A hub bearing

Abstract

The application 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 is integrally formed with one end of the inner ring main body in the axial direction. The inner ring main body and the second inner ring are located inside the outer ring main body. An end surface of the outer ring main body facing the flange is a first collision surface. An end surface of the flange facing the outer ring main body is a second collision surface. An active gap is present between the first collision surface and the second collision surface. When the axial acceleration of the inner ring unit is 0, the active gap is 0.3-0.5 mm. The active gap gradually decreases in the direction away from the axis of the hub bearing. In this way, the problem that the rolling body is subjected to long-time impact loading force, the raceway is deformed in a concave shape and abnormal noise occurs is solved.

Description

Technical Field

[0001] This invention relates to the field of wheel hub bearing technology, and more specifically, to a wheel hub bearing. Background Technology

[0002] Current wheel hub bearings consist of an inner ring unit, an outer ring unit, and rolling elements that enable relative rotation between the inner and outer ring units. These components work together to provide support for the stable rotation of the wheel hub during vehicle operation. A certain gap exists between the flange and the end face of the outer ring unit; this gap prevents abnormal noises caused by collisions between the flange and the outer ring unit during vehicle operation.

[0003] However, when a vehicle travels on a bumpy road surface, steering can cause the flange to tilt, reducing the clearance between the flange and the outer ring unit. Therefore, the clearance design must ensure that collisions and abnormal noises occur during vehicle movement or turning. Furthermore, when a vehicle experiences a sudden, large impact, such as hitting a curb or other sudden, intense forces, the distance between the flange and the outer ring end face will significantly decrease. This will generate a large impact load on the rolling elements and corresponding raceways. Over time, this continuous impact loading will gradually cause indentations and deformation in the raceways, ultimately leading to abnormal bearing noise. Summary of the Invention

[0004] To address the problem of abnormal noise caused by raceway indentation due to prolonged impact loading on rolling elements, this invention provides a hub bearing comprising:

[0005] An outer ring unit, comprising an outer ring body and a threaded connection portion; the threaded connection portion 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 groove and a second outer ring groove;

[0006] The inner ring unit includes a first inner ring and a second inner ring; the first inner ring and the second inner ring are fixedly connected; the first inner ring includes an inner ring body and a flange; the flange is integrally formed with one axial end of the inner ring body; both 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 outer inner ring groove; the outer peripheral wall of the second inner ring has an inner inner ring groove; the end face of the outer ring body facing the flange is a first collision surface; the end face of the flange facing the outer ring body is a second collision surface; there is a movable gap between the first collision surface and the second collision surface; when the axial acceleration of the inner ring unit is 0, the movable gap is 0.3~0.5mm; the movable gap gradually decreases along the direction away from the axis of the wheel hub bearing.

[0007] The rolling elements are arranged in two ways: a portion of the rolling elements are rotatably disposed between the first outer ring groove and the outer inner ring groove, and another portion of the rolling elements are rotatably disposed between the second outer ring groove and the inner inner ring groove.

[0008] A first dynamic sealing unit is connected between the outer ring body and the inner ring body;

[0009] The second dynamic sealing unit is connected between the outer ring body and the second inner ring; the rolling element is disposed between the first dynamic sealing unit and the second dynamic sealing unit.

[0010] In some embodiments, the first collision surface includes a first conical surface and a first abutting surface; the diameter of the first conical surface gradually increases along the direction close to the flange; the inner diameter of the first abutting surface is greater than or equal to the maximum diameter of the first conical surface;

[0011] The second collision surface includes a second conical surface and a second abutment surface; the diameter of the second conical surface gradually decreases along the direction close to the outer ring body; the inner diameter of the second abutment surface is greater than or equal to the maximum diameter of the second conical surface; the projection of the first conical surface along the axial direction of the wheel hub bearing at least partially overlaps with the second conical surface; the gap between the first conical surface and the second conical surface is a first gap; the projection of the first abutment surface along the axial direction of the wheel hub bearing at least partially overlaps with the second abutment surface; the gap between the first abutment surface and the second abutment surface is a second gap; the second gap is smaller than the first gap.

[0012] In some embodiments, the taper of the first conical surface is equal to the taper of the second conical surface.

[0013] In some embodiments, the ratio of the generatrix length of the first conical surface to the generatrix length of the second conical surface is greater than 80%.

[0014] In some embodiments, the first collision surface further includes a first transition surface; the first transition surface connects the first abutment surface and the first conical surface; the first transition surface is perpendicular to the axis of the wheel hub bearing; the first abutment surface is convex relative to the first transition surface; and the second abutment surface is perpendicular to the axis of the wheel hub bearing.

[0015] In some embodiments, the first abutting surface is a curved surface; the first abutting surface smoothly transitions with the outer peripheral wall of the outer ring body and the first transition surface, respectively.

[0016] In some embodiments, the first dynamic sealing unit includes a first skeleton, a second skeleton, and a first rubber ring; the first skeleton is fixedly connected to the inner peripheral wall of the outer ring body; the second skeleton is fixedly connected to the outer peripheral wall of the inner ring body; the first rubber ring includes 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.

[0017] In some embodiments, the thickness of the rubber ring body covering the outside of the first skeleton is less than the distance from the first skeleton to the inner ring edge of the first collision surface.

[0018] In some embodiments, the first collision surface has a first receiving groove; the extension extends into the first receiving groove.

[0019] In some embodiments, the surface of the extension is flush with the first collision surface; the inner diameter of the first conical surface is larger than the inner diameter of the second conical surface.

[0020] To address the problem of raceway indentation and deformation caused by prolonged impact loading on rolling elements, resulting in abnormal noise, this invention offers the following advantages:

[0021] By designating the end face of the outer ring body facing the flange as the first impact surface and the end face of the flange facing the outer ring body as the second impact surface, and setting a movable gap between the first and second impact surfaces, with the movable gap gradually decreasing in the direction away from the axis of the wheel hub bearing, this allows for radial and axial movement of the flange when the vehicle encounters a bump and turns, or when the vehicle experiences a sudden large impact force. The side of the first and second impact surfaces furthest from the wheel hub bearing axis will preferentially impact and absorb part of the impact force. Subsequently, the side of the first and second impact surfaces closer to the wheel hub bearing axis will collide and absorb the impact force. Since the preferential impact area is far from the first dynamic seal unit, the problem of seal failure due to structural displacement of the first dynamic seal unit can be avoided as much as possible. This invention utilizes the impact of the first and second impact surfaces to absorb the instantaneous impact force on the wheel hub bearing, thereby reducing the impact load on the rolling elements, and thus reducing the impact load on the first outer ring raceway, second outer ring raceway, outer inner ring raceway, and inner inner ring raceway. Ultimately, this reduces the risk of raceway indentation deformation caused by long-term impact loading and solves the problem of abnormal noise in the wheel hub bearing. Attached Figure Description

[0022] Figure 1 A schematic diagram of the structure of a hub bearing according to one embodiment is shown;

[0023] Figure 2 It shows Figure 1A magnified view of part A of the hub bearing in the diagram;

[0024] Figure 3 It shows Figure 1 A magnified view of part B of the hub bearing in the diagram.

[0025] Reference numerals: Outer ring unit 10; Outer ring body 11; First outer ring groove 12; Second outer ring groove 13; Threaded connection 14; First collision surface 15; First conical surface 151; First abutment surface 152; First transition surface 153; First receiving groove 16; Inner ring unit 20; First inner ring 21; Inner ring body 211; Flange 212; Second inner ring 22; Inner ring outer groove 23; Inner ring inner groove 24; Second collision surface 25; Second conical surface 251; Second abutment surface 252; Finished surface 26; Rolling element 30; First dynamic sealing unit 40; First skeleton 41; Second skeleton 42; First rubber ring 43; Rubber ring body 431; Sealing lip 432; Extension 433; Second dynamic sealing unit 50. Detailed Implementation

[0026] 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.

[0027] 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 being 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.

[0028] Current wheel hub bearings consist of an inner ring unit, an outer ring unit, and rolling elements that enable relative rotation between the inner and outer ring units. These components work together to support the stable rotation of the wheel hub during vehicle operation. A certain clearance exists between the flange and the end face of the outer ring unit; this clearance prevents collisions and abnormal noises during vehicle movement. However, when a vehicle travels on uneven surfaces, steering can cause the flange to tilt, reducing the clearance between the flange and the outer ring unit. Therefore, the clearance design must ensure that collisions and abnormal noises do not occur during vehicle movement or turning. Furthermore, when a vehicle experiences a sudden, large impact, such as hitting a curb or other sudden, large impact forces, the distance between the flange and the outer ring end face will significantly decrease. This will generate a large impact load on the rolling elements and the corresponding raceways. Over time, this continuous impact loading will gradually cause indentation and deformation of the raceways, eventually leading to abnormal bearing noise.

[0029] In this embodiment, to solve the above problems, this application provides a hub bearing, such as... Figure 1 , Figure 2 , Figure 3 As shown, the hub bearing includes an outer ring unit 10, an inner ring unit 20, rolling elements 30, a first dynamic seal unit 40, and a second dynamic seal unit 50.

[0030] The outer ring unit 10 includes an outer ring body 11 and a threaded connection portion 14. The threaded connection portion 14 is integrally formed with the outer peripheral wall of the outer ring body 11. This integral forming enhances the connection strength and structural stability of the two, preventing loosening or separation during use and ensuring 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 groove 12 and a second outer ring groove 13. The first outer ring groove 12 and the second outer ring groove 13 can provide stable rolling tracks for the rolling elements 30, laying the foundation for the rolling function of the rolling elements 30 and ensuring that the hub bearing can rotate normally.

[0031] The inner ring unit 20 includes a first inner ring 21 and a second inner ring 22. The first inner ring 21 and the second inner ring 22 are fixedly connected. This fixed connection ensures the integrity and stability of the overall structure of the inner ring unit 20 and prevents relative displacement from affecting the bearing operation. The first inner ring 21 includes an inner ring body 211 and a flange 212. The flange 212 is integrally formed with one axial end of the inner ring body 211. This integral forming improves the connection strength between the two and ensures that the flange 212 is not easily deformed or broken under stress. The inner ring body 211 and the second inner ring 22 are both located inside the outer ring body 11, and the flange 212 is located outside the outer ring body 11, ensuring that the outer ring unit 10 and the inner ring unit 20 can cooperate to achieve the rotation of the hub bearing. The outer peripheral wall of the inner ring body 211 has an inner ring outer groove 23, and the outer peripheral wall of the second inner ring 22 has an inner ring inner groove 24, thereby providing rolling space for the rolling elements 30 and ensuring the normal rolling of the rolling elements 30. The end face of the outer ring body 11 facing the flange 212 is the first impact surface 15, and the end face of the flange 212 facing the outer ring body 11 is the second impact surface 25. There is a movable gap between the first impact surface 15 and the second impact surface 25. When the axial acceleration of the inner ring unit 20 is 0, the movable gap is 0.3~0.5mm, and the movable gap gradually decreases along the axis away from the wheel hub bearing. By setting the first impact surface 15, the second impact surface 25, and the small movable gap, when the vehicle is subjected to a sudden large impact force, the side of the first impact surface 15 and the second impact surface 25 away from the wheel hub bearing axis can be impacted first and absorb part of the impact force. Subsequently, the side of the first impact surface 15 and the second impact surface 25 closer to the wheel hub bearing axis will collide and absorb the impact force. Since the part that is impacted first is far away from the first dynamic sealing unit 40, the problem of sealing failure caused by structural displacement of the first dynamic sealing unit 40 can be avoided as much as possible. This invention utilizes the impact of the first collision surface 15 and the second collision surface 25 to absorb the instantaneous impact force on the wheel hub bearing, thereby reducing the impact load on the rolling elements 30. This, in turn, reduces the impact load on the first outer ring raceway 12, the second outer ring raceway 13, the inner ring outer raceway 23, and the inner ring inner raceway 24, ultimately reducing the risk of raceway indentation deformation due to long-term impact loading and solving the problem of abnormal noise in the wheel hub bearing. In the prior art, the first collision surface 15 and the second collision surface 25 have low machining precision, and the gap between them is large, resulting in the first collision surface 15 and the second collision surface 25 failing to make contact.

[0032] A portion of the rolling elements 30 are rolled between the first outer ring groove 12 and the inner ring outer groove 23, while another portion of the rolling elements 30 are rolled between the second outer ring groove 13 and the inner ring inner groove 24. This converts the sliding friction between the inner ring unit 20 and the outer ring unit 10 into rolling friction, reducing the frictional force during relative rotation, lowering energy loss, and ensuring smooth operation of the hub bearing. Simultaneously, the arrangement of the two sets of rolling elements 30 disperses the load borne by the bearing, improving the overall load-bearing capacity and extending the bearing's service life.

[0033] The first dynamic sealing unit 40 is connected between the outer ring body 11 and the inner ring body 211, thereby preventing external dust, mud, moisture and other impurities from entering the wheel hub bearing, avoiding impurities from adhering to the rolling elements 30 or the raceway surface and affecting operation, and preventing the leakage of lubricating grease inside the bearing, ensuring that the rolling elements 30 are always in a good lubrication environment, ensuring the normal operation of the wheel hub bearing and extending its service life.

[0034] The second dynamic sealing unit 50 is connected between the outer ring body 11 and the second inner ring 22, thus forming a double sealing structure with the first dynamic sealing unit 40. This further enhances the sealing performance of the bearing, more effectively isolates external impurities, and retains internal lubricating grease. The rolling element 30 is positioned between the first dynamic sealing unit 40 and the second dynamic sealing unit 50, ensuring that the rolling element 30 is completely within the sealed space. This minimizes the impact of external factors on the rolling element 30, ensures stable rolling of the rolling element 30, and improves the operational reliability of the hub bearing.

[0035] Furthermore, such as Figure 2As shown, the first collision surface 15 includes a first conical surface 151 and a first abutting surface 152. The diameter of the first conical surface 151 gradually increases along the direction approaching the flange 212, forming a beveled design so that it can fit snugly against the second conical surface 251. The inner diameter of the first abutting surface 152 is greater than or equal to the maximum diameter of the first conical surface 151. The second collision surface 25 includes a second conical surface 251 and a second abutting surface 252. The diameter of the second conical surface 251 gradually decreases along the direction approaching 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 conical surface 251. The flange 212 also has a finished surface 26 on the end face facing the outer ring body 11. The diameter of the finished surface 26 is smaller than the diameter of the second conical surface 251. The first dynamic sealing unit 40 is connected between the outer ring body 11 and the finished surface 26. Because the finishing surface 26 requires high machining accuracy, the diameter of the second conical surface 251 gradually decreases along the direction close to the outer ring body 11. This makes the finished surface 26 and the second conical surface 251 form a boss shape, thereby increasing the efficiency of grinding the finished surface 26. The projection of the first conical surface 151 along the axial direction of the hub bearing at least partially overlaps with the second conical surface 251. The gap between the first conical surface 151 and the second conical surface 251 is the first gap, ensuring that the first conical surface 151 and the second conical surface 251 have sufficient contact area, thereby reducing the impact load on the rolling element 30.

[0036] The projection of the first abutment surface 152 along the axial direction of the hub bearing at least partially overlaps with the second abutment surface 252. The gap between the first abutment surface 152 and the second abutment surface 252 is called the second gap, which is smaller than the first gap. The second gap can be 0.3mm to 0.35mm, and the first gap can be 0.35mm to 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, a progressive buffer is first used, where the impact is initially absorbed by the first abutment surface 152 and the second abutment surface 252, and then the remaining impact is further absorbed by the first conical surface 151 and the second conical surface 251. This progressive buffering prevents the first dynamic sealing unit 40 from displacing due to excessive impact force, thus causing sealing failure. At the same time, the progressive buffering further reduces the impact load on the rolling element 30, improving the impact resistance of the hub bearing.

[0037] Furthermore, such as Figure 2 As shown, the taper of the first conical surface 151 is equal to the taper of the second conical surface 251. This ensures that the two surfaces make full and uniform contact when impacted, avoiding localized stress concentration due to taper differences. This allows the impact force to be evenly transmitted and absorbed along the conical surfaces, thus more effectively weakening the impact energy, reducing the impact load transmitted to the raceway and rolling elements 30, ensuring that the raceway is less prone to denting deformation, and maintaining normal bearing operation.

[0038] Furthermore, such as Figure 2 As shown, the ratio of the generatrix length of the first conical surface 151 to the generatrix length of the second conical surface 251 is greater than 80%. This ensures a larger overlapping area in the axial projection of the two surfaces in the hub bearing, resulting in a larger effective contact area during impact contact. This avoids the problem of localized stress concentration caused by an excessively small contact area due to a large difference in generatrix length. A larger effective contact area allows the impact force to be transmitted and absorbed more evenly along the conical surface, thereby more effectively weakening the impact energy, further reducing the impact load on the raceway, improving the hub bearing's impact resistance when encountering instantaneous large impact forces, ensuring that the raceway is not prone to denting deformation due to impact, and maintaining the normal operating condition of the bearing.

[0039] Furthermore, such as Figure 2 As shown, the first collision surface 15 also includes a first transition surface 153. The first transition surface 153 connects the first abutment surface 152 and the first conical surface 151. The first transition surface 153 is perpendicular to the axis of the wheel hub bearing, which facilitates the axial machining of the first transition surface 153 and avoids the first abutment surface 152 and the first transition surface 153 being both convex, which would make the machining more complicated. At the same time, it ensures the smoothness of the overall structure of the first collision surface 15, providing a structural basis for stable contact with the second collision surface 25. Moreover, the first abutment surface 152 is convex relative to the first transition surface 153, which allows the first abutment surface 152 and the second abutment surface 252 to preferentially absorb the impact force, further ensuring the contact between the first abutment surface 152 and the second abutment surface 252, and reducing the risk of displacement of the first dynamic sealing unit 40.

[0040] The second contact surface 252 is perpendicular to the axis of the wheel hub bearing. This ensures that the second contact surface 252 and the first contact surface 152 form a suitable contact structure, thereby preferentially absorbing the impact force and further reducing the risk of displacement of the first dynamic sealing unit 40. At the same time, it enhances the impact resistance of the wheel hub bearing and ensures that the raceway is not prone to dent deformation.

[0041] Furthermore, such as Figure 2 As shown, the first contact surface 152 is curved, which, compared to a planar structure, can more evenly distribute the contact stress generated when the first contact surface 152 contacts the second contact surface 252, avoiding excessive local stress that could cause deformation damage to either the first contact surface 152 or the second contact surface 252. The first contact surface 152 smoothly transitions with the outer peripheral wall of the outer ring body 11 and the first transition surface 153, eliminating sharp corners at the joints of various structures, reducing stress concentration points, and improving the overall structural strength and durability of the outer ring body 11 and the first collision surface 15.

[0042] Furthermore, such as 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 to the inner peripheral wall of the outer ring body 11, and the second skeleton 42 is fixedly connected to the outer peripheral wall of the inner ring body 211, ensuring that the overall structure of the first dynamic sealing unit 40 does not shift during bearing operation, thus providing structural protection for the sealing function. The first rubber ring 43 includes a rubber ring body 431, a sealing lip 432, and an extension 433. The rubber ring body 431, sealing lip 432, and extension 433 are integrally formed. This integral forming improves the overall structural strength and sealing performance of the first rubber ring 43, ensures the sealing effect of the sealing lip 432 and the positional stability of the extension 433, and guarantees the reliable function of the first dynamic sealing unit 40. The first skeleton 41 is embedded in the rubber ring body 431, providing rigid support for the flexible rubber ring body 431. This prevents excessive deformation of the rubber ring body 431 during bearing operation or impact, thereby ensuring a stable contact between the sealing lip 432 and the second skeleton 42, preventing seal failure. Simultaneously, it maintains the preset position of the extension 433, ensuring its proper function. The sealing lip 432 abuts against the second skeleton 42, and the extension 433 extends to the first impact surface 15. When facing large impact forces, the extension 433 can abut against the second impact surface 25 to achieve a buffering effect, minimizing 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 impacts, thus improving the structural stability of the first dynamic sealing unit 40.

[0043] Furthermore, such as Figure 2 As shown, the thickness of the rubber ring body 431 covering the outside of the first frame 41 is less than the distance from the first frame 41 to the inner ring edge of the first impact surface 15. Thus, when the wheel hub bearing is subjected to a large impact force during operation, the longer distance between the first frame 41 and the inner ring edge of the first impact surface 15 reduces the impact of deformation of the extension 433 on the first frame 41, thereby reducing the possibility of displacement of the first frame 41 and ensuring sealing performance. Simultaneously, when the rubber ring body 431 impacts and contacts the machined surface 26, the material properties of the rubber ring body 431 reduce the impact force on the first frame 41, thereby improving the service life of the first frame 41.

[0044] Furthermore, such as Figure 2 As shown, the first collision surface 15 has a first receiving groove 16, and the extension 433 extends into the first receiving groove 16. This ensures that the extension 433 can stably extend to the first collision surface 15 without protruding from the surface of the first collision surface 15, preventing the extension 433 from protruding and causing the first collision surface 15 and the second collision surface 25 to fail to properly abut when impacted. This ensures that the effect of reducing the impact load on the rolling element 30 can be stably achieved, thereby improving the operational reliability of the hub bearing.

[0045] Furthermore, such as Figure 2 As shown, the surface of the extension 433 is flush with the first impact surface 15, thereby further preventing the extension 433 from protruding from the surface of the first impact surface 15 and hindering the normal contact between the first impact surface 15 and the second impact surface 25 when impacted. Simultaneously, it ensures that the shielding effect of the extension 433 on the movable gap between the first impact surface 15 and the second impact surface 25 is not affected, thus ensuring the stable operation of the impact absorption function of the first and second impact surfaces 15 and 25. The inner diameter of the first conical surface 151 is larger than the inner diameter of the second conical surface 251. This ensures that the corner of the second conical surface 251 and the machined surface 26 can contact the rubber ring body 431, utilizing the material properties of the rubber ring body 431 to reduce impact force and prevent collisions between the first conical surface 151 and the corner of the machined surface 26, thus avoiding damage to the first and second conical surfaces 151.

[0046] 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 hub bearing, characterized in that, The hub bearing includes: An outer ring unit, comprising an outer ring body and a threaded connection portion; the threaded connection portion 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 groove and a second outer ring groove; The inner ring unit includes a first inner ring and a second inner ring; the first inner ring and the second inner ring are fixedly connected; the first inner ring includes an inner ring body and a flange; the flange is integrally formed with one axial end of the inner ring body; both 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 outer inner ring groove; the outer peripheral wall of the second inner ring has an inner inner ring groove; the end face of the outer ring body facing the flange is a first collision surface; the end face of the flange facing the outer ring body is a second collision surface; there is a movable gap between the first collision surface and the second collision surface; when the axial acceleration of the inner ring unit is 0, the movable gap is 0.3~0.5mm; the movable gap gradually decreases along the direction away from the axis of the wheel hub bearing. The rolling elements are arranged in two ways: a portion of the rolling elements are rotatably disposed between the first outer ring groove and the outer inner ring groove, and another portion of the rolling elements are rotatably disposed between the second outer ring groove and the inner inner ring groove. A first dynamic sealing unit is connected between the outer ring body and the inner ring body; A second dynamic sealing unit is connected between the outer ring body and the second inner ring; the rolling element is disposed between the first dynamic sealing unit and the second dynamic sealing unit. The first collision surface includes a first conical surface and a first abutting surface; the diameter of the first conical surface gradually increases along the direction close to the flange; the inner diameter of the first abutting surface is greater than or equal to the maximum diameter of the first conical surface; The second collision surface includes a second conical surface and a second abutment surface; the diameter of the second conical surface gradually decreases along the direction close to the outer ring body; the inner diameter of the second abutment surface is greater than or equal to the maximum diameter of the second conical surface; the projection of the first conical surface along the axial direction of the wheel hub bearing at least partially overlaps with the second conical surface; the gap between the first conical surface and the second conical surface is a first gap; the projection of the first abutment surface along the axial direction of the wheel hub bearing at least partially overlaps with the second abutment surface; the gap between the first abutment surface and the second abutment surface is a second gap; the second gap is smaller than the first gap.

2. A hub bearing according to claim 1, characterized in that, The taper of the first conical surface is equal to the taper of the second conical surface.

3. A hub bearing according to claim 1, characterized in that, The ratio of the generatrix length of the first conical surface to the generatrix length of the second conical surface is greater than 80%.

4. A hub bearing according to claim 1, characterized in that, The first collision surface further includes a first transition surface; the first transition surface connects the first abutment surface and the first conical surface; the first transition surface is perpendicular to the axis of the wheel 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 wheel hub bearing.

5. A hub bearing according to claim 4, characterized in that, The first contact surface is a curved surface; the first contact surface smoothly transitions with the outer peripheral wall of the outer ring body and the first transition surface.

6. A hub bearing according to claim 1, characterized in that, The first dynamic sealing unit includes a first skeleton, a second skeleton, and a first rubber ring; the first skeleton is fixedly connected to the inner peripheral wall of the outer ring body; the second skeleton is fixedly connected to the outer peripheral wall of the inner ring body; the first rubber ring includes 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 collision surface.

7. A hub bearing according to claim 6, characterized in that, The thickness of the rubber ring body covering the outside of the first skeleton is less than the distance from the first skeleton to the inner ring edge of the first collision surface.

8. A hub bearing according to claim 6, characterized in that, The first collision surface has a first receiving groove; the extension extends into the first receiving groove.

9. A hub bearing according to claim 7, characterized in that, The surface of the extension is flush with the first collision surface; the inner diameter of the first conical surface is larger than the inner diameter of the second conical surface.

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