Vibration reduction type vehicle hub bearing structure with acoustic black holes
By combining the design of the wheel hub bearing with the design of the damping material, the problems of vibration and noise during vehicle driving are solved, and a vibration-reducing design applied to the vehicle hub is realized. Combined with the damping material and the acoustic black hole structure, the vehicle's vibration reduction effect and noise reduction performance are improved.
Patent Information
- Application Number
- CN202423027768.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-09
- Publication Date
- 2025-09-23
- Estimated Expiration
- 2034-12-09
AI Technical Summary
Existing vehicle wheel hub bearings are unable to effectively absorb vibration and noise during vehicle driving, causing vibration and noise to be transmitted to the chassis, affecting passenger comfort.
A groove is set at the extended end of the inner shaft of the hub bearing to form an acoustic black hole structure, and combined with damping material, the thickness design with exponential decreases absorbs and consumes vibrations, and the groove design of the inner and outer rings is combined to improve the vibration reduction effect.
It effectively absorbs and consumes vibrations, weakens the transmission of vibrations from the bearing to the chassis, reduces noise, and improves passenger comfort. At the same time, it simplifies processing, reduces the weight and cost of the wheel hub bearing, and improves passenger comfort.
Smart Images
Figure CN223374903U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of vehicle hubs, in particular to a vibration-reducing vehicle hub bearing structure with an acoustic black hole. Background Art
[0002] The wheel hub vibration reduction system consists of the wheel hub assembly, shock absorber, and support system. The shock absorber, composed of elastic elements, damping elements, and dampers, converts vibration energy transmitted from the road surface to kinetic energy through the damping elements, and then converts the kinetic energy into mechanical energy through the elastic elements. When the wheel is excited, vibration and noise are generated. During driving, the vehicle is subject to excitation from the road surface and rolling resistance generated by the rolling tires, which together generate a torque (dynamic load) on the wheel hub system.
[0003] Acoustic black holes (ABHs) introduce the concept of black holes from astrophysics into the field of wave motion and acoustic vibration, proposing it as a completely new concept. Currently, the primary method for achieving the acoustic black hole effect is to vary the thickness of a structure according to a power function. When flexural waves propagate through a structure with variable thickness, the phase and group velocities of the flexural waves decrease accordingly as the thickness decreases according to a power function. Ideally, when the thickness is reduced to zero, the wave velocity at the edge of the structure is reduced to zero, achieving zero wave reflection and concentrating all wave energy at the tip of the structure. Through structural damping and the damping materials attached to the structure, energy absorption or vibration and noise reduction is achieved.
[0004] To this end, we studied the combination of acoustic black holes and wheel hub bearings, and proposed a vibration-reducing vehicle wheel hub bearing structure with acoustic black holes. Utility Model Content
[0005] The purpose of the utility model is to propose a vibration-damping vehicle hub bearing structure with an acoustic black hole, which absorbs certain vibrations during vehicle driving, improves the stability of the hub bearing operation, weakens the vibration transmission to the chassis, and reduces noise.
[0006] The technical solution adopted by the utility model is: a vibration-damping vehicle hub bearing structure with an acoustic black hole, the hub bearing comprising an inner shaft, an outer ring and a rolling element therebetween, and flanges are provided on the outer circumferential surfaces of the inner shaft and the outer ring;
[0007] The inner shaft has an extended end extending to the outside of the outer ring, and a first groove is provided on the end surface of the extended end, so that the extended end forms an annular structure surrounding the first groove, and the wall thickness of the annular structure decreases exponentially from the bottom of the first groove to the groove mouth, forming an annular first acoustic black hole portion;
[0008] A second annular groove is provided on the outer circumferential surface of the extending end.
[0009] As a preferred solution, the maximum length of the second groove in the axial direction of the extension end is smaller than the depth of the first groove in the axial direction of the extension end.
[0010] As a preferred solution, a first damping material is provided in the first groove at a weak position near the end of the first acoustic black hole portion.
[0011] As a preferred solution, at least a portion of the first damping material extends axially at the extension end to and overlaps with the second groove.
[0012] As a preferred solution, the first damping material is an annular thin-walled pad that fits the first groove.
[0013] As a preferred solution, a cavity communicating with the first groove is provided at the center of the inner shaft.
[0014] As a preferred solution, a second damping material is provided in the cavity.
[0015] As a preferred solution, the second damping material is in a columnar shape that fits the cavity.
[0016] Compared with the prior art, the beneficial effects of the present invention are:
[0017] 1. By providing a groove at the end of the inner shaft of the wheel hub bearing, an acoustic black hole structure is formed, which collects and consumes part of the vibration, thereby achieving a vibration reduction effect. During vehicle driving, it can reduce the vibration transmission from the bearing to the chassis, reduce noise, and improve passenger comfort;
[0018] 2. The first groove and the second groove are respectively located on the end surface and the circumferential surface, and the vibration reduction characteristics are improved through the coupling of the two;
[0019] 3. Reasonably set the damping material to further improve the energy absorption and vibration reduction effects.
[0020] 4. The groove is a body of revolution and is reflected on the hub bearing in the form of material removal, which facilitates processing and reduces the weight of the hub bearing. BRIEF DESCRIPTION OF THE DRAWINGS
[0021] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.
[0022] Figure 1 It is a schematic diagram of the overall cross section of the utility model;
[0023] Figure 2 It is a cross-sectional schematic diagram of the extension end of the utility model;
[0024] Figure 3 This is a simulation model diagram of the utility model.
[0025] Figure numerals: 1. inner shaft, 2. outer ring, 3. rolling element, 4. flange, 5. extension end, 6. first groove, 7. first acoustic black hole portion, 8. second groove, 9. first damping material, 10. cavity, 11. second damping material. DETAILED DESCRIPTION
[0026] The present invention is described in detail below by way of exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may also be beneficially combined in other embodiments.
[0027] It should be noted that: unless otherwise defined, the technical or scientific terms used herein shall have the usual meanings understood by persons of ordinary skill in the field to which the present invention belongs. The words "one", "an" or "the" and the like used in the specification and claims of the present utility model patent application do not express quantity restrictions, but rather indicate the presence of at least one; the words "first", "second" and "third" used herein shall not be regarded as restrictions on the order of components, but merely serve to distinguish different components; words such as "include" or "comprise" indicate that the elements or objects appearing before "include" or "comprise" include the elements or objects listed after "include" or "comprise" and their equivalents, but do not exclude other elements or objects with the same function.
[0028] In order to more clearly describe the specific structural composition of the vibration-damping vehicle hub bearing structure with acoustic black hole, Figure 1-2 Describe this embodiment:
[0029] like Figure 1 As shown, a vibration-damping vehicle hub bearing structure with an acoustic black hole is provided. The hub bearing comprises an inner shaft 1, an outer ring 2, and rolling elements 3 located therebetween. Flanges 4 are provided on the outer circumferential surfaces of the inner shaft 1 and the outer ring 2, and the two are connected to different components via their respective flanges.
[0030] See Figure 2 The inner shaft 1 has an extension end 5 extending to the outside of the outer ring 2. A first groove 6 is provided on the end surface of the extension end 5, so that the extension end 5 forms an annular structure surrounding the first groove 6. From the bottom of the first groove 6 to the groove mouth, the wall thickness of the annular structure decreases in a power exponential form to form an annular first acoustic black hole portion 7. The symmetry line of the first groove 6 coincides with the central axis of the extension end 5. In the axial direction toward the end surface of the extension end 5 (in Figure 2The thickness of the first acoustic black hole portion 7 decreases in a power exponential manner in the radial direction. A second annular groove 8 is provided on the outer circumferential surface of the extension end 5. The symmetry line of the second groove 8 is perpendicular to the symmetry line of the first groove 6. The symmetry line of the groove refers to the symmetry line of the function curve at its cross section. The groove is located at the end of the inner shaft 1 outside the outer ring 2. The vibration of the hub bearing is Figure 2 The vibration is transmitted from bottom to top. As the first acoustic black hole part 7 gradually becomes thinner, the amplitude gradually increases, and the wavelength gradually shortens due to the damping of the first acoustic black hole part 7 itself, which has the effect of absorbing energy. The first groove 6 and the second groove 8 are respectively located on the end face and the circumferential surface. Through the coupling of the two, the vibration reduction characteristics are improved. In the transmission process, the vibration is further concentrated at the second groove 8, and the energy absorption effect is better.
[0031] By providing grooves at the ends of the inner shaft 1 of the wheel hub bearing, vibrations are concentrated and dissipated, achieving a vibration reduction effect. This reduces vibration transmission from the bearing to the chassis during vehicle operation, reducing noise and improving passenger comfort. The grooves (first groove 6 and second groove 8) are incorporated into the wheel hub bearing by removing material, facilitating machining and reducing its weight.
[0032] The function followed by the groove is h(x) = ε m +c(m≥2), x is a different point on the acoustic black hole structure, h(x) represents the thickness of the acoustic black hole at different x, m is the order of change of its thickness, ε represents the slope value of the point on the longitudinal section, wherein the first groove 6 takes the central axis of the extension end 5 as the symmetry line, and the intersection of the symmetry line and the lowest end of its thickness is the coordinate origin. The axial thickness of the first acoustic black hole part 7 increases from the central axis to the outer circumference, while in the axial direction, the radial thickness decreases. The symmetry line of the second groove 8 is at Figure 2 As shown in FIG, the coordinate origin is located at the intersection of the symmetry line and the deepest point of the second groove 8.
[0033] See Figure 2 The maximum length of the second groove 8 in the axial direction of the extension end 5 is smaller than the depth of the first groove 6 in the axial direction of the extension end 5, which is conducive to the coupling effect between the two.
[0034] A first damping material 9 is disposed within the first groove 6 at a weak point near the end of the first acoustic black hole 7. At least a portion of the first damping material 9 extends axially beyond the extension end 5 and overlaps with the second groove 8. The damping material is disposed at this location to optimize the vibration reduction effect. Specifically, the first damping material 9 is a thin-walled, annular pad that fits within the first groove 6 and can be made of damping rubber or a damping alloy with a uniform thickness.
[0035] A cavity 10 connected to the first groove 6 is set at the center of the inner shaft 1, and a second damping material 11 is set in the cavity 10. The second damping material 11 is columnar and fits the cavity 10. The vibration not absorbed by the first groove 6, the second groove 8, and the first damping material 9 is partially absorbed by the second damping material 11 during the transmission process along the inner shaft 1, further increasing the vibration reduction effect.
[0036] Figure 3 From the comparison of simulation examples, it can be seen that this structural model has an excellent effect on absorbing high-frequency vibrations, a good effect on vibration aggregation in the mid-frequency band, a smoother fluctuation curve, and resonance in the 7000 Hz frequency band. After adding damping and the acoustic black hole model, the amplitude reduction effect is obvious.
[0037] Parts not described in detail in this embodiment are prior art.
[0038] It should be noted that although the present invention has been described through the above embodiments, the present invention may also have other various embodiments. Without departing from the spirit and scope of the present invention, it is obvious that those skilled in the art may make various corresponding changes and modifications to the present invention, and such changes and modifications shall fall within the scope of protection of the appended claims and their equivalents.
Claims
1. A vibration-damping vehicle hub bearing structure with an acoustic black hole, the hub bearing comprising an inner shaft (1), an outer ring (2), and a rolling element (3) disposed therebetween, wherein flanges (4) are provided on the outer circumferential surfaces of the inner shaft (1) and the outer ring (2), and wherein: The inner shaft (1) has an extension end (5) extending to the outside of the outer ring (2), and a first groove (6) is provided on the end surface of the extension end (5), so that the extension end (5) forms an annular structure surrounding the first groove (6), and the wall thickness of the annular structure decreases in a power exponential form from the bottom of the first groove (6) to the groove mouth, forming an annular first acoustic black hole portion (7); A second annular groove (8) is provided on the outer circumferential surface of the extension end (5).
2. The vibration-damping vehicle wheel hub bearing structure with an acoustic black hole according to claim 1, characterized in that: The maximum length of the second groove (8) in the axial direction of the extension end (5) is smaller than the depth of the first groove (6) in the axial direction of the extension end (5).
3. The vibration-damping vehicle wheel hub bearing structure with an acoustic black hole according to claim 1, characterized in that: A first damping material (9) is provided in the first groove (6) at a weak position close to the end of the first acoustic black hole portion (7).
4. The vibration-damping vehicle wheel hub bearing structure with an acoustic black hole according to claim 3, characterized in that: At least a portion of the first damping material (9) extends axially at the extension end (5) to overlap with the second groove (8).
5. The vibration-damping vehicle wheel hub bearing structure with an acoustic black hole according to claim 3 or 4, characterized in that: The first damping material (9) is an annular thin-walled pad that fits the first groove (6).
6. The vibration-damping vehicle hub bearing structure with an acoustic black hole according to claim 1, characterized in that: A cavity (10) communicating with the first groove (6) is provided at the center of the inner shaft (1).
7. The vibration-damping vehicle hub bearing structure with an acoustic black hole according to claim 6, characterized in that: A second damping material (11) is arranged in the cavity (10).
8. The vibration-damping vehicle wheel hub bearing structure with an acoustic black hole according to claim 7, characterized in that: The second damping material (11) is in a columnar shape that fits the cavity (10).