A dual row, stepped hub system and method of installation

Abstract

The present application relates to the technical field of hub bearing, in particular to a double-row different-diameter hub system and a mounting method. The double-row different-diameter hub system comprises a bearing assembly and a shaft assembly. The bearing assembly comprises an outer ring unit, a rolling unit, a first inner ring module and a second inner ring module. Part of the rolling unit is arranged between the outer ring unit and the first inner ring module, and the other part of the rolling unit is arranged between the outer ring unit and the second inner ring module. The inner diameter of the first inner ring module is smaller than that of the second inner ring module. The shaft assembly is arranged in the first inner ring module and the second inner ring module. The rolling state of the double-row different-diameter hub system comprises that the first inner ring module and the second inner ring module rotate relative to the outer ring unit, at least part of the rolling unit simultaneously abuts against the outer ring unit and the first inner ring module, and at least part of the rolling unit simultaneously abuts against the outer ring unit and the second inner ring module. In this way, the problem that the double-row different-diameter hub system is easily damaged in the long-term stress state exceeding the design threshold is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of hub bearing, in particular to a double-row different-diameter hub system and a mounting method. BACKGROUND

[0002] The automobile hub is a core load-bearing and power transmission component of the vehicle driving system, and its performance directly determines the driving safety, handling stability and whole life reliability of the vehicle. In the existing automobile hub system, the mainstream structure adopts a double-row symmetrical angular contact ball bearing or a double-row tapered roller bearing design, and the core components include an integrated inner ring, symmetrically arranged raceways, uniformly specified rolling units and an axle assembly. The inner ring is of an integral structure, the inner diameter size, the groove curvature radius and the rolling unit type of the two rows of raceways are completely consistent, and the axle assembly and the inner ring adopt a single fit form (such as a transition fit commonly used for passenger cars and an interference fit commonly used for commercial vehicles). The core function of this design is to bear the static radial load of the vehicle body, transmit the torque input by the drive shaft, and maintain the rotation accuracy and stability of the vehicle wheel under dynamic conditions such as turning, high-speed cruising and driving on bumpy roads through the constraint action of the rolling unit.

[0003] However, during actual vehicle driving, the hub needs to simultaneously bear two types of loads: one is the static radial load caused by the weight of the vehicle body, and the other is the dynamic composite load such as the axial torque load during starting and acceleration or deceleration, the lateral load during turning and lane changing, and the impact load on bumpy roads. These loads are directly transmitted to the bearing system through the hub shell, making the fit interface between the bearing inner ring and the axle assembly and the contact area between the raceway and the rolling unit become the key parts with high stress concentration. Since the existing system adopts a double-row symmetrical structure, the load bearing capacity of the two rows of raceways is completely consistent, and it is impossible to realize adaptive load distribution according to the working condition difference. For example, the lateral load is concentrated on the single-sided raceway during turning, and the radial load is excessively superimposed on the two rows of raceways during heavy load, which causes the stress concentration area to be in a stress state exceeding the design threshold for a long time, easily causing faults such as raceway pitting, inner ring fit surface wear and rolling unit fatigue spalling, which not only shortens the service life of the hub system, but also directly threatens the driving safety of the vehicle. SUMMARY

[0004] To solve the problem that the stress concentration area of the double-row different-diameter hub system is easily damaged when it is in a stress state exceeding the design threshold for a long time, the present application provides a double-row different-diameter hub system and a mounting method.

[0005] In a first aspect, the present application provides a double-row different-diameter hub system, comprising:

[0006] A bearing assembly includes an outer ring unit, a rolling unit, and an inner ring unit; the inner ring unit includes a first inner ring module and a second inner ring module; the outer ring unit is respectively sleeved on the outer periphery of the first inner ring module and the second inner ring module; a portion of the rolling units are disposed between the outer ring unit and the first inner ring module; another portion of the rolling units are disposed between the outer ring unit and the second inner ring module; the inner diameter of the first inner ring module is smaller than the inner diameter of the second inner ring module.

[0007] A shaft assembly, wherein the shaft assembly is respectively inserted into the center hole of the first inner ring module and the center hole of the second inner ring module;

[0008] The rolling state of the dual-row differential hub system includes: the first inner ring module and the second inner ring module rotating relative to the outer ring unit; at least a portion of the rolling units simultaneously abutting against the outer ring unit and the first inner ring module, respectively; wherein, the maximum clearance between the shaft assembly and the first inner ring module is greater than the maximum clearance between the shaft assembly and the second inner ring module; or, the interference fit between the shaft assembly and the first inner ring module is less than the interference fit between the shaft assembly and the second inner ring module.

[0009] In some embodiments, one end of the first inner ring module abuts against one end of the second inner ring module.

[0010] In some embodiments, the shaft assembly includes a first shaft, a second shaft, a third shaft, and a connecting shaft; the first shaft, the second shaft, the third shaft, and the connecting shaft are coaxially connected in sequence; the outer diameter of the first shaft is smaller than the outer diameter of the third shaft; the outer peripheral surface of the second shaft is spaced apart from the inner peripheral wall of the first inner ring module and the inner peripheral wall of the second inner ring module, respectively; the outer peripheral wall of the first shaft abuts against the inner peripheral wall of the first inner ring module; and the outer peripheral wall of the third shaft abuts against the inner peripheral wall of the second inner ring module.

[0011] In some embodiments, the projection of the second axis onto the arc surface of the inner peripheral wall of the second inner ring module is spaced apart from the inner peripheral wall of the second inner ring module.

[0012] In some embodiments, the outer ring unit includes an outer extension ring, a flange ring, a first outer ring ring, and a second outer ring ring; the outer extension ring, the flange ring, the first outer ring ring, and the second outer ring ring are coaxially connected in sequence.

[0013] The first outer ring and the first inner ring module are correspondingly arranged; a portion of the rolling units are arranged between the first outer ring and the first inner ring module; the second outer ring and the second inner ring module are correspondingly arranged; and another portion of the rolling units are arranged between the second outer ring and the second inner ring module.

[0014] In some embodiments, the outer diameter of the raceway on the second inner ring module is larger than the outer diameter of the raceway on the first inner ring module.

[0015] In some embodiments, the inner diameter of the outer extension ring is larger than the outer diameter of the first inner ring module.

[0016] In some embodiments, the rolling unit includes a first rolling module and a second rolling module; the first rolling module includes a first cage and a first rolling element; the second rolling module includes a second cage and a second rolling element;

[0017] The first cage is disposed between the first outer ring and the first inner ring module; a plurality of the first rolling elements are tactilely connected to the first cage; the first rolling elements respectively abut against the inner peripheral wall of the first outer ring and the outer peripheral wall of the first inner ring module;

[0018] The second cage is disposed between the second outer ring and the second inner ring module; a plurality of second rolling elements are tactilely connected to the second cage; the second rolling elements respectively abut against the inner peripheral wall of the second outer ring and the outer peripheral wall of the second inner ring module;

[0019] The outer diameter of the second cage is larger than the outer diameter of the first cage.

[0020] In a second aspect, the present invention provides an installation method for a dual-row differential diameter wheel hub system, which is applied to any dual-row differential diameter wheel hub system described in the first aspect. The installation method includes:

[0021] Part of the rolling unit abuts against a first designated area of ​​the inner peripheral wall of the outer ring unit;

[0022] The first inner ring module abuts against the rolling unit in the first designated area;

[0023] The other part of the rolling unit abuts against the second designated area of ​​the outer ring unit;

[0024] The second inner ring module abuts against the rolling unit of the second set area.

[0025] In some embodiments, the rolling unit includes a first rolling module and a second rolling module; the first rolling module includes a first rolling element and a first retainer; the second rolling module includes a second rolling element and a second retainer; the outer ring unit includes an outer extension ring, a first outer ring ring, and a second outer ring ring; the inner diameter of the second outer ring ring is larger than the inner diameter of the first inner ring module; a first setting region is located on the inner sidewall of the first outer ring ring; a second setting region is located on the inner sidewall of the second outer ring ring.

[0026] The step of bringing another portion of the rolling unit into contact with the second designated area of ​​the outer ring unit includes:

[0027] Based on the abutment between the first inner ring module and the rolling unit in the first set area, the second retainer is passed through the inner hole of the second outer ring and placed on the inner sidewall of the second outer ring.

[0028] The plurality of second rolling elements are installed in the pockets of the second cage, such that the plurality of second rolling elements abut against the second designated area of ​​the second outer ring.

[0029] To address the problem that stress concentration areas in dual-row differential diameter wheel hub systems are prone to damage when subjected to stresses exceeding design thresholds for extended periods, this invention offers the following advantages:

[0030] The differentiated design, where the inner diameter of the second inner ring module is larger than that of the first inner ring module, provides a larger radial installation space for the shaft assembly in the core load-bearing area where stress is concentrated. This allows the shaft assembly in this area to be thickened in a targeted manner, directly improving the structural strength of key parts and effectively resisting deformation and fatigue damage under high loads. This breaks through the technical bottleneck of existing equal-diameter inner rings that limit the local strengthening of shaft assemblies.

[0031] The shaft assembly and the second inner ring module adopt a fit design with a larger interference fit or a smaller clearance fit, which can guide the main load to be concentrated on the mating section of the second inner ring and shaft assembly with better structural strength, avoid stress peaks at geometric discontinuities, and significantly reduce the risk of failures such as bearing raceway spalling, mating surface wear and loosening, and shaft shoulder cracking.

[0032] Meanwhile, while optimizing stress distribution, the synergistic effect of the double-row rolling units ensures the radial positioning stability of the wheel hub system. This not only solves the defect that the existing uniform load-bearing design cannot match the stress distribution, but also meets the durability requirements of the vehicle under high load conditions, ultimately extending the service life of the wheel hub system and improving vehicle driving safety. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the structure of a dual-row differential diameter wheel hub system according to one embodiment;

[0034] Figure 2 forFigure 1 Schematic diagram of the structure of the bearing assembly and shaft assembly;

[0035] Figure 3 for Figure 2 Cross-sectional view of the bearing assembly and shaft assembly;

[0036] Figure 4 for Figure 3 Cross-sectional view of the middle and outer ring units;

[0037] Figure 5 for Figure 3 A schematic diagram of the structure of the rolling unit;

[0038] Figure 6 for Figure 3 Schematic diagram of the inner circle unit;

[0039] Figure 7 for Figure 6 Sectional view of the inner circle unit;

[0040] Figure 8 for Figure 2 Schematic diagram of the central axis assembly;

[0041] Figure 9 A flowchart illustrating an embodiment of an installation method for a dual-row differential diameter wheel hub system;

[0042] Figure 10 A flowchart illustrating an installation method for a dual-row differential diameter wheel hub system according to another embodiment.

[0043] Figure label:

[0044] 10. Bearing assembly; 11. Outer ring unit; 111. Outer extension ring; 112. Flange ring; 113. First outer ring; 114. Second outer ring; 12. Rolling unit; 121. First rolling module; 1211. First rolling element; 1212. First cage; 122. Second rolling module; 1221. Second rolling element; 1222. Second cage; 13. Inner ring unit; 131. First inner ring module; 1311. First abutment ring; 1312. First extension ring; 132. Second inner ring module; 1321. Second abutment ring; 1322. Second extension ring; 20. Shaft assembly; 21. Connecting shaft; 22. First shaft; 23. Second shaft; 24. Third shaft; 30. Wheel. Detailed Implementation

[0045] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the disclosure.

[0046] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation, or to be constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0047] During vehicle operation, the wheel hub must simultaneously bear two types of loads: static radial load from the vehicle's own weight and dynamic composite loads such as axial torque load during acceleration / braking deceleration, lateral load during steering and lane changes, and impact load from bumpy roads. These loads are directly transmitted to the bearing system through the wheel hub housing, making the mating interface between the bearing inner ring and the shaft assembly 20, and the contact area between the raceway and the rolling element 12, critical areas with highly concentrated stress. Because the existing system adopts a double-row symmetrical structure, the load-bearing capacity of the two raceways is completely identical, making it impossible to adaptively distribute the load according to differences in operating conditions. For example, during steering, the lateral load is concentrated on one side of the raceway, and during heavy loads, the radial load is excessively superimposed on both raceways, causing the stress concentration area to be under stress exceeding the design threshold for a long time. This easily leads to faults such as raceway pitting, wear of the inner ring mating surface, and fatigue spalling of the rolling element 12, which not only shortens the service life of the wheel hub system but also directly threatens vehicle driving safety.

[0048] Example 1:

[0049] This application proposes a dual-row differential diameter hub system, such as Figure 2 As shown, it includes a bearing assembly 10 and a shaft assembly 20. Figure 3 As shown, the bearing assembly 10 includes an outer ring unit 11, a rolling unit 12, and an inner ring unit 13. Figure 6 As shown, the inner ring unit 13 includes a first inner ring module 131 and a second inner ring module 132. The inner diameter of the first inner ring module 131 is smaller than the inner diameter of the second inner ring module 132. The outer ring unit 11 is respectively fitted onto the outer periphery of the first inner ring module 131 and the second inner ring module 132. When the dual-row differential diameter wheel hub system is configured on the driven wheel, the axle assembly 20 is fixed to the vehicle chassis and serves as a fixed reference. The outer ring unit 11 rotates with the wheel hub and cooperates in constraining the rolling unit 12. When the dual-row differential diameter wheel hub system is configured on the drive wheel, the outer ring unit 11 is fixed to the vehicle chassis and serves as a fixed reference to constrain the rolling unit 12, preventing the rolling unit 12 from shifting.

[0050] Some rolling units 12 are disposed between the outer ring unit 11 and the first inner ring module 131; other rolling units 12 are disposed between the outer ring unit 11 and the second inner ring module 132. The rolling units 12 convert the sliding friction between the outer ring and the inner ring into rolling friction, which greatly reduces rotational resistance and reduces local material fatigue caused by frictional heat generation.

[0051] The shaft assembly 20 is respectively installed in the center holes of the first inner ring module 131 and the second inner ring module 132. The smaller inner diameter of the first inner ring module 131 corresponds to the thinner diameter section of the shaft assembly 20, providing inner ring support for the secondary major load area of ​​the shaft. The larger inner diameter of the second inner ring module 132 can provide more radial installation space for the shaft assembly 20 in the core load-bearing area where stress is concentrated, allowing the shaft assembly 20 in this area to be thickened in a targeted manner, directly improving the structural strength of key parts, effectively resisting deformation and fatigue damage under high loads, and breaking through the technical bottleneck of the existing equal-diameter inner ring limiting the local strengthening of the shaft assembly 20. In this way, the shaft assembly 20 with a larger outer diameter has stronger deformation resistance, which can reduce the risk of deformation or fracture in the stress-concentrated areas of the shaft assembly 20.

[0052] The rolling state of the dual-row differential hub system includes: the first inner ring module 131 and the second inner ring module 132 rotating relative to the outer ring unit 11; at least some of the rolling units 12 simultaneously abutting against the outer ring unit 11 and the first inner ring module 131, respectively; and at least some of the rolling units 12 simultaneously abutting against the outer ring unit 11 and the second inner ring module 132, respectively. Specifically, the maximum clearance between the shaft assembly 20 and the first inner ring module 131 is greater than the maximum clearance between the shaft assembly 20 and the second inner ring module 132; or, the interference fit between the shaft assembly 20 and the first inner ring module 131 is less than the interference fit between the shaft assembly 20 and the second inner ring module 132.

[0053] The rotation of the first inner ring module 131 and the second inner ring module 132 relative to the outer ring unit 11 can be either with the first inner ring module 131 and the second inner ring module 132 fixed and the outer ring unit 11 rotating, or with the first inner ring module 131 and the second inner ring module 132 rotating and the outer ring unit 11 fixed. Specifically, when the dual-row differential wheel system is configured on the driven wheel, the axle assembly 20 is relatively fixed to the vehicle chassis. During vehicle operation, the axle assembly 20 provides support for the first inner ring module 131 and the second inner ring module 132, and the outer ring unit 11 rotates under the drive of the wheel hub rim. When the dual-row differential wheel system is configured on the drive wheel, the outer ring unit 11 is relatively fixed to the vehicle chassis. During vehicle operation, the axle assembly 20 rotates and drives the first inner ring module 131 and the second inner ring module 132 to rotate.

[0054] The design of a larger interference fit or smaller clearance fit between the shaft assembly 20 and the second inner ring module 132 can guide the main load to be concentrated on the mating section of the second inner ring module 132 and the shaft assembly 20, which has better structural strength. This avoids stress peaks at geometrically discontinuous parts and significantly reduces the risk of failures such as bearing raceway spalling, wear and loosening of mating surfaces, and shoulder cracking.

[0055] Meanwhile, while optimizing stress distribution, the synergistic effect of the double-row rolling units 12 ensures the radial positioning stability of the wheel hub system. This not only solves the defect that the existing uniform load-bearing design cannot match the stress distribution, but also meets the durability requirements of the vehicle under high load conditions, ultimately extending the service life of the wheel hub system and improving the vehicle's driving safety.

[0056] Furthermore, one end of the first inner ring module 131 abuts against one end of the second inner ring module 132. The two inner ring modules directly abut against each other through their end faces, which is equivalent to forming an axial rigid positioning reference. This can completely eliminate the axial clearance between the first inner ring module 131 and the second inner ring module 132, and prevent misalignment of the raceway position caused by axial movement of the first inner ring module 131 and the second inner ring module 132 when the shaft assembly 20 rotates. The double-row rolling unit 12 can always maintain uniform contact with the raceways of the corresponding inner and outer rings, and will not have problems with one-sided contact or localized load due to misalignment of the inner rings. This can effectively avoid faults such as edge wear of the rolling unit 12 and localized peeling of the raceway, significantly extend the service life of the bearing assembly 10, and at the same time ensure the smoothness of the wheel hub rotation and reduce abnormal vibration and noise during driving.

[0057] Furthermore, such as Figure 8 As shown, the shaft assembly 20 includes a first shaft 21, a second shaft 22, a third shaft 23, and a connecting shaft 24. The first shaft 21, second shaft 22, third shaft 23, and connecting shaft 24 are coaxially connected sequentially. The outer diameter of the first shaft 21 is smaller than the outer diameter of the third shaft 23. The outer peripheral surface of the second shaft 22 is spaced apart from the inner peripheral walls of the first inner ring module 131 and the second inner ring module 132. The outer peripheral wall of the first shaft 21 abuts against the inner peripheral wall of the first inner ring module 131. The outer peripheral wall of the third shaft 23 abuts against the inner peripheral wall of the second inner ring module 132.

[0058] In actual production, the outer diameters of the first shaft 21 and the third shaft 23 of the shaft assembly 20 may have dimensional tolerances, or the inner diameters of the first inner ring module 131 and the second inner ring module 132 may deviate due to machining errors. Furthermore, there may be slight deviations in the coaxiality of different sections of the shaft assembly 20 and the coaxiality after the inner rings abut. If there is no spacer in the second shaft 22, and the first shaft 21, the third shaft 23 directly rigidly fit with the first inner ring module 131 and the second inner ring module 132, the cumulative errors could easily cause the first shaft 21 to jam and fail to fit into the first inner ring module 131, or the third shaft 23 to fit too loosely with the second inner ring module 132. The spacer design of the second shaft 22 provides a buffer space between the two precisely fitted sections. Even if there are slight deviations in the dimensional fit between the first shaft 21 and the first inner ring module 131, or between the third shaft 23 and the second inner ring module 132, the second shaft 22 will not interfere with the inner rings, ensuring that the shaft assembly 20 can smoothly enter the bearing assembly 10.

[0059] Furthermore, the projection of the second shaft 22 onto the arc surface of the inner circumferential wall of the second inner ring module 132 is spaced apart from the inner circumferential wall of the second inner ring module 132. If the projection of the second shaft 22 encroaches on the inner circumferential space of the second inner ring module 132, it will compress the mating length of the third shaft 23 in the second inner ring module 132, reducing the mating contact area between the third shaft 23 and the second inner ring module 132, leading to an increased risk of stress concentration. The projection spacing design allows the second shaft 22 to completely avoid the inner circumferential arc surface of the second inner ring module 132, enabling the entire axial length of the second inner ring module 132 to be used for mating with the third shaft 23. This allows the third shaft 23 to form a full-length mating with the second inner ring module 132, maximizing the mating length. This increases the load-bearing redundancy of the connection between the third shaft 23 and the second inner ring module 132. Even under heavy loads, braking, and other high-stress conditions, the mating surfaces can uniformly transmit torque and radial loads, avoiding wear and loosening of the mating surfaces due to insufficient contact area, and ensuring the long-term reliability of the main load-bearing connection.

[0060] Furthermore, such as Figure 4 As shown, the outer ring unit 11 includes an outer extension ring 111, a flange ring 112, a first outer ring 113, and a second outer ring 114. The outer extension ring 111, flange ring 112, first outer ring 113, and second outer ring 114 are coaxially connected in sequence. The first outer ring 113 and the first inner ring module 131 are correspondingly arranged. A portion of the rolling units 12 are arranged between the first outer ring 113 and the first inner ring module 131. The second outer ring 114 and the second inner ring module 132 are correspondingly arranged. Another portion of the rolling units 12 are arranged between the second outer ring 114 and the second inner ring module 132.

[0061] When the outer extension ring 111 serves as the direct connection carrier between the outer ring unit 11 and the wheel hub steel ring, the shape of the outer extension ring 111 can be customized according to the bolt hole position and mounting surface size of the wheel hub steel ring, and it can be fixedly connected to the wheel hub steel ring by bolts.

[0062] If the steel ring load borne by the outer extension ring 111 is directly transferred to the first outer ring 113, a stress peak is likely to form at the transition between the outer extension ring 111 and the flange ring 112. However, the flange ring 112, with its larger radial cross-sectional area, can transform the concentrated load into a uniformly distributed surface load before transferring it to the first outer ring 113, thus avoiding stress concentration at the transition point and preventing cracking of the first outer ring 113. The flange ring 112 is equivalent to adding a rigid support bridge between the outer extension ring 111 and the first outer ring 113, which can resist the bending deformation of the outer ring unit 11 under combined loads, ensuring that the outer extension ring 111, the first outer ring 113, and the second outer ring 114 always remain coaxial, avoiding contact deviation between the rolling unit 12 and the raceway due to the eccentricity of the first outer ring 113, and further ensuring the uniform stress distribution of the double-row rolling unit 12.

[0063] Furthermore, the outer diameter of the raceway on the second inner ring module 132 is larger than that on the raceway of the first inner ring module 131. With a fixed inner diameter of the second inner ring module 132, the increased outer diameter of the raceway directly means a simultaneous increase in the radial wall thickness of the inner ring. This increased wall thickness significantly enhances the overall rigidity and deformation resistance of the second inner ring module 132. When the vehicle is subjected to heavy loads or impact loads, the second inner ring module 132 can effectively resist radial compression deformation and axial bending deformation, avoiding geometric accuracy failures such as dents and warping of the raceway due to insufficient wall thickness. This ensures that the raceway maintains stable contact with the rolling unit 12, strengthening the damage resistance of the main load-bearing area from the structural root and achieving the high-strength design goal.

[0064] Furthermore, the inner diameter of the outer extension ring 111 is larger than the outer diameter of the first inner ring module 131. The outer extension ring 111 is the direct connecting component between the outer ring unit 11 and the wheel hub steel rim, while the first inner ring module 131 is the core component that mates with the first shaft 21 in the inner ring system. If there is no radial clearance between the two during assembly, the inner wall of the outer extension ring 111 will collide hard with the outer wall of the first inner ring module 131 during assembly, causing the outer extension ring 111 to deform, or increasing assembly time and reducing assembly efficiency due to assembly obstruction.

[0065] The design of the outer extension ring 111 having an inner diameter larger than the outer diameter of the first inner ring module 131 effectively provides a radial safety clearance between them. During assembly, the first inner ring module 131 can be easily fitted onto the first outer ring 113 through the inner hole of the outer extension ring 111, achieving initial positioning without the need for precise alignment, thereby improving assembly efficiency.

[0066] Furthermore, such as Figure 5 As shown, the rolling unit 12 includes a first rolling module 121 and a second rolling module 122. The first rolling module 121 includes a first rolling element 1211 and a first cage 1212. The second rolling module 122 includes a second rolling element 1221 and a second cage 1222.

[0067] The first cage 1212 is disposed between the first outer ring 113 and the first inner ring module 131. A plurality of first rolling elements 1211 are tactilely connected to the first cage 1212. The first rolling elements 1211 abut against the inner peripheral wall of the first outer ring 113 and the outer peripheral wall of the first inner ring module 131, respectively.

[0068] The second cage 1222 is disposed between the second outer ring 114 and the second inner ring module 132. A plurality of second rolling elements 1221 are tactilely connected to the second cage 1222. The second rolling elements 1221 abut against the inner peripheral wall of the second outer ring 114 and the outer peripheral wall of the second inner ring module 132, respectively.

[0069] The dual rolling modules precisely correspond to the inner and outer rings of the dual rows. The first module is adapted to the first inner and outer rings for auxiliary load-bearing, and the second module is adapted to the second inner and outer rings for main load-bearing, ensuring that the force on each load-bearing section matches the components. Moreover, the first cage 1212 and the second cage 1222 respectively restrict the movement of the first and second rolling elements 1221, preventing rolling element offset or collision, reducing raceway and rolling element wear due to uneven load, and ensuring stable force transmission.

[0070] The outer diameter of the second cage 1222 is larger than the outer diameter of the first cage 1212.

[0071] After the outer diameter of the second cage 1222 is increased, its outer circumference can fit the inner circumferential wall of the second outer ring 114, and its inner circumference can fit the outer circumferential wall of the second inner ring module 132. This ensures that the second rolling element 1221 is precisely constrained between the raceway of the second outer ring 114 and the raceway of the second inner ring module 132, avoiding rolling element wear or cage jamming caused by mismatch in structural dimensions, and ensuring the integrity of the load transmission path in the main load-bearing area.

[0072] In some embodiments, such as Figure 7 As shown, the first inner ring module 131 includes a first abutting ring 1311 and a first extension ring 1312. The second inner ring module 132 includes a second abutting ring 1321 and a second extension ring 1322. The first extension ring 1312 is connected to the side of the first abutting ring 1311 facing the second extension ring 1322; the second extension ring 1322 is connected to the side of the second abutting ring 1321 facing the first extension ring 1312. The first extension ring 1312 and the second extension ring 1322 abut against each other. The first rolling element 1211 abuts against both the first abutting ring 1311 and the first outer ring 113 simultaneously; the second rolling element 1221 abuts against both the second abutting ring 1321 and the second outer ring 114 simultaneously. This ensures that the first rolling element 1211 and the second rolling element 1221 do not have direct contact during rotation, and each corresponds to an independent abutment ring raceway. This avoids collision wear caused by differences in rolling element size or slight deviations in rotation speed, while preventing metal debris generated by the wear of one rolling element from contaminating the other rolling element, reducing the risk of chain failures, and extending the overall lifespan of the rolling unit 12.

[0073] In some embodiments, the dual-row differential hub system is configured on the driven wheel, such as Figure 1 As shown, the dual-row differential wheel system also includes wheels 30. Wheels 30 are connected to flange rings 112. Axle assembly 20 is fixed relative to the vehicle chassis, providing support for the first inner ring module 131 and the second inner ring module 132. During vehicle operation, the wheels 30 rotate due to friction with the ground, causing the flange ring 112 and other components of the outer ring unit 11 to rotate relative to the inner ring unit 13. The driven wheel 30, in conjunction with the drive wheel, provides support for the vehicle and enables smooth vehicle movement.

[0074] Example 2:

[0075] This application also proposes an installation method for a dual-row differential diameter wheel hub system, which is applied to the dual-row differential diameter wheel hub system in Embodiment 1. For example... Figure 9 As shown, steps S10 to S40 of the installation method for the dual-row differential diameter wheel hub system are as follows. The installation sequence is step S10-step S20-step S30-step S40.

[0076] Step S10: Part of the rolling unit 12 abuts against the first designated area of ​​the inner peripheral wall of the outer ring unit 11. This provides a stable reference carrier for the subsequent installation of the first inner ring module 131, and clarifies the initial assembly position of the auxiliary support column, ensuring the assembly accuracy of the auxiliary section in the double-row structure.

[0077] In other embodiments, the rolling unit 12 includes a first rolling module 121 and a second rolling module 122. The first rolling module 121 includes a first rolling element 1211 and a first retainer 1212. The outer ring unit 11 includes an outer extension ring 111, a first outer ring 113, and a second outer ring 114. The first defined region is located on the inner sidewall of the first outer ring 113. Figure 10 As shown, step S10 includes steps S11 and S12.

[0078] Step S11: Pass the first cage 1212 through the inner hole of the outer extension ring 111 and place the first cage 1212 on the inner sidewall of the first outer ring 113. The first cage 1212 is the core component that constrains the position of the first rolling element 1211. By placing the first cage 1212 on the inner sidewall of the first outer ring 113, the circumferential distribution trajectory of the first rolling element 1211 can be pre-locked through the geometric structure of the cage, avoiding offset and stacking during subsequent rolling element installation. This lays the foundation for precise contact between the first rolling element 1211 and the outer raceway, and reduces the risk of unilateral force on the rolling element caused by cage misalignment.

[0079] Step S12: Install a plurality of first rolling elements 1211 into the pockets of the first cage 1212, so that the plurality of first rolling elements 1211 abut against the first predetermined area of ​​the first outer ring 113. The first cage 1212 is pre-positioned, and the first rolling elements 1211 can be directly embedded into the pockets of the first cage 1212, which can improve installation efficiency and will not damage the surface of the rolling elements during the installation process.

[0080] Step S20: Abut the first inner ring module 131 against the rolling unit 12 in the first designated area. Based on the already positioned first column of rolling units 12, the first inner ring module 131 is directly abutted against the rolling element without additional adjustment of the rolling element position. At the same time, after the first column of mating pairs is pre-formed, it can serve as a temporary support structure for the subsequent assembly of the second column, reducing the shaking of the outer ring unit 11 during subsequent operations and improving the overall assembly stability.

[0081] In other embodiments, in step S20, the first inner ring module 131 is passed through the inner hole of the outer extension ring 111, so that the outer peripheral wall of the first inner ring module 131 abuts against the first rolling element 1211, thereby completing the abutment of the first inner ring module 131 with the rolling unit 12 in the first designated area. The large inner diameter of the outer extension ring 111 provides sufficient radial clearance space for the first inner ring module 131, so that even if the first inner ring module 131 has a small dimensional deviation or slight eccentricity during assembly, it can pass smoothly through the inner hole of the outer extension ring 111, avoiding interference with the inner wall of the outer extension ring 111.

[0082] Step S30: Abut the other part of the rolling unit 12 against the second designated area of ​​the outer ring unit 11. Since the first row of mating pairs has been formed, installing the second row of rolling units 12 separately at this time can avoid the problem of the two rows of rolling units 12 colliding with each other and interfering with each other's positions; at the same time, it provides a stable reference load for the subsequent assembly of the second inner ring module 132.

[0083] Further, the second rolling module 122 includes a second rolling element 1221 and a second cage 1222. The inner diameter of the second outer ring 114 is larger than the inner diameter of the first inner ring module 131. The second setting region is located on the inner sidewall of the second outer ring 114. Figure 10 As shown, step S30 includes steps S31 and S32.

[0084] Step S31: Based on the contact between the first inner ring module 131 and the rolling unit 12 in the first designated area, a plurality of second rolling elements 1221 are installed in the pockets of the second cage 1222. This prevents the second rolling elements 1221 from shifting, stacking, or colliding arbitrarily during subsequent assembly, ensuring that the plurality of second rolling elements 1221 form a ring-shaped force array.

[0085] Step S32: Pass the second retainer 1222, along with the installed second rolling elements 1221, through the inner hole of the second outer ring 114, and place the second retainer 1222 on the inner sidewall of the second outer ring 114, so that the multiple second rolling elements 1221 abut against the second designated area of ​​the second outer ring 114. The second retainer 1222 and the second rolling elements 1221 are pre-installed and then installed as a whole, which can avoid the second rolling elements 1221 from falling off or shifting their position when the second retainer 1222 is installed first and then the second rolling elements 1221 is installed, reducing the secondary adjustment action during the assembly process; at the same time, the overall installation can ensure that the relative position of the second rolling elements 1221 and the second retainer 1222 remains unchanged, further ensuring the contact accuracy when abutting against the second inner ring module 132.

[0086] Step S40: The second inner ring module 132 is brought into contact with the rolling unit 12 in the second set area. The second inner ring module 132 is the main load-bearing core of the system. By bringing the second inner ring module 132 into contact with the already positioned second column of rolling units 12, the rolling elements can automatically align the second inner ring raceway with the second set area, forming a high-strength main load-bearing fit.

[0087] In other embodiments, in step S40, the outer peripheral wall of the second inner ring module 132 abuts against the second rolling element 1221, and simultaneously the second inner ring module 132 abuts against the first inner ring module 131 to complete the abutment of the second inner ring module 132 with the rolling unit 12 in the second designated area. With the pre-positioning of the second cage 1222 and the second outer ring 114, the main load-bearing fit of the second inner ring module 132, the second rolling element 1221, and the second outer ring 114 can be quickly formed, ensuring that the raceway in the main load-bearing area is completely fitted with the second rolling element 1221, avoiding stress concentration.

[0088] Those skilled in the art will understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the scope of this disclosure.

Claims

1. A double-row differential diameter wheel hub system, characterized in that, The dual-row differential wheel hub system includes: A bearing assembly includes an outer ring unit, a rolling unit, and an inner ring unit; the inner ring unit includes a first inner ring module and a second inner ring module; the outer ring unit is respectively sleeved on the outer periphery of the first inner ring module and the second inner ring module; a portion of the rolling units are disposed between the outer ring unit and the first inner ring module; another portion of the rolling units are disposed between the outer ring unit and the second inner ring module; the inner diameter of the first inner ring module is smaller than the inner diameter of the second inner ring module. A shaft assembly, wherein the shaft assembly is respectively inserted into the center hole of the first inner ring module and the center hole of the second inner ring module; The rolling state of the dual-row differential hub system includes: the first inner ring module and the second inner ring module rotating relative to the outer ring unit; at least a portion of the rolling units simultaneously abutting against the outer ring unit and the first inner ring module, respectively; wherein, the maximum clearance between the shaft assembly and the first inner ring module is greater than the maximum clearance between the shaft assembly and the second inner ring module; or, the interference fit between the shaft assembly and the first inner ring module is less than the interference fit between the shaft assembly and the second inner ring module.

2. The dual-row differential diameter wheel hub system according to claim 1, characterized in that, One end of the first inner ring module abuts against one end of the second inner ring module.

3. A double-row differential diameter wheel hub system according to claim 1, characterized in that, The shaft assembly includes a first shaft, a second shaft, a third shaft, and a connecting shaft; the first shaft, the second shaft, the third shaft, and the connecting shaft are coaxially connected in sequence; the outer diameter of the first shaft is smaller than the outer diameter of the third shaft; the outer peripheral surface of the second shaft is spaced apart from the inner peripheral wall of the first inner ring module and the inner peripheral wall of the second inner ring module, respectively; the outer peripheral wall of the first shaft abuts against the inner peripheral wall of the first inner ring module; the outer peripheral wall of the third shaft abuts against the inner peripheral wall of the second inner ring module.

4. A double-row differential diameter wheel hub system according to claim 3, characterized in that, The projection of the second axis onto the arc surface of the inner peripheral wall of the second inner ring module is spaced apart from the inner peripheral wall of the second inner ring module.

5. A double-row differential diameter wheel hub system according to claim 1, characterized in that, The outer ring unit includes an outer extension ring, a flange ring, a first outer ring, and a second outer ring; the outer extension ring, the flange ring, the first outer ring, and the second outer ring are coaxially connected in sequence; The first outer ring and the first inner ring module are correspondingly arranged; a portion of the rolling units are arranged between the first outer ring and the first inner ring module; the second outer ring and the second inner ring module are correspondingly arranged; and another portion of the rolling units are arranged between the second outer ring and the second inner ring module.

6. A double-row differential diameter wheel hub system according to claim 1, characterized in that, The outer diameter of the raceway on the second inner ring module is larger than the outer diameter of the raceway on the first inner ring module.

7. A double-row differential diameter wheel hub system according to claim 5, characterized in that, The inner diameter of the outer extension ring is larger than the outer diameter of the first inner ring module.

8. A double-row differential diameter wheel hub system according to claim 5, characterized in that, The rolling unit includes a first rolling module and a second rolling module; the first rolling module includes a first cage and a first rolling element; the second rolling module includes a second cage and a second rolling element. The first cage is disposed between the first outer ring and the first inner ring module; a plurality of the first rolling elements are tactilely connected to the first cage; the first rolling elements respectively abut against the inner peripheral wall of the first outer ring and the outer peripheral wall of the first inner ring module; The second cage is disposed between the second outer ring and the second inner ring module; a plurality of second rolling elements are tactilely connected to the second cage; the second rolling elements respectively abut against the inner peripheral wall of the second outer ring and the outer peripheral wall of the second inner ring module; The outer diameter of the second cage is larger than the outer diameter of the first cage.

9. A method for installing a double-row differential diameter wheel hub system, characterized in that, The method for installing a dual-row differential wheel hub system is applied to any one of the dual-row differential wheel hub systems described in claims 1-8, and the method for installing a dual-row differential wheel hub system includes: Part of the rolling unit abuts against a first designated area of ​​the inner peripheral wall of the outer ring unit; The first inner ring module abuts against the rolling unit in the first designated area; The other part of the rolling unit abuts against the second designated area of ​​the outer ring unit; The second inner ring module abuts against the rolling unit of the second set area.

10. The installation method for a dual-row differential diameter wheel hub system according to claim 9, characterized in that, The rolling unit includes a first rolling module and a second rolling module; the first rolling module includes a first rolling element and a first retainer; the second rolling module includes a second rolling element and a second retainer; the outer ring unit includes an outer extension ring, a first outer ring ring, and a second outer ring ring; the inner diameter of the second outer ring ring is larger than the inner diameter of the first inner ring module; the first setting area is on the inner sidewall of the first outer ring ring; the second setting area is on the inner sidewall of the second outer ring ring; The step of bringing another portion of the rolling unit into contact with the second designated area of ​​the outer ring unit includes: Based on the abutment between the first inner ring module and the rolling unit in the first set area, the second retainer is passed through the inner hole of the second outer ring and placed on the inner sidewall of the second outer ring. The plurality of second rolling elements are installed in the pockets of the second cage, such that the plurality of second rolling elements abut against the second designated area of ​​the second outer ring.

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