Highly-integrated intelligent hub unit assembly

Abstract

The utility model provides a highly integrated intelligent hub unit assembly. The assembly comprises an inner flange, an outer oil seal, an outer flange, an ABS signal acquisition system, a universal joint spherical shell and a temperature sensor. The assembly comprises a set of deformed products of single-row tapered roller bearings, and flange plates and other structures are additionally arranged on an inner ring and an outer ring respectively. The assembly has the advantages of being small in part number, good in assembly performance, compact in structure, large in load, low in cost, low in noise, low in torque, ultralow in friction torque, light in weight, integrated, super-energy-saving, free of pre-tightening (adjusting) zero clearance all the time, overlong for more than 500,000 kilometers, free of maintenance, overlong in service life, high in strength, rigidity, reliability and stability and the like. The wheel end effective load is obviously improved, the wheel end ineffective load is obviously reduced by more than 40%, the wheel end transmission efficiency is obviously improved, the endurance mileage is obviously increased, the use cost of an automobile is obviously reduced, and the emission of greenhouse gas and air pollutants of a fuel vehicle is obviously reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of front and rear wheels of passenger cars, and particularly relates to a highly integrated and intelligent hub unit assembly. Background Art

[0002] With the rapid development of the automotive industry, while more and more cars bring great benefits to people, the emissions of automotive greenhouse gases and air pollutants have brought great disasters to the earth. New energy vehicles have seen a rapid development, and customers have put forward higher requirements for aspects such as the safety, efficiency, energy conservation, comfort, price and quality of cars. For the front and rear hub bearings of cars, integration, lightweight, low torque, long life, maintenance-free, free of play adjustment and energy conservation and environmental protection are the directions of its innovative development, because this can reduce the use cost, improve the energy utilization rate, extend the service life of the front and rear hub bearings, and contribute to the energy conservation and emission reduction of the world.

[0003] The development of passenger car hub bearings has gone through three stages of the first, second and third generation hub units. Currently, the second and third generation hub units are the most widely used. However, the second and third generation hub units have the following disadvantages: First, the current hub units all have a double-row ball or roller structure inside, which is bulky, has many parts, a complex structure, and high manufacturing costs; Second, when such hub units work, they generate a large amount of additional and ineffective derived axial forces. It is shown that when the car is driving normally, the hub bearing bears almost pure radial force. However, when this pure radial force is transmitted to the rolling elements inside the bearing, whether the rolling elements are steel balls or rollers, a large amount of ineffective derived axial forces will be generated. Taking the most common steel balls as an example (see Figure 2 ), the contact angle between the steel ball and the outer raceway is between 30° and 40°, with 35° and 36° being the most common. When the car is driving normally, the hub bearing only bears radial loads. Such a large contact angle will inevitably generate a large amount of additional and ineffective derived axial loads, resulting in a loss of transmission efficiency; Third, although these second and third generation hub units do not require play adjustment when installed in the vehicle, the play is selected and adjusted in the bearing factory, and the best working state of 0 play cannot be achieved in the process. Due to a certain distance between the two rows of steel balls and the two inner raceways being on two separate parts respectively, the strength and stiffness of the entire hub unit are affected.

[0004] Therefore, it is of great significance to develop a highly integrated and intelligent hub unit assembly. Summary of the Utility Model

[0005] The purpose of the utility model is to provide a highly integrated and intelligent hub unit assembly to solve the problems existing in the prior art.

[0006] The technical solution adopted to achieve the purpose of the present utility model is as follows. A highly integrated and intelligent hub unit assembly includes an inner flange, an outer oil seal, an outer rib, an outer flange, tapered rollers, an ABS signal acquisition system, and a temperature sensor.

[0007] An inner raceway is provided on the circumferential outer circle of the middle section of the inner flange. The outer end of the inner flange extends radially to form an inner flange disc. Bolt holes are provided on the inner flange disc.

[0008] An outer flange disc extends radially along the outer circle of the outer flange. Bolt holes are provided on the outer flange disc. The inner hole of the outer flange is marked as a cylindrical section and an outer raceway in sequence from the inner end to the outer end. The outer raceway is in the shape of a conical concave surface. The small-diameter end of the outer raceway is connected to the cylindrical section. The outer flange is sleeved on the outside of the inner flange. Mounting holes are provided on the outer circle of the outer flange corresponding to the position of the outer raceway. A temperature sensor is inserted and fitted in the mounting holes. The temperature measurement head of the temperature sensor abuts against the bottom of the mounting hole. A nut is used to lock the temperature sensor at the orifice position of the mounting hole.

[0009] The outer rib includes an outer rib body and a stepped portion. The outer rib is provided on the outer end side of the outer flange. The stepped portion extends into the outer raceway. The outer raceway, the inner raceway, and the stepped portion enclose a friction working portion. The tapered rollers are installed in the friction working portion. The conical surface of the tapered rollers contacts the inner raceway and the outer raceway, and the spherical base surface contacts the stepped portion.

[0010] The outer oil seal is arranged in the gap between the inner flange and the outer rib. The outer oil seal is arranged on the outer end side. The outer circle of the outer oil seal is in interference fit with the outer rib body, and the lip is in sealing fit with the outer circle of the inner flange.

[0011] The ABS signal acquisition system includes a housing, a gear ring, and an ABS sensor. The gear ring is press-fitted at the inner end of the inner flange. The housing is arranged at the inner end of the outer flange. The ABS sensor is fixed on the outer flange through the housing.

[0012] Further, the outer rib body is fastened to the outer end face of the outer flange by screws.

[0013] Further, the outer flange is fixed to the connecting plate of the steering knuckle or the suspension by bolts.

[0014] Further, the rim is fixed to the inner flange by fastening bolts.

[0015] Further, it further includes a universal joint spherical housing. The universal joint spherical housing is locked to the inner flange by one or a combination of a plurality of processes among threading, interference fit, spin riveting, or spline process.

[0016] Further, the inner flange is connected to the universal joint spherical housing through threads. The thread pair of the right wheel hub unit assembly of the vehicle is left-handed, and the thread pair of the left wheel hub unit assembly of the vehicle is right-handed. When assembling the universal joint spherical housing, a high-strength thread locking adhesive is applied to the threaded part.

[0017] Further, it also includes an inner oil seal. The inner oil seal is arranged in the gap between the inner flange and the outer flange. The inner oil seal is arranged on the inner end side. The outer circle of the inner oil seal is in interference fit with the inner hole of the cylindrical section, and the lip is in sealing fit with the outer circle of the inner flange.

[0018] Further, the half-cone angle range of the outer raceway is 1.5° to 40°.

[0019] The technical effects of the present utility model are beyond doubt: it has advantages such as fewer parts, good assembly performance, compact structure, large load, low noise, low torque, low cost, ultra-low friction torque, lightweight, integration, super energy-saving, always free of pre-tightening (adjustment) and zero clearance, maintenance-free for more than 500,000 kilometers, long service life, high strength, high rigidity, high reliability, high stability, etc., as well as the superiority of significantly increasing the effective load at the wheel end, significantly reducing the ineffective load at the wheel end by more than 40%, significantly improving the transmission efficiency at the wheel end, greatly increasing the energy utilization rate, significantly increasing the cruising range, significantly reducing the vehicle use cost, significantly reducing the greenhouse gas and air pollutant emissions of fuel vehicles, and it is simple and easy to install and disassemble during maintenance. Description of the Drawings

[0020] Figure 1 Schematic diagram of a highly integrated and intelligent wheel hub unit assembly (drive wheel) in Embodiment 3;

[0021] Figure 2 Product drawing of the existing third-generation double-row ball structure wheel hub unit (non-drive wheel);

[0022] Figure 3 Transmission route diagram of the axial force in two directions of a highly integrated and intelligent wheel hub unit assembly;

[0023] Figure 4 Schematic diagram of a highly integrated and intelligent wheel hub unit assembly with a swaging structure (drive wheel);

[0024] Figure 5 Schematic diagram of a highly integrated and intelligent wheel hub unit assembly (non-drive wheel);

[0025] Figure 6 Schematic diagram of the existing third-generation double-row tapered roller structure wheel hub unit;

[0026] Figure 7Schematic diagram of design and process for reducing sliding friction torque by controlling the roughness of the contact surfaces of the inner and outer oil seal lips

[0027] Figure 8 Schematic diagram of the ratio of bearing radial clearance to bearing life

[0028] Figure 9 Schematic diagram of the working principle of a highly integrated and intelligent hub unit assembly with zero clearance adjustment (control)

[0029] Figure 10 Schematic diagram of a highly integrated and intelligent hub unit assembly in Example 4 (driving wheel)

[0030] Figure 11 Schematic diagram of an outer flange product

[0031] Figure 12 Schematic diagram of an outer rib product

[0032] Figure 13 Schematic diagram of a highly integrated and intelligent hub unit assembly without a universal joint spherical housing in Example 7 (driving wheel).

[0033] In the figure: inner flange 1, inner raceway 101, inner flange plate 102, outer oil seal 2, screw 3, outer rib 4, outer rib body 401, step portion 402, outer flange 5, outer flange plate 501, cylindrical section 502, outer raceway 503, mounting hole 504, connecting plate 6, tapered roller 7, ABS signal acquisition system 8, housing 801, gear ring 802, ABS sensor 803, inner oil seal 9, retainer 10, universal joint spherical housing 11, temperature sensor 12. Specific embodiments

[0034] The following further illustrates the present invention in conjunction with embodiments, but it should not be understood that the above-mentioned subject matter scope of the present invention is limited to the following embodiments. Without departing from the above-mentioned technical idea of the present invention, various substitutions and changes made according to ordinary technical knowledge and customary means in the art shall all be included within the protection scope of the present invention.

[0035] Embodiment 1:

[0036] When the vehicle is driving straight on the road, the hub bearing only bears radial force. Only when the vehicle turns, the hub bearing bears both radial force and axial force. In order to enable the hub bearing to bear axial forces in two directions, in the existing hub parts, either two single-row tapered roller bearings are installed, or a set of double-row tapered roller bearings (or double-row ball bearings, including the first, second, and third generation hub units) are installed. These two types of bearings have one thing in common, that is, the contact angle of the tapered roller bearing is greater than 10°, and the vast majority of the contact angles are about 15° (seeFigure 6 ), the contact angles of the double-row ball structure are all between 30° and 40°, and 35° or 36° is the most common (see Figure 2 ), which results in a relatively large ineffective derived axial force being additionally generated even when the hub bearing bears only a pure radial load, that is, the vehicle's own weight and wind resistance. The generation of this ineffective derived axial force not only causes losses and waste of the bearing's function and performance, but also wastes precious energy. Since the hub bearings of the vehicle bear only radial loads in more than 99% of the journey, the smaller this additional ineffective derived axial force is, the better. At the same time, the hub bearings should still be able to bear radial forces and axial forces in two directions when the vehicle turns. When the vehicle turns left and right, axial forces in two opposite directions are applied to the left and right hub bearings respectively. The existing front and rear hub bearings of the vehicle use two single-row bearings or a set of double-row bearings to transmit axial forces in two directions.

[0037] This embodiment provides a highly integrated and intelligent hub unit assembly, including an inner flange 1, an outer oil seal 2, an outer rib 4, an outer flange 5, an ABS signal acquisition system 8, a cage 10, and a temperature sensor 12.

[0038] An inner raceway 101 is provided on the circumferential outer circle of the middle section of the inner flange 1. A flange plate 102 extends radially outward from the outer end of the inner flange 1. Bolt holes are provided on the flange plate 102. The rim is fixed to the inner flange 1 by fastening bolts.

[0039] A flange plate 501 extends radially outward from the outer circle of the outer flange 5 (see Figure 11 ). Bolt holes are provided on the flange plate 501. The outer flange 5 is fixed to the steering knuckle or the connecting plate 6 of the suspension by bolts. The inner hole of the outer flange 5 is sequentially marked as a cylindrical section 502 and an outer raceway 503 from the inner end to the outer end. The small-diameter end of the outer raceway 503 is connected to the cylindrical section 502. The semi-cone angle range of the outer raceway 503 is 1.5° to 40°. The outer flange 5 is sleeved on the outside of the inner flange 1. An installation hole 504 is provided on the outer circle of the outer flange 5 corresponding to the position of the outer raceway 503. A temperature sensor 12 is inserted and fitted in the installation hole 504. The temperature measuring head of the temperature sensor 12 abuts against the bottom of the installation hole 504. The temperature sensor 12 is locked at the orifice position of the installation hole 504 by a nut.

[0040] The outer rib 4 includes an outer rib body 401 and a step portion 402 (see Figure 12). The outer rib 4 is arranged on the outer end side of the outer flange 5. The step portion 402 extends into the outer raceway 503. The outer raceway 503, the inner raceway 101 and the step portion 402 enclose a friction working portion. The tapered roller 7 is installed between the outer raceway 503, the step portion 402 and the inner raceway 101. The conical surface of the tapered roller 7 contacts the outer raceway 503 of the outer flange 5 and the inner raceway 101 of the inner flange 1, and the ball base surface contacts the step portion 402. The step portion 402 plays a role in transmitting the axial force of the roller. The retainer 10 guides the roller to roll along the inner and outer raceways in the friction working portion.

[0041] The outer oil seal 2 is arranged in the gap between the inner flange 1 and the outer rib 4. The outer circle of the outer oil seal 2 is interference fit with the inner hole of the outer rib body 401, and the lip is sealed with the outer circle of the inner flange 1. The function of the outer oil seal 2 is to seal and isolate the interior of the highly integrated hub unit assembly from the outside from the outside.

[0042] The ABS signal acquisition system 8 includes a housing 801, a gear ring 802 and an ABS sensor 803 (see Figure 1 ). The gear ring 802 is pressed on the inner end of the inner flange 1. The housing 801 is arranged on the inner end of the outer flange 5. The ABS sensor 803 is fixed on the outer flange 5 through the housing 801. The axial position of the ABS sensor 803 is directly above the gear ring 802. The gear ring 802 is driven to rotate together by the inner flange 1 to realize the signal output measurement of the ABS sensor 803.

[0043] The contact angle protection range of the outer raceway 503 of the outer flange 5 of the hub unit assembly in this embodiment is 1.5° to 40°, and the value range in actual design is less than 16° (see Figure 9 ), the magnitude of the ineffective derived axial force generated by three typical hub units when subjected to pure radial force G is quantitatively calculated.

[0044] The invalid derived axial force generated by the third-generation hub unit with a double-row roller structure and a contact angle of 15° is: F1=G*tan15°=0.27G.

[0045] The invalid derived axial force generated by the third-generation hub unit with a double-row ball structure and a contact angle of 36° is: F2=G*tan36°=0.73G.

[0046] The invalid derived axial force generated by a highly integrated intelligent hub unit assembly with a contact angle of 7.5° is: F3=G*tan7.5°=0.13G.

[0047] The following conclusions can be drawn from the above calculations:

[0048] A: F3 / F1 * 100% = 0.13G / 0.27G * 100% = 48%, indicating that the ineffective derived axial force generated by the highly integrated and intelligent hub unit assembly is only 48% of that of the third-generation hub unit with a double-row roller structure. Since the friction between the roller and the rib is sliding friction, and the sliding friction coefficient is much larger than the rolling friction coefficient, by comparison, the highly integrated and intelligent hub unit assembly reduces the sliding friction torque by 52%, greatly improving the transmission efficiency of the hub bearing, saving energy, and extending the service life of the hub bearing.

[0049] B: F3 / F2 * 100% = 0.13G / 0.73G * 100% = 18%, indicating that the ineffective derived axial force generated by the highly integrated and intelligent hub unit assembly is only 18% of that of the third-generation hub unit with a double-row ball structure. By comparison, the highly integrated and intelligent hub unit assembly reduces the ineffective derived axial force by 82%, also greatly improving the transmission efficiency of the hub bearing, saving energy, and extending the service life of the hub bearing.

[0050] C: According to the calculation formula of the radial basic dynamic load rating, it can be obtained that the radial basic dynamic load rating is inversely proportional to cosα of the contact angle, that is, the larger the contact angle, the smaller the radial basic dynamic load rating, and correspondingly, the larger the axial load, which just verifies the calculations in A and B above; furthermore, according to the law of conservation of energy, the reduction of the axial load is equal to the increase of the radial basic dynamic load rating, indicating that under the same other conditions, the radial basic dynamic load rating of the bearing of this patent is much higher than that of the existing bearings currently, that is, the load-carrying capacity is much greater than that of the existing bearings.

[0051] The highly integrated hub unit assembly of this embodiment includes a deformed product of a set of single-row tapered roller bearings. The highly integrated hub unit assembly of this embodiment can transmit axial forces in two directions (see Figure 3 ). When the inner flange 1 receives an axial force in the left direction, its axial force is transmitted through the A-A path, that is, inner flange 1 - inner raceway 101 of inner flange 1 - roller 7 - outer raceway 503 of outer flange 5 - outer flange 5. When the inner flange 1 receives an axial force in the right direction, its axial force is transmitted through the B-B path, that is, inner flange 1 - small rib of inner flange 1 - small end face of roller 7 - large end face of roller 7 - step portion 402 - outer rib 4 - screw 3 - outer flange 5. This hub unit assembly has only one row of rolling elements, and its volume and weight are only 1 / 2 - 2 / 3 of those of a double-row bearing or two single-row bearings with the same load, but it bears the same load, and its stiffness and strength are much greater than those of the second- and third-generation bearing hub units, indicating that this highly integrated hub unit assembly has excellent novelty and creativity.

[0052] The size of the clearance of the hub bearing during operation has a great impact on fatigue life, temperature rise, noise, vibration, etc.Figure 8 is a curve graph of the bearing life ratio corresponding to different radial clearances. When the radial clearance of the bearing is less than -0.002 mm, due to the huge frictional torque between the rolling elements and the inner and outer raceways, the fatigue life of the hub bearing is very short. When the radial clearance changes from -0.002 mm to 0, the life of the bearing increases significantly. When the bearing clearance is 0, the fatigue life of the bearing is the longest; as the bearing clearance gradually increases from 0, the forces on the rolling elements are uneven, and the loads borne by the inner and outer raceways are also unevenly distributed, and the fatigue life of the bearing becomes smaller again. Therefore, it can be inferred that only when the clearance of the hub bearing is adjusted to the "0" position can the longest fatigue life be guaranteed; however, the current second- and third-generation hub units cannot adjust the clearance to 0 either in terms of principle or technology. Currently, the axial clearances of the second- and third-generation hub bearings are controlled at appropriate negative values so as to make the fatigue life of the bearings relatively longer, while improving the rotational accuracy and positioning accuracy of the bearings, and suppressing vibration and noise. Since the third-generation hub bearing unit is an integral type, it is difficult to directly measure the negative clearance value of the third-generation hub bearing unit on the finished product, and since a single semi-inner ring controls the clearance through a swaging process (see Figure 2 and Figure 6 ) it is very difficult to control the clearance within the ideal range. There is only one row of tapered rollers inside this highly integrated and intelligent hub unit assembly, and its internal structure determines that no adjustment or preloading is required, and its clearance is always at the "0" position (see Figure 9 ). For the convenience of explaining the problem, the utility model inventor only retains several parts that affect the clearance of this hub unit assembly, and deletes the remaining parts that have nothing to do with the clearance. Since the weight of the vehicle body, i.e., the radial force, acts on the outer raceway 503 of the outer flange 5, the outer raceway 503 of the outer flange 5 transmits the load to the roller 7. The radial force generates a derived axial force on the outer raceway 503. The radial force and the derived axial force force the roller 7 to move towards the large end (or outer end) of the flared opening formed by the inner raceway 101 and the outer raceway 503. When the large end face of the roller 7 moves to the end face of the step portion 402 of the outer retaining ring 4, the clearance between the large end face of the roller 7 and the end face of the step portion 402 of the outer retaining ring 4 in the axial direction is 0, and the radial clearance between the generatrix of the conical surface of the roller 7 and the generatrices of the inner raceway 101 of the inner flange 1 and the outer raceway 503 of the outer flange 5 is also 0. Whether the vehicle is stopped or in a straight-line driving state, as long as the vehicle has weight pressing on this hub unit assembly, this hub unit assembly has always been in the best working state with a 0 clearance. Even in an extreme ambient temperature or when the temperature difference between the inner and outer rings is extremely large, although the thermal expansion has a great influence on the bearing clearance, it only affects the clearance δ between the small end face of the roller and the small retaining ring of the inner flange 1 (see Figure 9 ), and still does not affect the working state of this hub bearing with a zero clearance, making the life of this hub unit assembly the longest.

[0053] When the hub unit assembly is operating normally, the heat generated by its internal rotating parts is limited, and the heat generated and dissipated is roughly equal. After the bearing has been running for some time, the temperature of the bearing remains generally constant, which is manifested as the temperature change of the temperature sensor being within the normal range. When the life of the hub unit assembly is about to end, the frictional torque of its internal rotating parts gradually increases, and the heat generated by this part also gradually increases, which is manifested as the temperature change range of the temperature sensor gradually increasing. Moreover, as time goes by, the temperature keeps increasing until it exceeds the normal temperature rise range of the hub bearing and an automatic alarm is triggered. Technologically, a flat-bottomed threaded hole is machined on the outer circumference of the outer flange 5. The flat bottom of this flat-bottomed threaded hole is close to the contact area between the outer flange 5 and the roller 7 both radially and axially. In this way, the monitoring head of the temperature sensor is close to the working area of the outer flange 5 and the roller 7, enabling real-time monitoring of the temperature of the hub unit assembly. Similar to other temperature sensors on passenger cars, by collecting the temperature information of the hub unit assembly in real time, before the actual life of the hub unit assembly is about to end, that is, when the hub unit assembly is about to fail, an automatic early warning is issued, and the replacement of the hub unit assembly is completed. This not only maximizes the life of the hub unit assembly but also avoids the danger of sudden accidents caused by the sudden failure of the hub bearing. At the same time, it provides strong technical support and safety assurance for the currently booming assisted driving technology and autonomous driving technology.

[0054] As is well known, at present, the majority of domestic passenger car hub units adopt a double-row ball structure inside. Due to the limited precision of domestic machine tools, it is very difficult to machine the two-row raceways of the inner and outer rings into an ideal spherical shape, resulting in an unsatisfactory non-spherical contact state between the two rows of steel balls and the inner and outer raceways, thus affecting the overall rigidity of the hub unit. Secondly, if there is even a slight axial clearance when the bearing is working, resulting in an excessive relative tilt angle (torque rigidity) of the bearing, it will also seriously affect the rigidity of the hub bearing. The rolling elements of the hub unit assembly of the present invention are tapered rollers, which are in line contact with the inner and outer raceways. Unless in the case of a sharp turn, the internal rolling pairs are always in the best working state with zero clearance, and the overall rigidity and strength meet the stringent requirements of the hub under bumpy, impact and other road conditions. By comparison, the bearings of the present invention have the advantages of high strength, high rigidity, high reliability, high stability, etc.

[0055] As is well known, the passenger car wheel hub units for large - scale loading at home and abroad have developed to the third generation. For the driving wheels, the power is transmitted to the third - generation wheel hub unit through the constant velocity universal joint. Therefore, external splines and external threads need to be machined on the constant velocity universal joint, and internal splines need to be machined on the inner hole of the inner flange 1 of the third - generation wheel hub unit. During assembly, the inner flange 1 and the constant velocity universal joint are fitted together through the internal and external splines, and then the inner flange 1 is fixed to the constant velocity universal joint with a lock nut. This structure has large size, large weight, many processing procedures, and high cost. The fourth - generation wheel hub bearing unit integrates the constant velocity universal joint and the bearing into one body. Although the development of the fourth - generation wheel hub bearing unit has been successful, there are still many problems unsolved in the process, and the cost reduction is limited, resulting in the inability to mass - produce. In this embodiment, the constant velocity universal joint is fixed to the inner flange 1 by using schemes such as threading, spin riveting, and interference fit at one end (see Figure 1 , 4 , 10). When connecting with threads, a high - strength thread locking adhesive is used to ensure that it will never loosen after assembly. This embodiment overcomes all the disadvantages of the existing third - generation and fourth - generation wheel hub units.

[0056] In short, in this embodiment, the inner flange and the inner ring of the bearing are integrated into one body. The rim (steel ring) is fixed to the inner flange with bolts. The outer flange and the outer ring of the bearing are integrated into one body and installed on the steering knuckle or the connecting plate of the suspension. There is only one row of rolling elements inside. The spherical housing of the universal joint and the temperature sensor are respectively integrated with the inner and outer flanges. It has the advantages of few parts, good assembly performance, compact structure, large load, low torque, low cost, ultra - low friction torque, light weight, integration, super energy - saving, always free of pre - tightening (adjustment) and zero clearance, maintenance - free for more than 500,000 kilometers, long life, high strength, high rigidity, high reliability, and high stability.

[0057] Embodiment 2:

[0058] The main content of this embodiment is the same as that of Embodiment 1. Among them, the body 401 of the outer rib 4 is fastened to the outer end face of the outer flange 5 with screws 3.

[0059] Embodiment 3:

[0060] See Figure 1 , the main content of this embodiment is the same as that of Embodiment 1 or 2. Among them, it also includes the spherical housing 11 of the universal joint. It should be noted that see Figure 4 and Figure 10 For the highly integrated and intelligent wheel hub unit assembly of the driving type, according to the different sizes and loads, the connection between the spherical housing 11 of the universal joint and the inner flange 1 is also different. In actual production, the spherical housing 11 of the universal joint is locked to the inner flange 1 by using one or a combination of threading, interference fit, spin riveting, or spline process assembly.

[0061] Example 4:

[0062] Refer to Figure 1 , the main content of this example is the same as that of Example 3. Among them, threads are machined on the inner hole or outer circle of the inner flange 1. The thread pair of the right hub unit assembly of the vehicle is left-handed, and the thread pair of the left hub unit assembly of the vehicle is right-handed. When assembling the universal joint spherical housing 11, a high-strength thread locking adhesive is applied to the threaded part.

[0063] Example 5:

[0064] The main content of this example is the same as that of Example 1. Among them, refer to Figure 1 , this example is a driving type hub unit assembly. It also includes an inner oil seal 9. The inner oil seal 9 is arranged in the gap between the inner flange 1 and the outer flange 5. The inner oil seal 9 is arranged on the inner end side. The outer circle of the inner oil seal 9 is in interference fit with the cylindrical section 502 of the inner hole of the outer flange 5, and the lip is in sealing fit with the outer circle of the small head of the inner flange 1. The function of the inner oil seal 9 is to seal off the interior of the highly integrated and intelligent hub unit assembly from the outside world at the inner end.

[0065] Example 6:

[0066] The main content of this example is the same as that of Example 1. Among them, refer to Figure 5 , this example is a non-driving type hub unit assembly. It can be very intuitively seen from the comparison between Figure 5 and Figure 2 that the number of parts of this hub unit assembly is significantly reduced. With the reduction of the number of parts, the structure becomes simpler, and the manufacturing process also becomes simpler. On the premise of improving quality, the total cost is instead reduced.

[0067] Example 7:

[0068] The main content of this example is the same as that of Example 1. Among them, refer to Figure 13 , this example is a driving type hub unit assembly without a universal joint spherical housing 11. Internal splines are machined on the inner hole of its inner flange 1. The connection of the universal joint to this example is the same as the connection of the universal joint to the third-generation hub unit without difference; even so, it can be very intuitively seen from the comparison between Figure 13 and Figure 2 that the number of parts of this hub unit assembly is significantly reduced. With the reduction of the number of parts, the structure becomes simpler, and the manufacturing process also becomes simpler. On the premise of improving quality, the total cost is instead reduced.

[0069] Example 8:

[0070] The main content of this embodiment is the same as any one of Embodiments 1 to 7. At present, all hub units have a double-row rolling element structure, with many parts. During operation, friction occurs at multiple parts, forming a frictional torque. According to the research on the distribution of the frictional torque of hub bearings by Laura Sguotti et al., the friction loss of the seal accounts for 52%. How to reduce the frictional torque of the seal is an important part of improving the transmission efficiency of hub bearings. First, it is necessary to analyze clearly the reasons for such a large frictional torque in order to prescribe the right medicine. First, the influence of the roughness of the oil seal on the frictional torque of the hub bearing shows that the roughness value of the sealing lip has an obvious influence on the frictional torque of the hub bearing unit assembly. When the roughness is greater than 30 μm, a certain amount of grease can be stored on the working surface of the lip, making the frictional torque of the hub bearing unit assembly smaller; conversely, if the roughness of the working surfaces of the inner and outer oil seal lips is less than 30 μm, the frictional torque of the hub bearing unit assembly will instead become larger because, as the roughness of the working surfaces of the inner and outer oil seal lips becomes smaller, it is not easy to store grease on the working surface of the lip, resulting in the working surface of the lip being in a dry friction state and the frictional torque becoming larger. Moreover, the smaller the roughness of the working surface of the lip, the larger the frictional torque. The roughness of the working surfaces of the inner and outer oil seal lips is preferably 30 - 50 μm. Second, if the roughness of the mating surface between the hub bearing and the sealing lip is greater than 0.9 μm, the lubrication state of the friction pair will change to dry friction, increasing the friction and wear between the friction pairs and causing seal failure; if the roughness of the mating surface with the sealing lip is less than 0.12 μm, the lubrication state of the friction pair is also likely to become dry friction because the roughness of the friction surface is low and the friction surface is smooth, causing the lubricating oil under the sealing lip to be squeezed out and thus unable to form an oil film, which also leads to an increase in the wear of the sealing lip. Most of the seals of current hub units are purchased externally. It is possible to require the manufacturer to control the roughness of the main and auxiliary lip surfaces within an ideal range; however, it is very difficult to control the roughness of the surface mating with the sealing lip because the surface where the current hub unit mates with the seal is either made of iron sheet or a non-grindable part (see Figure 2 ), resulting in the roughness of these surfaces generally being greater than 3.2 microns, which is the main factor causing extremely high frictional torque. The present utility model achieves the effect of reducing the frictional torque of the seal by controlling the roughness of the surface of the part in contact with the sealing lip, and the specific measures are as follows: Design the diameters of the contact parts between the inner flange 1 and the outer oil seal 2 and the inner oil seal 10 to be the same size (see Figure 7 ) so that the two surfaces can be ground by a grinding wheel at one time. Use a fine grinding wheel to process the roughness of these two outer circular surfaces to between 0.4 and 0.8 microns at one time, and combined with the control of the roughness of the sealing lip, finally reduce the friction loss of the seal friction pair.

Claims

1. A highly integrated intelligent wheel hub unit assembly, characterized in that: It comprises an inner flange (1), an outer oil seal (2), an outer rib (4), an outer flange (5), a tapered roller (7), an ABS signal acquisition system (8) and a temperature sensor (12); An inner raceway (101) is provided on the circumferential outer circle of the middle section of the inner flange (1); an inner flange plate (102) is radially extended from the outer end of the inner flange (1); and bolt holes are provided on the inner flange plate (102); An outer flange (501) is radially extended from the outer circle of the outer flange (5); bolt holes are arranged on the outer flange (501); the inner hole of the outer flange (5) is marked as a cylindrical section (502) and an outer raceway (503) from the inner end to the outer end; the outer raceway (503) is in the shape of a conical concave surface; the small diameter end of the outer raceway (503) is connected to the cylindrical section (502); the outer flange (5) is sleeved on the outer side of the inner flange (1); a mounting hole (504) is arranged on the outer circle of the outer flange (5) corresponding to the position of the outer raceway (503); a temperature sensor (12) is inserted and matched in the mounting hole (504); the temperature measuring head of the temperature sensor (12) is against the bottom of the mounting hole (504); a nut is used to lock the temperature sensor (12) at the opening of the mounting hole (504); The outer rib (4) comprises an outer rib body (401) and a step portion (402); the outer rib (4) is arranged on the outer end side of the outer flange (5); the step portion (402) extends into the outer raceway (503); the outer raceway (503), the inner raceway (101) and the step portion (402) together enclose a friction working portion; the tapered roller (7) is installed in the friction working portion; the tapered surface of the tapered roller (7) contacts the inner raceway (101) and the outer raceway (503), and the spherical base surface contacts the step portion (402); The outer oil seal (2) is arranged in the gap between the inner flange (1) and the outer rib (4); the outer oil seal (2) is arranged on the outer end side; the outer circle of the outer oil seal (2) and the outer rib body (401) are interference fit, and the lip and the outer circle of the inner flange (1) are sealing fit; The ABS signal acquisition system (8) comprises a housing (801), a gear ring (802) and an ABS sensor (803); the gear ring (802) is press-fitted onto the inner end of the inner flange (1); the housing (801) is arranged at the inner end of the outer flange (5); and the ABS sensor (803) is fixed to the outer flange (5) via the housing (801).

2. A highly integrated intelligent hub unit assembly according to claim 1, characterized in that: The outer retaining edge body (401) is fastened to the outer end surface of the outer flange (5) by means of screws (3).

3. A highly integrated intelligent hub unit assembly according to claim 1, characterized in that: The outer flange (5) is fixed to the steering knuckle or the connecting plate (6) of the suspension by means of bolts.

4. The highly integrated intelligent hub unit assembly according to claim 1, characterized in that: Fix the wheel rim to the inner flange (1) by tightening the bolts.

5. The highly integrated intelligent hub unit assembly according to claim 1, characterized in that: It also comprises a universal joint spherical shell (11); the universal joint spherical shell (11) is locked on the inner flange (1) by one or more combinations of thread, interference fit, riveting or spline assembly.

6. A highly integrated intelligent hub unit assembly according to claim 5, characterized in that: The inner flange (1) is connected to the universal joint spherical shell (11) through a thread; the thread pair of the right wheel hub unit assembly of the automobile is left-handed, and the thread pair of the left wheel hub unit assembly of the automobile is right-handed; when the universal joint spherical shell (11) is assembled, a high-strength thread locking glue is applied to the threaded part.

7. The highly integrated intelligent hub unit assembly according to claim 1, characterized in that: It also includes an inner oil seal (9); the inner oil seal (9) is arranged in the gap between the inner flange (1) and the outer flange (5); the inner oil seal (9) is arranged on the inner end side; the outer circle of the inner oil seal (9) and the inner hole of the cylindrical section (502) are interference fit, and the lip and the outer circle of the inner flange (1) are sealing fit.

8. The highly integrated intelligent hub unit assembly according to claim 1, characterized in that: The semi-cone angle of the outer raceway (503) ranges from 1.5° to 40°.

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