Automobile hub bearing

Abstract

An automobile hub bearing comprises an inner ring (1), an outer ring (2), a main shaft inner ring (3), a steel ball (4), a retainer (5), a sealing ring and a hub bolt (9), a spin riveting turnup (32) is formed at the end of the inner side of the main shaft inner ring (3), and the inner ring (1) is pressed through the spin riveting turnup (32); a spindle inner ring spin riveting part end face spline (31) is formed at the end part of the spin riveting turnup (32), and the spindle inner ring spin riveting part end face spline (31) is provided with a plurality of spline teeth (311); the spindle inner ring spin riveting part end face spline (31) is meshed with a universal joint end face spline (111) formed at the end of the outer side of the universal joint, is locked through a universal joint fastening bolt (10) and is used for transmitting the transmission torque of the transmission shaft from a driving mechanism; the tooth side angle alpha of the spline teeth (311) is set to be 20 degrees to 30 degrees. The hub bearing can transmit larger torque load and is firmer and more durable.

Description

Technical Field

[0001] The invention relates to an automobile wheel hub bearing, in particular to an automobile wheel hub bearing with an end face spline structure at a spin riveted flanging portion of the wheel hub bearing. Background Art

[0002] In the field of mechanics, bearings are important components in contemporary mechanical equipment, as they can support mechanical rotating bodies, reduce the friction coefficient of rotating bodies and ensure their rotation accuracy. As a category of bearings, automobile wheel hub bearings are used to provide guidance for the rotation of the wheel hub, while bearing axial and radial loads, and transmitting the output torque of the automobile. They are very important components in the automotive field.

[0003] The wheel hub bearing of the automobile driving wheel usually uses a pair of inner and outer splines to connect with the vehicle driving element to transmit the vehicle power. In this traditional connection method, the paired inner and outer splines are provided with longer splines in the axial direction, so it is not easy to process and the assembly requires high precision. Due to processing errors or wear during driving, there will be a gap between the driving element and the wheel hub bearing, the vehicle driving element and the wheel hub are not coaxial with respect to the rotation axis, the power transmission is not smooth, and abnormal noise is generated during the vehicle driving. Therefore, a kind of automobile wheel hub bearing that does not use axial splines but sets an end face spline structure at the riveted flange of the wheel hub bearing has appeared in the art. The inner ring of the main shaft is pressed against the inner ring by the riveted flange, and spline teeth are formed at the end of the flange, which are meshed with the spline teeth of the joint to transmit the transmission torque of the drive shaft from the drive mechanism. The wheel hub bearing of this structure has a compact structure, low overall weight, high installation accuracy, stable power transmission, and greater torque that can be transmitted.

[0004] However, there are still some problems with these automotive wheel hub bearings with end face spline structures in the prior art. For example, the tooth top angle is larger than the tooth groove angle. However, in actual processing, the tooth groove part is in contact with the mold, and the tooth groove angle is guaranteed by the mold, but the tooth top position is generally formed by free forming of the material, and the tooth top angle is generally difficult to guarantee, and the actual tooth top angle is often smaller than the tooth groove angle. In other prior arts, after the spin riveted flange part of the bearing is plastically deformed, the extruded material fills the concave part of the inner ring. However, during the plastic deformation process, if the spin riveted flange part is limited in the outer diameter direction, it will affect the accuracy of the end face spline tooth shape forming. In addition, the outer diameter part of the inner ring will expand after being squeezed in the outer diameter direction. If the expansion exceeds the fracture limit of the material, it will cause fracture or delayed failure.

[0005] Therefore, in order to solve the above problems, there is an urgent need for an automobile wheel hub bearing with an end face spline structure that has lower cost, higher safety, and can transmit a larger torque load. Summary of the invention

[0006] The present invention provides an automobile wheel hub bearing with an end face spline structure, comprising an outer ring, an inner ring, a main shaft inner ring, a steel ball, a retainer, a sealing ring and a wheel hub bolt. The main shaft inner ring is pressed against the inner ring by a rivet flange, and a spline tooth is formed at the end of the flange to transmit the transmission torque of the transmission shaft from the driving mechanism. The end face spline tooth is reasonably designed with a tooth side angle so that when it meshes with the spline tooth of the transmission shaft and transmits power, the separation force is effectively suppressed to ensure a higher torque transmission efficiency. The design of the tooth groove cone angle and the tooth top cone angle of the end face spline tooth can ensure that the bearing and the end face spline are automatically aligned when installed, and ensure the effective contact area of ​​the tooth to transmit a larger torque. The inner concave structure formed by the inner ring extending along the rotation axis can save the axial space of the bearing and improve the rigidity of the bearing. There is a gap between the inner diameter of the inner concave part and the rivet flange part to prevent the plastic deformation of the rivet flange part from causing the inner ring to expand, thereby reducing the risk of cracking of the inner ring.

[0007] The specific contents of the present invention are as follows.

[0008] According to one aspect of the present invention, a wheel hub bearing with end face splines is provided, comprising an inner ring, an outer ring, a main shaft inner ring, a steel ball, a retaining frame, a sealing ring and a wheel hub bolt, characterized in that a riveted flange is formed at the inner end of the main shaft inner ring, and the inner ring is pressed by the riveted flange; an end face spline of a riveted part of the main shaft inner ring is formed at the end of the riveted flange, and the end face spline of the riveted part of the main shaft inner ring has a plurality of spline teeth; the end face spline of the riveted part of the main shaft inner ring is meshed with the end face spline of the universal joint formed at the outer end of the universal joint, and is locked by the universal joint fastening bolt to transmit the transmission torque of the transmission shaft from the driving mechanism; the tooth side angle α of the spline tooth is the angle between the side surface of the spline tooth at the tooth meshing surface and the straight line parallel to the axis, and the tooth side angle α is set to 20°~30°.

[0009] On the other hand, the theoretical tooth profile angle β of the spline tooth is the angle between the left and right sides of the spline tooth, and the theoretical tooth profile angle β is twice the tooth side angle α.

[0010] On the other hand, the tooth profile angles measured from the angle N-View perpendicular to the axis and the angle V-View parallel to the tooth groove cone angle Φ are N-View tooth profile angle β' and V-View tooth profile angle β", respectively. N-View tooth profile angle β' and V-View tooth profile angle β" are different from the theoretical tooth profile angle β and are related to each other, where the tooth groove cone angle Φ is the inclination angle between the extension line of the tooth groove tooth bottom and the pitch plane.

[0011] On the other hand, the relationship between the N-View tooth profile angle β' and the V-View tooth profile angle β" and the theoretical tooth profile angle β is:

[0012]

[0013]

[0014] In the above calculation formula, N is the number of teeth and Φ is the tooth groove cone angle.

[0015] On the other hand, the relationship between the tooth tip cone angle Φ' and the tooth groove cone angle Φ of the spline tooth satisfies Φ'<Φ, wherein the tooth tip cone angle Φ' is the inclination angle between the tooth tip extension line and the pitch plane.

[0016] On the other hand, the inclination angle δ of the rivet flange seat surface of the end face spline of the rivet portion of the inner ring of the main shaft is 5° to 15°.

[0017] The automobile wheel hub bearing with an end face spline structure according to the present invention solves the aforementioned problems existing in the prior art. A small tooth top angle can make the spline tooth part have more material from the pitch plane upwards, ensure the height of the tooth, and thus transmit a larger torque load after the spline teeth are engaged. The inner ring recess is designed to be inclined, which can save the axial size of the bearing and suppress the circumferential stress of the bearing. There is a gap between the inner diameter of the inner recess and the rivet flange part to prevent the plastic deformation of the rivet flange part from causing the inner ring to expand, thereby reducing the risk of inner ring cracking. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the assembly of the hub bearing and the universal joint according to the present invention.

[0019] Figure 2 It is a top view of the assembly of the main shaft and inner ring of the hub bearing according to the present invention.

[0020] Figure 3 is along Figure 2 The cross-sectional view of the assembly of the hub bearing spindle and inner ring along the center FF line.

[0021] Figure 4 is along Figure 3 A sectional view taken along line JJ in the figure shows the side angle α of the end spline of the hub bearing according to the present invention.

[0022] Figure 5 is along Figure 2 The cross-sectional view of the assembly of the hub bearing spindle and inner ring along the center BB line.

[0023] Figure 6 yes Figure 5 A partial enlarged view of the invention is shown, and the inclination angle δ of the seat surface of the rotary riveted flange is shown.

[0024] Figure 7 The theoretical tooth profile angle β of the wheel hub bearing face spline according to the present invention is shown.

[0025] Figure 8 is along Figure 5A sectional view taken along line NN, showing the N-View tooth profile angle β' of the wheel hub bearing end face spline according to the present invention.

[0026] Fig. 9 is along Figure 5 A sectional view along the VV line in the figure shows the V-View tooth profile angle β" of the wheel hub bearing end face spline according to the present invention.

[0027] The reference numerals in the above figure represent:

[0028] 1 Inner ring

[0029] 12 riveted flanged seat surface

[0030] 2 Outer ring

[0031] 3 Spindle inner ring

[0032] 31 Spindle inner ring riveting end face spline

[0033] 32 Riveting flange

[0034] 311 Spline teeth

[0035] 4 Steel Balls

[0036] 5 Cage

[0037] 6 Outer sealing ring

[0038] 7 Inner sealing ring

[0039] 8 External sealing ring

[0040] 9 Hub bolts

[0041] 10 Universal joint fastening bolt

[0042] 11 Drive shaft universal joint

[0043] 111 Universal joint end spline

[0044] 132 Gap DETAILED DESCRIPTION

[0045] The technical solution of the present invention is further described below in the form of specific embodiments in conjunction with the accompanying drawings. However, those skilled in the art should understand that the present application is not limited to these specific embodiments. Those skilled in the art can think of other ways to implement the present application based on the preferred implementation, and the other ways also fall within the scope of the present application.

[0046] In this specification, the left side of the drawing refers to the vehicle wheel side (ie, the outer side), and the right side of the drawing refers to the vehicle body side (ie, the inner side). The top of the drawing is the upper part, and the bottom of the drawing is the lower part.

[0047] It should be noted that the directional terms and positional terms in the present application should be understood as relative directions and positions, rather than absolute directions and positions.

[0048] The hub bearing provided by the present invention has an inner ring of the main shaft pressed against the inner ring by means of a riveted flange, and a spline tooth is formed at the end of the flange to transmit the transmission torque of the transmission shaft from the driving mechanism. The end face spline tooth is reasonably designed with a side angle of the tooth so that when it meshes with the spline tooth of the transmission shaft and transmits power, the separation force is effectively suppressed, thereby ensuring a higher torque transmission efficiency.

[0049] Refer to the following Figures 1 to 9 A detailed description is given of an automobile wheel hub bearing according to the present invention.

[0050] See also Figure 1-3 , which shows a cross-sectional view of a wheel hub bearing according to the present invention. The wheel hub bearing is composed of an inner ring 1, an outer ring 2, a spindle inner ring 3, a steel ball 4, a retainer 5 and a sealing ring. The sealing ring includes an outer sealing ring 6 (i.e., a wheel side sealing ring) and an inner sealing ring 7 (i.e., a vehicle body side sealing ring), which are respectively used to seal the two sides of the inner diameter of the outer ring 2. The sealing ring also includes an outer sealing ring for sealing the inner end of the inner ring 1. The spindle inner ring 3 of the wheel hub bearing is the largest component of the wheel hub bearing body, located in the center of the bearing, and its shaft is hollow for assembling a half-axle assembly that transmits automobile power, i.e., a transmission shaft universal joint 11. The transmission shaft universal joint 11 and the spindle inner ring 3 are fixedly assembled by universal joint fastening bolts 10. The spindle inner ring 3 is formed integrally by a main body located in the middle and a disc-shaped flange extending toward the outer diameter circumference at the end of the main body. Several hub bolts 9 are protrudingly arranged on the outer side of the spindle inner ring 3. These hub bolts 9 are used to fix the spindle inner ring 3 with the brake disc and wheel rim located outside the wheel hub bearing. The number of hub bolts 9 is usually 5 or 6. The inner ring 1 and outer ring 2 of the bearing are arranged in sequence from the inside to the outside on the outer circumference of the main body of the spindle inner ring 3. Preferably, two rows of steel balls 4 are accommodated between the inner ring 1 and the outer ring 2. The retaining frame 5 retains these steel balls 4 with a fixed gap between the raceway surface of the inner ring 1 and the raceway surface of the outer ring 2. An end face spline structure is arranged at the riveted flange 32 of the wheel hub bearing, and the end face spline 31 of the spindle inner ring riveted part includes a plurality of spline teeth 311 that are concave and convex along the axial direction. The spindle inner ring 3 is pressed against the inner ring 1 by the riveted flange 32 formed at its end, and spline teeth 311 are formed at the end of the riveted flange 32. These spline teeth 311 are engaged with the splines 111 at the end of the universal joint 11 arranged at the outer end of the transmission shaft universal joint, thereby transmitting the transmission torque of the transmission shaft from the driving mechanism.

[0051] See also Figure 4When the end face spline 31 of the hub spindle of the bearing is meshed with the end face spline 111 of the universal joint to transmit the drive shaft torque, the driving force can be decomposed into two components: the separation force along the tooth side and the clamping force perpendicular to the tooth side. The tooth side angle α is the angle between the side of the spline tooth 311 on the tooth meshing surface and the straight line parallel to the axis. The tooth side angle α has a greater influence on the proportion of these two components. Setting it within a reasonable range can effectively suppress the separation force and transmit a larger drive shaft torque. According to the inventor's multiple experimental studies, it is found that when the tooth side angle α of the end face spline teeth is set to 20°~30°, the above-mentioned beneficial technical effects can be obtained, and a torque of more than 10000Nm can be transmitted.

[0052] In the art, the tooth profile angle refers to the angle between the left and right sides of the spline tooth 311, including the angle between the convex and concave parts of the tooth, which are equal in value. In addition, the inventors have also found that the theoretical tooth profile angle β (see Figure 7 ) is designed to be twice the tooth side angle α, but the actual tooth profile angle in the design is changed from N-View (see Figure 8 ) and V-View (see Fig. 9 ) The N-View tooth profile angle β' and V-View tooth profile angle β" measured from the two angles are different and correlated. The calculation formula for the correlation is as follows:

[0053]

[0054]

[0055] In the above calculation formula, N is the number of teeth, Φ is the tooth groove cone angle, and β is the theoretical tooth profile angle. The hub spindle spindle riveted flange end face spline 31 designed in this way meshes tightly with the universal joint end face spline 111 and can transmit a larger drive shaft torque.

[0056] The tooth profiles of the end face spline 31 of the spindle inner ring riveted part and the end face spline 111 of the universal joint must be exactly the same. Otherwise, a slight difference between the two will cause the surface contact of the tooth side surface to become line contact when the spline teeth of the bearing end face spline and the transmission shaft end face spline are meshed, or reduce the contact area, resulting in an increase in the surface pressure of the spline teeth when transmitting the driving torque, and the spline teeth are easily damaged. Therefore, the theoretical tooth profile angle β, N-View tooth profile angle β' and V-View tooth profile angle β" of the end face spline 31 of the spindle inner ring riveted part and the end face spline 111 of the universal joint must correspond to each other.

[0057] See also Figure 5In this field, there are two important design parameters for end spline teeth. One is the inclination angle between the extension line of the tooth top and the pitch plane (abbreviated as the tooth top cone angle Φ' or tooth top angle), and the other is the inclination angle between the extension line of the tooth bottom and the pitch plane (abbreviated as the tooth groove cone angle Φ or tooth groove angle). From the perspective of use, a small tooth top cone angle Φ can make the spline tooth part from the pitch plane upward have more material, ensure the height of the tooth, and thus make the spline teeth transmit a larger torque load after meshing. For this purpose, see Figure 5 In the present application, the tooth top cone angle Φ' of the spline tooth 311 of the end face spline 31 of the spindle inner ring rivet part is designed to be smaller than the tooth groove cone angle Φ, so as to ensure automatic centering of the bearing and the end face spline during installation, prevent the tooth top of the bearing end face spline from interfering with the tooth groove of the universal joint end face spline, and ensure the effective height of the spline tooth to transmit a larger driving torque.

[0058] In other prior art, after the rivet flange 32 of the bearing is plastically deformed, the extruded material fills the concave portion of the inner ring. However, during the plastic deformation process, if the rivet flange 32 is restricted in the outer diameter direction, it will affect the forming accuracy of the end spline teeth 311. In addition, the outer diameter portion of the inner ring 1 will expand after being extruded in the outer diameter direction. If the expansion exceeds the fracture limit of the material, it will fracture or delay damage. In the present application, the rivet flange seat surface 12 of the end spline (i.e., the end face of the inner concave portion of the inner ring) is tilted to save the axial dimension of the bearing and suppress the circumferential stress of the bearing. There is a gap 132 between the inner diameter of the rivet flange seat surface 12 and the outer diameter of the rivet flange 32 to prevent the plastic deformation of the rivet flange 32 from causing the inner ring 1 to expand, thereby reducing the risk of cracking of the inner ring 1. See. Figure 6 The present invention has designed the rivet flange seat surface of the end face spline 31 of the rivet part of the spindle inner ring, i.e., the end face of the inner ring inner concave part, to be inclined, and the inclination angle δ is designed to be 5° to 15°. The inventor has found through experiments that when the inclination angle δ is designed to be within this angle range, the following beneficial effects can be produced: the pressing force of the rivet flange 32 produces component forces, one component force produces axial force to compress the inner ring 1, ensuring that the spindle inner ring 3 does not produce plastic deformation. The other component force produces circumferential stress, which can effectively suppress the circumferential stress and prevent the inner ring 1 from breaking and delayed damage.

[0059] Industrial Applicability

[0060] The present invention sets the tooth side angle α to 20° to 30° and the tooth profile angle to twice the tooth side angle, thereby effectively suppressing the separation force and transmitting a larger drive shaft torque. In addition, the tooth top cone angle Φ<tooth groove cone angle Φ' can ensure automatic centering of the bearing and the end face spline during installation, prevent the tooth top of the bearing end face spline from interfering with the tooth groove of the universal joint end face spline, and ensure the effective height of the spline teeth to transmit a larger drive torque. In addition, the present invention also designs the rotary riveted flange seat surface of the end face spline, that is, the end face of the inner concave part of the inner ring, to be inclined, and the inclination angle δ is designed to be 5° to 15°, so that the clamping force of the rotary riveted flange generates a component force, one component force generates an axial force to compress the inner ring, and ensures that the inner ring of the main shaft does not produce plastic deformation. The other component force generates circumferential stress, which can effectively suppress the circumferential stress and prevent the inner ring from breaking and delayed damage.

[0061] The above description of the various embodiments of the present application is provided to those of ordinary skill in the relevant art for the purpose of description, and is not intended to exclude or limit the present application to a single disclosed embodiment. Those of ordinary skill in the field of the above teachings will understand the various substitutions and modifications of the present application. Therefore, although some alternative embodiments are specifically described, those of ordinary skill in the art will understand or relatively easily develop other embodiments. The present application is intended to include all substitutions, modifications and variations of the present application described herein, as well as other embodiments falling within the spirit and scope of the present application described above.

Claims

1. A wheel hub bearing with end face splines, comprising an inner ring (1), an outer ring (2), a main shaft inner ring (3), a steel ball (4), a retaining frame (5), a sealing ring and a wheel hub bolt (9), characterized in that: The spindle inner ring (3) is formed with a riveted flange (32) at the inner end, and the inner ring (1) is pressed tightly by the riveted flange (32); A main shaft inner ring rivet portion end face spline (31) is formed at the end of the rivet flange (32), and the main shaft inner ring rivet portion end face spline (31) has a plurality of spline teeth (311); The end face spline (31) of the spindle inner ring rivet portion is meshed with the end face spline (111) of the universal joint formed at the outer end of the universal joint and is locked by the universal joint fastening bolt (10) to transmit the transmission torque of the transmission shaft from the driving mechanism; The tooth side angle α of the spline tooth (311) is the angle between the side surface of the spline tooth (311) at the tooth meshing surface and a straight line parallel to the axis, and the tooth side angle α is set to 20° to 30°.

2. The wheel hub bearing according to claim 1, characterized in that: The theoretical tooth profile angle β of the spline tooth (311) is the angle between the left and right sides of the spline tooth (311), and the theoretical tooth profile angle β is twice the tooth side angle α.

3. The wheel hub bearing according to claim 2, characterized in that: The tooth profile angles measured from the angle N-View perpendicular to the axis and the angle V-View parallel to the tooth groove cone angle Φ are N-View tooth profile angle β' and V-View tooth profile angle β", respectively. N-View tooth profile angle β' and V-View tooth profile angle β" are different from the theoretical tooth profile angle β and are related to each other, where the tooth groove cone angle Φ is the inclination angle between the extension line of the tooth groove tooth bottom and the pitch plane.

4. The wheel hub bearing according to claim 3, characterized in that: The relationship between the N-View tooth profile angle β' and the V-View tooth profile angle β" and the theoretical tooth profile angle β is: Wherein, N is the number of teeth, and Φ is the tooth groove cone angle.

5. The wheel hub bearing according to any one of claims 1 to 3, characterized in that: The relationship between the tooth tip cone angle Φ' and the tooth groove cone angle Φ of the spline tooth (311) satisfies Φ'<Φ, wherein the tooth tip cone angle Φ' is the inclination angle between the tooth tip extension line and the pitch plane.

6. The wheel hub bearing according to any one of claims 1 to 3, characterized in that: The inclination angle δ of the rivet flange seat surface (12) of the end face spline (31) of the rivet portion of the spindle inner ring is 5° to 15°.

7. The wheel hub bearing according to claim 6, characterized in that: There is a gap (132) between the inner diameter of the rotary rivet flange seat surface (12) and the outer diameter of the rotary rivet flange (32).

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