ring can be processed before or after the bearing is assembled. ...It is advantageous from an assembly point of view as it can be integrated with the main body.

Furthermore, since the inner ring of the bearing and the bub are processed separately, processing is simple and mass production is good, and since the bub can be easily forged or pressed, it is possible to provide an inexpensive product.

Next, the constant velocity joint and the bearing outer ring can be fastened together with a circlip or the like in one touch, and in this way, the assembly becomes very convenient and efficient.

Since the bubble unit of the present invention is easily compatible with conventional products, it can be mounted as a unit on the vehicle body without changing the mounting dimensions.

[Brief explanation of drawings]

FIG. 1 is a partial side sectional view showing an example of a conventional bearing structure, FIG. 2 is a side sectional view of a main part showing an embodiment of a bearing according to the present invention, and FIG.
4 and 4 are schematic side sectional views of essential parts showing an embodiment of the curve of the bearing according to the present invention. 8...Constant velocity joint, 10...No...
B, 12... Bearing inner ring, 13, 21, 22...
... Bearing outer ring, 14 ... Rolling element, 15 ...
····knuckle.

Claims (1)

[Claims] 1 In a mechanism that transmits rotational torque from an engine to a bub through a constant velocity joint, the constant velocity joint has a spline part on the inner peripheral surface that fits into a spline part on the outer periphery of the spindle part, and a double-row spline part on the outer peripheral surface. A bearing inner ring which has a transfer groove and whose one end face is integrally joined by friction welding or electron beam m-welding, a bearing outer ring fixedly supported on the knuckle side, and a bearing disposed between the above bearing inner and outer rings. A drive-side axle bearing consisting of a double row of rolling elements.