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1、外文翻译原文：Proceedings of the 7th ICFDM2006International Conference on Frontiers of Design and ManufacturingJune 19-22, 2006, Guangzhou, ChinaTHE SWAGING TECHNOLOGY USED IN SHAFT CLINCHINGASSEMBLY FOR AUTOMOTIVE HUB BEARING UNITXiao Yunya 1, 2 , Zhou Zhixiong1and Lv Jianmin31College of Mechanical and Au

2、tomotive Engineering, Hunan University, China2Department of Electromechanical Engineering, Shaoguan University, China3Shaoguan Southeast Bearing Co., Ltd.,ChinaAbstract: Recently, shaft end clinching is being adopted in the hub bearing unit assembly, which will raise as technological trend and gradu

3、ally replace clamp nut in future. In a machine reconstructed from lathe, the sample of shaft end clinched hub unit is successfully manufactured by swaging technology with given parameters. Some tests confirm that the shaft end clinching hub unit has functions greater than the traditional hub unit wi

4、th clamp nut. In the end, the future application and the further research direction of the swaging technology are discussed.Key Words: hub bearing unit, swaging, shaft clinching, assemblyHub unit bearings are widely being adopted for cars as they are lighter and stronger and easily to mounting. In t

5、he hub bearing unit assembly, the shaft clinching tightening replaces clamp nut and becomes technological trend. It is adopted in the mostly famous international companies of bearing manufacture. However, the deformation of the workpiece in clinching process is complex and difficult to be controlled

6、 It brings phenomenons such as distortion of structure in the connecting area, shortage of supporting rigidity, inadequacy of strength, disqualification of rotational accuracy and lack of life. Thus leads the hub unit to invalidation easily. Up to now, the swaging technology used in shaft clinching

7、 for hub unit is not well mastered. With the support from some corporations, the pilot study of the swaging technology is completed. The problems from technics and equipment of clinching are solved, and the sample of swaged edge of hub bearing unit is manufactured successfully.1. IntroductionHub bea

8、ring unit is assembled from several components, which is pre-adjusted and lubricated for life.The unit was originally designed for use in cars and trucks to replace the traditional taper roller bearings, which is ready to install and free maintenance. With the hub bearing units not only the number o

9、f parts, but also the overall weight of the wheel arrangement is reduced. They also reduce assembly time because they do not require any special adjustment. Each unit is self-contained andready to be bolted in place. This kind of bearing has come through three generations since it was designed by SK

10、F in 1938. The 4th generation hub unit is now under development though it has not yet been mass-produced. Figure 1 illustrates the structure of hub bearing units 3.The 1st generation hub bearing unit is composed of two single-row bearings with their outer rings integrated, where grease is filled wit

11、h seals. Compared with the 1st generation, the 2nd generation hub bearing unit is much more light weight and miniaturization ， which has integrated flange into the outer ring of 1st generation wheel bearing. The 3rd generation hub bearing unit is an advanced type of 2nd generation, which the outboar

12、d inner ring of the inner-ring rotation type hub unit and hub-shaft are integrated. In this generation hub unit, number of built-in high-performance sensor type has increased. 2Figure.1 Hub unit bearingsTo further reduce the weight and size of the hub bearing unit and improve its reliability, NSK ha

13、s recently developed a novel shaft end clinching hub unit. In the new hub design, the clamp nut which fastens the inner and outer rings together is replaced with a swaged edge. The swaging that used in shaft clinching is a technique that deforms the end part of hub shaft by swaging forging in which

14、inboard of inner ring and proper shaft force by this deformation. Figure 2 shows examples of 3rd generation type clinched shaft hub units for a driven wheel and drive wheel respectively. In addition, this technique is also applicable to the inner ring rotation type 2nd generation hub units 2.driven

15、wheel drive wheelFigure2 Shaft clinching hub unitThere are several advantages of the swaged hub unit in comparison to conventional retaining nut assemblies. The nut is saved in the swaged hub unit. The swaged hub units size is smaller and weight is less than the conventional retaining nut assemblies

16、 The structure of the unit becomes compact. And the vehicle fuel consumption is reduced 1. The clamping force can be controlled accurately during the swaging process. Then the effect of error from parts is avoided. The fluctuation of pre-adjusted force is reduced greatly. As every hub unit gains th

17、e best pre-adjusted force after assembly, the life of bearing unit can be extended. The clinching tightening is an un-reversible assembly. The assembly is not failure though the vibration caused from running process is been loaded on the hub unit. The shaft clinching process is capable to perfectly

18、comply with the problem of “loosening of tightening” that was impossible to be solved for the nut tightening. Then the shaft clinching improves the reliability and safety of the product greatly. This technology enables resource and energy of the manufacture of hub bearing unit to be saved. Due to pr

19、edigest the assembly process, the cost of the whole vehicle is further reduced.2. Process and ExperimentThe swaging process is an applied “rocking die forging”. Figure 3 illustrates the principle of the rocking die forging 3. On the center point of a workpiece, the axis OY of a conical upper die, wh

20、ich is titled by an angle from the centerline OX of the work, is turned about the OX axis. This gives rocking motion to the upper die, and the workpiece is continuously formed as the upper die continues the rocking rotation.The motions needed by the shaping principle can be achieved from a lathe. As

21、 Figure 4 showing, a rolling head is fixed on the end of the lathe shaft. The head is tilted an angle from the centerline of workpiece and self-rotating. The workpiece is fixed on the worktable restructured from the tow- board which is drived by hydraulic pressure. During the rolling process while t

22、he tilted rolling head is rotated on the bearing assembly, the shaft end of the flanged inner ring (workpiece) will receive a pressure provided from hydraulic-driving worktable and yield plastic deformation until it is firmly fixed to the smaller inner ring. Photo 1 shows the reconstructed machine.F

23、igure3 Principle of the rocking die forgingFigure4 The motions needed by the shaping principleThe rolling head is the key unit device for the swaging experimentation. Figure 5 illustrates its structure. It is consisted of a roll-wheel, a bearing, a nut, 3 inner hexangular bolts and a joining- tray.

24、The bearing is a double row angular contact ball bearing, actually a hub bearing unit, which supports both of the double-direction axial forces and the radial force. It ensures the roll-wheel to be self-revolving with the effect of friction from the contact area between the roll-wheel and the workpi

25、ece during the swaging process. The rolling head is fixed on the lathe shaft with the joining-tray which can adjust its gradient angle to meet the angle needed between the rolling head and the centerline of workpiece. The roll-wheel swages the workpiece, endures heavy force and serious attrition. Sp

26、ecial material with the capabilities to endure the force and attrition is adopted to manufacture the roll-wheel, and especial heat treatment is adopted to ensure the perfect strength and rigidity. Photo 1 The reconstructed machine for swagingIn order to ensure the quality of the clinching assembly,

27、the shape of the rolling head used in the experimentation should be optimized. It is not enough to only have purely axial grinding- pressure but also to keep the perfect radial grinding pressures in the process of the clinching assembly. The key is that the diameter of the ball-head of the rolling h

28、ead should be larger than that of the inner hole of the bearing, and keep an appropriation touching angle. At the same time, the rolling head must be grinding with no slippage in the process of the swaging so as to avoid the hub unit rotation caused by the friction when touching each other, thus red

29、ucing the quality and the precision of the clinching assemblyThe swaging process is executed in the reconstructed lathe machine. Although the processing load is small as a result of the rolling head inclination angle , axial and radial loads are applied to the assembly during the swaging process. Th

30、is can result in potential adverse effects that influence bearing performance, such as deformation or stiffness of the rolling elements and raceways. To eliminate or reduce these adverse effects, it thus becomes necessary to confirm the technical parameter through the swaging experimentation. After

31、repetitious experiments on swaging, the parameter is confirmed at last. Under the integrated effect of the given parameters which includes pressure, loading speed and rotating speed, the sample of swaged end hub unit is successfully manufactured. Photo 2 shows the real product.Figure5 The rolling he

32、adPhoto 2 The sample of swaged end hub unit3. Conclusion and DiscussionIn order to examine the static strength of the swaged edge, a static strength test was carried into execution. A moment load was applied until the bearing failed. At the end, neither the swaged bearing nor the bearing assembled w

33、ith a clamp nut failed at the fastening joint. Failure occurred in the flanged inner ring at the corner of the mating face with the smaller inner ring. The test determined that the swaged edge was not the weak point of the bearing. Photo 3 shows the failure of hub bearing unit. In addition, the samp

34、le of swaged hub bearing unit also passed the running endurance test under heavy load. It verified that the swaged edge is sufficient for fatigue strength. It is indicated on the result of the test that swaged hub bearing unit has functions greater than the traditional hub bearing unit with clamp nu

35、t.Although the feasibility of swaging used in shaft clinching for hub bearing unit assembly is confirmed on the experimentation and the sample of swaged end hub unit is manufactured successfully, but still there are many problems waiting to be solved before mass-produce. In order to master the swagi

36、ng technology entirely, a general research should be demanded to perform. It includes analyzing the potential failure mode of swaging, simulating the plastic deformation course of the hub unit during the swaging process and optimizing the geometric shape of the shaft edge and roll-wheel. Based on th

37、ese studies, many base theories of swaging can be constructed and some key technologies for swaging the hub unit can be mastered. Using these theories and key technologies, a novel high efficient and precise special swaging machine for shaft clinching hub units will be developed.Photo 3 The failure

38、of hub bearing unitIt is quite important to master the swaging technology for manufacture either the 2nd generation and 3rdgeneration hub units or the new generation hub unit. As a hub unit, it should includded bearing assemblies. These new generations of hub bearing unit are not exceptions. Figure

39、6 shows the structure of hub 4, hub 5 and hub 6 designed by SKF. Because the bearing assemblies are composed of outer ring, rolling balls, flanged shaft and inner ring, it is pivotal to adopt the swaging technology when assemble them into a unit, thus its significant to develop the swaging technolog

40、y for the shaft clinching assembly. Hub4 Hub5 Hub6Figure6 New generations of hub bearing unitIt is discovered by analyzing the conFigureuration of the hub bearing unit in detail that the number of parts of the hub unit can be further reduced with the swaging technology used in shaft clinching. The s

41、haft end of theflanged inner ring may be directly swaged to raceway, and the smaller inner ring can be saved, then the parts of the unit are decreased. Thus it will predigest the structure of the hub unit, improve the reliability, reduce the cost of manufacture. One reason of this design is that the

42、 tightening position is not the weak point of the hub unit, but the root of the flanged inner ring. The other is informed by the FEM analysis that small inner ring receives not heavy axial load during the vehicle running, so the small inner ring can be saved. But before putting this project in pract

43、ice, the key questions such as assembly of the balls, the dimension precision of the swaged raceway, the plastic deformation under heavy pressure must be solved.References1 Junshi Sakamoto. Trends and New Technologies of Hub Unit Bearings.Motion & Control, 2005(17):292 T.NUMATA. Technical Trends of

44、Automotive Wheel Bearings. KOYO Engineering Journal English Edition, 2003(162E):32363 Hirohide Ishida,Takeyasu Kaneko. Development of Hub Unit Bearing with Swaging. Motion &Control,2001(10):9144 K.TODA,T.ISHII,S.KASHIWAGI,T.MITARAI. Development of Hub Units with Shaft Clinching for Automotive Wheel

45、Bearings. KOYO Engineering Journal English Edition,2001 (158):2630Contact Info:Zhou ZhixiongProfessorCollege of Mechanical and Automotive EngineeringHunan UniversityHunan, ChangSha,410082 ChinaPhone:86-731-8821732 Fax:86-731- 8821732Email:zhouzx8Website: 翻译：正在进行的2006第七届关于前沿的设计和制造的ICFDM国际会议，2006年 6月1

46、9日至22日， 中国，广州模锻技术通过轴钉牢装配应用于汽车轮毂轴承单元肖云亚1，2，周志雄1和吕建民31 中国 湖南大学 机械与汽车工程2 中国 韶关大学 机电工程3 中国 韶关 东南轴承有限公司摘要：最近，轴端钉牢正在被轮毂轴承单元装配中所采用， 这将成为科技发展趋势，并在将来逐渐取代螺母夹紧。 在一台由车床改装过的机器上，轴端钉牢轮毂单元样品按特定参数通过模锻技术成功的被研制。 一些试验证实，轴端钉牢轮毂单元的功能，比传统的螺母夹紧的轮毂单元更完善。 最后，关于模锻技术的应用前景和进一步研究的方向被讨论。关键词: 轮毂轴承单元，模锻， 轴钉牢，装配。轮毂单元轴承被广泛采用于轿车，因为他们都

47、更轻和更强且易于安装。 在轮毂轴承单元装配中，轴钉牢夹紧取代螺母夹紧，成为技术趋势。 它被大部分国际著名的轴承制造公司所采用。 然而，工件的变形在钉牢的过程中很复杂，很难加以控制。 它导致如结构的连接部位变形，支持刚度不足，受力不均，旋转精度降低和使用寿命减少的现象。 因而易导致轮毂单元失效。 到现在为止，通过轮毂单元应用于轴钉牢的模锻技术，还不能很好的掌握。在一些企业的支持下模锻技术的初步研究已经完成。钉牢的工艺和装备问题已经解决， 具有陷型边缘的轴端钉牢轮毂单元样品制造成功。1、 介绍轮毂轴承单元是由几个部分组成，即预调整和终身润滑。 准备安装和免费维修的该单元最初设计是为了使用在汽车和卡

48、车上，以取代传统的圆锥滚子轴承。 这种轮毂轴承单元不仅包括若干组成部分，而且整排车轮的重量减少了。它们也减少了装配时间，因为他们并不需要任何特殊的调整。每个单位是独立的，并准备用螺栓固定到适当的位置。这种轴承历经了三代，自从它在1938年被SKF设计出来。 第四代轮毂单元目前正在开发但尚未批量生产。图1举例说明轮毂轴承单元的结构3第一代轮毂轴承单元由被一个外圈整合的两个单排轴承组成的，利用油封里边充满了黄油。相比第一代，第二代轮毂轴承单元更为轻巧和小型化， 它把第一代轮毂轴承外圈整合成法兰。第三代轮毂轴承单元是第二代轴承的一种改进类型， 其中内圈的外侧是由内圈可以旋转的轮毂单位和轮毂轴整合为一体的。在这一代轮毂单元中，内置式高性能传感器类型有所增加。图1 轮毂单元轴承为了进一步减少轮毂轴承单元的重量和体积，并提高其可靠性NSK最近开发出一种新型轴端钉牢轮毂单元。在这种新的轮毂设计中，扣紧内圈和外圈的夹紧螺母一起被陷型边缘所代替。这种应用于轴钉牢的模锻是一种通过模锻使轮毂轴末端变形，轴承内圈的内侧和轴的特定部位通过这种变形而压紧的技术。2、 过程和实验模锻是一种应用“摇动锻造”过程。图3是摇动锻造的原理图。放在中心点上一个加工件，Y轴上是一个与X轴中心线呈度的圆锥形的上模，这个上模转向X轴。这就给上