Method of designing a damper bearing with s-shaped elastic sealing cap
Patent Information
- Application Number
- CN202611119018.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-07-27
- Publication Date
- 2026-10-27
AI Technical Summary
橡胶密封圈的摩擦阻尼力矩受材料硬度与接触几何形态约束，阻尼增量通常难以突破0.3Nm，无法满足高稳定性系统的阻尼需求；第二，阻尼特性长效稳定性差
[0008]这样设置的有益效果是：这样设置，取消传统密封槽锁口结构、改为阶梯平槽，可大幅增加密封盖与内圈的有效接触面积，提升径向预压力的承载上限，为高阻尼力矩输出提供结构基础；同时平槽结构降低了密封盖压装的定位难度，提升装配合格率；将平槽与内圈凸台的高度差ξin限定在1~1.6mm区间，在保证内圈挡边结构强度、避免受径向预压力发生变形开裂的前提下，预留充足的密封盖容纳空间，确保密封盖压装后不超出内圈端面，不占用轴承外部安装空间；第一平槽设置在这个区间，可精准匹配密封盖内缘的轴向接触宽度，既保证足够的接触面积以形成稳定均匀的径向预压力，又不会过度挤占内圈滚道空间；采用3~5°过渡斜边连接平槽底部与内圈凸台，一方面可在密封盖压装时形成导向作用，避免密封盖内缘与挡边发生刚性干涉、刮伤接触面，降低装配难度；另一方面可消除平槽根部的直角应力集中，提升内圈结构的抗疲劳强度，避免长期交变载荷下槽体根部出现裂纹。将第二平槽与外圈凸台的高度差限定在这一区间，适配外圈壁厚的结构特点，保证槽体具备足够的刚性，承受密封盖径向预压力时不发生形变，维持接触应力长期稳定；第二平槽底部与外圈凸台采用直角过渡，可形成精准的轴向定位挡边，严格限制密封盖的轴向窜动，保证密封盖外缘的接触位置在长期运转中不发生偏移，避免阻尼力矩因接触面积变化产生波动；同时直角配合可提升密封盖外缘的周向定位精度，保证接触应力沿圆周方向均匀分布。将密封盖设置成纵截面S型的环形结构，可在径向过盈装配时通过连接斜边的弹性变形产生均匀的弹性恢复力，相比平直式密封盖，其变形更均匀、周向接触应力一致性更好；同时S型结构自带轴向弹性缓冲能力，可吸收轴承运转过程中的微小轴向窜动，始终维持径向预压力的稳定，避免阻尼力矩随轴向载荷发生波动，并且密封盖采用分段式截面结构，使弹性变形集中在连接斜边区域，而内外缘接触段保持刚性面接触，既保证了结构具备足够的弹性补偿能力，可抵消微量磨损带来的预压力衰减，又保证了接触面积稳定可控，阻尼力矩波动小，将连接斜边与直边的夹角θ限定在30°~60°区间，精准平衡了弹性臂的结构刚度与变形能力：角度过小则弹性臂刚度过大，过盈装配时易发生塑性变形，丧失弹性补偿能力；角度过大则弹性臂刚度过低，径向预压力不足且易发生疲劳断裂。该区间可在保证足够径向预压力的同时，使密封盖具备优异的抗疲劳性能，延长交变载荷下的服役寿命；选用65Mn或60Si2Mn弹簧钢作为基材，摩擦系数温度稳定性强，在-40℃~120℃的车用工况范围内，阻尼力矩波动远小于橡胶材料，适配整车宽温域使用需求，无老化、蠕变问题，长期服役后弹性衰减量极小，阻尼力矩的长期一致性远优于橡胶阻尼结构，满足精密系统对阻尼参数的稳定性要求，金属摩擦副的静摩擦系数与动摩擦系数差值小，可彻底消除橡胶密封圈常见的粘滑现象，保证尾门启闭过程平顺无卡顿。进一步的将内外圈平槽接触面的粗糙度限定在该区间，可优化接触界面的摩擦学特性：若粗糙度过大，会加速接触面磨损，快速导致预压力衰减，且易产生磨屑；若粗糙度过小，接触面易发生粘着磨损，导致摩擦系数不稳定、力矩波动大。该参数区间可在保证摩擦系数稳定的同时，降低接触面的微动磨损速率，延长阻尼特性的稳定周期，同时避免磨屑污染轴承内部环境。在计算中，基于双摩擦副差动滑动机制建立的力矩模型，准确还原了轴承实际运转状态：内外圈两个摩擦副中，摩擦力矩较小的一侧发生相对滑动，力矩较大的一侧保持相对静止，模型物理逻辑与实际工况高度吻合，计算结果准确度高，可直接指导工程设计。通过预压力计算、单摩擦副力矩计算、单侧有效力矩计算、总成总力矩计算计算流程逻辑，参数物理意义清晰、对应关系明确，便于工程师根据目标阻尼力矩反向拆解各维度参数，彻底替代传统经验试错的设计模式，大幅缩短产品开发周期，基于轴承两端对称布置阻尼结构的力矩倍增设计，在不增加轴承轴向宽度、保持轴承紧凑外形的前提下，实现阻尼力矩翻倍，可稳定输出大于0.3Nm的阻尼力矩，满足汽车尾门等高阻尼工况的使用需求，同时适配狭小的安装空间。最后以目标阻尼力矩为输入的反向迭代流程，实现了目标导向的精准设计：先根据工况需求确定总阻尼力矩，再反向求解所需的接触应力、接触宽度与密封盖过盈量，最后匹配结构尺寸区间完成参数选型，避免了盲目试错，大幅提升一次设计成功率，配套有限元仿真校核环节，可通过径向位移云图验证密封盖的最大变形量是否处于材料弹性范围内，避免设计过载导致塑性失效；通过摩擦扭矩曲线验证力矩的稳定性与波动量，提前预判产品长期服役性能，减少物理样机的试制与试验次数，进一步降低开发成本与周期。
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Figure CN122987201A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a design method for a damping bearing with an S-shaped elastic sealing cap. Background Technology
[0002] In automotive tailgate lifting systems, to prevent the tailgate from falling rapidly due to its own weight or from impact caused by excessively fast motor drive, traditional solutions employ a split structure consisting of a motor, ordinary bearings, and an independent rotary damper. This results in a large number of parts, complex assembly processes, and high overall system cost. To reduce costs, the industry has attempted to integrate the damping function into the bearing. Existing technologies generally use the contact friction between a rubber seal and the bearing race to generate a damping effect. However, this approach has three inherent drawbacks that severely restrict its application in high-precision, long-life conditions: First, the damping torque is limited. The frictional damping torque of the rubber seal is constrained by material hardness and contact geometry, and the damping increment is usually difficult to exceed 0.3 Nm, which cannot meet the damping requirements of high-stability systems. Second, the damping characteristics have poor long-term stability. Rubber materials subjected to relative sliding friction over a long period will experience progressive wear, leading to a continuous decrease in contact preload and a gradual decline in damping torque over service time, making it impossible to maintain the consistency of damping parameters required by precision systems. Third, it easily leads to premature bearing failure. The synergistic effect of frictional Joule heating and environmental oxidation accelerates the thermal-oxidative aging of rubber, causing the material to harden and become brittle, producing hard wear debris. After the wear debris enters the bearing lubrication medium, it triggers three-body wear, damaging the rolling elements and raceway surfaces, ultimately leading to bearing performance degradation and premature failure. Summary of the Invention
[0003] To address the shortcomings of existing technologies, this invention provides a design method for a damping bearing with an S-shaped elastic sealing cover. Through step-by-step structural parameter design, seal selection optimization, mathematical modeling and verification of damping torque, and precision assembly process limitation, the bearing damping torque can be quantitatively controlled, production costs can be reduced, and long-term stability of damping torque without sticking or slipping can be ensured.
[0004] To achieve the above objectives, the present invention provides a design method for a damping bearing with an S-shaped elastic sealing cap. The damping bearing includes an inner ring and an outer ring, and a sealing cap is provided between the edge of the inner ring and the edge of the outer ring. A boss is provided on both the inner and outer rings, and a rolling element engages between the inner ring boss and the outer ring boss. The design method includes the following steps: Step 1: Design flat grooves on both ends of the bearing inner ring. A first flat groove is provided along the edge of the inner ring, and the height difference between the first flat groove and the inner ring boss is ξ. in ξ in The value is set to 1~1.6mm, and the width dimension of the first flat groove is set to H. in H inThe value is set to 09.5~1.5mm, and the bottom of the first flat groove and the inner ring boss are transitioned by a bevel, with the bevel angle set to 3~5°; Step 2: Design flat grooves on both ends of the bearing outer ring, and provide a second flat groove along the edge of the outer ring. The height difference between the second flat groove and the outer ring boss is ξ. out ξ out The value is set to 1.3~2.2mm, and the width dimension of the second flat groove is set to H. out H out The value is set to 09.5~1.5mm, and the bottom of the second flat groove and the edge of the outer ring boss are set to a right angle; Step 3, design of sealing cover structure and material parameters: The sealing cover is arranged in a ring shape when projected horizontally. The sealing cover includes an outer edge, a connecting inclined side, and an inner edge. The outer edge fits in the second flat groove, and the inner edge fits in the first flat groove. The outer edge and the connecting inclined side, as well as the connecting inclined side and the inner edge, are respectively connected by straight sides arranged radially along the damping bearing. The connecting inclined side is inclined, and the angle θ between the connecting inclined side and the straight side is set to 30°~60°. The longitudinal section of the sealing cover is S-shaped. Step 4, design of sealing cap assembly precision; Step 5: Mathematical modeling and calculation of damping torque. 5.1 Calculate the total preload in the contact area between the sealing cap and the inner and outer ring grooves. Inner ring contact total preload F n-in =2π×r in ×p×b in ; Outer ring contact total preload F n-out =2π×r out ×p×b out ; In the formula r in r is the radius of the inner contact area. out Let p be the radius of the outer contact area, p be the uniform contact stress at the contact interface, and b be the radius of the outer contact area. in b is the inner contact width. out The outer contact width; 5.2 Calculate the frictional torque between the inner and outer ring friction pairs; Inner ring friction torque M in =F n-in ×μ×r in ; outer ring friction torque M out =F n-out ×μ×r out ; In the formula, μ is the friction coefficient of the metal friction pair; 5.3 Calculation of the effective damping torque on one side: Based on the differential sliding mechanism of the double friction pair, the effective damping torque on one side is taken as the smaller value of the friction torque between the inner and outer rings, i.e., M. eff =min(M) in M out ); 5.4 Calculate the total damping moment of the bearing assembly. Damping structures are installed at both axial ends of the damping bearing. The total damping moment M... total =2M eff .
[0005] As a further feature of the present invention, the sealing cap material in step 3 is selected from 65Mn or 60Si2Mn spring steel.
[0006] As a further feature of the present invention, in step 4, the surface roughness Ra of the first and second flat grooves is set to 0.4~0.8μm.
[0007] As a further feature of the present invention, step 6, parameter iteration process, is also included, the parameter iteration process comprising: 6.1 Determine the target total damping torque based on the operating conditions; 6.2 Substitute the values into the torque calculation model to solve for the required contact stress, contact width, and interference fit of the sealing cap; 6.3 Match the obtained parameters with the parameter value range of steps 1 to 4. If the parameters exceed the recommended range, adjust the height difference between the first and second flat grooves and the angle parameter θ of the sealing cover section and iterate again. 6.4 After the iteration is completed, the stability of radial displacement and friction torque is verified by finite element simulation, and the design is finally finalized.
[0008] The advantages of this design are as follows: By eliminating the traditional sealing groove lock structure and replacing it with a stepped flat groove, the effective contact area between the sealing cap and the inner ring is significantly increased, raising the upper limit of radial preload and providing a structural foundation for high damping torque output. Simultaneously, the flat groove structure reduces the positioning difficulty of the sealing cap during press-fitting, improving the assembly qualification rate. Limiting the height difference ξin between the flat groove and the inner ring boss to the range of 1~1.6mm ensures sufficient space for the sealing cap while guaranteeing the structural strength of the inner ring retaining edge and preventing deformation and cracking under radial preload, ensuring that the sealing cap does not exceed the inner ring end face after press-fitting. It occupies the external installation space of the bearing; the first flat groove is set in this range, which can accurately match the axial contact width of the inner edge of the sealing cover, ensuring sufficient contact area to form a stable and uniform radial preload, without excessively squeezing the inner ring raceway space; a 3~5° transition bevel is used to connect the bottom of the flat groove and the inner ring boss. On the one hand, it can form a guiding effect when the sealing cover is pressed, avoiding rigid interference between the inner edge of the sealing cover and the flange, scratching the contact surface, and reducing the assembly difficulty; on the other hand, it can eliminate the right angle stress concentration at the root of the flat groove, improve the fatigue strength of the inner ring structure, and avoid cracks at the root of the groove under long-term alternating loads. The height difference between the second flat groove and the outer ring boss is limited to this range, which adapts to the structural characteristics of the outer ring wall thickness, ensuring that the groove has sufficient rigidity and does not deform when subjected to the radial preload of the sealing cover, thus maintaining long-term stability of the contact stress. The bottom of the second flat groove and the outer ring boss adopt a right angle transition, which can form a precise axial positioning stop, strictly limiting the axial movement of the sealing cover, ensuring that the contact position of the outer edge of the sealing cover does not shift during long-term operation, and avoiding fluctuations in damping torque due to changes in contact area. At the same time, the right angle fit can improve the circumferential positioning accuracy of the outer edge of the sealing cover, ensuring that the contact stress is evenly distributed along the circumferential direction. By designing the sealing cap as an S-shaped annular structure, a uniform elastic restoring force can be generated through the elastic deformation of the connecting hypotenuse during radial interference fit. Compared with a straight sealing cap, its deformation is more uniform and the circumferential contact stress is more consistent. At the same time, the S-shaped structure has its own axial elastic buffering capacity, which can absorb the slight axial movement during bearing operation and maintain the stability of radial preload. This avoids the damping torque from fluctuating with axial load. Furthermore, the sealing cap adopts a segmented cross-section structure, which concentrates the elastic deformation in the connecting hypotenuse area, while the inner and outer edge contact sections maintain rigid surface contact. This ensures that the structure has sufficient elastic compensation capacity to offset the preload reduction caused by minor wear, and also ensures that the contact area is stable and controllable with small fluctuations in damping torque. The angle θ between the connecting hypotenuse and the straight side is limited to the range of 30°~60°, which precisely balances the structural stiffness and deformation capacity of the elastic arm: if the angle is too small, the elastic arm stiffness will be too large, and plastic deformation will easily occur during interference fit, resulting in a loss of elastic compensation capacity; if the angle is too large, the elastic arm stiffness will be too low, resulting in insufficient radial preload and easy fatigue fracture.This range ensures sufficient radial preload while providing excellent fatigue resistance to the sealing cover, extending its service life under alternating loads. Using 65Mn or 60Si2Mn spring steel as the base material, it exhibits strong temperature stability of the friction coefficient. Within the automotive operating range of -40℃ to 120℃, the damping torque fluctuation is significantly less than that of rubber materials, meeting the wide temperature range requirements of the vehicle. It exhibits no aging or creep issues, and its elastic decay after long-term service is minimal. The long-term consistency of the damping torque is far superior to that of rubber damping structures, meeting the stability requirements of damping parameters for precision systems. The small difference between the static and dynamic friction coefficients of the metal friction pair completely eliminates the stick-slip phenomenon commonly found in rubber seals, ensuring smooth and seamless tailgate opening and closing. Furthermore, limiting the roughness of the inner and outer ring flat groove contact surfaces within this range optimizes the tribological characteristics of the contact interface: excessive roughness accelerates contact surface wear, rapidly leading to preload decay and easily generating wear debris; insufficient roughness causes adhesive wear, resulting in unstable friction coefficients and large torque fluctuations. This parameter range ensures a stable friction coefficient while reducing the fretting wear rate of the contact surface, extending the stabilization period of the damping characteristics, and preventing wear debris from contaminating the bearing's internal environment. In the calculations, the torque model established based on the differential sliding mechanism of the two friction pairs accurately reproduces the actual operating state of the bearing: in the two friction pairs of the inner and outer rings, the side with the smaller friction torque undergoes relative sliding, while the side with the larger torque remains relatively stationary. The model's physical logic highly matches the actual operating conditions, resulting in highly accurate calculation results that can directly guide engineering design. Through the logical calculation process of pre-stress calculation, single friction pair torque calculation, single-sided effective torque calculation, and assembly total torque calculation, the physical meaning of the parameters is clear and the corresponding relationship is well-defined. This allows engineers to decompose the parameters of each dimension in reverse according to the target damping torque, completely replacing the traditional experience-based trial-and-error design mode, and significantly shortening the product development cycle. Based on the torque multiplication design of the symmetrical arrangement of damping structures at both ends of the bearing, the damping torque is doubled without increasing the axial width of the bearing and maintaining the compact shape of the bearing. It can stably output a damping torque greater than 0.3Nm, meeting the usage requirements of high damping conditions such as automobile tailgates, while also being suitable for narrow installation spaces. Finally, the reverse iteration process with the target damping torque as input achieves target-oriented precision design: first, the total damping torque is determined according to the working condition requirements, then the required contact stress, contact width, and sealing cover interference are solved in reverse, and finally the parameter selection is completed by matching the structural size range. This avoids blind trial and error, greatly improves the success rate of the first design, and is accompanied by a finite element simulation verification process. The maximum deformation of the sealing cover can be verified by radial displacement cloud diagram to see if it is within the elastic range of the material, avoiding design overload that could lead to plastic failure. The stability and fluctuation of the torque can be verified by friction torque curve, predicting the long-term service performance of the product in advance, reducing the number of physical prototype trials and tests, and further reducing development costs and cycle time. Attached Figure Description
[0009] Figure 1 is a schematic cross-sectional structural view of the bearing inner race in the embodiment of the present invention; Figure 2 is a schematic cross-sectional structural view of the bearing outer race in the embodiment of the present invention; Figure 3 is a schematic structural view of the seal cover in the embodiment of the present invention; Figure 4 is a simulation analysis and verification radial displacement cloud diagram of the embodiment of the present invention; Figure 5 is a line graph of friction torque data at the flat grooves of the inner and outer races obtained by simulation of the embodiment of the present invention. DETAILED DESCRIPTION
[0010] The present invention will be further described in detail below with reference to specific embodiments, so that those skilled in the art can fully reproduce the present technical solution according to the content of the specification.
[0011] This embodiment performs an integrated damping design for the deep groove ball bearing matched with the electric stay bar of the passenger car tailgate. The basic specifications of the bearing are: inner diameter 25mm, outer diameter 47mm, axial width 12mm. The design goal is that the total damping torque of the bearing assembly is not less than 0.4Nm, and the torque fluctuation during long-term service does not exceed 8%. The damping bearing described in this embodiment includes an inner race and an outer race. An S-shaped elastic sealing cover is arranged between the edge of the inner race and the edge of the outer race. Bosses are respectively arranged on the inner race and the outer race, and rolling elements and a cage are fitted between the boss of the inner race and the boss of the outer race. The specific implementation steps of the design method are as follows: Step 1: Design of flat grooves on both end faces of the bearing inner race First flat grooves 11 are respectively machined on both end edges of the inner race 1, and the locking structure of the traditional sealing groove is eliminated. In this embodiment, the height difference ξ between the bottom of the first flat groove 11 and the boss of the inner race 1 in is set to 1.3mm; the axial width H of the first flat groove 11 in is set to 1.2mm; a hypotenuse transition is adopted between the bottom of the first flat groove 11 and the boss of the inner race 1, and the inclination angle of the hypotenuse is set to 4°. Under this parameter combination, the flat groove can fully accommodate the inner edge of the sealing cover, the transition hypotenuse can form a guide during press-fitting, avoid scratching interference between the sealing cover and the inner race rib, and at the same time eliminate the stress concentration caused by the right angle at the groove root, and improve the fatigue resistance of the inner race structure.
[0012] Step 2: Design of flat grooves on both end faces of the bearing outer race 2 Second flat grooves 21 are respectively machined on both end edges of the outer race 2, and the locking structure is also eliminated. In this embodiment, the height difference ξ between the bottom of the second flat groove 21 and the boss of the outer race out is set to 1.8mm; the axial width H of the second flat groove 21 outThe diameter is set to 1.2mm; the bottom of the second flat groove 21 and the side of the outer ring 2 boss adopt a right angle transition, and the right angle dimension deviation is controlled within ±0.01mm. This right angle structure provides precise axial positioning for the outer edge of the sealing cover, strictly limits the axial movement of the sealing cover, ensures that the contact area remains stable during long-term operation, and avoids fluctuations in damping torque due to contact position offset.
[0013] Step 3: Design of the Structure and Material Parameters of the Sealing Cover 3 In this embodiment, the sealing cover 3 is made of 65Mn spring steel, which has been quenched and tempered at medium temperature, with a hardness controlled at HRC42~47, possessing stable elastic recovery capability and excellent fatigue resistance. The sealing cover 3 is an overall ring structure, with an S-shaped longitudinal section, consisting of an outer edge 32, an outer straight edge, a connecting oblique edge 33, an inner straight edge, and an inner edge 31 connected sequentially. The outer edge 32 mates with the second flat groove, and the inner edge 31 mates with the first flat groove. The outer straight edge and the inner straight edge are arranged radially along the bearing, and the connecting oblique edge is inclined. In this embodiment, the angle θ between the connecting oblique edge 33 and the straight edge 34 is set to 45°; the interference fit between the inner and outer diameters of the sealing cover 3 and the corresponding flat groove is set to 0.12mm. With this combination of angle and interference fit, the sealing cover 3 is completely within the elastic deformation range after press-fitting, which can generate uniform and sufficient radial preload, while avoiding early fatigue fracture caused by local stress concentration.
[0014] Step 4: Sealing Cap Assembly Precision Design. During assembly, the sealing caps at both ends of the bearing follow the symmetrical installation principle to ensure balanced mechanical load and consistent damping characteristics of the friction pairs on both sides. In this embodiment, the surface roughness Ra of the contact surfaces of the first and second flat grooves is controlled to 0.6μm; the pressing is performed using a special positioning fixture to control the pressing depth, ensuring that the outer and inner edges of the sealing cap form complete surface contact with the second and first flat grooves respectively, without local point contact or axial gaps.
[0015] Step 5: Mathematical Modeling and Calculation of Damping Torque In this embodiment, the radius r of the inner contact area... in =27mm, outer ring contact area radius r out =43mm; Inner ring contact width b in =1.2mm, outer ring contact width b out =1.2mm; set the uniform contact stress at the contact interface p=0.8MPa, and the friction coefficient of the metal friction pair μ=0.15.
[0016] 5.1 Calculate the total preload in the contact area between the sealing cap and the inner and outer ring grooves. Total preload of inner ring contact: F n-in =2π×r in ×p×b in =162.8N Outer ring contact total preload F n-out =2π×r out×p×b out =259.4N 5.2 Calculate the frictional torque between the inner and outer ring friction pairs; Inner ring friction torque M in =F n-in ×μ×r in =0.659Nm outer ring friction torque M out =F n-out ×μ×r out =1.674Nm 5.3 Calculation of the effective damping torque on one side: Based on the differential sliding mechanism of the double friction pair, the effective damping torque on one side is taken as the smaller value of the friction torque between the inner and outer rings, i.e., M. eff =min(M) in M out =0.659Nm 5.4 Calculate the total damping moment of the bearing assembly. Damping structures are installed at both axial ends of the damping bearing. The total damping moment M... total =2M eff =1.32Nm Step 6: Parameter Iteration and Simulation Verification 6.1 The target damping torque in this embodiment is 0.4 Nm. The total torque of 1.32 Nm calculated in Step 5 meets the design requirements, and all structural parameters are within the recommended value range from Step 1 to Step 4, requiring no parameter iteration adjustment. 6.2 The final design scheme is verified using finite element software: The radial displacement cloud diagram shows that the maximum radial deformation of the sealing cover is within the elastic deformation range of 65Mn spring steel, with no risk of plastic deformation; the friction torque curves at the inner and outer ring grooves show that the damping torque fluctuation is less than 5% during continuous operation, demonstrating excellent stability and verifying the structural reliability and torque stability of this design scheme.
[0017] The damping bearing designed in this embodiment can directly replace the original split structure, reducing the number of system parts and lowering assembly and material costs. By adopting a metal elastic damping structure, it avoids rubber aging and creep defects from the root. The long-term stability of the damping torque is improved by more than 60% compared with traditional rubber damping bearings. Moreover, the difference between the dynamic and static friction coefficients of the metal friction pair is small, and there is no stick-slip or jamming phenomenon, which is suitable for the wide temperature range and long service life requirements of automobile tailgates.
[0018] 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 method for designing a damping bearing with an S-shaped elastic sealing cap, characterized in that: The damping bearing includes an inner ring and an outer ring. A sealing cap is provided between the edge of the inner ring and the edge of the outer ring. A boss is provided on both the inner ring and the outer ring. A rolling element is fitted between the inner ring boss and the outer ring boss. The design method includes the following steps: Step 1: Design flat grooves on both ends of the bearing inner ring. A first flat groove is provided along the edge of the inner ring, and the height difference between the first flat groove and the inner ring boss is ξ. in ξ in The value is set to 1~1.6mm, and the width dimension of the first flat groove is set to H. in H in The value is set to 09.5~1.5mm, and the bottom of the first flat groove and the inner ring boss are transitioned by a bevel, with the bevel angle set to 3~5°; Step 2: Design flat grooves on both ends of the bearing outer ring, and provide a second flat groove along the edge of the outer ring. The height difference between the second flat groove and the outer ring boss is ξ. out ξ out The value is set to 1.3~2.2mm, and the width dimension of the second flat groove is set to H. out H out The value is set to 09.5~1.5mm, and the bottom of the second flat groove and the edge of the outer ring boss are set to a right angle; Step 3, design of sealing cover structure and material parameters: The sealing cover is arranged in a ring shape when projected horizontally. The sealing cover includes an outer edge, a connecting inclined side, and an inner edge. The outer edge fits in the second flat groove, and the inner edge fits in the first flat groove. The outer edge and the connecting inclined side, as well as the connecting inclined side and the inner edge, are respectively connected by straight sides arranged radially along the damping bearing. The connecting inclined side is inclined, and the angle θ between the connecting inclined side and the straight side is set to 30°~60°. The longitudinal section of the sealing cover is S-shaped. Step 4, design of sealing cap assembly precision; Step 5: Mathematical modeling and calculation of damping torque. 5.1 Calculate the total preload in the contact area between the sealing cap and the inner and outer ring grooves. Inner ring contact total preload F n-in =2π×r in ×p×b in ; Outer ring contact total preload F n-out =2π×r out ×p×b out ; In the formula r in r is the radius of the inner contact area. out Let p be the radius of the outer contact area, p be the uniform contact stress at the contact interface, and b be the radius of the outer contact area. in b is the inner contact width. out The outer contact width; 5.2 Calculate the frictional torque between the inner and outer ring friction pairs; Inner ring friction torque M in =F n-in ×μ×r in ; outer ring friction torque M out =F n-out ×μ×r out ; In the formula, μ is the friction coefficient of the metal friction pair; 5.3 Calculation of the effective damping torque on one side: Based on the differential sliding mechanism of the double friction pair, the effective damping torque on one side is taken as the smaller value of the friction torque between the inner and outer rings, i.e., M. eff =min(M) in M out ); 5.4 Calculate the total damping moment of the bearing assembly. Damping structures are installed at both axial ends of the damping bearing. The total damping moment M... total =2M eff .
2. The damping bearing design method with an S-shaped elastic sealing cap according to claim 1, characterized in that: In step 3, the sealing cap material is selected from 65Mn or 60Si2Mn spring steel.
3. The damping bearing design method with an S-shaped elastic sealing cap according to claim 1, characterized in that: In step 4, the surface roughness Ra of the first and second flat grooves is set to 0.4~0.8μm.
4. The damping bearing design method with an S-shaped elastic sealing cap according to claim 1, characterized in that: It also includes step 6, the parameter iteration process, which includes: 6.1 Determine the target total damping torque based on the operating conditions; 6.2 Substitute the values into the torque calculation model to solve for the required contact stress, contact width, and interference fit of the sealing cap; 6.3 Match the obtained parameters with the parameter value range of steps 1 to 4. If the parameters exceed the recommended range, adjust the height difference between the first and second flat grooves and the angle parameter θ of the sealing cover section and iterate again. 6.4 After the iteration is completed, the stability of radial displacement and friction torque is verified by finite element simulation, and the design is finally finalized.