Hub assembly and automobile

Abstract

The hub assembly comprises a hub support and a supporting bearing installed on the hub support, the supporting bearing comprises an inner ring, an outer ring and a plurality of rolling bodies arranged between the inner ring and the outer ring, the axial end of the outer ring is fixedly connected to the hub support, and the axial end of the outer ring is fixedly connected to the hub support. The outer wall of the inner ring is sleeved with a first signal ring and a second signal ring at intervals along the axis of the inner ring. Moreover, the hub assembly further comprises a first wheel speed sensor corresponding to the first signal ring and a second wheel speed sensor corresponding to the second signal ring, the first wheel speed sensor and the second wheel speed sensor are used for being in communication connection with different controllers respectively, the wheel speed signal redundancy design is achieved, and the fault tolerance of wheel speed detection is improved; the two paths of wheel speed signals are mutually backed up, so that an automobile with the hub assembly can more stably detect the wheel speed, and an intelligent driving system is more reliable.

Description

Technical Field

[0001] This utility model relates to the field of vehicle parts technology, and in particular to a wheel hub assembly that can be used in automobiles. Background Technology

[0002] For modern automobiles, wheel speed information is essential. Vehicle dynamic control systems, electronic stability programs, anti-lock braking systems, and automatic transmission control systems all require accurate and reliable wheel speed information to ensure the proper functioning of their components. An abnormality in any wheel speed directly leads to functional degradation and loss of vehicle functionality. Furthermore, with the rapid development of intelligent assisted driving and autonomous driving, the level of automation in the automotive field is increasing. According to the requirements of advanced intelligent driving, Level 3 autonomous driving requires redundancy in perception, controllers, and actuators.

[0003] Currently, traditional vehicles have a single wheel speed sensor at each wheel end. Even with redundant wheel speed detection design, the communication signals between the two wheel speed sensors are still in series. When the output end of the wheel hub bearing fails, the series redundant sensor cannot play a true redundant protection role, causing the vehicle to lose wheel speed information and the vehicle to malfunction.

[0004] Furthermore, advanced autonomous driving systems have high requirements for signal transmission speed, demanding fast transmission speed, low latency, and precise response. The current situation, with only a single set of data, cannot meet the combined needs of the central controller and distributed controllers. Therefore, it is necessary to place the data on a single controller, sacrificing some functional requirements. Utility Model Content

[0005] The purpose of this invention is to solve the technical problem in the prior art where each wheel of a car is equipped with a separate wheel speed sensor. Even with redundant wheel speed detection design, the communication signals between the two wheel speed sensors are connected in series. When the wheel speed detection on a single wheel bearing fails, the series redundant sensors cannot play a true redundant protection role, resulting in the loss of wheel speed information and abnormal vehicle function.

[0006] To solve the above-mentioned technical problems, the present invention discloses a wheel hub assembly, including a wheel hub bracket and a support bearing mounted on the wheel hub bracket.

[0007] The support bearing includes an inner ring, an outer ring, and multiple rolling elements disposed between the inner and outer rings. One end of the outer ring is fixedly connected to the hub bracket along the axial direction, and the outer wall of the inner ring is fitted with a first signal ring and a second signal ring at intervals along its axis.

[0008] Furthermore, the wheel hub assembly also includes a first wheel speed sensor corresponding to the first signal ring and a second wheel speed sensor corresponding to the second signal ring.

[0009] Using the above technical solution, this wheel hub assembly is mounted on the vehicle body via a wheel hub bracket. The vehicle's axle is assembled on the inner ring, and the inner ring of the support bearing can rotate together with the axle and the wheel. The outer wall of the inner ring is fitted with a first signal ring and a second signal ring at intervals along its axis. The first wheel speed sensor and the second wheel speed sensor respectively collect the rotational speed of the inner ring (that is, the rotational speed of the axle and the wheel) through the first signal ring and the second signal ring. Even if either the first wheel speed sensor or the second wheel speed sensor fails, it will not affect the signal collection of the other sensor.

[0010] Therefore, this wheel hub assembly cleverly incorporates two sets of sensors for detecting wheel speed, which collect signals from different signal rings. Furthermore, since the first and second signal rings are spaced apart, even if one signal ring is damaged, it will not affect the other signal ring, thus reducing the probability of failure in the vehicle's wheel speed detection system.

[0011] The present invention also discloses a wheel hub assembly, wherein a first signal ring is sleeved on the middle part of the inner ring along the axial direction, and a first mounting hole is formed on the outer ring at the position corresponding to the first signal ring, and a first wheel speed sensor is installed in the first mounting hole to be arranged opposite to the first signal ring.

[0012] The second signal ring is sleeved on one end of the inner ring along the axial direction near the hub bracket, and the second wheel speed sensor is mounted on the hub bracket and positioned opposite to the second signal ring.

[0013] Using the above technical solution, the first signal ring is fitted onto the middle of the inner ring along the axial direction. The first wheel speed sensor can be securely mounted on the outer ring through the first mounting hole, ensuring that the rotational speed signal of the first signal ring mounted on the inner ring can be acquired. The second signal ring is fitted onto the end of the inner ring along the axial direction near the hub bracket, and the second wheel speed sensor is mounted on the hub bracket. This reduces the load on the outer ring while ensuring that the rotational speed signal of the second signal ring mounted on the inner ring can be acquired. Furthermore, sufficient distance is maintained between the second signal ring and the first signal ring to avoid interference between them.

[0014] The present invention also discloses a wheel hub assembly, wherein the first wheel speed sensor and the second wheel speed sensor can be respectively configured as either a magnetoresistive wheel speed sensor or a Hall effect wheel speed sensor.

[0015] Furthermore, the first signal ring is configured as a magnetic ring, and the second signal ring is configured as a powder metallurgy gear ring.

[0016] Alternatively, the first signal ring can be configured as a powder metallurgy gear ring, and the second signal ring can be configured as a magnetic ring.

[0017] Using the above technical solution, the first and second signal rings are made of different materials. The magnetic ring is typically made of magnetic material and possesses stable magnetic properties. When the wheel rotates, the change in the magnetic field of the magnetic ring can be detected by the corresponding wheel speed sensor, thereby calculating the wheel's rotational speed. The powder metallurgy toothed ring is manufactured using powder metallurgy technology, featuring high precision and wear resistance. The teeth on the powder metallurgy toothed ring can cooperate with the sensing part of the corresponding wheel speed sensor to generate an electrical signal reflecting the wheel's rotational speed. Because the two signal rings have different characteristics and different failure modes, simultaneous failure can be avoided, ensuring that at least one wheel speed detection signal can be fed back to the corresponding controller, thus improving fault tolerance.

[0018] Furthermore, the first wheel speed sensor and the second wheel speed sensor can be configured as either a magnetoresistive wheel speed sensor or a Hall effect wheel speed sensor. Magnetoresistive sensors are generally less expensive and more durable, while Hall effect sensors have higher accuracy and reliability, thus meeting different application requirements.

[0019] The present invention also discloses a wheel hub assembly, wherein a first mounting hole extends radially along the outer ring and penetrates the side wall of the outer ring, and the sensing part of the first wheel speed sensor extends into the first mounting hole and is transitionally assembled with the first mounting hole.

[0020] The wheel hub bracket has a second mounting hole, and the sensing part of the second wheel speed sensor extends into the second mounting hole and is transitionally fitted with the second mounting hole.

[0021] By adopting the above technical solution, the sensing part of the first wheel speed sensor is transitionally mounted in the first mounting hole of the outer ring, which can ensure that the sensing part of the first wheel speed sensor is accurately facing the first signal ring; the sensing part of the second wheel speed sensor is transitionally mounted in the second mounting hole of the wheel hub bracket, which can ensure that the sensing part of the second wheel speed sensor is accurately facing the second signal ring. Through the above assembly structure, the risk of the first wheel speed sensor and the second wheel speed sensor shaking can be reduced, thereby improving the assembly stability of the first wheel speed sensor and the second wheel speed sensor.

[0022] The present invention also discloses a wheel hub assembly, wherein an auxiliary seal is provided between the sensing part of the first wheel speed sensor and the first mounting hole. The auxiliary seal is configured as a rubber body that is vulcanized and connected to the sensing part of the first wheel speed sensor and the inner wall of the first mounting hole.

[0023] By adopting the above technical solution, the auxiliary seal set between the sensing part of the first wheel speed sensor and the first mounting hole can prevent external impurities from entering between the first wheel speed sensor and the first signal ring from the first mounting hole, avoid errors in the rotational speed signal detected by the first wheel speed sensor and ensure the accuracy of the wheel speed signal detected by the first wheel speed sensor.

[0024] The present invention also discloses a wheel hub assembly, wherein a plurality of protrusions are provided at intervals along the circumferential direction at one end of the outer ring along the axial direction, and each of the plurality of protrusions is provided with a connecting hole, and the connecting holes of the plurality of protrusions on the outer ring are penetrated by fasteners and connected to the wheel hub bracket.

[0025] The inner ring includes a flange and an inner ring base that is interference-fitted to one end of the flange near the hub bracket. Multiple rolling elements are disposed within a cavity enclosed by the outer ring, the flange, and the inner ring base.

[0026] Furthermore, seals are provided between the end of the outer ring away from the hub bracket and the flange, and between the end of the outer ring near the hub bracket and the inner ring base.

[0027] With the above technical solution, multiple protruding connecting holes on the outer ring are connected to the hub bracket by fasteners, ensuring that the outer ring is securely mounted on the hub bracket. Sealing elements are provided between the end of the outer ring away from the hub bracket and the flange, and between the end of the outer ring near the hub bracket and the inner ring base, to prevent external impurities from entering the space between the outer ring, the flange, and the inner ring base that accommodates multiple rolling elements, thus avoiding damage to the rolling elements and extending the service life of the support bearing.

[0028] The present invention also discloses a wheel hub assembly, wherein a plurality of rolling elements are configured as follows: a first rolling element disposed between the outer wall surface of the flange and the corresponding inner wall surface of the outer ring, and a second rolling element disposed between the outer wall surface of the inner ring base and the corresponding inner wall surface of the outer ring.

[0029] Furthermore, cages are provided between the flange and the inner ring base, and between the flange and the outer ring, for separately assembling a set of first rolling elements and a set of second rolling elements.

[0030] By adopting the above technical solution, a set of first rolling elements between the outer wall surface of the flange and the corresponding inner wall surface of the outer ring, and a set of second rolling elements between the outer wall surface of the inner ring base and the corresponding inner wall surface of the outer ring, distribute the load to the two sets of rolling elements. The support bearing can withstand greater radial and axial loads and provides better support for the axle sleeved on the inner side of the inner ring.

[0031] The present invention also discloses a hub assembly, wherein the outer wall surface of the flange has a positioning shoulder extending circumferentially, and a first signal ring is interference-fitted onto the outer wall surface of the flange, with one end abutting against the positioning shoulder.

[0032] Furthermore, the second signal ring is interference-fitted onto the outer wall surface of the inner ring substrate.

[0033] Alternatively, the seal between the outer ring and the inner ring substrate is assembled on the outer wall surface of the inner ring substrate, and the second signal ring is integrated into the seal.

[0034] Using the above technical solution, the positioning shoulder on the flange can axially position the first signal ring, thereby assembling the first signal ring more accurately and ensuring that the first wheel speed sensor can detect the signal of the first signal ring. When the second signal ring is interference-fitted onto the outer wall of the inner ring base, the second signal ring can be reliably assembled on the inner ring base and will not easily slip relative to the inner ring base, ensuring that the rotational speed of the second signal ring collected by the second wheel speed sensor is basically without error from the rotational speed of the inner ring base. When the second signal ring is integrated into the seal assembled on the inner ring base, the assembly difficulty between the second signal ring and the inner ring base can be simplified.

[0035] The present invention also discloses a wheel hub assembly, wherein a first wheel speed sensor and a second wheel speed sensor are used to communicate with different controllers respectively.

[0036] By adopting the above technical solution, the first wheel speed sensor and the second wheel speed sensor transmit the collected wheel speed signals to different controllers respectively, realizing the redundancy design of wheel speed signals and improving the fault tolerance of wheel speed detection.

[0037] The present invention also discloses an automobile, including a vehicle controller, a wheel-end brake controller, and any of the above-mentioned wheel hub assemblies, wherein a first wheel speed sensor is communicatively connected to the wheel-end brake controller, and a second wheel speed sensor is communicatively connected to the inner ring base vehicle controller.

[0038] Using the above technical solution, the wheel-end brake controller of this vehicle can receive wheel speed signals collected by the first wheel speed sensor to complete rapid wheel-end braking control, while the vehicle controller can receive wheel speed signals collected by the second wheel speed sensor to complete vehicle driving control. The two wheel speed signals do not interfere with each other, have high transmission speeds and low signal delays, enabling the vehicle system to respond quickly. Simultaneously, the wheel speed signals acquired by the vehicle controller and the wheel-end brake controller serve as backups for each other, improving the reliability of the vehicle's intelligent driving system.

[0039] The beneficial effects of the utility model are:

[0040] This utility model discloses a wheel hub assembly, including a wheel hub bracket and a support bearing mounted on the wheel hub bracket. The support bearing includes an inner ring, an outer ring, and multiple rolling elements disposed between the inner and outer rings. One end of the outer ring is fixedly connected to the wheel hub bracket along the axial direction. Two signal rings are spaced apart along the outer wall of the inner ring. Two independent speed sensors are installed to detect the speed on different signal rings and are communicatively connected to different controllers. This wheel hub assembly cleverly incorporates two sets of sensors for detecting wheel speed, collecting signals from different signal rings, achieving a redundant design for wheel speed signals and improving the fault tolerance of wheel speed detection. Furthermore, because the first and second signal rings are spaced apart, even if one signal ring is damaged, it will not necessarily affect the other signal ring, reducing the probability of failure in the vehicle's wheel speed detection system. Attached Figure Description

[0041] Figure 1 A schematic diagram of a wheel hub assembly provided for an embodiment of this utility model;

[0042] Figure 2 A schematic diagram of the supporting bearing (outer ring removed), the first wheel speed sensor, and the second wheel speed sensor of the wheel hub assembly provided in an embodiment of this utility model;

[0043] Figure 3 Axle sectional view of the support bearing and the first wheel speed sensor of the wheel hub assembly provided for an embodiment of the present invention.

[0044] Description of Reference Numerals

[0045] 10. Wheel assembly;

[0046] 100. Wheel hub bracket; 110. Second mounting hole;

[0047] 200. Support bearing;

[0048] 210. Inner ring; 211. Flange; 212. Inner ring base; 213. Locating shoulder;

[0049] 220. Outer ring; 221. Protruding platform; 222. Connecting hole; 223. First assembly hole;

[0050] 230. Rolling element; 231. First rolling element; 232. Second rolling element; 233. Cage;

[0051] 240. Seals;

[0052] 300, First signal loop; 310, First wheel speed sensor;

[0053] 400, Second signal loop; 410, Second wheel speed sensor. Detailed Implementation

[0054] Current traditional vehicle designs equip each wheel with a single wheel speed sensor. Even with redundant wheel speed detection, the communication signals between these two sensors are still connected in series. If the output of the wheel bearing fails, the entire series communication link will fail, preventing the redundant sensor from fulfilling its protective function. Ultimately, the vehicle will lose wheel speed information, leading to abnormal vehicle functions.

[0055] Furthermore, advanced intelligent driving systems have stringent requirements for signal transmission speed, demanding high-speed transmission, low latency, and precise response. However, the current system, which uses only a single set of wheel speed data for output, cannot meet the shared needs of both the central and distributed controllers. This forces designers to centralize data processing on a single controller, inevitably leading to compromises and omissions in some functional requirements.

[0056] To address this, the present invention provides a wheel hub assembly, including a wheel hub bracket and a support bearing mounted on the wheel hub bracket. The support bearing includes an inner ring, an outer ring, and multiple rolling elements disposed between the inner and outer rings. One axial end of the outer ring is fixedly connected to the wheel hub bracket, while the inner ring of the support bearing is used to fix the axle. The inner ring can rotate together with the axle and the wheel. Multiple signal rings are spaced along the axis of the outer wall of the inner ring. Different wheel speed sensors collect the rotational speed of different signal rings. Even if one wheel speed signal fails, it will not necessarily affect the wheel speed signals of other wheel speed signals, reducing the probability of failure in the vehicle's wheel speed detection system. This achieves a redundant design for wheel speed signals, improves the fault tolerance of wheel speed detection, and thus meets the signal transmission speed requirements of high-level intelligent driving systems.

[0057] In order to make the purpose, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0058] like Figure 1-Figure 3 As shown, an embodiment of the present invention discloses a wheel hub assembly 10, including a wheel hub bracket 100 and a support bearing 200 mounted on the wheel hub bracket 100.

[0059] The support bearing 200 includes an inner ring 210, an outer ring 220, and a plurality of rolling elements 230 disposed between the inner ring 210 and the outer ring 220. One end of the outer ring 220 is fixedly connected to the hub bracket 100 along the axial direction. The outer wall of the inner ring 210 is provided with a first signal ring 300 and a second signal ring 400 at intervals along its axis.

[0060] It should be noted that the support bearing 200 is used in various rotating machinery to support rotating shafts or other moving parts, reduce friction and wear, and ensure smooth rotation.

[0061] The outer ring 220 of the support bearing 200 is usually fitted with the bearing housing or other stationary parts of the machine. The outer surface of the outer ring 220 is used to fix the support bearing 200 and provide necessary support. For example, in this embodiment, the outer ring 220 of the support bearing 200 is fixedly connected to the hub bracket 100. Specifically, it can be fixedly connected by a detachable connection method such as screw connection or snap connection, so as to facilitate the disassembly and assembly of the support bearing 200.

[0062] The inner ring 210 of the support bearing 200 is typically tightly fitted to the shaft and rotates with the shaft. The inner hole of the inner ring 210 is used to mount the shaft and transmit the rotational force of the shaft. For example, in this embodiment, the axle of a car (which may be a drive axle or a non-drive axle) is mounted on the inner ring 210. The axle and the inner ring 210 can be fastened together by means of key connection, interference fit, etc., thereby ensuring that when the axle rotates, the inner ring 210 can rotate with the axle.

[0063] On the support bearing 200, multiple rolling elements 230 located between the inner ring 210 and the outer ring 220 reduce the friction between the inner ring 210 and the outer ring 220 by rolling. The shape and number of rolling elements 230 affect the load-bearing capacity and rotational accuracy of the support bearing 200. For example, in this embodiment, two sets of rolling elements 230 can be arranged axially between the inner ring 210 and the outer ring 220 to improve the load-bearing capacity of the support bearing 200.

[0064] Furthermore, in order to evenly separate the multiple rolling elements 230 in a set of rolling elements 230, a cage 233 is required to be fitted on the outer surface of the inner ring 210 to restrict the rolling elements 230. The cage 233 can prevent the multiple rolling elements 230 from colliding with each other during rotation, and the cage 233 also helps to maintain the correct position of the rolling elements 230, thereby improving the stability and durability of the bearing.

[0065] Furthermore, the wheel hub assembly 10 also includes a first wheel speed sensor 310 corresponding to the first signal ring 300, and a second wheel speed sensor 410 corresponding to the second signal ring 400.

[0066] In this embodiment, the wheel hub assembly 10 is mounted on the vehicle body via the wheel hub bracket 100. The vehicle's axle is fitted onto the inner ring 210. The inner ring 210 of the support bearing 200 can rotate together with the axle and the wheel. The outer wall of the inner ring 210 is fitted with a first signal ring 300 and a second signal ring 400 at intervals along its axis. The first wheel speed sensor 310 and the second wheel speed sensor 410 respectively collect the rotational speed of the inner ring 210 (that is, the rotational speed of the axle and the wheel) through the first signal ring 300 and the second signal ring 400. Even if either the first wheel speed sensor 310 or the second wheel speed sensor 410 fails, it will not affect the signal collected by the other sensor.

[0067] Therefore, this wheel hub assembly 10 cleverly incorporates two sets of sensors for detecting wheel speed, which collect signals from different signal loops to improve the fault tolerance of wheel speed detection. Furthermore, since the first signal loop 300 and the second signal loop 400 are spaced apart, even if one signal loop is damaged, it will not necessarily affect the other signal loop, thus reducing the probability of failure of the vehicle wheel speed detection system.

[0068] The specific structure of the support bearing 200 will be described in detail below.

[0069] The support bearing 200 includes an inner ring 210, an outer ring 220, and a plurality of rolling elements 230 disposed between the inner ring 210 and the outer ring 220. The outer ring 220 is connected to the hub bracket 100 to fix the support bearing 200, and the inner ring 210 is fixedly connected to the axle to support the axle.

[0070] Alternatively, in one embodiment, one end of the outer ring 220 along the axial direction (see...) Figure 1 At the right end of the outer ring 220, multiple protrusions 221 are provided at intervals along the circumference, and each protrusion 221 is provided with a connecting hole 222. The connecting holes 222 of the multiple protrusions 221 on the outer ring 220 are penetrated by fasteners and connected to the hub bracket 100. The fasteners can be bolts commonly used in the art.

[0071] The number of protruding surfaces 221 can be four, five, six or other quantities. The outer ring 220 can be formed by casting, and the protruding surfaces 221 are integrally formed at one end of the outer ring 220.

[0072] The inner ring 210 includes a flange 211 and an interference fit at the end of the flange 211 near the hub bracket 100 (see [link]). Figure 3 The inner ring base 212 (right end of the outer ring 220) and multiple rolling elements 230 are disposed in the accommodating cavity surrounded by the outer ring 220, flange 211 and inner ring base 212.

[0073] Furthermore, seals 240 are provided between the end of the outer ring 220 away from the hub bracket 100 and the flange 211, and between the end of the outer ring 220 near the hub bracket 100 and the inner ring base 212. It should be noted that the seal 240 can be a gasket commonly used in the art.

[0074] The flange 211 extends from the end opposite to the hub bracket 100 to the outside of the outer ring 220 and forms a disc-shaped structure extending circumferentially. The end of the flange 211 opposite to the hub bracket 100 can be used to install the brake disc. The inner ring base 212 is fitted on the end of the flange 211 near the hub bracket 100.

[0075] like Figure 2 and Figure 3 As shown, a spline is formed on the inner wall of the flange 211 near the hub bracket 100. The axle is assembled to the inner side of the flange 211 and is assembled with the flange 211 through the spline. When the axle rotates, it can drive the flange 211 and the inner ring base 212 to rotate together.

[0076] Furthermore, a set of first rolling elements 231 are provided between the outer wall surface of the flange 211 and the corresponding inner wall surface of the outer ring 220, and a set of second rolling elements 232 are provided between the outer wall surface of the inner ring base 212 and the corresponding inner wall surface of the outer ring 220.

[0077] Furthermore, a retainer 233 is provided between the flange 211 and the inner ring base 212, and between the flange 211 and the outer ring 220, which is equipped with a set of first rolling elements 231 and a set of second rolling elements 232 respectively.

[0078] In this embodiment, a set of first rolling elements 231 between the outer wall surface of the flange 211 and the corresponding inner wall surface of the outer ring 220, and a set of second rolling elements 232 between the outer wall surface of the inner ring base 212 and the corresponding inner wall surface of the outer ring 220, distribute the load across the two sets of rolling elements 230. This allows the support bearing 200 to withstand greater radial and axial loads and provides better support for the axle fitted inside the inner ring 210. It should be noted that in this embodiment, both the first rolling elements 231 and the second rolling elements 232 are spherical balls. However, the rolling elements 230 can also be wedge-shaped or cylindrical, etc., and this embodiment does not specifically limit this.

[0079] Of course, the specific structure of the support bearing 200 is not limited to the structure disclosed in the above embodiments. Those skilled in the art can design it according to actual conditions and specific needs. This embodiment does not make specific limitations in this regard.

[0080] The assembly of the signal loop is described in detail below.

[0081] like Figure 3 As shown, in one embodiment, a first signal ring 300 is fitted onto the middle of the inner ring 210 along the axial direction, and a second signal ring 400 is fitted onto one end of the inner ring 210 along the axial direction near the hub bracket 100. Sufficient spacing is maintained between the second signal ring 400 and the first signal ring 300 to avoid interference. Furthermore, the first signal ring 300, located in the middle of the inner ring 210, is contained within the cavity formed by the outer ring 220 and the flange 211, making it less susceptible to damage from other structures and ensuring that the first wheel speed sensor 310 can accurately detect the rotational speed signal of the first signal ring 300. The second signal ring 400, located at one end of the inner ring 210, is positioned outside the cavity formed by the outer ring 220 and the flange 211, facilitating disassembly and assembly, providing good maintainability, and not excessively occupying the space between the outer ring 220 and the flange 211.

[0082] Of course, those skilled in the art can design the specific assembly positions of the first signal ring 300 and the second signal ring 400 according to actual conditions and specific needs, and this embodiment does not make specific limitations in this regard.

[0083] Optionally, such as Figure 3 As shown, in one embodiment, the outer wall surface of the flange 211 has a positioning shoulder 213 extending circumferentially. The first signal ring 300 is interference-fitted onto the outer wall surface of the flange 211, and one end abuts against the positioning shoulder 213. The positioning shoulder 213 on the flange 211 can axially position the first signal ring 300, thereby assembling the first signal ring 300 more accurately.

[0084] Furthermore, in one embodiment, the second signal ring 400 is interference-fitted onto the outer wall surface of the inner ring base 212, and the second signal ring 400 can be reliably mounted on the inner ring base 212 without easily slipping relative to the inner ring base 212.

[0085] Alternatively, in another alternative embodiment, the seal 240 between the outer ring 220 and the inner ring base 212 is fitted onto the outer wall surface of the inner ring base 212, and the second signal ring 400 is integrated into the seal 240, which simplifies the assembly difficulty between the second signal ring 400 and the inner ring base 212.

[0086] Of course, the assembly method of the signal ring is not limited to the assembly structure in the above embodiments. Those skilled in the art can design according to the actual situation and specific needs. This embodiment does not make specific limitations in this regard.

[0087] The assembly of the wheel speed sensor will be described in detail below.

[0088] In one embodiment, the outer ring 220 has a first mounting hole 223 through the outer ring 220 at a position corresponding to the first signal ring 300. The first mounting hole 223 extends radially along the outer ring 220 and penetrates the sidewall of the outer ring 220. The sensing part of the first wheel speed sensor 310 extends into the first mounting hole 223 and is transitionally mounted with the first mounting hole 223. The wheel hub bracket 100 has a second mounting hole 110. The sensing part of the second wheel speed sensor 410 extends into the second mounting hole 110 and is transitionally mounted with the second mounting hole 110. Furthermore, the sensing part of the second wheel speed sensor 410 is disposed opposite to the second signal ring 400.

[0089] The above-described assembly structure reduces the risk of the first wheel speed sensor 310 and the second wheel speed sensor 410 shaking, thereby improving the assembly stability of the first wheel speed sensor 310 and the second wheel speed sensor 410.

[0090] Furthermore, an auxiliary seal (not shown in the figure) is provided between the sensing part of the first wheel speed sensor 310 and the first mounting hole 223. The auxiliary seal is a rubber body that is vulcanized and connected to the sensing part of the first wheel speed sensor 310 and the inner wall of the first mounting hole 223. This prevents external impurities from entering between the first wheel speed sensor 310 and the first signal ring 300 from the first mounting hole 223, avoiding errors in the rotational speed signal detected by the first wheel speed sensor 310 from the first signal ring 300, and ensuring the accuracy of the wheel speed signal detected by the first wheel speed sensor 310.

[0091] Of course, the assembly method of the wheel speed sensor is not limited to the assembly structure in the above embodiments. Those skilled in the art can design according to actual conditions and specific needs. This embodiment does not make specific limitations in this regard.

[0092] By assembling the signal loop and wheel speed sensor using the above structure, the assembly stability and accuracy of the signal loop and wheel speed sensor can be improved, ensuring that the wheel speed sensor can accurately acquire the rotational speed signal on the corresponding signal loop and reducing the error in acquiring the rotational speed signal.

[0093] The signal loop and wheel speed sensor are explained below.

[0094] In this embodiment, the first wheel speed sensor 310 corresponds to the first signal ring 300 and is used to detect the rotational speed signal on the first signal ring 300. The second wheel speed sensor 410 corresponds to the second signal ring 400 and is used to detect the rotational speed signal on the second signal ring 400.

[0095] Specifically, the first wheel speed sensor 310 and the second wheel speed sensor 410 can be configured as either a magnetoresistive wheel speed sensor or a Hall effect wheel speed sensor. For example, the first wheel speed sensor 310 can be configured as a magnetoresistive wheel speed sensor and the second wheel speed sensor 410 can be configured as a Hall effect wheel speed sensor, or the first wheel speed sensor 310 can be configured as a Hall effect wheel speed sensor and the second wheel speed sensor 410 can be configured as a magnetoresistive wheel speed sensor.

[0096] Of course, the first wheel speed sensor 310 and the second wheel speed sensor 410 can both be set as Hall effect wheel speed sensors, or the first wheel speed sensor 310 and the second wheel speed sensor 410 can both be set as magnetoresistive wheel speed sensors. This utility model does not limit this to a single type.

[0097] Furthermore, in this embodiment, the first signal ring 300 is configured as a magnetic ring, and the second signal ring 400 is configured as a powder metallurgy gear ring.

[0098] Alternatively, the first signal ring 300 can be configured as a powder metallurgy gear ring, and the second signal ring 400 can be configured as a magnetic ring.

[0099] Optionally, in one embodiment, the first signal ring 300 is configured as a magnetic ring, the first wheel speed sensor 310 is configured as a magnetoresistive wheel speed sensor, the second signal ring 400 is configured as a powder metallurgy gear ring, and the second wheel speed sensor 410 is configured as a Hall effect wheel speed sensor.

[0100] In another alternative embodiment, the first signal ring 300 is configured as a powder metallurgy gear ring, the first wheel speed sensor 310 is configured as a Hall effect wheel speed sensor, the second signal ring 400 is configured as a magnetic ring, and the second wheel speed sensor 410 is configured as a magnetoresistive wheel speed sensor.

[0101] In other words, in this embodiment, the first signal ring 300 and the second signal ring 400 are signal rings made of different materials. The magnetic ring is usually made of magnetic material and has stable magnetic properties. When the wheel rotates, the change in the magnetic field of the magnetic tooth ring will generate an induced electromotive force in the coil inside the magnetoresistive wheel speed sensor. The frequency of the induced electromotive force is proportional to the rotational speed of the wheel, and thus the rotational speed of the wheel can be calculated.

[0102] Powder metallurgy gear rings are manufactured using powder metallurgy processes, featuring high precision and wear resistance. The tooth profile on the powder metallurgy gear ring can be matched with the sensing part of a Hall effect wheel speed sensor. The Hall effect wheel speed sensor works based on the Hall effect, which means that when current passes through a conductor located in a magnetic field, a potential difference (Hall voltage) is generated on both sides of the conductor. In the Hall effect wheel speed sensor, a Hall element (i.e., the sensing part) is placed near the powder metallurgy gear ring. When the teeth of the powder metallurgy gear ring pass through the Hall element, they change the magnetic field around the Hall element, thereby generating a changing Hall voltage. The frequency of this changing Hall voltage is also proportional to the rotational speed of the wheel, and the wheel speed can be calculated by generating an electrical signal.

[0103] Because the two types of gear rings have different characteristics and different failure modes, simultaneous failure can be avoided, ensuring that at least one wheel speed detection signal can be fed back to the corresponding controller, thereby improving fault tolerance.

[0104] In addition, magnetoresistive sensors are generally less expensive and more durable, while Hall effect sensors have higher accuracy and reliability. Under the premise that magnetoresistive sensors meet the reliability requirements, Hall effect sensors can be used to collect more accurate wheel speed signals.

[0105] It should be noted that, although in the two specific embodiments described above, the magnetoresistive wheel speed sensor is used to detect the rotational speed signal of the magnetic ring and the Hall effect wheel speed sensor is used to detect the rotational speed signal of the powder metallurgy gear ring, in reality, the magnetoresistive wheel speed sensor can also be used to detect the rotational speed signal of the powder metallurgy gear ring and the Hall effect wheel speed sensor can also be used to detect the rotational speed signal of the magnetic ring. This utility model does not specifically limit this.

[0106] More specifically, in this embodiment, the first wheel speed sensor 310 and the second wheel speed sensor 410 are used to communicate with different controllers respectively, thereby transmitting the collected wheel speed signals to different controllers, realizing the wheel speed signal redundancy design and improving the fault tolerance of wheel speed detection.

[0107] Of course, the structure and design of the signal loop and wheel speed sensor are not limited to the two structures mentioned above. Those skilled in the art can design according to actual conditions and specific needs. This embodiment does not make specific limitations in this regard.

[0108] Furthermore, this utility model also discloses an automobile, including a vehicle controller, a wheel-end brake controller, and any of the aforementioned wheel hub assemblies 10. A first wheel speed sensor 310 is communicatively connected to the wheel-end brake controller, and a second wheel speed sensor 410 is communicatively connected to the inner ring base 212 of the vehicle controller. It should be noted that this wheel hub assembly 10 can be used for either the front or rear wheels of the automobile. When this wheel hub assembly 10 is used for the front wheels of the automobile, the wheel hub bracket 100 is a steering knuckle, which has multiple outwardly extending connecting rods. The steering knuckle is connected to the tie rods of the suspension system via these connecting rods.

[0109] In this vehicle, the wheel-end brake controller receives wheel speed signals from the first wheel speed sensor 310 to achieve rapid wheel-end braking control, while the vehicle controller receives wheel speed signals from the second wheel speed sensor 410 to control the vehicle's movement. The two wheel speed signals do not interfere with each other, have high transmission speeds and low signal delays, enabling the vehicle system to respond quickly. Furthermore, the wheel speed signals acquired by the vehicle controller and the wheel-end brake controller serve as backups for each other and can be compared to verify the wheel speed signals, improving the reliability of the vehicle's intelligent driving system.

[0110] It should be noted that, in addition to the specific embodiments described above, those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model is presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to that embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. In order to provide a deep understanding of this utility model, many specific details are included in the above description, and this utility model may also be implemented without using these details. In addition, in order to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0111] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0112] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the utility model.

[0113] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0114] In the description of this embodiment, it should be noted that, unless otherwise specified or limited, the terms "disposed," "connected," and "connected" should be understood broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this embodiment based on specific circumstances.

[0115] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A wheel hub assembly, characterized in that, Includes a wheel hub bracket and a support bearing mounted on the wheel hub bracket, wherein The support bearing includes an inner ring, an outer ring, and multiple rolling elements disposed between the inner and outer rings. One end of the outer ring is fixedly connected to the hub bracket along the axial direction. A first signal ring and a second signal ring are spaced along the outer wall of the inner ring at intervals along its axis. The wheel hub assembly also includes a first wheel speed sensor corresponding to the first signal ring and a second wheel speed sensor corresponding to the second signal ring.

2. The wheel hub assembly as described in claim 1, characterized in that, The first signal ring is sleeved on the middle part of the inner ring along the axial direction, and the outer ring has a first mounting hole through the outer ring at the position corresponding to the first signal ring. The first wheel speed sensor is installed in the first mounting hole and is arranged opposite to the first signal ring. The second signal ring is sleeved on one end of the inner ring along the axial direction near the hub bracket, and the second wheel speed sensor is mounted on the hub bracket and is positioned opposite to the second signal ring.

3. The wheel hub assembly as described in claim 2, characterized in that: The first wheel speed sensor and the second wheel speed sensor can each be configured as either a magnetoresistive wheel speed sensor or a Hall effect wheel speed sensor; and, The first signal ring is configured as a magnetic ring, and the second signal ring is configured as a powder metallurgy gear ring, or The first signal ring is configured as a powder metallurgy gear ring, and the second signal ring is configured as a magnetic ring.

4. The wheel hub assembly as described in claim 2, characterized in that, The first mounting hole extends radially along the outer ring and penetrates the side wall of the outer ring. The sensing part of the first wheel speed sensor extends into the first mounting hole and is transitionally fitted with the first mounting hole. The wheel hub bracket has a second mounting hole, and the sensing part of the second wheel speed sensor extends into the second mounting hole and is transitionally fitted with the second mounting hole.

5. The wheel hub assembly as described in claim 4, characterized in that, An auxiliary seal is provided between the sensing part of the first wheel speed sensor and the first mounting hole. The auxiliary seal is a rubber body that is vulcanized and connected to the sensing part of the first wheel speed sensor and the inner wall of the first mounting hole.

6. The wheel hub assembly as described in any one of claims 1-5, characterized in that, The outer ring has multiple protrusions spaced circumferentially at one end along the axial direction. Each of the multiple protrusions has a connecting hole. The connecting holes of the multiple protrusions on the outer ring are penetrated by fasteners and connected to the hub bracket. The inner ring includes a flange and an inner ring base that is interference-fitted to one end of the flange near the hub bracket. The plurality of rolling elements are disposed within a receiving cavity enclosed by the outer ring, the flange, and the inner ring base. A sealing element is provided between the end of the outer ring away from the hub bracket and the flange, and between the end of the outer ring near the hub bracket and the inner ring base.

7. The wheel hub assembly as described in claim 6, characterized in that, The plurality of rolling elements are configured as follows: a first set of rolling elements disposed between the outer wall surface of the flange and the corresponding inner wall surface of the outer ring; and a second set of rolling elements disposed between the outer wall surface of the inner ring base and the corresponding inner wall surface of the outer ring; and A retainer is provided between the flange and the inner ring base, and between the flange and the outer ring, for separately assembling the first set of rolling elements and the second set of rolling elements.

8. The wheel hub assembly as described in claim 6, characterized in that: The outer wall surface of the flange has a locating shoulder that extends circumferentially. The first signal ring is interference-fitted onto the outer wall surface of the flange, and one end abuts against the locating shoulder. Furthermore, the second signal ring is interference-fitted onto the outer wall surface of the inner ring substrate. Alternatively, the seal between the outer ring and the inner ring base is assembled on the outer wall surface of the inner ring base, and the second signal ring is integrated into the seal.

9. The wheel hub assembly as described in any one of claims 1-5, characterized in that, The first wheel speed sensor and the second wheel speed sensor are used to communicate with different controllers respectively.

10. A vehicle, comprising a vehicle controller and wheel-end brake controllers, characterized in that, It also includes the wheel hub assembly as described in any one of claims 1-9, wherein the first wheel speed sensor is communicatively connected to the wheel-end brake controller, and the second wheel speed sensor is communicatively connected to the vehicle controller.

Images