Hub bearing

Abstract

The invention relates to the technical field of hub bearings, in particular to a hub bearing. The hub bearing comprises an outer ring unit, an inner ring unit, a rolling body, a first dynamic sealing unit and a second dynamic sealing unit. The outer ring unit comprises an outer ring main body and a threaded connection part; the inner ring unit comprises a first inner ring and a second inner ring; the first inner ring comprises an inner ring main body and a flange; the flange and one axial end of the inner ring main body are integrally formed; the inner ring main body and the second inner ring are positioned in the outer ring main body; the end face, facing the flange, of the outer ring body is a first collision face. The end face, facing the outer ring body, of the flange is a second collision face. A movable gap is formed between the first collision surface and the second collision surface; when the axial acceleration of the inner ring unit is 0, the movable clearance is 0.3-0.5 mm; the movable gap is gradually reduced in the direction away from the axis of the hub bearing. Therefore, the problems that the rolling body is subjected to impact loading force for a long time, so that the raceway is subjected to dent deformation, and abnormal sound is generated are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of hub bearing, in particular to a kind of hub bearings. BACKGROUND

[0002] Current hub bearing includes inner ring unit, outer ring unit and the rolling element for realizing the relative rotation of inner ring unit and outer ring unit, these components cooperate, provide support for the stable rotation of hub during vehicle driving. There is a certain gap between the end face of flange and outer ring unit, the reserved gap can prevent the collision of flange and outer ring unit from producing abnormal sound during vehicle driving.

[0003] However, when the vehicle travels to the road surface with bump, the vehicle will cause the flange to tilt during steering operation, and the reserved gap between the flange and the outer ring unit will decrease, so when designing the reserved gap, it is necessary to ensure that the reserved gap will not collide and produce abnormal sound during the driving or turning of the vehicle. When the vehicle encounters instantaneous large impact force, such as hitting the road curb during driving or encountering instantaneous large impact force, the distance between the flange and the outer ring end face will be significantly reduced, and a large impact loading force will be generated on the rolling element and the corresponding raceway. With the accumulation of vehicle use time, long-term continuous impact loading will gradually cause the raceway to produce indentation deformation, eventually leading to abnormal sound of the bearing. SUMMARY

[0004] To solve the problem that the rolling element is subjected to long-time impact loading force, causing indentation deformation of the raceway and abnormal sound, the present application provides a hub bearing, which comprises: An outer ring unit, the outer ring unit comprises an outer ring body and a threaded connection part; the threaded connection part is integrally formed with the outer peripheral wall of the outer ring body; the inner peripheral wall of the outer ring body has a first outer ring channel and a second outer ring channel; An inner ring unit, the inner ring unit comprises a first inner ring and a second inner ring; the first inner ring is fixedly connected with the second inner ring; the first inner ring comprises an inner ring body and a flange; the flange is integrally formed with one end of the axial direction of the inner ring body; the inner ring body and the second inner ring are located inside the outer ring body; the flange is located outside the outer ring body; the outer peripheral wall of the inner ring body has an inner ring outside channel; the outer peripheral wall of the second inner ring has an inner ring inside channel; the end face of the outer ring body towards the flange is a first collision face; the end face of the flange towards the outer ring body is a second collision face; the first collision face and the second collision face have an active gap; when the axial acceleration of the inner ring unit is 0, the active gap is 0.3-0.5mm; the active gap gradually decreases in the direction away from the axis of the hub bearing; Rolling elements, a portion of the rolling elements being rolling arranged between the first outer ring raceway and the inner ring outer raceway, another portion of the rolling elements being rolling arranged between the second outer ring raceway and the inner ring inner raceway; A first dynamic sealing unit, the first dynamic sealing unit being connected between the outer ring body and the inner ring body; A second dynamic sealing unit, the second dynamic sealing unit being connected between the outer ring body and the second inner ring; the rolling elements being arranged between the first dynamic sealing unit and the second dynamic sealing unit.

[0005] In some embodiments, the first collision surface comprises a first taper surface and a first abutment surface; a diameter of the first taper surface gradually increases along a direction close to the flange; an inner diameter of the first abutment surface is greater than or equal to a maximum diameter of the first taper surface; The second collision surface comprises a second taper surface and a second abutment surface; a diameter of the second taper surface gradually decreases along a direction close to the outer ring body; an inner diameter of the second abutment surface is greater than or equal to a maximum diameter of the second taper surface; a projection of the first taper surface along an axial direction of the hub bearing at least partially overlaps with the second taper surface; a gap between the first taper surface and the second taper surface is a first gap; a projection of the first abutment surface along the axial direction of the hub bearing at least partially overlaps with the second abutment surface; a gap between the first abutment surface and the second abutment surface is a second gap; the second gap is smaller than the first gap.

[0006] In some embodiments, a taper of the first taper surface is equal to a taper of the second taper surface.

[0007] In some embodiments, a ratio of a generatrix length of the first taper surface to a generatrix length of the second taper surface is greater than 80%.

[0008] In some embodiments, the first collision surface further comprises a first transition surface; the first transition surface is connected between the first abutment surface and the first taper surface; the first transition surface is perpendicular to an axis of the hub bearing; the first abutment surface is convex relative to the first transition surface; the second abutment surface is perpendicular to the axis of the hub bearing.

[0009] In some embodiments, the first abutment surface is a curved surface; the first abutment surface is smoothly connected with an outer peripheral wall of the outer ring body and the first transition surface respectively.

[0010] In some embodiments, the first dynamic sealing unit comprises a first skeleton, a second skeleton and a first rubber ring; the first skeleton is fixedly connected with the inner peripheral wall of the outer ring body; the second skeleton is fixedly connected with the outer peripheral wall of the inner ring body; the first rubber ring comprises a rubber ring body, a sealing lip and an extension; the rubber ring body, the sealing lip and the extension are integrally formed; the first skeleton is embedded in the rubber ring body; the sealing lip abuts against the second skeleton; and the extension extends to the first impact surface.

[0011] In some embodiments, the thickness of the rubber ring body wrapped outside the first skeleton is less than the distance from the first skeleton to the inner ring edge of the first impact surface.

[0012] In some embodiments, the first impact surface has a first accommodating groove; and the extension extends into the first accommodating groove.

[0013] In some embodiments, the surface of the extension is flush with the first impact surface; and the inner diameter of the first conical surface is greater than the inner diameter of the second conical surface.

[0014] To solve the problem that the rolling body is subjected to impact loading force for a long time, causing the raceway to produce indentation deformation and abnormal noise, the present application has the following advantages: By making the end surface of the outer ring body towards the flange as the first impact surface, the end surface of the flange towards the outer ring body as the second impact surface, and setting an active gap between the first impact surface and the second impact surface, and gradually reducing the active gap in the direction away from the axis of the hub bearing, when the vehicle encounters a shoulder and causes the flange to move radially and axially during steering, or when the vehicle is subjected to a large instantaneous impact force, the first impact surface and the second impact surface on the side away from the axis of the hub bearing are preferentially impacted and absorb part of the impact force, and then the first impact surface and the second impact surface on the side close to the axis of the hub bearing collide and absorb the impact force. Since the preferentially impacted part is far away from the first dynamic sealing unit, the problem of structural displacement of the first dynamic sealing unit leading to sealing failure can be avoided as much as possible. The present application utilizes the impact of the first impact surface and the second impact surface to absorb the instantaneous impact force received by the hub bearing, thereby reducing the impact loading received by the rolling body, and further reducing the impact loading received by the first outer ring groove, the second outer ring groove, the inner ring outer side groove and the inner ring inner side groove. Finally, the risk of indentation deformation of the raceway caused by long-term impact loading is reduced, and the problem of abnormal noise of the hub bearing is solved. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 A structural schematic diagram of a hub bearing of an embodiment is shown; Figure 2 A local enlarged schematic diagram of the hub bearing at A in Figure 1 is shown. Figure 3 a partial enlarged view of the hub bearing in Figure 1 is shown.

[0016] Reference signs: outer ring unit 10; outer ring main body 11; first outer ring groove 12; second outer ring groove 13; threaded connection portion 14; first collision surface 15; first tapered surface 151; first abutment surface 152; first transition surface 153; first accommodation groove 16; inner ring unit 20; first inner ring 21; inner ring main body 211; flange 212; second inner ring 22; inner ring outer side groove 23; inner ring inner side groove 24; second collision surface 25; second tapered surface 251; second abutment surface 252; finish surface 26; rolling element 30; first dynamic seal unit 40; first skeleton 41; second skeleton 42; first rubber ring 43; rubber ring main body 431; sealing lip 432; extension portion 433; second dynamic seal unit 50. DETAILED DESCRIPTION

[0017] The present disclosure will now be discussed with reference to several example embodiments. It should be appreciated that these embodiments are discussed only to better illustrate the present disclosure and, as such, should not be taken as limiting the scope of the present disclosure.

[0018] As used herein, the terms "comprises," "comprising," "includes," "including," "has," "having," "contains," "containing," or any other variation thereof, are intended to be inclusive or open-ended and do not exclude additional terms, elements, or steps. The terms "based on" and "based upon" are to be interpreted as "based at least in part 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," "back," "top," "bottom," "inner," "outer," "vertical," "horizontal," "lateral," "longitudinal," and the like, merely describe points of reference and do not necessarily limit the position, orientation, or manner of attachment, use, or construction, of an indicated device, element, or component. Such terms are used primarily just to describe particular embodiments of the present application and not to limit the scope of the indicated device, element, or component. In addition, such terms can have meanings other than those directly associated with the terms themselves, as indicated by the context of their use. For example, the term "upper" can also mean "lower" in some instances. The terms "mount," "set," "provided with," "connected," "linked," and the like, should be interpreted broadly. For example, they can mean fixedly connected, detachably connected, or integrally formed. They can mean mechanically or electrically connected. They can mean directly connected, or indirectly connected via an intermediate medium. They can mean internal communication between two devices, elements, or components. The specific meanings of the terms in the present application can be understood by those of ordinary skill in the art based on the specific circumstances. In addition, the terms "first," "second," and the like, are primarily used to distinguish different devices, elements, or components (the specific types and configurations of which can be the same or different), and not to indicate or imply relative importance or quantity. Unless otherwise stated, the meaning of "a plurality" is two or more.

[0019] The current hub bearing includes an inner ring unit, an outer ring unit and rolling bodies for realizing the relative rotation of the inner ring unit and the outer ring unit, and these components cooperate to provide support for the stable rotation of the hub during vehicle driving. There is a certain gap between the flange and the end face of the outer ring unit, and the reserved gap can prevent the flange from colliding with the outer ring unit and making noise during vehicle driving. However, when the vehicle drives on the road with bumps, the steering operation of the vehicle will cause the flange to tilt, and the reserved gap between the flange and the outer ring unit will be reduced, so when designing the reserved gap, it is necessary to ensure that the reserved gap will not collide and produce noise during the driving or turning of the vehicle. When the vehicle encounters a large instantaneous impact force, such as hitting a curb or encountering a large instantaneous impact force, the distance between the flange and the outer ring end face will be significantly reduced, and a large impact load will be generated on the rolling bodies and the corresponding raceway. With the accumulation of vehicle use time, long-term continuous impact loading will gradually cause the raceway to deform in a concave shape, eventually leading to abnormal noise of the bearing.

[0020] In the present embodiment, in order to solve the above problems, the present application provides a hub bearing, as shown in Figure 1 、 Figure 2 、 Figure 3 The hub bearing includes an outer ring unit 10, an inner ring unit 20, rolling bodies 30, a first dynamic sealing unit 40 and a second dynamic sealing unit 50.

[0021] The outer ring unit 10 includes an outer ring body 11 and a threaded connection part 14. The threaded connection part 14 is integrally formed with the outer peripheral wall of the outer ring body 11, which improves the connection strength and structural stability of the two, avoids loosening or separation during use, and ensures the overall structural reliability of the outer ring unit 10. The inner peripheral wall of the outer ring body 11 has a first outer ring channel 12 and a second outer ring channel 13, which can respectively provide stable rolling tracks for the rolling bodies 30 and lay a foundation for the rolling function of the rolling bodies 30, ensuring that the hub bearing can normally realize the rotation effect.

[0022] The inner ring unit 20 comprises a first inner ring 21 and a second inner ring 22. The first inner ring 21 is fixedly connected with the second inner ring 22, which can ensure the integrity and stability of the overall structure of the inner ring unit 20, and avoid the relative displacement affecting the operation of the bearing. The first inner ring 21 comprises an inner ring body 211 and a flange 212. The flange 212 is integrally formed with one end of the inner ring body 211 in the axial direction, which can improve the connection strength of the two and ensure that the flange 212 is not easily deformed or broken under stress. The inner ring body 211 and the second inner ring 22 are located inside the outer ring body 11, and the flange 212 is located outside the outer ring body 11, which ensures that the outer ring unit 10 and the inner ring unit 20 can cooperate with each other to realize the rotation of the hub bearing. The outer peripheral wall of the inner ring body 211 has an inner ring outer side channel 23, and the outer peripheral wall of the second inner ring 22 has an inner ring inner side channel 24, thereby providing a rolling space for the rolling body 30 and ensuring the normal rolling of the rolling body 30. The end face of the outer ring body 11 towards the flange 212 is a first impact surface 15, and the end face of the flange 212 towards the outer ring body 11 is a second impact surface 25. The first impact surface 15 and the second impact surface 25 have an active clearance therebetween. When the axial acceleration of the inner ring unit 20 is 0, the active clearance is 0.3-0.5mm, and the active clearance gradually decreases in the direction away from the axis of the hub bearing. By setting the first impact surface 15, the second impact surface 25 and the smaller active clearance, when the vehicle is subjected to a large instantaneous impact force, the first impact surface 15 and the second impact surface 25 on the side away from the axis of the hub bearing can be preferentially impacted and abutted and absorb part of the impact force, and then the first impact surface 15 and the second impact surface 25 on the side close to the axis of the hub bearing collide and absorb the impact force. Since the preferentially impacted part is far away from the first dynamic sealing unit 40, the problem of structural displacement of the first dynamic sealing unit 40 leading to sealing failure can be avoided as much as possible. The present application utilizes the impact of the first impact surface 15 and the second impact surface 25 to absorb the instantaneous impact force received by the hub bearing, thereby reducing the impact load received by the rolling body 30, and further reducing the impact load received by the first outer ring channel 12, the second outer ring channel 13, the inner ring outer side channel 23 and the inner ring inner side channel 24, and ultimately reducing the risk of indentation deformation of the raceway caused by long-term impact load, thereby solving the problem of abnormal noise of the hub bearing. In the prior art, due to the low turning machining precision of the first impact surface 15 and the second impact surface 25, and the large gap between the first impact surface 15 and the second impact surface 25, the first impact surface 15 and the second impact surface 25 cannot abut.

[0023] Part of the rolling body 30 is arranged between the first outer ring groove 12 and the inner ring outer side groove 23, and the other part of the rolling body 30 is arranged between the second outer ring groove 13 and the inner ring inner side groove 24. Thus, the sliding friction between the inner ring unit 20 and the outer ring unit 10 can be converted into rolling friction, the friction when the two rotate relative to each other is reduced, the energy loss is reduced, and the smoothness of the hub bearing operation is ensured; at the same time, the arrangement of the two groups of rolling bodies 30 can disperse the load borne by the bearing, improve the overall load-carrying capacity of the bearing, and prolong the service life of the bearing.

[0024] The first dynamic sealing unit 40 is connected between the outer ring body 11 and the inner ring body 211, so as to block the impurities such as dust, sand, moisture and the like from the outside from entering the hub bearing, avoid the impurities from adhering to the rolling body 30 or the groove surface to affect the operation, and prevent the lubricating grease in the bearing from leaking, so as to ensure that the rolling body 30 is always in a good lubricating environment and to ensure the normal operation of the hub bearing and prolong the service life thereof.

[0025] The second dynamic sealing unit 50 is connected between the outer ring body 11 and the second inner ring 22, so as to form a double sealing structure with the first dynamic sealing unit 40, further enhance the sealing performance of the bearing, and more effectively isolate the impurities from the outside and retain the internal lubricating grease. The rolling body 30 is arranged between the first dynamic sealing unit 40 and the second dynamic sealing unit 50, so that the rolling body 30 is completely in the sealed space, the influence of external factors on the rolling body 30 is minimized, the stable rolling of the rolling body 30 is ensured, and the operation reliability of the hub bearing is improved.

[0026] Further, as Figure 2As shown, the first collision surface 15 includes a first taper surface 151 and a first abutting surface 152. The diameter of the first taper surface 151 gradually increases in the direction close to the flange 212, so that the first taper surface 151 forms an inclined surface design, thereby being able to closely cooperate with the second taper surface 251. The inner diameter of the first abutting surface 152 is greater than or equal to the maximum diameter of the first taper surface 151. The second collision surface 25 includes a second taper surface 251 and a second abutting surface 252. The diameter of the second taper surface 251 gradually decreases in the direction close to the outer ring body 11, and the inner diameter of the second abutting surface 252 is greater than or equal to the maximum diameter of the second taper surface 251. The flange 212 also has a finish surface 26 on the end surface facing the outer ring body 11, and the diameter of the finish surface 26 is smaller than the diameter of the second taper surface 251. The first dynamic sealing unit 40 is connected between the outer ring body 11 and the finish surface 26. Since the finish surface 26 has a high machining precision requirement, the diameter of the second taper surface 251 gradually decreases in the direction close to the outer ring body 11, so that the finish surface 26 and the second taper surface 251 form a boss shape, thereby making the grinding process of the finish surface 26 more efficient.

[0027] The projection of the first abutting surface 152 in the axial direction of the hub bearing at least partially overlaps with the second abutting surface 252, and the gap between the first abutting surface 152 and the second abutting surface 252 is a second gap, which is smaller than the first gap. The second gap can be 0.3mm-0.35mm, and the first gap can be 0.35mm-0.5mm. Since the first dynamic sealing unit 40 is connected between the outer ring body 11 and the inner ring body 211, in order to avoid displacement of the first dynamic sealing unit 40, the impact is first absorbed by the first abutting surface 152 and the second abutting surface 252, and then the remaining impact is further contacted and absorbed by the first taper surface 151 and the second taper surface 251 in a progressive buffering manner, thereby avoiding excessive impact force causing displacement of the first dynamic sealing unit 40 and causing the sealing effect to fail. At the same time, through the progressive buffering, the impact load borne by the rolling element 30 can be further reduced, and the impact resistance of the hub bearing can be improved.

[0028] Further, as shown in the enlarged view of the first collision surface 15 and the second collision surface 25, Figure 2 the taper of the first taper surface 151 is equal to the taper of the second taper surface 251. In this way, full and uniform fitting can be achieved when the two are contacted by impact, avoiding the situation that local contact stress is concentrated due to the difference in taper, so that the impact force can be uniformly transmitted and absorbed along the taper, thereby more effectively weakening the impact energy, reducing the impact load transmitted to the raceway and the rolling element 30, and protecting the raceway from being easily deformed in a concave shape and maintaining normal operation of the bearing.

[0029] Further, as shown in Figure 2 the ratio of the length of the generatrix of the first conical surface 151 to the length of the generatrix of the second conical surface 251 is greater than 80%, which can ensure that the area of the overlap of the axial projections of the two is larger, and thus the effective contact area when the two are in impact contact is larger, avoiding the problem of local stress concentration due to too small contact area caused by too large difference in the length of the generatrix. The larger effective contact area can make the impact force more evenly transmitted along the conical surface and absorbed, so as to more fully weaken the impact energy and further reduce the impact load borne by the raceway, improve the impact resistance of the hub bearing when encountering instantaneous large impact force, and protect the raceway from being easily deformed in a dent shape, maintaining the normal operation state of the bearing.

[0030] Further, as shown in Figure 2 The first transition surface 153 connects between the first abutting surface 152 and the first conical surface 151. The first transition surface 153 is perpendicular to the axis of the hub bearing, which facilitates the axial machining of the first transition surface 153 and avoids the machining complexity caused by the convex shape of both the first abutting surface 152 and the first transition surface 153. At the same time, it ensures the smoothness of the overall structure of the first impact surface 15 and provides a structural basis for stable contact with the second impact surface 25. Moreover, the first abutting surface 152 is convex relative to the first transition surface 153, which can make the first abutting surface 152 and the second abutting surface 252 preferentially complete the absorption of impact force, further protect the contact between the first abutting surface 152 and the second abutting surface 252, and reduce the risk of displacement of the first dynamic sealing unit 40.

[0031] The second abutting surface 252 is perpendicular to the axis of the hub bearing, which can ensure that the second abutting surface 252 and the first abutting surface 152 form a matching contact structure, thereby preferentially absorbing the impact force and further reducing the risk of displacement of the first dynamic sealing unit 40, while improving the impact resistance of the hub bearing and protecting the raceway from being easily deformed in a dent shape.

[0032] Further, as shown in Figure 2 The first abutting surface 152 is a curved surface, which can more evenly disperse the contact stress generated when the first abutting surface 152 and the second abutting surface 252 are in contact, compared to a planar structure, avoiding excessive local stress that may cause deformation and damage to the first abutting surface 152 or the second abutting surface 252. The smooth transition of the first abutting surface 152 with the outer peripheral wall of the outer ring body 11 and the first transition surface 153 can eliminate sharp corners at the junctions of the structures and reduce stress concentration points, thereby improving the overall structural strength and durability of the outer ring body 11 and the first impact surface 15.

[0033] Further, as shown in Figure 2As shown, the first dynamic sealing unit 40 includes a first skeleton 41, a second skeleton 42 and a first rubber ring 43. The first skeleton 41 is fixedly connected with the inner peripheral wall of the outer ring body 11, and the second skeleton 42 is fixedly connected with the outer peripheral wall of the inner ring body 211, so as to ensure that the overall structure of the first dynamic sealing unit 40 does not displace during the operation of the bearing, thereby providing structural guarantee for the realization of the sealing function. The first rubber ring 43 includes a rubber ring body 431, a sealing lip 432 and an extension part 433, which are integrally formed. Through the integral forming of the three, the overall structural strength and sealing property of the first rubber ring 43 can be improved, the sealing effect of the sealing lip 432 and the positional stability of the extension part 433 are ensured, and the reliable function of the first dynamic sealing unit 40 is guaranteed. The first skeleton 41 is embedded in the rubber ring body 431, thereby providing rigid support for the flexible rubber ring body 431, preventing the rubber ring body 431 from being excessively deformed during the operation or impact of the bearing, thereby ensuring the stable abutting state of the sealing lip 432 and the second skeleton 42, avoiding sealing failure, and at the same time maintaining the preset position of the extension part 433 to ensure that it can normally play a role. The sealing lip 432 abuts against the second skeleton 42, and the extension part 433 extends to the first impact surface 15, so that when a larger impact force is encountered, the extension part 433 can abut against the second impact surface 25 to achieve a buffering effect, thereby avoiding the serious consequences of displacement of the first skeleton 41 and the second skeleton 42 of the first dynamic sealing unit 40 caused by rigid impact as much as possible, and improving the stability of the structure of the first dynamic sealing unit 40.

[0034] Further, as shown in Figure 2 The thickness of the rubber ring body 431 covering the outer side of the first skeleton 41 is less than the distance from the first skeleton 41 to the inner ring edge of the first impact surface 15. In this way, when the hub bearing is operating, if a larger impact force is encountered, since the distance from the first skeleton 41 to the inner ring edge of the first impact surface 15 is relatively long, the influence of the deformation of the extension part 433 after being impacted on the extrusion or pulling of the first skeleton 41 is reduced, thereby reducing the possibility of displacement of the first skeleton 41 and guaranteeing the sealing performance. At the same time, when the rubber ring body 431 is impacted and contacted with the finish surface 26, the impact force received by the first skeleton 41 is reduced through the material properties of the rubber ring body 431, thereby improving the service life of the first skeleton 41.

[0035] Further, as shown in Figure 2 The first impact surface 15 has a first accommodating groove 16, and the extension part 433 extends into the first accommodating groove 16. In this way, the extension part 433 can stably extend to the first impact surface 15 without protruding from the surface of the first impact surface 15, thereby avoiding the situation that the extension part 433 cannot normally abut against the second impact surface 25 when the first impact surface 15 and the second impact surface 25 are impacted due to protrusion. Thus, the effect of reducing the impact load borne by the rolling element 30 can be stably achieved, thereby improving the operation reliability of the hub bearing.

[0036] Further, as shown in Figure 2 the surface of the extension part 433 is flush with the first impact surface 15, thereby further avoiding the extension part 433 protruding from the surface of the first impact surface 15 to hinder the normal abutment of the first impact surface 15 and the second impact surface 25 when impacted, while ensuring that the shielding effect of the extension part 433 on the active gap between the first impact surface 15 and the second impact surface 25 is not affected, thereby guaranteeing the stable play of the impact absorption function of the first impact surface 15 and the second impact surface 25. The inner diameter of the first conical surface 151 is larger than the inner diameter of the second conical surface 251. Thus, the corner between the second conical surface 251 and the finish surface 26 can be in contact with the rubber ring body 431, and the material properties of the rubber ring body 431 can be used to reduce the impact force, thereby avoiding the collision between the first conical surface 151 and the corner between the second conical surface 251 and the finish surface 26, which can cause damage to the first conical surface 151 and the second conical surface 251.

[0037] Those skilled in the art can understand that the above-mentioned embodiments are specific cases for implementing the present disclosure, and in actual application, various changes can be made in form and details without departing from the scope of the present disclosure.

Claims

1. A wheel hub bearing, characterized in that The hub bearing comprises: An outer ring unit comprising an outer ring body and a threaded connection portion; the threaded connection portion is integrally formed with an outer peripheral wall of the outer ring body; an inner peripheral wall of the outer ring body has a first outer ring channel and a second outer ring channel; An inner ring unit comprising a first inner ring and a second inner ring; the first inner ring is fixedly connected with the second inner ring; the first inner ring comprises an inner ring body and a flange; the flange is integrally formed with an axial end of the inner ring body; the inner ring body and the second inner ring are located inside the outer ring body; the flange is located outside the outer ring body; an outer peripheral wall of the inner ring body has an inner ring outer side channel; an outer peripheral wall of the second inner ring has an inner ring inner side channel; an end face of the outer ring body facing the flange is a first collision face; an end face of the flange facing the outer ring body is a second collision face; the first collision face and the second collision face have a movable gap therebetween; when an axial acceleration of the inner ring unit is 0, the movable gap is 0.3-0.5 mm; the movable gap gradually decreases in a direction away from an axis of the hub bearing; Rolling elements, a part of the rolling elements being rolling arranged between the first outer ring channel and the inner ring outer side channel, and another part of the rolling elements being rolling arranged between the second outer ring channel and the inner ring inner side channel; A first dynamic sealing unit connected between the outer ring body and the inner ring body; A second dynamic sealing unit connected between the outer ring body and the second inner ring; the rolling elements are arranged between the first dynamic sealing unit and the second dynamic sealing unit.

2. The hub bearing according to claim 1, wherein the first collision face comprises a first taper face and a first abutting face; a diameter of the first taper face gradually increases in a direction close to the flange; an inner diameter of the first abutting face is greater than or equal to a maximum diameter of the first taper face; the second collision face comprises a second taper face and a second abutting face; a diameter of the second taper face gradually decreases in a direction close to the outer ring body; an inner diameter of the second abutting face is greater than or equal to a maximum diameter of the second taper face; a projection of the first taper face along an axial direction of the hub bearing at least partially overlaps with the second taper face; a gap between the first taper face and the second taper face is a first gap; a projection of the first abutting face along the axial direction of the hub bearing at least partially overlaps with the second abutting face; a gap between the first abutting face and the second abutting face is a second gap; the second gap is smaller than the first gap.

3. The hub bearing according to claim 2, wherein a taper of the first taper face is equal to a taper of the second taper face.

4. The hub bearing according to claim 2, wherein a ratio of a generatrix length of the first taper face to a generatrix length of the second taper face is greater than 80%.

5. The hub bearing according to claim 2, wherein The first collision surface further comprises a first transition surface; the first transition surface is connected between the first abutting surface and the first taper surface; the first transition surface is perpendicular to the axis of the hub bearing; the first abutting surface is convex relative to the first transition surface; the second abutting surface is perpendicular to the axis of the hub bearing.

6. The hub bearing according to claim 5, wherein, The first abutting surface is a curved surface; the first abutting surface is smoothly connected with the outer peripheral wall of the outer ring body and the first transition surface respectively.

7. The hub bearing according to claim 2, wherein, The first dynamic sealing unit comprises a first skeleton, a second skeleton and a first rubber ring; the first skeleton is fixedly connected with the inner peripheral wall of the outer ring body; the second skeleton is fixedly connected with the outer peripheral wall of the inner ring body; the first rubber ring comprises a rubber ring body, a sealing lip and an extension; the rubber ring body, the sealing lip and the extension are integrally formed; the first skeleton is embedded in the rubber ring body; the sealing lip abuts against the second skeleton; the extension extends to the first collision surface.

8. The hub bearing according to claim 7, wherein, The thickness of the rubber ring body wrapped outside the first skeleton is less than the distance from the first skeleton to the inner edge of the first collision surface.

9. The hub bearing according to claim 7, wherein, The first collision surface has a first accommodating groove; the extension extends into the first accommodating groove.

10. The hub bearing according to claim 8, wherein, The surface of the extension is flush with the first collision surface; the inner diameter of the first taper surface is greater than the inner diameter of the second taper surface.

Images