Hub bearing with high bearing capacity

Abstract

The invention discloses a hub bearing with high bearing capacity, which comprises a flange outer ring and a flange inner ring, a ring body is matched on the flange inner ring, a first row of raceway is arranged between the flange outer ring and the flange inner ring, and a second row of raceway is arranged between the ring body and the flange outer ring; the bearing is characterized in that a first row of rolling bodies are arranged on the first row of raceways, the first row of rolling bodies are self-aligning roller bearings, a second row of rolling bodies are arranged on the second row of rolling bodies, and the second row of rolling bodies are angular contact ball bearings. The structure layout is reasonable, the compact space of the electric vehicle hub motor is adapted, the transmission efficiency and the operation stability of the bearing are improved, the service life of the bearing is prolonged, and the use effect is good.

Description

High load capacity wheel bearings Technical Field

[0001] This invention relates to the field of wheel hub bearing technology, and in particular to a high load-bearing wheel hub bearing. Background Technology

[0002] Currently, the mainstream automotive wheel bearings in the industry are mainly divided into two categories: two-row ball bearings and two-row roller bearings. Both have significant technical defects and cannot simultaneously meet the full-condition usage requirements of electric vehicle wheel hub motor drive systems. Furthermore, traditional wheel bearings have structural shortcomings such as limited transmission interfaces and fixed inner rings. Specifically: While two-row ball bearings offer advantages such as low friction torque, flexible steering, and relatively high transmission efficiency, their basic rated dynamic load is low, resulting in insufficient overall load-bearing capacity. In actual use with heavy-duty passenger vehicles, they are prone to impact failure between the rolling elements and raceways, leading to high bearing noise, short service life, and other after-sales issues. They also cannot meet the high rigidity requirements of high-performance vehicles. Two-row roller bearings have stronger load-bearing capacity and can adapt to heavy load conditions, but they suffer from high friction torque and low transmission efficiency, resulting in significant energy loss, which contradicts the energy-saving and consumption-reducing development requirements of electric vehicles. Additionally, their structural design leads to poor assembly flexibility, making it difficult to fit into the compact installation space of wheel hub motor drive systems, resulting in insufficient spatial adaptability. The general structure also has its shortcomings. The transmission interface of traditional wheel hub bearings adopts a complex connection method of splicing multiple parts, resulting in low coaxiality control accuracy and seriously affecting the operating stability of the bearing. The inner ring fixing structure of some bearings is poorly designed and lacks reliability. Under the long-term alternating load of vehicle operation, loosening is prone to occur, which further accelerates the failure rate of the bearing and reduces the overall service life. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a high-load-bearing hub bearing with a reasonable structural layout that fits the compact space of electric vehicle hub motors, improving the bearing's transmission efficiency, operational stability, and service life, and exhibiting excellent performance.

[0004] To achieve the above objectives, the present invention provides a high load-bearing capacity hub bearing, comprising an outer flange ring and an inner flange ring, wherein a ring body is fitted on the inner flange ring, a first row of raceways is provided between the outer flange ring and the inner ring, and a second row of raceways is provided between the ring body and the outer flange ring; characterized in that: a first row of rolling elements is provided on the first row of raceways, the first row of rolling elements being self-aligning roller bearings, and a second row of rolling elements is provided on the second row of rolling elements, the second row of rolling elements being angular contact ball bearings.

[0005] The beneficial effects of this design are as follows: the double-row structure design, with self-aligning roller bearings for the first raceway and angular contact ball bearings for the second raceway, integrates the performance advantages of both types of bearings. The self-aligning roller bearings can fully utilize their high load-bearing capacity, while the angular contact ball bearings offer advantages such as low friction and flexible steering. This effectively solves the technical pain points of traditional two-row ball bearings, such as insufficient load-bearing capacity and easy failure, and the high frictional torque of two-row roller bearings. At the same time, the overall structural layout is simple and reasonable, and the fit between the flange outer ring, flange inner ring, and ring body is adapted to the compact installation space of the electric vehicle wheel hub motor drive system. While improving the overall load-bearing capacity of the wheel hub bearing, it also ensures transmission efficiency, taking into account the usage requirements of heavy-duty vehicles and the energy-saving requirements of electric vehicles, and significantly optimizing the comprehensive performance of the wheel hub bearing.

[0006] Furthermore, the contact angle α1 of the first row of rolling elements is smaller than the contact angle α2 of the second row of rolling elements. The range of the contact angle α1 is 12°≤α1≤30°, and the range of the contact angle α2 is 25°≤α2≤42°.

[0007] The beneficial effects of this setting are as follows: It limits the contact angle α1 of the first row of rolling elements to be less than the contact angle α2 of the second row of rolling elements, and specifies that α1 has a range of 12°≤α1≤30° and α2 has a range of 25°≤α2≤42°. Through precise matching of contact angle parameters, the self-aligning roller bearing has optimal radial load capacity within a suitable small contact angle range, while the angular contact ball bearing enhances axial load capacity within a larger contact angle range. This achieves a balanced matching of the bearing's radial and axial load capacity, improving the overall rigidity of the bearing. Simultaneously, this contact angle range allows the self-aligning roller bearing to have a certain self-aligning capability, compensating for coaxiality deviations during installation and operation. The angular contact ball bearing maintains low friction characteristics and steering flexibility, meeting the complex stress conditions and steering requirements of vehicle operation, and avoiding problems such as insufficient load capacity and increased friction loss caused by unreasonable contact angle parameters.

[0008] Furthermore, the rated dynamic load Cr1 of the first row of rolling elements is greater than the rated dynamic load Cr2 of the second row of rolling elements.

[0009] The beneficial effects of this configuration are as follows: It limits the rated dynamic load Cr1 of the first row of rolling elements to be greater than the rated dynamic load Cr2 of the second row of rolling elements, clarifying the load distribution logic of the double-row rolling elements. This allows the self-aligning roller bearing to bear the main load-bearing function, fully leveraging its high rated dynamic load advantage. It effectively disperses the radial and impact loads on the bearing during vehicle operation, solving the problem of rolling element and raceway impact failure caused by the low rated dynamic load of traditional two-row ball bearings. This reduces bearing operating noise and extends service life. The angular contact ball bearing bears the auxiliary load while maintaining low friction performance characteristics, ensuring the overall transmission efficiency of the bearing, reducing energy consumption losses in electric vehicles, and achieving a performance balance between high load-bearing capacity and low friction.

[0010] Furthermore, the flange inner ring edge is riveted and flanged to form a retaining edge, which abuts against the outer wall of the ring.

[0011] The advantages of this design are as follows: by riveting and flanging the inner edge of the flange to form a retaining edge that abuts against the outer wall of the flange, axial positioning and fixation of the flange are achieved, replacing the traditional complex fixing structure and improving the connection reliability between the flange and the inner ring of the flange. The riveting and flanging structure design allows the retaining edge and the inner ring of the flange to form an integrated structure without splicing gaps, which can effectively withstand long-term alternating loads during vehicle operation, prevent axial movement and radial looseness of the flange, ensure the fitting accuracy of the raceway and rolling elements, avoid failure problems such as increased bearing clearance and abnormal wear caused by looseness of the flange, and simplify the assembly process, improving the assembly accuracy and structural stability of the bearing.

[0012] Furthermore, a first sealing element is provided between the outer ring of the flange and the inner ring of the flange. The first sealing element includes a first outer ring skeleton and an inner ring skeleton. The first outer ring skeleton is connected to the edge of the outer ring, and the inner ring skeleton is connected to the outer peripheral wall of the inner ring. The inner ring skeleton extends outward to the outer ring with a baffle wall. The first outer ring skeleton extends inward to the inner ring and is connected to a sealing lip.

[0013] The beneficial effects of this design are as follows: A first sealing element, consisting of a first outer ring skeleton and an inner ring skeleton, is installed between the outer ring and the inner ring of the flange. The baffle wall extending from the inner ring skeleton achieves initial impurity blocking, while the sealing lip on the first outer ring skeleton forms a tight seal. The skeleton-type sealing structure improves the structural rigidity and service life of the sealing element. This sealing element forms an effective seal at the mating gap between the outer and inner rings of the flange, preventing external impurities such as mud, dust, and moisture from entering the bearing through this gap. At the same time, it prevents the leakage of grease inside the bearing, ensuring the lubrication effect of the first raceway and rolling elements, reducing abrasive wear, improving the bearing's adaptability under complex working conditions, and extending the bearing's maintenance cycle and service life.

[0014] Furthermore, a second sealing element is provided between the outer ring of the flange and the ring body. The second sealing element includes a second outer ring skeleton, a first ring body skeleton, and a second ring body skeleton. The second outer ring skeleton is connected to the inner peripheral wall of the outer ring. The first ring body skeleton is positioned corresponding to the second outer ring skeleton. A retaining lip is provided between the first ring body skeleton and the second outer ring skeleton. The second ring body skeleton is located at the edge of the ring body and extends towards the inner ring retaining edge.

[0015] The beneficial effects of this design are as follows: A second sealing element, consisting of a second outer ring skeleton, a first ring skeleton, and a second ring skeleton, is installed between the flange outer ring and the ring body. The first sealing barrier is formed by the lip between the first ring skeleton and the second outer ring skeleton. The structure of the second ring skeleton extending towards the inner ring flange further seals the sealing gap, forming a multi-layer sealing protection structure, which significantly improves the sealing protection effect. This sealing element specifically seals the mating gap between the flange outer ring and the ring body, effectively preventing impurities from entering the second row raceway area from this gap. This avoids wear and jamming problems in the second row angular contact ball bearings due to impurity intrusion, while reducing grease leakage in the second row raceway area, ensuring the normal operation of the angular contact ball bearings. Together with the first sealing element, it forms a double sealing protection for the bearing, further improving the bearing's sealing performance and overall service life. Attached Figure Description

[0016] Figure 1 is a structural schematic diagram of an embodiment of the present invention; Figure 2 is a partial enlarged view of the position of the first sealing element in an embodiment of the present invention; Figure 3 is a partial enlarged view of the position of the second sealing element in an embodiment of the present invention. Detailed Implementation

[0017] An embodiment of the high load-bearing capacity hub bearing of the present invention is shown in Figures 1 to 3: it includes an outer flange ring 1 and an inner flange ring 2. The inner flange ring 2 is fitted with a ring body 3 by an interference fit on its shaft section, with an interference of 0.015~0.02mm, ensuring that the coaxiality accuracy between the ring body 3 and the inner flange ring 2 is ≤0.008mm. A first row of raceways is machined between the outer flange ring 1 and the inner flange ring 2, and a second row of raceways is machined between the outer peripheral wall of the ring body 3 and the inner peripheral wall of the outer flange ring 1. Both rows of raceways are machined by high-precision grinding, with a surface roughness Ra≤0.2μm, improving the smoothness of the fit between the rolling elements and the raceways. The first row of raceways is equipped with the first row of rolling elements 4, which are self-aligning roller bearings. Twenty high-precision self-aligning rollers are selected, forged from bearing steel GCr15SiMn and quenched and tempered to achieve a hardness of HRC62~64. The second row of raceways is equipped with the second row of rolling elements 5, which are angular contact ball bearings. Eighteen high-precision steel balls with a diameter of 12mm are selected, also made of GCr15SiMn material, with the same hardness as the self-aligning rollers, ensuring that the wear resistance of the two rows of rolling elements is matched. The beneficial effects of this design are as follows: the double-row structure design, with self-aligning roller bearings for the first raceway and angular contact ball bearings for the second raceway, integrates the performance advantages of both types of bearings. The self-aligning roller bearings can fully utilize their high load-bearing capacity, while the angular contact ball bearings offer advantages such as low friction and flexible steering. This effectively solves the technical pain points of traditional two-row ball bearings, such as insufficient load-bearing capacity and easy failure, and the high frictional torque of two-row roller bearings. At the same time, the overall structural layout is simple and reasonable. The fit between the outer flange 1, the inner flange 2, and the ring body 3 is adapted to the compact installation space of the wheel hub motor drive system of electric vehicles. While improving the overall load-bearing capacity of the wheel hub bearing, it also ensures transmission efficiency, taking into account the usage requirements of heavy-duty vehicles and the energy-saving requirements of electric vehicles, and significantly optimizing the comprehensive performance of the wheel hub bearing.

[0018] Furthermore, the contact angle α1 of the first row of self-aligning roller bearings is set to 20°, and the contact angle α2 of the second row of angular contact ball bearings is set to 35°, satisfying the parameter requirements of α1 < α2 and 12° ≤ α1 ≤ 30°, 25° ≤ α2 ≤ 42°. Through refined contact angle parameter matching, the self-aligning roller bearings have optimal radial load capacity within the suitable small contact angle range, while the angular contact ball bearings enhance axial load capacity within a larger contact angle range, achieving a balanced adaptation of the bearing's radial and axial load capacity and improving the overall rigidity of the bearing. At the same time, this contact angle range allows the self-aligning roller bearings to have a certain self-aligning capability, compensating for coaxiality deviations during installation and operation, while the angular contact ball bearings maintain low friction characteristics and steering flexibility, meeting the complex stress conditions and steering requirements during vehicle operation, and avoiding problems such as insufficient load capacity and increased friction loss caused by unreasonable contact angle parameters.

[0019] Furthermore, the basic rated dynamic load Cr1 of the first row of self-aligning roller bearings is set to 220kN, and the basic rated dynamic load Cr2 of the second row of angular contact ball bearings is set to 150kN, achieving a load distribution design where Cr1 > Cr2. The self-aligning roller bearings bear more than 70% of the load during the vehicle's operation, while the angular contact ball bearings bear the remaining auxiliary load, fully leveraging the high load-bearing capacity of the self-aligning roller bearings.

[0020] Furthermore, the flange inner ring 2 has a flange formed by riveting and flanging along its edge, and the flange abuts against the outer wall of the ring body 3. The advantages of this design are: by forming a flange by riveting and flanging along the edge of the flange inner ring 2 and abutting against the outer wall of the ring body 3, axial positioning and fixation of the ring body 3 are achieved, replacing the traditional complex fixing structure and improving the connection reliability between the ring body 3 and the flange inner ring 2; the riveting and flanging structure design allows the flange and the flange inner ring 2 to form an integrated structure without splicing gaps, effectively withstanding long-term alternating loads during vehicle operation, preventing axial movement and radial looseness of the ring body 3, ensuring the fitting accuracy of the raceway and rolling elements, avoiding failure problems such as increased bearing clearance and abnormal wear caused by looseness in the ring body 3, and simplifying the assembly process, improving the assembly accuracy and structural stability of the bearing.

[0021] Furthermore, a first sealing element 6 is provided between the outer ring 1 and the inner ring 2 of the flange. The first sealing element 6 includes a first outer ring skeleton 61 and an inner ring skeleton 62. The first outer ring skeleton 61 is connected to the edge of the outer ring, and the inner ring skeleton 62 is connected to the outer peripheral wall of the inner ring. The inner ring skeleton 62 extends outward to the outer ring with a baffle 63. The first outer ring skeleton 61 extends inward and is provided with a sealing lip 64. The beneficial effects of this design are as follows: A first sealing element 6, consisting of a first outer ring skeleton 61 and an inner ring skeleton 62, is installed between the outer ring 1 and the inner ring 2 of the flange. The baffle 63 extending from the inner ring skeleton 62 achieves initial impurity blocking, while the sealing lip 64 on the first outer ring skeleton 61 forms a tight seal. The skeleton-type sealing structure improves the structural rigidity and service life of the sealing element. This sealing element forms an effective seal at the mating gap between the outer ring 1 and the inner ring 2 of the flange, preventing external impurities such as mud, dust, and moisture from entering the bearing through this gap. At the same time, it prevents the leakage of grease inside the bearing, ensures the lubrication effect of the first raceway and rolling elements, reduces abrasive wear, improves the adaptability of the bearing under complex working conditions, and extends the maintenance cycle and service life of the bearing.

[0022] Furthermore, a second sealing element is provided between the outer ring 1 and the ring body 3 of the flange. The second sealing element includes a second outer ring skeleton 71, a first ring body skeleton 72, and a second ring body skeleton 73. The second outer ring skeleton 71 is connected to the inner peripheral wall of the outer ring. The first ring body skeleton 72 is positioned corresponding to the second outer ring skeleton 71. A retaining lip 74 is provided between the first ring body skeleton 72 and the second outer ring skeleton 71. The second ring skeleton 73 is located at the edge of the ring body and extends towards the inner ring retaining edge. The beneficial effects of this design are as follows: A second sealing element, consisting of a second outer ring skeleton 71, a first ring skeleton 72, and a second ring skeleton 73, is installed between the flange outer ring 1 and the ring body 3. The first sealing barrier is formed by the lip 74 between the first ring skeleton 72 and the second outer ring skeleton 71. The structure of the second ring skeleton 73 extending towards the inner ring flange further seals the sealing gap, forming a multi-layer sealing protection structure, which significantly improves the sealing protection effect. This sealing element specifically seals the mating gap between the flange outer ring 1 and the ring body 3, effectively preventing impurities from entering the second row raceway area from this gap. This avoids wear and jamming problems in the second row angular contact ball bearings due to impurity intrusion, while reducing grease leakage in the second row raceway area, ensuring the normal operation of the angular contact ball bearings. Together with the first sealing element 6, it forms a double sealing protection for the bearing, further improving the sealing performance and overall service life of the bearing.

[0023] The above examples are merely one preferred embodiment of the present invention. Ordinary variations and substitutions made by those skilled in the art within the scope of the technical solution of the present invention are all included within the protection scope of the present invention.

Claims

1. A high-load-bearing hub bearing, comprising an outer flange ring and an inner flange ring, wherein a ring body is fitted onto the inner flange ring, a first row of raceways is provided between the outer flange ring and the inner ring, and a second row of raceways is provided between the ring body and the outer flange ring; characterized in that: The first row of raceways is provided with a first row of rolling elements, which are self-aligning roller bearings. The second row of rolling elements is provided with a second row of rolling elements, which are angular contact ball bearings.

2. The high load-bearing capacity wheel hub bearing according to claim 1, characterized in that: The contact angle α1 of the first row of rolling elements is smaller than the contact angle α2 of the second row of rolling elements. The range of the contact angle α1 is 12°≤α1≤30°, and the range of the contact angle α2 is 25°≤α2≤42°.

3. The high load-bearing capacity wheel hub bearing according to claim 1, characterized in that: The rated dynamic load Cr1 of the first row of rolling elements is greater than the rated dynamic load Cr2 of the second row of rolling elements.

4. The high load-bearing capacity wheel hub bearing according to claim 1, characterized in that: The flange inner ring edge is riveted and flanged to form a retaining edge, which abuts against the outer wall of the ring.

5. The high load-bearing capacity wheel hub bearing according to claim 1, characterized in that: A first sealing element is provided between the outer ring and the inner ring of the flange. The first sealing element includes a first outer ring skeleton and an inner ring skeleton. The first outer ring skeleton is connected to the edge of the outer ring, and the inner ring skeleton is connected to the outer peripheral wall of the inner ring. The inner ring skeleton extends outward to the outer ring with a baffle wall. The first outer ring skeleton extends inward to the inner ring and is connected to a sealing lip.

6. The high load-bearing capacity wheel hub bearing according to claim 4, characterized in that: A second sealing element is provided between the outer ring of the flange and the ring body. The second sealing element includes a second outer ring skeleton, a first ring body skeleton, and a second ring body skeleton. The second outer ring skeleton is connected to the inner circumferential wall of the outer ring. The first ring body skeleton is positioned corresponding to the second outer ring skeleton. A retaining lip is provided between the first ring body skeleton and the second outer ring skeleton. The second ring skeleton is located at the edge of the ring body and extends towards the inner ring retaining edge.

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