Vehicle wheel end assembly

Abstract

A vehicle wheel end assembly (1) comprises a wheel bearing unit (3) arranged for fitting on a vehicle axle head (2) and a wheel adapter (4) obtaining rotational support on the axle head (2) by means of the wheel bearing unit (3). Wherein the bearing unit (3) comprises at least two rows of bearings (31, 32) and bearing outer ring communities (33, 34) configured to be capable of rotating synchronously with bearing outer rings (31a, 32a) of the bearings (31, 32). The adapter (4) is a detachable member independent of the outer ring community (33, 34) for connecting the wheel (41) and the brake disc (42). At least in the state of connecting the brake disc (42), the adapter (4) can be fastened to the outer ring common body (33, 34) by means of a bolt (5), or can be removed from the latter. And a bolt fastening point between the adapter (4) and the outer ring common body (33, 34) is positioned on the radial periphery of the outer ring common body (33, 34) outside the cabin outer side end surface (33a).

Description

Technical Field

[0001] This invention relates to a vehicle wheel end assembly, and more particularly to a wheel end assembly for truck drive wheels and non-drive wheels. Background Technology

[0002] Figure 1 This diagram shows a cross-sectional view of a conventional wheel-end assembly used for truck drive wheels (hereinafter referred to as "Scheme 1"). As shown, the wheel-end assembly 1 includes a wheelbearing unit 3 that can be mounted on a vehicle stub axle 2 and a wheel hub 34 that receives rotational support on the stub axle via the wheelbearing unit. The wheelbearing unit 3 includes at least two rows of rolling bearings, typically a pair of tapered roller bearings 31 and 32, mounted on the stub axle 2 at a predetermined axial interval. The wheel hub 34 is fixedly mounted on the outer rings 31a and 32a of the bearings, thus enabling synchronous rotation with the latter. A wheel adapter flange 4 is also integrally formed on the wheel hub 34 for connecting the wheel (shown as a pair of parallel wheels) 41 and the brake disc 42. When the brake disc 42 requires maintenance, the wheel 41 must first be removed from the flange 4, and then the wheel hub 34, which includes the two rows of bearings 31 and 32 and is fitted with the brake disc 42, must be removed from the stub axle 2.

[0003] During the disassembly process described above, the wheel hub 34, which connects to the brake disc 42 and contains two rows of bearings 31 and 32, is quite heavy. Therefore, when the outer board bearing 31 is removed from the axle head 2 first, the wheel hub 34 may momentarily tilt, forming an angle with the horizontal axle head. Due to the leverage effect, this tilt will cause a huge impact on the inner board bearing 32 (right side in the figure), causing some rolling elements of the inner bearing 32 to be pressed into the raceway, forming pits on the raceway. When the inner bearing 32 is put back into use, the damaged raceway begins to spall under operating loads. Typically, the damaged bearing will fail after approximately 10,000 kilometers following brake disc maintenance.

[0004] To address the aforementioned problems, the applicant proposed an improved technical solution (hereinafter referred to as "Solution Two") in patent application WO 2022 / 008272 A1, filed on June 28, 2021. In Solution Two, as follows... Figure 2A and Figure 2BThe wheel adapter flange 4, originally integrally formed on the wheel hub 34 in Scheme 1, has been replaced with an independent wheel adapter (hereinafter referred to as "adapter," still marked with the number 4). This adapter 4 can be detachably mounted on the common outer ring 33 of the two rows of bearings 31 and 32 via its inner circumferential flange 45. Therefore, when the brake disc 42 requires maintenance, only the adapter 4 needs to be removed from the common outer ring 33, unlike Scheme 1 which required removing the entire wheel hub 34 along with all bearings 31 and 32 from the axle head 2. In other words, maintenance of the brake disc 42 in Scheme 2 does not require the complete removal of the wheel bearing unit 3. This allows the bearings 31 and 32, as precision components, to be preserved, theoretically remaining in a robust state after factory adjustments, avoiding any risks that might arise from unnecessary disassembly. Furthermore, the independently detachable adapter simplifies brake disc maintenance.

[0005] However, Option 2 also has its own problems, especially since the weight of the "shared outer ring + wheel adapter" is much greater than that of the "wheel hub + wheel adapter flange" in Option 1. This is because the bolt fastening point (referred to as the "bolt point") between the adapter 4 and the shared outer ring 33 is still like... Figure 1 As shown, the wheel adapter flange 4, like the wheel hub 34, is located on the outer end face 33a of the common outer ring 33. This fastening point is axially far from the wheel load line X. Therefore, both the adapter 4 and the common outer ring 33 must be constructed with sufficient radial wall thickness along a length between the fastening point and the wheel load line X, and may even require reinforcing ribs 47 and 48 to achieve the structural strength required to bear the wheel load. This is the fundamental reason for the increased weight and cost of the wheel end assembly in Scheme Two.

[0006] The reality calls for a wheel-end assembly that facilitates brake disc maintenance without increasing the vehicle's weight. Summary of the Invention

[0007] To address the aforementioned technical problems, the present invention provides a vehicle wheel end assembly comprising a wheel bearing unit configured for mounting on a vehicle axle head and a wheel adapter that obtains rotational support on the axle head via the wheel bearing unit. The wheel bearing unit comprises at least two rows of bearings and a bearing outer ring assembly configured to rotate synchronously with the outer rings of the at least two rows of bearings. The adapter is a detachable component independent of the outer ring assembly for connecting the wheel and the brake disc. At least when the brake disc is connected, the adapter can be bolted to or removed from the outer ring assembly. The bolt fastening point between the adapter and the outer ring assembly is located radially outward, beyond the outer end face of the outer ring assembly housing.

[0008] By moving the bolt fastening point from the outer end face of the outer ring to the radial periphery of the ring, particularly approaching the wheel load line X in the axial direction, the aforementioned weight increase effect caused by excessive axial distance between the bolt fastening point and the wheel load line can be effectively avoided. Based on the above improved technical solution, the present invention not only retains the original advantages of Scheme 2 (i.e., allowing independent disassembly and assembly of the wheel adapter, avoiding the huge risks associated with bearing disassembly and assembly), but also reduces the overall weight of the wheel end assembly to approximately the same level as in Scheme 1.

[0009] The various embodiments and beneficial technical effects of the present invention are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0010] Figure 1 A cross-sectional schematic diagram showing the conventional wheel end assembly (Option 1) used for truck drive wheels;

[0011] Figure 2A Showing a cross-sectional schematic diagram of the wheel end assembly in the applicant's previous patent scheme (Scheme 2);

[0012] Figure 2B Showing a perspective structural diagram of the wheel end assembly in the applicant's previous patent scheme (Scheme 2);

[0013] Figure 3A This shows a cross-sectional schematic diagram of the improved wheel end assembly of the present invention when it is used as a vehicle drive wheel;

[0014] Figure 3B This shows a perspective structural diagram of the improved wheel end assembly of the present invention when it is used as a vehicle drive wheel;

[0015] Figure 3C show Figure 3B A three-dimensional perspective view of the intermediate wheel bearing unit;

[0016] Figure 4A A cross-sectional schematic diagram showing the improved wheel end assembly of the present invention when used as a non-drive wheel of a vehicle; and

[0017] Figure 4B This shows a perspective view of the improved wheel end assembly of the present invention when used as a non-drive wheel of a vehicle. Detailed Implementation

[0018] In the following description, the same or similar reference numerals are always used to denote the same or similar parts. Terms indicating direction, such as "axial," "radial," and "circumferential (direction)," refer to the axial, radial, and circumferential (direction) of the described part, unless otherwise specified or indicated. Furthermore, "inner side" refers to the direction closer to the vehicle body centerline, corresponding to the left side in each cross-sectional view, and "outer side" refers to the direction away from the vehicle body centerline, corresponding to the right side in each cross-sectional view.

[0019] Figure 3A and Figure 3B The diagrams show a cross-sectional view and a perspective view of the improved wheel end assembly of the present invention when used as a vehicle drive wheel. In the illustrated scheme, the wheel adapter 4 is mounted on the common outer ring 33 of the two rows of bearings 31 and 32, and is bolted to the common outer ring 33 via an inner circumferential flange 45. (Comparison) Figure 2A and Figure 2B It can be seen that the fastening point between the inner flange 45 and the common outer ring 33 has been moved from the outer end face 33a of the common outer ring 33 in the previous scheme 2 to the radial periphery of the common outer ring 33 in the current technical solution. As a preferred embodiment, the fastening point can be as close as possible to the wheel load line X in order to shorten the axial distance between them.

[0020] It is necessary to point out that in this invention, the bolt fastening point is an abstract concept, not referring to the entire range reached by the bolt length, but rather to the specific position of the interface between the bound components along the bolt's axial direction. For example, in Figure 2A and Figure 2B In the second embodiment shown, the fastening point between the outer peripheral flange 21 of the drive half-shaft 20 and the common outer ring 33 is located on the outer end face 33a of the common outer ring 33, while the fastening point between the inner peripheral flange 45 of the adapter 4 and the outer peripheral flange 21 of the drive half-shaft 20 is located on the contact surface between the two.

[0021] Figure 3C show Figure 3B A perspective view of the intermediate wheel bearing unit. In the illustrated scheme, the common outer ring 33 of the bearing has a stepped circumferential protrusion 35, which forms a support for the adapter 4. The common outer ring 33 has the greatest radial thickness at the support 35, used to bear the wheel load transmitted by the adapter 4. Specifically, the support 35 has a circumferential outer diameter surface 36 and a housing outer end face 37, which provide radial and axial support for the adapter 4, respectively. Furthermore, the support 35 also has a threaded hole 38 suitable for bolting on one side of its housing outer end face 37. Figure 3A and Figure 3B As can be seen, the adapter 4 has a base 43 for a mating support 35. The base 43 includes a circumferential inner diameter surface 44 that supports the outer diameter surface 36 of the support and an inner circumferential flange 45 that abuts against the outer end face 37 of the support housing. Corresponding to the threaded hole 38 of the support, the inner circumferential flange 45 of the base has a bolt hole 46, which allows a bolt to pass through and be screwed into the threaded hole 38, thereby fastening the base 43 and the support 35 together.

[0022] In the base-support fit described above, a radial load-bearing surface P is formed between the inner diameter surface 44 of the base and the outer diameter surface 36 of the support. As a preferred embodiment, the support 35, together with the load-bearing surface P, is axially biased towards the inner side of the housing, thereby allowing the outer bearing 31 to use rolling elements that are smaller than those of the inner bearing 32. This design allows the common outer ring 33 to use the smallest possible wall thickness in the radial dimension in the outer section of the housing along the wheel load line X, thereby achieving further weight reduction.

[0023] exist Figure 3A and Figure 3B In the specific embodiment shown, a set of bolts secures the drive half-shaft 20, the common outer ring 33, and the adapter 4 together using a spacer ring 50. The spacer ring 50 is an annular component with through holes 53 allowing bolts to pass through. When positioned between the outer flange 21 of the drive half-shaft 20 and the inner flange 45 of the adapter 4, it provides axial support to the latter two to resist bolt tightening. It is readily apparent that the presence of the spacer ring 50 facilitates the use of the same set of bolts 5 to connect the drive half-shaft 20, the common outer ring 33, and the adapter 4 together. As an alternative, two sets of bolts can also be used to achieve the above objective (this option is not shown). For example, a first set of bolts can be used to fasten the support 35 of the common outer ring 33 to the base 43 of the adapter 4, and a second set of bolts can be used to fasten the outer flange 21 of the drive half-shaft 20 to the outer end face 33a of the common outer ring 33. Figure 3A and Figure 3B Compared to the technical solution that uses only one set of bolts, this candidate solution uses an additional set of bolts, resulting in a larger number of components and slightly more complex assembly and disassembly, but it can still achieve the purpose of this invention.

[0024] Figure 4A and Figure 4B This invention shows a cross-sectional schematic diagram and a perspective view of the improved wheel end assembly when used for a vehicle's non-drive wheel. Since the axle head 2 of the vehicle's non-drive wheel does not contain a drive half-shaft, the bolt 5 only needs to pass sequentially from the outside of the housing through the spacer ring 50, the inner circumferential flange 45 of the adapter 4, and the support 35 of the common outer ring 33 to secure the common outer ring 33 and the adapter 4 together. It should be noted that the wheel end assembly 1 for non-drive wheels typically also includes an end cap 23 to seal the axle head 2, preventing external contaminants from entering the axle head 2 and the bearing unit 3. Figure 4A and Figure 4BIn the illustrated embodiment, the bolt 5, while passing through the spacer ring 50, also presses the radial outer edge 24 of the end cap 23 against the outer end face 33a of the common outer ring 33 using its bolt head 51 and / or bolt washer 52. Alternatively, the end cap 23 may also have a bolt hole (not shown) formed on its radial outer edge 24, allowing the bolt to pass through. In this case, the bolt 5 can pass through the bolt hole in the radial outer edge 24 from the outer side of the compartment, similar to... Figure 3A and Figure 3B As shown, when the bolt 5 passes through the outer peripheral flange 21 of the drive half-shaft 20, the end cover 23 is pressed against the outer end face of the compartment of the spacer ring 50 and / or the common outer ring 33.

[0025] It is necessary to point out that in the wheel end assembly 1 shown in Figures 3 and 4, the adapter 4 is mounted on the common outer ring 33 of the two rows of bearings 31, 32, instead of as... Figure 1 It is mounted on the hub 34 as shown. It is easy to understand that if the adapter 4, which is mounted on the common outer ring 33 in Figures 3 and 4, is mounted on... Figure 1 The purpose of this invention can still be achieved on the hub 34 shown. This is because, in Scheme 1, the hub 34 is fixedly mounted on the bearing outer rings 31 and 32, effectively forming an integral structure with them, and thus can rotate synchronously with them. Therefore, it can be seen that whether it is the bearing outer ring itself, such as the common outer ring 33 shown in Figures 3 and 4, or other components fixedly mounted on the bearing outer ring, such as... Figure 1 The wheel hub 34 shown can all be configured to connect to the adapter 4. In other words, in this invention, the outer rings of the at least two rows of bearings, or any other components fixedly mounted on the outer rings of the bearings, can achieve the purpose of this invention as long as they are configured to connect to the wheel adapter. In view of this, such bearing outer rings or other components constructed on the outer rings of the bearings are uniformly defined as "bearing outer ring community" (hereinafter referred to as "outer ring community").

[0026] The vehicle wheel-end assembly described above is not limited to specific embodiments; more general technical solutions are defined by the appended claims. Any modifications and improvements to this invention, as long as they comply with the limitations of the appended claims, fall within the scope of protection of this invention.

Claims

1. A vehicle wheel end assembly (1) comprising a wheel bearing unit (3) configured for mounting on a vehicle axle head (2) and a wheel adapter (4) for obtaining rotational support on the axle head (2) via the wheel bearing unit (3), wherein The wheel bearing unit (3) includes at least two rows of bearings (31, 32) and a bearing outer ring community (33, 34) constructed to rotate synchronously with the bearing outer rings (31a, 32a) of the at least two rows of bearings (31, 32); The adapter (4) is a detachable component independent of the outer ring community (33, 34) for connecting the wheel (41) and the brake disc (42). At least when the brake disc (42) is connected, the adapter (4) can be fastened to the outer ring community (33, 34) with bolts (5) or removed from the latter. Its features are: The bolt fastening point between the adapter (4) and the outer ring community (33, 34) is located radially outside the outer end face (33a) of the outer ring community (33, 34).

2. The vehicle wheel end assembly (1) as described in claim 1, characterized in that: The outer ring community (33, 34) is the common outer ring (33) of the at least two rows of bearings (31, 32), or other components that can rotate synchronously with the bearing outer rings (31a, 32a) fixedly mounted on the at least two rows of bearings (31, 32), including but not limited to the hub (34).

3. The vehicle wheel end assembly (1) as described in claim 2, characterized in that: The outer ring (33, 34) has a support (35) for supporting the adapter (4), the adapter (4) has a base (43) adapted to the support (35), and the bolt fastening point is formed between the support (35) and the base (43).

4. The vehicle wheel end assembly (1) as described in claim 3, characterized in that: The support (35) has a circumferential outer diameter surface (36) and an outer end face (37) for providing radial and axial support for the adapter (4), respectively. The support (35) also has a threaded hole (38) suitable for bolt fastening on one side of its outer end face (37). The base (43) has a circumferential inner diameter surface (44) and an inner circumferential flange (45), which respectively match the circumferential outer diameter surface (36) of the support (35) and the outer end face (37) of the cabin. The inner circumferential flange (45) also has a bolt hole (46) corresponding to the threaded hole (38) of the support (35), allowing bolts to pass through it. Secure the base (43) to the support (35).

5. The vehicle wheel end assembly (1) as described in claim 4, characterized in that: A radial load bearing surface (P) is formed between the inner circumferential diameter surface (44) of the base (43) and the outer circumferential diameter surface (36) of the support (35). The bearing surface (P) is axially biased towards the inner side of the outer ring community (33, 34). The at least two rows of bearings (31, 32) use bearing rolling elements with smaller dimensions on the outer side of the housing than on the inner side.

6. The vehicle wheel end assembly (1) as described in claim 5, characterized in that: The wheel end assembly (1) is configured as a drive wheel for a vehicle. A drive half shaft (20) is provided in the axle head (2). The drive half shaft (20) has an outer peripheral flange (21). The outer peripheral flange (21) has bolt holes that allow bolts to pass through. A set of bolts (5) fastens the drive half shaft (20), adapter (4) and outer ring community (33, 34) together by means of a spacer ring (50). The spacer ring (50) is an annular member provided between the outer peripheral flange (21) of the drive half shaft (20) and the inner peripheral flange (45) of the adapter (4). It has bolt holes (53) inside that are suitable for bolts to pass through, and provides axial support for bolt fastening.

7. The vehicle wheel end assembly (1) as described in claim 5, characterized in that: The wheel end assembly (1) is configured for a non-drive wheel of a vehicle and includes an end cap (23) that closes the axle head (2) and bearing unit (3) from the outside of the housing. The end cap (23) has a radial outer edge (24) with bolt holes that allow bolts to pass through. A set of bolts (5) fastens the end cap (23), outer rings (33, 34) and adapter (4) together by means of a spacer ring (50). The spacer ring (50) is an annular member disposed between the radial outer edge (24) of the end cap (23) and the inner circumferential flange (45) of the adapter (4) and has bolt holes (53) formed inside to provide axial support for bolt fastening.

8. The vehicle wheel end assembly (1) as described in claim 5, characterized in that: The wheel end assembly (1) is configured for a non-drive wheel of a vehicle and includes an end cap (23) that closes the axle head (2) and bearing unit (3) from the outside of the housing. The end cap (23) has a radial outer edge (24). A set of bolts (5) fastens the outer ring community (33, 34) and the adapter (4) together by means of a spacer ring (50). The radial outer edge (24) of the end cap (23) is pressed against the outer ring community (33, 34) and / or the spacer ring (50) by means of bolt heads (51) and / or bolt washers (52). The spacer ring (50) is an annular member provided between the bolt heads (51) and / or bolt washers (52) and the inner circumferential flange (45) of the adapter (4). It has bolt holes (53) formed inside to allow bolts to pass through, providing axial support for bolt fastening.

9. The vehicle wheel end assembly (1) as described in any one of claims 1 to 8, characterized in that: The spacer ring (50) is made of a lightweight material that is lighter than bearing steel.

10. The vehicle wheel end assembly (1) as claimed in claim 9, characterized in that: The lightweight material is aluminum or an aluminum alloy.

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