Automobile hub bearing and vehicle

Abstract

The utility model discloses an automobile hub bearing and a vehicle, the automobile hub bearing comprises an outer flange and an inner flange, a raceway is formed between the outer flange and the inner flange, and a plurality of rolling bodies are arranged in the raceway; a first flange is arranged on the inner flange, a first annular inclined face is arranged on the face, facing the inner flange, of the first flange, a second annular inclined face is arranged on the side, facing the first flange, of the inner flange, the first annular inclined face and the second annular inclined face are oppositely arranged, and a gap is formed between the first annular inclined face and the second annular inclined face. And a compensation included angle is formed between the first annular inclined surface and the second annular inclined surface, so that the contact area after the first annular inclined surface and the second annular inclined surface move relatively and are in contact is increased. The vehicle comprises the automobile hub bearing. According to the utility model, the lateral impact resistance of the automobile hub bearing can be improved, and the rolling body can be prevented from crushing the raceway.

Description

Technical Field

[0001] This utility model relates to automotive components, specifically to an automotive wheel hub bearing and a vehicle. Background Technology

[0002] Impacts to automotive wheel bearings can cause indentations on the raceways, resulting in a buzzing noise during high-speed rotation. Statistical data shows that over 70% of wheel bearing impact noises are caused by lateral impacts. This occurs when a vehicle experiences a side collision or veers onto a curb, causing evenly spaced indentations on the internal raceways and producing a buzzing noise. Current wheel bearing technology uses a gap between the inner and outer annular inclined surfaces of the inner flange and the outer flange, with these surfaces parallel to each other. This ensures that during a lateral impact, the inner and outer annular inclined surfaces contact each other, partially offsetting the force on the steel balls and raceways, thus improving resistance to lateral impacts and preventing damage to the internal raceways. However, during a lateral impact, the movement between the inner and outer flanges changes their relative positions and orientations, causing the inner and outer annular inclined surfaces to lose their parallelism. This results in an inability to guarantee the optimal contact area when the inner and outer annular inclined surfaces come into contact. Utility Model Content

[0003] In view of this, the purpose of this utility model is to provide an automotive wheel hub bearing and a vehicle that can improve the lateral impact resistance of the automotive wheel hub bearing and help prevent the rolling elements from damaging the raceway.

[0004] This utility model discloses an automotive wheel hub bearing, comprising an outer flange and an inner flange, wherein a raceway is formed between the outer flange and the inner flange, and a plurality of rolling elements are disposed within the raceway; a first flange is provided on the inner flange, and a first annular inclined surface is provided on the side of the first flange facing the inner flange, and a second annular inclined surface is provided on the side of the inner flange facing the first flange; the first annular inclined surface and the second annular inclined surface are disposed opposite to each other and have a gap between them; a compensating angle is provided between the first annular inclined surface and the second annular inclined surface to increase the contact area after the first annular inclined surface and the second annular inclined surface move relative to each other and come into contact.

[0005] Furthermore, the first annular inclined surface is radially inclined from the inside out towards the direction away from the inner flange, and the second annular inclined surface is radially inclined from the inside out towards the direction closer to the first flange. The compensation angle causes the gap between the first annular inclined surface and the second annular inclined surface to gradually increase radially from the inside out.

[0006] Furthermore, the compensation angle is 3°-5°.

[0007] Furthermore, there are two raceways, which are spaced apart along the axial direction of the inner flange; the raceway located near the first flange is the first raceway, and a plurality of first rolling elements are arranged circumferentially within the first raceway; the raceway located away from the first flange is the second raceway, and a plurality of second rolling elements are arranged circumferentially within the second raceway; and the arrangement radius of the plurality of first rolling elements is larger than the arrangement radius of the plurality of second rolling elements.

[0008] Furthermore, the number of the first rolling elements is greater than the number of the second rolling elements, or the diameter of the first rolling elements is greater than the diameter of the second rolling elements.

[0009] Furthermore, it also includes a first seal and a second seal. The first seal is disposed between the outer flange and the inner flange, and the second seal is disposed between the outer flange and the inner ring of the bearing. The first seal and the second seal are respectively located on different sides of the raceway.

[0010] Furthermore, a bearing inner ring is fitted onto the inner flange, and a second raceway groove is provided on the bearing inner ring; a first raceway groove is provided on the inner flange, and the first raceway groove is located between the first flange and the second raceway groove; a third raceway groove and a fourth raceway groove are provided inside the outer flange, the first raceway groove and the third raceway groove form the first raceway, and the second raceway groove and the fourth raceway groove form the second raceway.

[0011] Furthermore, the outer flange is provided with a second flange, which is located between the first raceway and the second raceway; the outer flange is provided with a first thickened portion and a second thickened portion on both sides corresponding to the second flange, the axial position of the first thickened portion corresponds to the axial position of the third raceway groove, and the axial position of the second thickened portion corresponds to the axial position of the fourth raceway groove; the inner flange has an inner hole, and a third thickened portion is provided on the inner hole, the axial position of the third thickened portion corresponding to the axial position of the first raceway groove.

[0012] Furthermore, a transition fillet is provided between the first thickened portion and the flange, and the radius of the transition fillet is not less than 5mm.

[0013] One type of vehicle in this utility model includes the aforementioned automobile wheel hub bearing.

[0014] The beneficial effects of this utility model are:

[0015] (1) The first annular inclined surface and the second annular inclined surface of this utility model do not directly contact each other. When subjected to a lateral impact force on the ground with a lateral acceleration greater than the limit, the outer flange and the inner flange contact each other at this point to offset part of the lateral impact force, thereby improving the lateral impact resistance of the automobile wheel hub bearing and helping to prevent the rolling elements from damaging the raceway.

[0016] (2) The first annular inclined surface and the second annular inclined surface of this utility model have a compensating angle α. When subjected to a lateral impact force on the ground with a lateral acceleration greater than the limit, as the inner flange rotates, the angle between the lower first annular inclined surface and the lower second annular inclined surface gradually decreases. Eventually, when the two come into contact, they are parallel to each other, resulting in a large contact area and reduced stress concentration.

[0017] (3) The present invention is provided with a second flange, a first thickened part, a second thickened part and a third thickened part, which can ensure the depth of the quenched layer and increase the material thickness around the contact angle of the rolling element, thereby further improving the resistance of the automotive wheel hub bearing to lateral impact. Attached Figure Description

[0018] To make the objectives, technical solutions, and beneficial effects of this utility model clearer, the following drawings are provided for illustration:

[0019] Figure 1 This is a cross-sectional schematic diagram of the present invention;

[0020] Figure 2 This is a partially enlarged cross-sectional schematic diagram of the present invention;

[0021] Figure 3 for Figure 2 Enlarged cross-sectional view of the periphery of the first and second annular inclined planes;

[0022] Figure 4 This is a schematic diagram of the outer flange of this utility model;

[0023] Figure 5 This is a schematic diagram illustrating the motion trend of this utility model under lateral impact from the ground.

[0024] The following labels are used in the attached diagram: 10-outer flange, 11-second annular bevel, 12-third raceway groove, 13-fourth raceway groove, 14-second flange, 15-first thickened portion, 16-second thickened portion, 17-transition fillet; 20-inner flange, 21-first flange, 22-first annular bevel, 23-first raceway groove, 24-inner hole, 25-third thickened portion; 30-first rolling element; 40-second rolling element; 50-wheel bolt; 60-first seal; 70-second seal; 80-bearing inner ring, 81-second raceway groove, 82-rounded corner; 90-cage; O-rotation center. Detailed Implementation

[0025] The technical solution of this utility model will be described in detail below with reference to the accompanying drawings and embodiments. For ease of explanation, the direction from the first flange 21 towards the inner flange 20 is taken as the right, and the direction from the inner flange 20 towards the first flange 21 is taken as the left. The axes of the inner flange 20 and the outer flange 10 are coaxial. The axial direction is along the axis of the inner flange 20 and the outer flange 10, and the radial direction is along the direction perpendicular to the axis of the inner flange 20 and the outer flange 10. The radial direction from the inside to the outside is the direction perpendicular to and gradually away from the axis of the inner flange 20 and the outer flange 10, and the radial direction from the outside to the inside is the direction perpendicular to and gradually closer to the axis of the inner flange 20 and the outer flange 10.

[0026] like Figures 1-5 As shown, an automotive wheel hub bearing in this embodiment includes an outer flange 10 and an inner flange 20. A raceway is formed between the outer flange 10 and the inner flange 20, and a plurality of rolling elements are disposed in the raceway. A first flange 21 is provided on the inner flange 20. A first annular inclined surface 22 is provided on the side of the first flange 21 facing the inner flange 20, and a second annular inclined surface 11 is provided on the side of the inner flange 20 facing the first flange 21. The first annular inclined surface 22 and the second annular inclined surface 11 are disposed opposite each other and there is a gap between them. A compensating angle α is provided between the first annular inclined surface 22 and the second annular inclined surface 11 to increase the contact area after the first annular inclined surface 22 and the second annular inclined surface 11 move relative to each other and come into contact.

[0027] In this embodiment, two raceways are provided, and the two raceways are spaced apart along the axial direction of the inner flange 20; the raceway located on the side closer to the first flange 21 is the first raceway, and a plurality of first rolling elements 30 are arranged circumferentially within the first raceway; the raceway located on the side away from the first flange 21 is the second raceway, and a plurality of second rolling elements 40 are arranged circumferentially within the second raceway; and the arrangement radius R2 of the plurality of first rolling elements 30 is greater than the arrangement radius R3 of the plurality of second rolling elements 40.

[0028] The arrangement radius R2 of the plurality of first rolling elements 30 can be understood as the radius of the circle containing the centers of the plurality of first rolling elements 30, and the arrangement radius R3 of the second rolling elements 40 can be understood as the radius of the circle containing the centers of the plurality of second rolling elements 40. The first rolling elements 30 and the second rolling elements 40 can be steel balls.

[0029] Multiple wheel bolts 50 are circumferentially spaced along the first flange 21 of the inner flange 20. These wheel bolts 50 connect the inner flange 20 to the wheel. The outer flange 10 is connected to the front suspension steering knuckle. Therefore, after the vehicle wheel bearing is installed, the posture of the outer flange 10 is restricted by the front suspension steering knuckle, while the posture of the inner flange 20 is affected by the wheel. Lateral impact forces from the ground acting on the wheel are transmitted to the inner flange 20. The vehicle's overall driving limit lateral acceleration is typically 0.8-1g. The first annular inclined surface 22 and the second annular inclined surface 11 are positioned opposite each other with a gap between them. Before the inner flange 20 moves, the first annular inclined surface 22 and the second annular inclined surface 11 are not in direct contact. When subjected to a lateral impact force from the ground exceeding the limit lateral acceleration, the outer flange 10 and the inner flange 20 come into contact at this point, offsetting part of the lateral impact force. This improves the lateral impact resistance of the vehicle wheel bearing and helps prevent the rolling elements from damaging the raceway.

[0030] Taking the direction of the lateral impact force from the ground as the direction of the first flange 21 pointing towards the inner flange 20 (i.e., to the right) as an example, after the lateral impact force from the ground is transmitted to the inner flange 20, the rotational torque causes the inner flange 20 to rotate. The rotation center O is located on the axis of the inner flange 20, and at the same time, the rotation center O is located between the first raceway and the second raceway, so that the inner flange 20 presses the lower first rolling element 30 downward and the upper second rolling element 40 upward. The lower first annular inclined surface 22 moves toward the lower second annular inclined surface 11. When the lower first annular inclined surface 22 contacts the lower second annular inclined surface 11, it can prevent the inner flange 20 from continuing to rotate and offset part of the force on the rolling element and the raceway, thereby improving the resistance to lateral impact of the automotive wheel hub bearing and helping to prevent the rolling element from damaging the raceway.

[0031] Before the inner flange 20 moves, there is a compensating angle α between the first annular inclined surface 22 and the second annular inclined surface 11. This compensating angle α can compensate for the rotation of the first annular inclined surface 22, making them parallel to each other when they come into contact. This increases the contact area, reduces stress concentration, and improves the lateral impact resistance of the automotive wheel hub bearing. Taking the process of the lower first annular inclined surface 22 moving towards the lower second annular inclined surface 11 as an example, before the inner flange 20 moves, there is a compensating angle α between the first annular inclined surface 22 and the second annular inclined surface 11. When subjected to a lateral impact force from the ground with a lateral acceleration greater than the limit, as the inner flange 20 rotates, the angle between the lower first annular inclined surface 22 and the lower second annular inclined surface 11 gradually decreases. Eventually, they are parallel to each other when they come into contact, resulting in a large contact area and reduced stress concentration. Therefore, after compensation by the compensating angle α, the contact area between the first annular inclined surface 22 and the second annular inclined surface 11 is in the optimal state.

[0032] In this embodiment, the first annular inclined surface 22 is inclined radially from the inside to the outside towards the direction away from the inner flange 20, and the second annular inclined surface 11 is inclined radially from the inside to the outside towards the direction close to the first flange 21. The compensation angle α causes the gap between the first annular inclined surface 22 and the second annular inclined surface 11 to gradually increase radially from the inside to the outside.

[0033] The gap between the first annular inclined surface 22 and the second annular inclined surface 11 can be 0.1mm-0.5mm. The gap between the first annular inclined surface 22 and the second annular inclined surface 11 is larger on the outside and smaller on the inside. For example, the smallest gap can be L5=0.3mm, and the gap gradually increases radially from the inside to the outside until the maximum is 0.4mm.

[0034] In this embodiment, the compensation angle α is 3°-5°, preferably 4°. The rotation range of the inner flange 20 is not large, therefore a compensation angle α of 3°-5° is sufficient.

[0035] In this embodiment, the number of the first rolling elements 30 is greater than the number of the second rolling elements 40, or the diameter of the first rolling elements 30 is greater than the diameter of the second rolling elements 40.

[0036] One optional technical solution is that the number of first rolling elements 30 is several times greater than the number of second rolling elements 40, and the diameter of the first rolling elements 30 is the same as the diameter of the second rolling elements 40. These "several" elements can be one, two, or other quantities. Another optional technical solution is that the number of first rolling elements 30 is the same as the number of second rolling elements 40, and the diameter of the first rolling elements 30 is larger than the diameter of the second rolling elements 40. Both of these optional technical solutions can improve the impact resistance of one side of the first raceway and the first rolling elements 30, which is closer to the ground and thus can further enhance the lateral impact resistance of the automotive wheel hub bearing.

[0037] In this embodiment, a first seal 60 and a second seal 70 are also included. The first seal 60 is disposed between the outer flange 10 and the inner flange 20, and the second seal 70 is disposed between the outer flange 10 and the bearing inner ring 80. The first seal 60 and the second seal 70 are respectively located on different sides of the raceway.

[0038] In this embodiment, a bearing inner ring 80 is fitted onto the inner flange 20, and a second raceway groove 81 is provided on the bearing inner ring 80; a first raceway groove 23 is provided on the inner flange 20, and the first raceway groove 23 is located between the first flange 21 and the second raceway groove 81; a third raceway groove 12 and a fourth raceway groove 13 are provided inside the outer flange 10, the first raceway groove 23 and the third raceway groove 12 form the first raceway, and the second raceway groove 81 and the fourth raceway groove 13 form the second raceway. This design simplifies assembly.

[0039] In this embodiment, the outer flange 10 is provided with a second flange 14, which is located between the first raceway and the second raceway; the outer flange 10 is provided with a first thickened portion 15 and a second thickened portion 16 on both sides corresponding to the second flange 14, the first thickened portion 15 is axially positioned corresponding to the third raceway groove 12, and the second thickened portion 16 is axially positioned corresponding to the fourth raceway groove 13; the inner flange 20 has an inner hole 24, and a third thickened portion 25 is provided on the inner hole 24, the third thickened portion 25 being axially positioned corresponding to the first raceway groove 23.

[0040] Quenching is required at the first and second raceways. The depth of the quenched layer is strongly related to the impact resistance of the wheel hub bearing. In this embodiment, the quenched layer depth of the first and second raceways is set to 2.5 mm - 4 mm. To ensure the toughness of the raceways after local quenching, the quenched layer depth is guaranteed by the first thickened portion 15, the second thickened portion 16, and the third thickened portion 25. After setting the first thickened portion 15, the minimum thickness L3 between the outer surface of the first thickened portion 15 and the third raceway groove 12, and the minimum thickness L2 between the outer surface of the second thickened portion 16 and the fourth raceway groove 13 are both not less than 7 mm. The minimum thickness L4 between the third thickened portion 25 and the first raceway groove 23 is also not less than 7 mm, and can even reach more than 10 mm.

[0041] In addition, the thickness of the second flange 14 is increased to a thickness L1 of not less than 8 mm. The second flange 14, the first thickened portion 15, the second thickened portion 16 and the third thickened portion 25 are all located in the extension direction of the contact angle of the first rolling element 30 or the second rolling element 40, which can increase the material thickness around the force-bearing position of the contact angle and further improve the resistance to lateral impact of the automotive wheel hub bearing.

[0042] In this embodiment, a transition fillet 17 is provided between the first thickened portion 15 and the flange, and the radius R1 of the transition fillet 17 is not less than 5 mm. A chamfer 82 is also provided on the side of the bearing inner ring 80 facing the inner flange 20, and the radius R4 of the chamfer 82 is not less than 2 mm. Both the transition fillet 17 and the chamfer 82 can prevent stress concentration and prevent breakage at the transition fillet 17 or the chamfer 82 when subjected to impact.

[0043] In this embodiment, the contact angle β of the first rolling element 30 and the contact angle γ of the second rolling element 40 are both 40°. Increasing the contact angles of the first rolling element 30 and the second rolling element 40 can improve the lateral impact resistance of the automotive wheel hub bearing.

[0044] In this embodiment, a cage 90 for connection with the rolling element is also included.

[0045] One vehicle in this embodiment includes the aforementioned automotive wheel hub bearing.

[0046] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A vehicle wheel hub bearing, characterized by: The application relates to a bearing, which comprises an outer flange (10) and an inner flange (20), a plurality of rolling elements are arranged in a rolling track formed between the outer flange (10) and the inner flange (20), a first flange (21) is arranged on the inner flange (20), a first annular inclined surface (22) is arranged on one side of the first flange (21) facing the inner flange (20), a second annular inclined surface (11) is arranged on one side of the inner flange (20) facing the first flange (21), the first annular inclined surface (22) and the second annular inclined surface (11) are oppositely arranged and have a gap therebetween, and a compensation angle is arranged between the first annular inclined surface (22) and the second annular inclined surface (11) to increase the contact area after the relative movement of the first annular inclined surface (22) and the second annular inclined surface (11).

2. The automotive wheel bearing of claim 1, wherein: The first annular inclined surface (22) is gradually inclined towards the direction away from the inner flange (20) from the inner to the outer along the radial direction, the second annular inclined surface (11) is gradually inclined towards the direction close to the first flange (21) from the inner to the outer along the radial direction, and the compensation angle gradually increases the gap between the first annular inclined surface (22) and the second annular inclined surface (11) from the inner to the outer along the radial direction.

3. The automotive wheel hub bearing of claim 1, wherein: The compensation angle is 3-5 degrees.

4. The automotive wheel hub bearing of claim 1, wherein: The rolling track is provided with two rolling tracks which are arranged along the axial direction of the inner flange (20) and are spaced apart, the rolling track located on the side close to the first flange (21) is a first rolling track, a plurality of first rolling elements (30) are arranged in the first rolling track and are spaced apart along the circumferential direction, the rolling track located on the side away from the first flange (21) is a second rolling track, a plurality of second rolling elements (40) are arranged in the second rolling track and are spaced apart along the circumferential direction, and the arrangement radius of the plurality of first rolling elements (30) is greater than the arrangement radius of the plurality of second rolling elements (40).

5. The automotive wheel bearing of claim 4, wherein: The number of the first rolling elements (30) is greater than the number of the second rolling elements (40), or the diameter of the first rolling elements (30) is greater than the diameter of the second rolling elements (40).

6. The automotive wheel hub bearing of claim 4, wherein: The application further comprises a first sealing element (60) and a second sealing element (70), the first sealing element (60) is arranged between the outer flange (10) and the inner flange (20), the second sealing element (70) is arranged between the outer flange (10) and a bearing inner ring (80), and the first sealing element (60) and the second sealing element (70) are respectively arranged on two sides of the rolling track.

7. The automotive wheel hub bearing of claim 4, wherein: The inner flange (20) is sleeved with a bearing inner ring (80), and the bearing inner ring (80) is provided with a second raceway groove (81); the inner flange (20) is provided with a first raceway groove (23), and the first raceway groove (23) is located between the first flange (21) and the second raceway groove (81); the outer flange (10) is internally provided with a third raceway groove (12) and a fourth raceway groove (13), and the first raceway groove (23) and the third raceway groove (12) constitute the first raceway, and the second raceway groove (81) and the fourth raceway groove (13) constitute the second raceway.

8. The automotive wheel hub bearing of claim 7, wherein: The outer flange (10) is provided with a second flange (14), and the second flange (14) is located between the first raceway and the second raceway; the outer flange (10) is provided with a first thickened portion (15) and a second thickened portion (16) corresponding to both sides of the second flange (14), the first thickened portion (15) corresponds to the axial position of the third raceway groove (12), and the second thickened portion (16) corresponds to the axial position of the fourth raceway groove (13); the inner flange (20) has an inner hole (24), and the inner hole (24) is provided with a third thickened portion (25), and the third thickened portion (25) corresponds to the axial position of the first raceway groove (23).

9. The automotive wheel hub bearing of claim 8, wherein: The first thickened portion (15) and the flange are provided with a transition fillet (17), and the radius of the transition fillet (17) is not less than 5 mm.

10. A vehicle characterized by: The automobile hub bearing comprises the automobile hub bearing according to any one of claims 1-9. The automobile hub bearing comprises the automobile hub bearing according to any one of claims 1-9.

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