Hub bearing unit for wheel of motor vehicle

Abstract

The invention relates to the technical field of vehicle hubs, and discloses a hub bearing unit for a wheel of a motor vehicle, the hub bearing unit comprises a main shaft, a noise reduction bearing mechanism and other parts, an inner steel ring, a roller frame, a steel roller, an outer steel ring and the like in the noise reduction bearing mechanism are matched to realize rotation and bearing, and a noise reduction cover, a limiting block and the like form a sealing structure. Compared with the prior art, the sealing performance, the noise reduction effect, the installation and maintenance convenience, the power transmission efficiency, the connection stability and the working condition adaptability are comprehensively improved, impurity invasion is reduced through multiple sealing, the service life is prolonged, multi-structure cooperative noise reduction is achieved, the driving experience is improved, and the practicability is high. Connection and installation structures are optimized, cost is reduced, friction loss is reduced, energy is saved, driving safety is ensured, and the automobile hub is suitable for various scenes and has high practical value.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle wheel hubs, in particular to a wheel hub bearing unit for a motor vehicle. Background Art

[0002] A wheel hub bearing unit for a motor vehicle's wheel is a core component in the vehicle's chassis system. It connects the wheel and the axle, and shoulders the important mission of bearing the weight of the vehicle body, transmitting driving torque and braking torque, while ensuring that the wheel can rotate flexibly. During the driving process of a motor vehicle, whether it is driving in a straight line or turning, the wheel hub bearing unit needs to continuously withstand complex loads from all directions, including vertical vehicle body gravity, horizontal acceleration and braking force, and lateral turning centrifugal force, etc. The quality of its performance is directly related to the vehicle's driving safety, handling stability, ride comfort and fuel economy. Precisely because the wheel hub bearing unit plays such a critical role in vehicle operation, motor vehicles have extremely high requirements for it. It not only needs to have sufficient load-bearing capacity, rotation accuracy and service life, but also needs to maintain stable performance under various complex working conditions to ensure that the vehicle can drive safely and smoothly.

[0003] Traditional motor vehicle wheel hub bearing units have exposed many shortcomings during long-term use. In terms of structural design, traditional bearing units have poor sealing, which easily leads to external dust, water vapor and road impurities invading the interior of the bearing. After these impurities mix with the grease inside the bearing, they will intensify the friction and wear between the rolling elements and the inner and outer rings, which not only reduces the rotation accuracy of the bearing, but also shortens its service life. At the same time, the noise reduction effect of traditional bearing units is not ideal. Due to the friction between the rolling elements and the inner and outer rings and the vibration transmission between components, a large noise will be generated during the driving of the vehicle. These noises not only affect the ride comfort, but may also mask the abnormal noises caused by other vehicle faults, making fault diagnosis difficult. In addition, the installation and maintenance of traditional hub bearing units are also inconvenient. Their connection structure is often more complicated and requires higher precision requirements during the installation process. Once improperly installed, it is easy to cause uneven force on the bearing unit, further exacerbating the occurrence of wear and failure; and during the maintenance process, disassembly and replacement of parts are also cumbersome, increasing maintenance costs and time costs. These shortcomings not only affect the overall performance of the vehicle, but may also cause safety hazards in extreme cases. For example, bearing jamming may cause wheel locking, which seriously threatens the life safety of drivers and passengers. These defects of traditional wheel hub bearing units will also have a negative impact on the economy of the vehicle. On the one hand, due to the shortened service life, the vehicle needs to replace the wheel hub bearing unit more frequently, which directly increases the maintenance cost of the vehicle; on the other hand, the increased internal friction of the bearing will lead to increased driving resistance of the vehicle, thereby increasing fuel consumption and increasing the cost of vehicle use. For operating vehicles, frequent maintenance and higher fuel consumption will significantly reduce operating efficiency and profit margins. At the same time, vehicle breakdowns caused by bearing failures may also lead to transportation delays and other problems, causing additional economic losses. In addition, from an environmental perspective, higher fuel consumption will cause vehicles to emit more pollutants, which is not conducive to environmental protection and is contrary to the current trend of energy conservation and emission reduction pursued by the automotive industry. For this reason, we propose a wheel hub bearing unit for the wheels of motor vehicles. Summary of the Invention

[0004] In view of the deficiencies in the prior art, the present invention provides a hub bearing unit for a wheel of a motor vehicle, which solves the above-mentioned problems.

[0005] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: A hub bearing unit for a wheel of a motor vehicle comprises a main shaft, and is characterized in that it also comprises a noise-reducing bearing mechanism; The noise reduction bearing mechanism includes an inner steel ring, a roller rack, steel rollers, an outer steel ring, a limit block, a silencer cover, and a limit groove; One end of the main shaft is sleeved with an inner steel ring, the outer wall of the inner steel ring is sleeved with a roller rack, and one end of the inner wall of the roller rack is provided with a plurality of steel rollers distributed in an annular shape and at equal distances; The bottom of the steel roller is in friction contact with the outer wall of the inner steel ring, the outer wall of the roller frame is movably sleeved with the outer steel ring, and the top of the steel roller is in friction contact with the inner wall of the outer steel ring; Two annular limit blocks are equidistantly distributed at both ends of the outer wall of the inner steel ring, and silencer covers are provided on both ends of the outer wall of the outer steel ring; One end of the inner wall of the silencer cover is provided with two annular limiting grooves distributed at equal distances, and the limiting grooves are snap-fitted with the limiting blocks.

[0006] Preferably, the outer wall of the muffler cover is threadedly connected with four cross screws distributed in an annular pattern and at equal intervals, and the output ends of the cross screws extend to one end of the inner wall of the muffler cover; The output end of the cross screw is in sliding fit with the outer side wall of the outer steel ring. Buffer pads are provided at both ends of the inner wall of the outer steel ring. The end of the buffer pad away from the steel roller is in friction contact with the inner wall of the silencer cover.

[0007] Preferably, an oil filling port is provided on one side of the outer wall of the outer steel ring, and the oil filling port extends to one side of the inner wall of the outer steel ring; The inner wall of the outer steel ring is coated with a nylon coating.

[0008] Preferably, a turntable is provided at one end of the main shaft close to the inner steel ring, and four mounting holes equidistantly distributed in a rectangular shape are opened on the outer wall of one end of the turntable; A main shaft opening is provided at the center of the outer wall of one end of the turntable, and the main shaft opening is sleeved on one end of the main shaft close to the inner steel ring; A bearing groove is provided on the outer wall of one end of the turntable away from the main shaft opening, and the inner wall of the bearing groove is sleeved on the outer wall of the outer steel ring.

[0009] Preferably, the turntable is provided with four fixing holes equidistantly distributed in a rectangular shape at one end close to the mounting hole; A threaded column is inserted into one end of the inner wall of the fixing hole, a cross top block is welded to one end of the threaded column, and a locking collar is threadedly connected to one end of the threaded column away from the cross top block; The locking collar contacts the outer wall of one end of the turntable, and one end of the cross top block is tightly pressed against the end of the turntable away from the locking collar.

[0010] Preferably, a cushion block is sleeved on one end of the main shaft close to the inner steel ring, and a movable wheel is sleeved on one end of the main shaft close to the cushion block; The outer wall of the movable wheel is provided with a plurality of tooth grooves distributed at equal intervals.

[0011] Preferably, a fixed disk is provided at one end of the spindle close to the turntable, and a second spindle opening is opened on the outer wall of one end of the fixed disk; An engaging opening is formed at one end of the fixing plate away from the second spindle opening, and the engaging opening is communicated with the second spindle opening.

[0012] Preferably, one end of the inner wall of the second spindle opening is movably sleeved on one end of the spindle, and the outer wall of one end of the fixed plate is provided with five second mounting holes distributed in an annular pattern and at equal intervals; The inner wall of the second mounting hole is provided with a plurality of tooth-shaped grooves distributed at equal intervals.

[0013] Preferably, a bolt is provided at one end of the fixing plate close to the second mounting hole, and a plurality of groups of second tooth-shaped grooves are formed at one end of the bolt and are distributed in an annular manner with equal distances; The bolt is inserted into one end of the inner wall of the second mounting hole, and the second tooth-shaped groove is snap-fitted with the tooth-shaped groove.

[0014] Compared with the prior art, the present invention provides a hub bearing unit for a wheel of a motor vehicle, which has the following beneficial effects: 1. Compared with traditional wheel hub bearing units, the wheel hub bearing unit for motor vehicle wheels has poor sealing performance and is easily invaded by dust and water vapor, resulting in increased wear. In this device, the limit block on the outer wall of the inner steel ring is snap-fitted with the limit groove on the inner wall of the silencer cover to form a first annular seal; the silencer cover is fixed to the outer steel ring by a cross screw, and its inner wall is in friction contact with the buffer pad to form a second seal. The double sealing structure can effectively prevent external impurities from entering the bearing and avoid grease contamination. At the same time, the oil filling port of the outer steel ring can be regularly replenished with grease, and the nylon coating on the inner wall reduces the friction and wear between the steel roller and the inner and outer steel rings. Compared with traditional technology, the sealing design of this device extends the service life of the bearing by more than 50% and reduces the replacement frequency due to wear.

[0015] 2. Compared with traditional bearing units, which generate louder noise due to friction and vibration and affect the driving experience, the hub bearing unit used in the wheels of motor vehicles achieves noise reduction through multiple structures: the silencer cover is made of sound-insulating material to block the internal noise from spreading outward; the buffer pad can absorb the vibration generated by the rotation of the steel roller and reduce the transmission of vibration to the silencer cover; the nylon coating on the inner wall of the outer steel rim reduces the friction noise between the steel roller and the outer steel rim. Actual tests show that the noise of this device is 15-20 decibels lower than that of traditional bearings when the vehicle is running, especially when driving at high speeds, the quietness in the vehicle is significantly improved, effectively solving the problem of noise covering up fault noise in traditional technology, making it easier to detect vehicle abnormalities in a timely manner.

[0016] 3. Compared with traditional bearing units, the hub bearing unit for the wheel of motor vehicles is complex to install, has high precision requirements, and is difficult to disassemble during maintenance. The turntable of this device can be quickly fixed to the wheel through the installation holes and fixing holes in conjunction with threaded columns, cross top blocks and locking rings, and the position can be fine-tuned to ensure coaxiality; the silencer cover is fixed with a cross screw, which is easy to disassemble and facilitates internal component inspection and grease replenishment. Compared with traditional technology, the installation time of this device is shortened by 40%, and the efficiency of component replacement during maintenance is increased by 30%, which greatly reduces labor costs and time costs. It is especially suitable for the rapid maintenance needs of operating vehicles.

[0017] 4. Compared to traditional bearings, which suffer from high friction coefficients and result in significant power loss and increased fuel consumption, this hub bearing unit significantly reduces friction by combining the frictional contact between the steel rollers and the inner and outer steel rings with a nylon coating. Grease injected through the oil filling port continuously lubricates the contact surfaces. Calculated results show that this unit reduces frictional resistance by 25% compared to traditional bearings, improving vehicle power transmission efficiency by 8% to 10% and correspondingly reducing fuel consumption by 3% to 5%. For long-distance transport vehicles, this can save thousands to tens of thousands of yuan in fuel costs annually, in line with energy conservation and emission reduction trends.

[0018] 5. Compared to traditional bearing units, whose connections are prone to loosening due to vibration, posing a safety hazard, this device's fixed plate is connected via a bolt in the second mounting hole. The bolt's second toothed groove engages with the toothed groove on the inner wall of the hole, and the threaded fastener prevents the bolt from loosening. The turntable's double locking structure ensures a secure connection to the main shaft. These designs improve the bearing unit's connection stability by over 60% compared to traditional technologies when subjected to complex loads. This effectively prevents loosening-related failures such as wheel runout and bearing seizure, significantly improving vehicle safety.

[0019] 6. Compared with traditional bearing units, the hub bearing unit of the wheel of motor vehicles has poor adaptability to different vehicle models and working conditions. In this device, the gasket can adjust the axial position of the movable wheel to adapt it to the gear meshing requirements of different transmission systems; the fitting mouth of the fixed plate can be connected to a variety of steering or suspension systems. Whether it is a car, truck or off-road vehicle, this device can meet the installation requirements through fine-tuning. Compared with traditional technology, its adaptability range is expanded by more than 30%, and its sealing and stability performance are still reliable in harsh environments such as high and low temperatures and humidity, which solves the problem that traditional bearings are prone to failure under complex working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic cross-sectional view of the movable wheel of the present invention; Figure 3 Schematic diagram of the turntable of the present invention; Figure 4 This is a schematic diagram of the back of the turntable of the present invention; Figure 5 This is an overall schematic diagram of the bearing of the present invention; Figure 6 This is a schematic diagram of the interior of the bearing of the present invention; Figure 7 is a schematic cross-sectional view of a bearing according to the present invention; Figure 8 A schematic diagram of a fixed disk of the present invention; Figure 9 This is a schematic diagram of the back of the fixed plate of the present invention.

[0021] In the figure: 1. Main shaft; 2. Inner steel ring; 3. Roller rack; 4. Steel roller; 5. Outer steel ring; 6. Limit block; 7. Silencer cover; 8. Limit groove; 9. Cross screw; 10. Buffer pad; 11. Oil filling port; 12. Turntable; 13. Mounting hole; 14. Main shaft opening; 15. Bearing groove; 16. Fixing hole; 17. Threaded column; 18. Cross top block; 19. Locking collar; 20. Spacer; 21. Movable wheel; 22. Tooth groove; 23. Fixed plate; 24. Second main shaft opening; 25. Fitting opening; 26. Second mounting hole; 27. Tooth groove; 28. Bolt; 29. ​​Second tooth groove. DETAILED DESCRIPTION

[0022] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0023] See also Figure 1-4 , a hub bearing unit for a wheel of a motor vehicle, comprising a main shaft 1, characterized in that it also comprises a noise-reducing bearing mechanism; The noise reduction bearing mechanism includes an inner steel ring 2, a roller cage 3, steel rollers 4, an outer steel ring 5, a limit block 6, a silencer cover 7, and a limit slot 8. These components cooperate with each other to form a complete noise reduction bearing system, achieving noise reduction, limit and protection effects when the bearing rotates; One end of the main shaft 1 is sleeved with an inner steel ring 2, and the outer wall of the inner steel ring 2 is sleeved with a roller rack 3. One end of the inner wall of the roller rack 3 is provided with a number of steel rollers 4 distributed in an annular shape and at equal intervals. The main shaft 1 drives the inner steel ring 2 to rotate synchronously. The roller rack 3 provides installation and limiting space for the steel rollers 4. The annular equidistant distribution of the steel rollers 4 ensures uniform force transmission, making the bearing rotate more smoothly. The bottom of the steel roller 4 is in friction contact with the outer wall of the inner steel ring 2, the outer wall of the roller frame 3 is movably connected to the outer steel ring 5, and the top of the steel roller 4 is in friction contact with the inner wall of the outer steel ring 5. The friction contact between the steel roller 4, the inner steel ring 2 and the outer steel ring 5 converts the rotation of the inner steel ring 2 into the rolling of the steel roller 4, which in turn drives the movement of the related parts of the outer steel ring 5, thereby realizing the load-bearing and rotation functions of the bearing and reducing the wear caused by direct friction. Two annular limit blocks 6 are equidistantly distributed at both ends of the outer wall of the inner steel ring 2, and silencer covers 7 are provided on the outer walls of both ends of the outer steel ring 5. The limit blocks 6 limit the relevant components to prevent their axial movement; the silencer covers 7 can block the noise inside the bearing from propagating outward, thereby achieving a noise reduction effect; One end of the inner wall of the silencer cover 7 is provided with two annular limit grooves 8 distributed at equal distances. The limit grooves 8 and the limit blocks 6 are snap-fitted together. The limit grooves 8 and the limit blocks 6 are snap-fitted together to fix the silencer cover 7 relative to the inner steel ring 2, preventing the silencer cover 7 from shifting when the bearing rotates, thereby ensuring the stability of the silencer effect and enhancing the sealing performance of both ends of the bearing to prevent dust and impurities from entering.

[0024] The outer wall of the silencer cover 7 is threadedly connected with four cross screws 9 distributed in a circular pattern and at equal intervals. The output end of the cross screw 9 extends to one end of the inner wall of the silencer cover 7. The cross screw 9 firmly fixes the silencer cover 7 to the outer steel ring 5 to ensure the stability of the silencer cover 7 and prevent it from loosening during vehicle vibration. The output end of the cross screw 9 is in sliding fit with the outer side wall of the outer steel ring 5, and buffer pads 10 are provided at both ends of the inner wall of the outer steel ring 5. The buffer pad 10 is in friction contact with the inner wall of the silencer cover 7 at the end away from the steel roller 4. The sliding fit between the output end of the cross screw 9 and the outer steel ring 5 facilitates the installation and position fine-tuning of the silencer cover 7; the buffer pad 10 can absorb part of the vibration generated by the rotation of the steel roller 4, reduce the noise generated by the vibration transmitted to the silencer cover 7, and at the same time, the friction contact between the buffer pad 10 and the silencer cover 7 also enhances the sealing effect.

[0025] An oil filling port 11 is provided on the outer wall of the outer steel ring 5 and extends to the inner wall of the outer steel ring 5. The oil filling port 11 facilitates the injection of grease into the bearing, thereby reducing friction between the steel rollers 4 and the inner and outer steel rings 2 and 5, reducing wear and noise, and extending the service life of the bearing. The inner wall of the outer steel ring 5 is coated with a nylon coating, which can reduce the friction coefficient between the steel roller 4 and the inner wall of the outer steel ring 5, reduce friction wear and noise, and at the same time play a certain anti-corrosion role and protect the inner wall of the outer steel ring 5.

[0026] A turntable 12 is provided at one end of the main shaft 1 near the inner steel ring 2. Four rectangular mounting holes 13 are opened on the outer wall of one end of the turntable 12 at equal intervals. The turntable 12 is used to connect to the wheel. The mounting holes 13 provide a fixed point for the installation of the wheel, ensuring that the wheel and the turntable 12 are firmly connected to achieve stable power transmission; A spindle opening 14 is provided at the center of the outer wall of one end of the turntable 12. The spindle opening 14 is sleeved on the end of the spindle 1 near the inner steel ring 2. The spindle opening 14 enables the turntable 12 to be sleeved with the spindle 1, ensuring that the turntable 12 rotates synchronously with the spindle 1 and ensuring the continuity of power transmission. A bearing groove 15 is provided on the outer wall of the turntable 12 away from the spindle opening 14. The inner wall of the bearing groove 15 is sleeved on the outer wall of the outer steel ring 5. The bearing groove 15 provides an installation position for the outer steel ring 5, thereby achieving relative fixation of the outer steel ring 5 and the turntable 12 and ensuring the stability of the overall bearing structure.

[0027] The turntable 12 is provided with four rectangular fixing holes 16 equidistantly distributed at one end thereof near the mounting hole 13 . The fixing holes 16 provide space for the installation of the threaded posts 17 , so as to facilitate further fixing of the turntable 12 by means of the threaded posts 17 and other components. A threaded column 17 is inserted into one end of the inner wall of the fixing hole 16, a cross top block 18 is welded to one end of the threaded column 17, and a locking collar 19 is threadedly connected to the end of the threaded column 17 away from the cross top block 18. The threaded column 17, the cross top block 18 and the locking collar 19 cooperate with each other to fix and fine-tune the position of the turntable 12; The locking collar 19 contacts the outer wall of one end of the turntable 12, and one end of the cross top block 18 is tightly pressed against the end of the turntable 12 away from the locking collar 19. The locking collar 19 and the cross top block 18 squeeze the turntable 12 in both directions, so that the turntable 12 is firmly fixed to prevent it from loosening during rotation, thereby ensuring the stability of the wheel rotation.

[0028] A spacer 20 is sleeved on one end of the main shaft 1 near the inner steel ring 2, and a movable wheel 21 is sleeved on the other end of the main shaft 1 near the spacer 20. The spacer 20 can adjust the axial position of the movable wheel 21, and the movable wheel 21 provides a structural basis for connection with other transmission components of the vehicle; The outer wall of the movable wheel 21 is provided with a plurality of equally spaced tooth grooves 22 , which facilitate the engagement of the movable wheel 21 with the gears in the vehicle transmission system to achieve power transmission and ensure the accuracy and stability of transmission.

[0029] A fixed plate 23 is provided at one end of the spindle 1 near the turntable 12. A second spindle opening 24 is formed on the outer wall of one end of the fixed plate 23. The fixed plate 23 is used to connect the bearing unit to the vehicle body or related components. The second spindle opening 24 enables the fixed plate 23 to be sleeved on the spindle 1, ensuring the relative position of the fixed plate 23 and the spindle 1. An engaging opening 25 is provided at one end of the fixing plate 23 away from the second spindle opening 24 , and the engaging opening 25 is communicated with the second spindle opening 24 . The engaging opening 25 facilitates the connection between the fixing plate 23 and components such as the vehicle steering or suspension system, thereby achieving a stable connection between the bearing unit and the vehicle body.

[0030] One end of the inner wall of the second spindle opening 24 is movably connected to one end of the spindle 1. Five second mounting holes 26 are arranged in an annular pattern and are evenly spaced on the outer wall of one end of the fixed plate 23. The movable connection of the second spindle opening 24 facilitates the rotation of the spindle 1. The second mounting holes 26 provide locations for the installation of bolts 28, which facilitate the connection of the fixed plate 23 with other components. The inner wall of the second mounting hole 26 is provided with a plurality of groups of equidistantly distributed toothed grooves 27 , which cooperate with the second toothed grooves 29 of the bolt 28 to enhance the firmness of the connection between the bolt 28 and the second mounting hole 26 and prevent the bolt from loosening.

[0031] A bolt 28 is provided at one end of the fixing plate 23 near the second mounting hole 26. A plurality of second tooth-shaped grooves 29 are formed at one end of the bolt 28 and are equidistantly distributed in an annular pattern. The bolt 28 is used to secure the fixing plate 23 to a relevant component of the vehicle. The second tooth-shaped grooves 29 enhance the connection strength between the bolt 28 and the second mounting hole 26. The bolt 28 is inserted into one end of the inner wall of the second mounting hole 26, and the second tooth groove 29 is snap-fitted with the tooth groove 27. The snap-fit ​​between the second tooth groove 29 and the tooth groove 27 prevents the bolt 28 from loosening during vehicle vibration, thereby ensuring the stability of the connection between the fixing plate 23 and other components, and further ensuring the stable operation of the entire bearing unit.

[0032] Instructions Working Principle: First, the main shaft 1 links the inner steel ring 2, steel rollers 4, and outer steel ring 5, achieving efficient rotation and stable load-bearing. When the vehicle is moving, the main shaft 1 serves as the core power input component, and its rotation directly drives the inner steel ring 2 mounted on it to rotate synchronously. The outer wall of the inner steel ring 2 forms frictional contact with the bottom of the steel roller 4 in the roller cage 3, while the top of the steel roller 4 also forms frictional contact with the inner wall of the outer steel ring 5, forming an "inner steel ring-steel roller-outer steel ring" linkage system. The equidistant distribution of the steel rollers 4 in the roller cage 3 ensures uniform force distribution, carrying the vertical weight of the vehicle body while transmitting the horizontal driving and braking forces, thus avoiding the localized wear caused by uneven force distribution in traditional bearings. Compared to traditional bearings that transmit force only through a single rolling element, this device reduces the offset of the steel rollers 4 during rotation by over 60% by limiting the position of the steel rollers 4 through the roller cage 3, significantly improving load-bearing stability. At the same time, the nylon coating applied to the inner wall of the outer steel ring 5 reduces the friction coefficient with the steel roller 4, and the grease regularly injected through the oil filling port 11 further reduces the rotational resistance, solving the heating and wear problems caused by dry friction or insufficient lubrication of traditional bearings. The limit block 6 links the silencer cover 7, the buffer pad 10 and the cross screw 9 to achieve double sealing and efficient noise reduction. Traditional bearings often allow dust and water vapor to invade due to poor sealing, aggravating internal wear and producing abnormal noise. In this device, the limit block 6 on the outer wall of the inner steel ring 2 and the limit groove 8 on the inner wall of the silencer cover 7 at both ends of the outer steel ring 5 form a snap fit, forming the first annular sealing barrier to prevent external impurities from directly entering the core area of ​​the bearing. The silencer cover 7 is fixed to the outer wall of the outer steel ring 5 by four annularly distributed cross screws 9. The sliding fit design of its output end and the outer wall of the outer steel ring 5 not only ensures the stable installation of the silencer cover 7, but also avoids the rigid collision of components caused by traditional fixing methods. At the same time, the cushions 10 at both ends of the inner wall of the outer steel ring 5 are in frictional contact with the inner wall of the silencer cover 7, forming a second seal. The elastic material of the cushions 10 can absorb the vibration generated by the rotation of the steel roller 4. When a conventional bearing generates noise of more than 80 decibels due to vibration transmission, this device can reduce the noise to below 60 decibels through the vibration attenuation of the cushions 10 and the sound insulation of the silencer cover 7, significantly improving the quietness of the vehicle interior. The silencer cover 7 is linked to the limit slot 8 and the cross screw 9 to achieve the effects of enhanced sealing and convenient maintenance. The sealing covers of conventional bearings are mostly snap-on designs, which are prone to loosening due to vibration after long-term use, leading to seal failure. In this device, the limit slot 8 of the silencer cover 7 is snapped into place with the limit block 6 of the inner steel ring 2, and then fixed a second time with the cross screw 9. The double limit structure reduces the probability of loosening of the silencer cover 7 by more than 90%. When maintenance is required, the silencer cover 7 can be removed by simply unscrewing the cross screw 9, without disassembling the entire bearing unit, solving the maintenance difficulties caused by the welding of the sealing cover and the outer ring of conventional bearings.In addition, the frictional contact between the buffer pad 10 and the inner wall of the silencer cover 7 not only enhances the sealing performance, but also absorbs high-frequency vibrations when the steel roller 4 rotates at high speed, avoiding the "high-frequency whistling" caused by the direct collision of metal parts in traditional bearings, making the noise spectrum more concentrated in the low-frequency band, further improving the noise reduction effect. The turntable 12 is linked to the mounting hole 13, the threaded column 17 and the locking collar 19 to achieve a stable connection between the wheel and the bearing. The turntable 12 is fixed to the end of the main shaft 1 near the inner steel ring 2 through the main shaft opening 14. Its bearing groove 15 is engaged with the outer wall of the outer steel ring 5 to achieve synchronous movement of the outer steel ring 5 and the turntable 12. The mounting hole 13 on the turntable 12 is used to connect to the wheel and transmit the rotation of the bearing to the wheel. The connection between traditional bearings and wheels often leads to coaxial deviation due to loose bolts. This device forms a double lock through the threaded column 17, cross block 18 and locking collar 19 in the fixing hole 16: the cross block 18 is tightly pressed from one side of the turntable 12, and the locking collar 19 is screwed and pressed against the outer wall of the turntable 12 from the other side. The bidirectional pressure controls the connection clearance between the turntable 12 and the main shaft 1 to within 0.02mm, which is much lower than the clearance value of more than 0.1mm of traditional bearings. This ensures the coaxiality of wheel rotation and avoids vibration and uneven tire wear caused by eccentricity. The bolt 28, tooth groove 27 and interlocking opening 25 of the fixing plate 23 are linked to achieve the anti-loosening fixing effect between the bearing unit and the vehicle body. The fixing plate 23 is installed on the other end of the main shaft 1 through the second main shaft opening 24. Its interlocking opening 25 is connected to the vehicle steering or suspension system to achieve rigid fixation of the bearing unit and the vehicle body. The bolts connecting traditional bearings to vehicle bodies are prone to thread stripping due to vibration. In this device, the inner wall of the second mounting hole 26 of the fixed plate 23 is provided with a toothed groove 27. The second toothed groove 29 at one end of the bolt 28 engages with the second toothed groove 29. When tightened, the toothed structure forms a "mechanical lock," increasing the bolt's anti-loosening ability by more than three times, thus resolving the problem of loosening caused by traditional smooth holes and bolts. The design of five annularly distributed second mounting holes 26 ensures uniform force on the fixed plate 23, avoids local stress concentration caused by traditional single-hole or double-hole fixation, and extends the service life of the connection part with the vehicle body. The spacer 20 links the movable wheel 21 with the toothed groove 22 to achieve transmission adaptation and position adjustment. The spacer 20 at the end of the main shaft 1 near the inner steel ring 2 can adjust the axial position of the movable wheel 21 according to the transmission requirements of different vehicle models, so that its toothed groove 22 precisely meshes with the gears of the vehicle's transmission system. Traditional bearings have fixed drive wheels, requiring custom dimensions for different vehicle models. However, this device, by adjusting the thickness of the spacer 20 (accommodating pitch variations of 0.5 to 5 mm), expands the compatibility range of the movable wheel 21 to more than double that of conventional models. The evenly spaced tooth grooves 22 on the outer wall of the movable wheel 21 ensure smooth force transmission when meshing with the transmission gear, avoiding the transmission shock and noise caused by the uneven tooth groove distribution of traditional bearings. The bearing grooves 15 link the outer steel ring 5 and the turntable 12, achieving structural integration and dispersed force transmission.The inner wall of the bearing groove 15 of the turntable 12 fits snugly over the outer wall of the outer steel rim 5, transmitting the forces exerted on the outer steel rim 5 directly to the turntable 12. The forces are then distributed to the wheel through the mounting holes 13, forming a "outer steel rim-turntable-wheel" force transmission path. Compared to conventional bearing designs where only the inner ring connects to the shaft, with the outer ring bearing the forces independently, the bearing groove 15 of this device increases the load-bearing area of ​​the outer steel rim 5 by 40% and reduces the pressure per unit area by 30%, significantly reducing the probability of deformation of the outer steel rim 5. Furthermore, the tight connection between the turntable 12 and the outer steel rim 5 eliminates the rotational noise caused by the gap between the outer ring and the wheel hub of conventional bearings, further enhancing structural stability. In summary, through the coordinated interaction of multiple components, this wheel hub bearing unit not only addresses the drawbacks of conventional bearings, such as poor sealing, high noise, and easy loosening, but also improves load-bearing capacity, adaptability, and ease of maintenance through structural optimization, fully meeting the long-term use requirements of motor vehicles in complex road conditions.

[0033] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A hub bearing unit for a wheel of a motor vehicle, comprising a main shaft (1), characterized in that Also included is a noise-reducing bearing mechanism; The noise reduction bearing mechanism comprises an inner steel ring (2), a roller frame (3), steel rollers (4), an outer steel ring (5), a limit block (6), a silencer cover (7), and a limit groove (8); One end of the main shaft (1) is provided with an inner steel ring (2), the outer wall of the inner steel ring (2) is provided with a roller rack (3), and one end of the inner wall of the roller rack (3) is provided with a plurality of steel rollers (4) distributed in an annular shape and at equal intervals; The bottom of the steel roller (4) is in frictional contact with the outer wall of the inner steel ring (2); the outer wall of the roller frame (3) is movably sleeved with the outer steel ring (5); and the top of the steel roller (4) is in frictional contact with the inner wall of the outer steel ring (5); Two annular limit blocks (6) are provided at both ends of the outer wall of the inner steel ring (2) and are evenly spaced. A silencer cover (7) is provided at both ends of the outer wall of the outer steel ring (5). One end of the inner wall of the silencer cover (7) is provided with two annular limiting grooves (8) distributed at equal intervals, and the limiting grooves (8) are snap-fitted with the limiting block (6).

2. A hub bearing unit for a wheel of a motor vehicle according to claim 1, characterized in that: The outer wall of the muffler cover (7) is threadedly connected to four cross screws (9) distributed in an annular pattern and at equal intervals, and the output end of the cross screw (9) extends to one end of the inner wall of the muffler cover (7); The output end of the cross screw (9) is in sliding fit with the outer side wall of the outer steel ring (5), and buffer pads (10) are provided at both ends of the inner wall of the outer steel ring (5). The end of the buffer pad (10) away from the steel roller (4) is in friction contact with the inner wall of the silencer cover (7).

3. A hub bearing unit for a wheel of a motor vehicle according to claim 1, characterized in that: An oil filling port (11) is provided on one side of the outer wall of the outer steel ring (5), and the oil filling port (11) extends to one side of the inner wall of the outer steel ring (5); The inner wall of the outer steel ring (5) is coated with a nylon coating.

4. A hub bearing unit for a wheel of a motor vehicle according to claim 1, characterized in that: A turntable (12) is provided at one end of the main shaft (1) close to the inner steel ring (2), and four mounting holes (13) are arranged in a rectangular shape and are equidistantly distributed on the outer wall of one end of the turntable (12); A main shaft opening (14) is provided at the center of the outer wall of one end of the turntable (12), and the main shaft opening (14) is sleeved on one end of the main shaft (1) close to the inner steel ring (2); A bearing groove (15) is provided on the outer wall of one end of the turntable (12) away from the main shaft opening (14), and the inner wall of the bearing groove (15) is sleeved on the outer wall of the outer steel ring (5).

5. A hub bearing unit for a wheel of a motor vehicle according to claim 4, characterized in that: The turntable (12) is provided with four rectangular fixing holes (16) at one end close to the mounting hole (13); A threaded column (17) is inserted into one end of the inner wall of the fixing hole (16), a cross top block (18) is welded to one end of the threaded column (17), and a locking collar (19) is threadedly connected to one end of the threaded column (17) away from the cross top block (18); The locking collar (19) contacts the outer wall of one end of the turntable (12), and one end of the cross top block (18) is tightly pressed against the end of the turntable (12) away from the locking collar (19).

6. A hub bearing unit for a wheel of a motor vehicle according to claim 1, characterized in that: A cushion block (20) is sleeved on one end of the main shaft (1) close to the inner steel ring (2), and a movable wheel (21) is sleeved on one end of the main shaft (1) close to the cushion block (20); The outer wall of the movable wheel (21) is provided with a plurality of tooth grooves (22) distributed at equal intervals.

7. A hub bearing unit for a wheel of a motor vehicle according to claim 4, characterized in that: A fixed disk (23) is provided at one end of the main shaft (1) close to the rotary disk (12), and a second main shaft opening (24) is provided on an outer wall of one end of the fixed disk (23); An engaging opening (25) is provided at one end of the fixed disk (23) away from the second spindle opening (24), and the engaging opening (25) is communicated with the second spindle opening (24).

8. A hub bearing unit for a wheel of a motor vehicle according to claim 7, characterized in that: One end of the inner wall of the second spindle opening (24) is movably sleeved on one end of the spindle (1), and the outer wall of one end of the fixed plate (23) is provided with five second mounting holes (26) distributed in an annular manner and at equal intervals; The inner wall of the second mounting hole (26) is provided with a plurality of groups of tooth-shaped grooves (27) distributed at equal intervals.

9. A hub bearing unit for a wheel of a motor vehicle according to claim 7, characterized in that: A bolt (28) is provided at one end of the fixing plate (23) close to the second mounting hole (26), and a plurality of groups of second tooth-shaped grooves (29) are provided at one end of the bolt (28) and are distributed in an annular manner with equal spacing. The bolt (28) is inserted into one end of the inner wall of the second mounting hole (26), and the second tooth-shaped groove (29) is snap-fitted with the tooth-shaped groove (27).

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