Double-row tapered roller bearing with low energy consumption and long service life

Abstract

The utility model provides a double-row tapered roller bearing with low energy consumption and long service life. The bearing comprises two inner rings, two sealing rings, two outer flanges, two retainers, an outer ring and two rows of tapered rollers. Compared with an existing bearing, the bearing has the advantages of being good in assembling performance, compact in structure, large in load, low in noise, low in driving torque, ultralow in temperature rise, ultralow in friction torque, ultralow in cost, integrated, super-energy-saving, super-long in mileage, free of maintenance, super-long in service life, high in strength, rigidity, reliability and stability and the like, the efficiency of a transmission system is remarkably improved, and the service life of the transmission system is prolonged. The energy consumption is obviously reduced; the energy is saved; the environment is protected.

Description

Technical Field

[0001] This utility model relates to the field of rolling bearings, and in particular to a low-energy-consumption, long-life double-row tapered roller bearing. Background Technology

[0002] Bearings, as core supporting components of mechanical transmission systems, are hailed as the "joints" of industry, their performance directly affecting the reliability, energy efficiency, and lifespan of mechanical equipment. With modern industry developing towards high speed, heavy load, and long lifespan, bearings must meet stringent requirements for load-bearing capacity and dynamic performance. However, existing bearings suffer from the following problems that urgently need to be addressed:

[0003] A. The clearance design paradox caused by temperature rise:

[0004] The clearance of a bearing has a significant impact on bearing load, life, temperature rise, noise, and vibration. Figure 5 This diagram illustrates the relationship between axial clearance and relative bearing life. Zero clearance represents the optimal operating state for a rolling bearing. As clearance increases, noise, vibration, temperature rise, and load all deteriorate. Due to bearing clearance, the load cannot be evenly distributed among the internal components of the bearing. For example, the raceway of the stationary inner or outer ring is divided into load-bearing and non-load-bearing zones. The entire raceway working surface is only supported by a localized load zone, leading to surface spalling due to stress concentration. Because of the clearance, the inner and outer raceways and rollers actually bear a super-load rather than a uniform, even load, significantly shortening bearing life. For existing rail transit wheelset (or axle box) bearings, whether double-row tapered roller bearings or double-row cylindrical roller bearings, the inner ring temperature is higher than the outer ring. To prevent the bearing from seizing or jamming, a certain amount of clearance is necessary. Current structures prevent the bearing clearance from being adjusted to its optimal state, resulting in decreased performance, shortened lifespan, and the need for regular overhauls and maintenance.

[0005] Figure 4 This is a schematic diagram of the heat-generating part of a double-row tapered roller bearing used in existing automotive wheel hubs. Figure 6 This is a schematic diagram of the heat-generating components of double-row tapered roller bearings in existing rail transit vehicle wheelsets (or axle boxes). Figure 7 This is a schematic diagram of the heat-generating components of double-row cylindrical roller bearings in existing rail transit vehicle wheelsets (or axle boxes). Figure 4 and Figure 6Both are double-row tapered roller bearings, differing only in contact angle. When the weight of the vehicle and wind resistance are applied to the bearing as radial forces, heat is generated due to friction between the rollers, inner and outer raceways, and the large flange. The heat generated by rolling friction between the rollers and inner and outer raceways is almost the same. However, because the friction between the large end face of the roller and the large flange is sliding friction, the coefficient of sliding friction between these two surfaces is much greater than the coefficient of rolling friction. Therefore, the rollers and inner ring generate the most heat, resulting in the greatest temperature rise and thermal expansion greater than that of the outer ring. To prevent bearing jamming or even seizure, a certain clearance must be considered during the design phase. For existing rail transit wheelsets (or axle boxes) using... Figure 7 As shown in the double-row cylindrical roller bearing, since rail vehicles travel in straight lines on most sections of the road, the wheelset (or axle box) bearings only bear radial loads. Only the rollers and the inner and outer raceways generate rolling friction. The heat generated by the rolling friction between the rollers and the inner and outer raceways is almost the same. However, since the inner ring's inner hole is connected to the shaft, when heat is transferred from the inner ring to the shaft, the heat can only be dissipated from the end face of the shaft. On the other hand, the outer circle of the outer ring is connected to the housing hole, and the heat can be easily dissipated through the housing. Moreover, the outer circle area of ​​most bearings is about twice that of the inner circle of the inner ring. Thus, the heat dissipation effect of the outer ring is much higher than that of the inner ring, resulting in the inner ring temperature being higher than that of the outer ring. In order to prevent the bearing temperature from rising to a certain level and causing "seizing" or even "jamming" accidents, it is also necessary to leave clearance for the bearing during the design stage.

[0006] B. Thermal management and energy consumption issues:

[0007] Bearing temperature rise is divided into normal temperature rise and abnormal temperature rise. Normal temperature rise refers to the temperature rise that matches the bearing and the operating conditions it bears. For example, if a motor bearing only bears a pure radial load, its temperature rise is normal. Abnormal temperature rise refers to the temperature rise caused by a mismatch between the bearing and the operating conditions it bears. For example, the temperature rise caused by bearing clearance, and the temperature rise caused by the angular contact structure of existing motor vehicle wheel hub bearings in order to bear a certain axial force. Under normal operating conditions, motor vehicle wheel hub bearings only bear pure radial loads, and only bear axial loads when turning. However, because of its internal angular contact structure, even if the motor vehicle is traveling in a straight line for more than 99.99% of the time, a derived axial load is still generated inside. The frictional torque generated by this derived axial load is 100% converted into heat, resulting in abnormal temperature rise of the bearing. If the abnormal temperature rise of the bearing reaches a certain level, it will cause the evaporation and oxidation of the grease. Over time, the grease will dry out, age, and fail, causing increased friction and wear inside the bearing, and eventually leading to the bearing burning out and being scrapped. Almost all motor vehicles generate derived axial loads when traveling in a straight line. These derived axial loads inevitably produce frictional torques. In order for a motor vehicle to drive normally, it is necessary to overcome these derived frictional torques, which consumes energy. This additional increase in energy consumption also raises the operating costs of the motor vehicle.

[0008] C. Defects in the lubrication and sealing system:

[0009] Whether it's the first to third generation wheel hub units for passenger cars or the first and second generation wheel hub units for commercial vehicles, they all use double-row angular contact bearings, with contact angles mostly in the range of 13° to 36°. Figure 4 and 16 Friction generates heat, accelerating grease deterioration and making grease replacement impossible. So-called "lifetime maintenance-free" wheel hub units often have a significantly lower maintenance-free mileage than designed because the aftermarket cannot remove the seals and replace the grease. When grease needs to be replaced in rail transit wheelsets or axle box bearings, even if all bearing parts are still intact, the seals and cages must also be replaced, increasing maintenance costs.

[0010] Therefore, developing a low-energy-consumption, long-life double-row tapered roller bearing is of great significance. Summary of the Invention

[0011] The purpose of this invention is to provide a low-energy-consumption, long-life double-row tapered roller bearing to solve the problems existing in the prior art.

[0012] The technical solution adopted to achieve the purpose of this utility model is as follows: a low-energy-consumption, long-life double-row tapered roller bearing, comprising two inner rings, two sealing rings, two outer flanges, two retainers, one outer ring, and two rows of tapered rollers.

[0013] An inner raceway is provided on the circumferential outer circle of the middle section of the two inner rings. The inner raceway is conical in shape. The portion of the inner ring located at the small end of the inner raceway is marked as the small end, and the portion located at the large end of the inner raceway is marked as the large end. A cylindrical surface one is provided on the outer wall of the small end, and a cylindrical surface two is provided on the outer wall of the large end. The small ends of the two inner rings are in contact with each other.

[0014] The inner hole of the outer ring includes two outer raceways, with a cylindrical section between them. The outer raceways are conical in shape. The smaller diameter ends of the two outer raceways are connected to the cylindrical section.

[0015] The outer retaining edge includes an outer retaining edge body and a stepped portion. The outer retaining edge body is generally annular. The outer retaining edge body is located at both ends of the outer ring. The stepped portion is arranged on the inner ring surface of the outer retaining edge body. The stepped portion has a working surface that closely adheres to the spherical base surface of the tapered roller. The outer ring is fitted onto the outside of the inner ring. The outer raceway, inner raceway, and stepped portion together enclose the friction working part.

[0016] The retainer is arranged in the friction working part. A tapered roller is located within the window of the retainer. The tapered roller rolls within the friction working part. The retainer guides the tapered roller to rotate along the outer raceway, the inner raceway, and the stepped portion. The conical surface of the tapered roller contacts the inner and outer raceways, and the spherical base surface contacts the stepped portion.

[0017] The two sealing rings seal the bearing from both sides respectively.

[0018] Furthermore, the semi-cone angle of the outer raceway is selected from 1° to 45°.

[0019] Furthermore, the outer ring and the outer edge are either an integral structure or a separate structure.

[0020] Furthermore, the cylindrical surface two contacts the sealing lip of the sealing ring. The outer circle of the sealing ring mates with the outer or inner annular surface of the outer flange body.

[0021] Furthermore, the sealing ring is fastened to the outer flange with screws.

[0022] Furthermore, the outer ring can be made into two symmetrical parts.

[0023] The technical effects of this invention are beyond doubt:

[0024] A. It has advantages such as good assembly performance, compact structure, large load, low temperature rise, low noise, low friction torque, super energy saving, almost no clearance during normal operation, and ultra-long life;

[0025] B. The heat generation is significantly reduced compared to existing wheel hub bearings, and the evaporation, oxidation, and aging rate of lubricating grease is greatly reduced, resulting in a significant extension of bearing life.

[0026] C. For motor vehicle and rail transit wheels, the use of this bearing, due to the movement of the flanges from the inner ring to the outer ring, results in a smaller contact angle that significantly reduces heat generation. On the other hand, due to the sliding friction between the two flanges of the outer ring and the rollers, the heat generated by the outer ring and rollers is greater than that of the inner ring. However, since the heat dissipation conditions of the outer ring are better than those of the inner ring, when the contact angle is appropriately selected, it can be ensured that the inner and outer rings and rollers have the same temperature rise. When the original clearance value of this low-energy-consumption long-life double-row tapered roller bearing is properly designed, the clearance value after installation is between 0 and a very small value. In this way, this low-energy-consumption long-life double-row tapered roller bearing is always in the optimal working state of near-zero clearance, and the maintenance-free mileage and lifespan are greatly extended.

[0027] D. For rail transit wheelsets or axle box bearings, when this low-energy-consumption, long-life double-row tapered roller bearing needs to be replaced with grease after running for a certain mileage, due to its advanced structural design, if the seal and retainer are not damaged, there is no need to replace them, saving huge costs. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of a low-energy-consumption, long-life double-row tapered roller bearing.

[0029] Figure 2 This is a schematic diagram of a low-energy-consumption, long-life double-row tapered roller bearing with a different internal structure.

[0030] Figure 3 This is a schematic diagram of a low-energy-consumption, long-life double-row tapered roller bearing for rail transit, with a different internal structure.

[0031] Figure 4 This is a schematic diagram illustrating the internal heat generation of an existing double-row tapered roller bearing for automotive wheel hubs.

[0032] Figure 5 This is a schematic diagram showing the axial clearance of the bearing and its relative bearing life.

[0033] Figure 6 This is a schematic diagram of the internal heat-generating components of existing double-row tapered roller bearings for rail transit wheelsets (axle boxes).

[0034] Figure 7 A schematic diagram of the internal heat-generating components of existing double-row cylindrical roller bearings for rail transit wheelsets (axle boxes);

[0035] Figure 8 A schematic diagram of existing double-row tapered roller bearings for rail transit wheelsets (axle boxes);

[0036] Figure 9 This is a schematic diagram of the internal heat-generating components of a low-energy-consumption, long-life double-row tapered roller bearing.

[0037] Figure 10 Force analysis diagram for existing double-row tapered roller bearings;

[0038] Figure 11 Force analysis diagram for a low-energy-consumption, long-life double-row tapered roller bearing product;

[0039] Figure 12 This is a schematic diagram of the outer ring of a low-energy-consumption, long-life double-row tapered roller bearing.

[0040] Figure 13 A schematic diagram of a roller product for a low-energy-consumption, long-life double-row tapered roller bearing;

[0041] Figure 14 This is a schematic diagram of the inner ring of a low-energy-consumption, long-life double-row tapered roller bearing.

[0042] Figure 15 A schematic diagram of a retainer for a low-energy-consumption, long-life double-row tapered roller bearing;

[0043] Figure 16 This is a schematic diagram showing the internal stress of the first, second, and third generation wheel hub units in existing passenger vehicles;

[0044] Figure 17 A schematic diagram of a second-generation low-energy-consumption, long-life double-row tapered roller bearing for commercial vehicles;

[0045] Figure 18 A schematic diagram of an upgraded second-generation low-energy-consumption, long-life commercial vehicle double-row tapered roller bearing;

[0046] Figure 19 A schematic diagram of a third-generation low-energy-consumption, long-life double-row tapered roller bearing for passenger vehicles;

[0047] Figure 20 This is a schematic diagram of a low-energy-consumption, long-life double-row tapered roller bearing with a different internal structure.

[0048] Figure 21 A schematic diagram of a fourth-generation low-energy-consumption, long-life double-row tapered roller bearing for passenger vehicles;

[0049] Figure 22 This is a schematic diagram of a fourth-generation low-energy-consumption, long-life double-row tapered roller bearing for passenger vehicles, with a different internal structure.

[0050] Figure 23 This is a schematic diagram of a main reducer assembly for a fuel-powered vehicle drive axle using double-row tapered roller bearings.

[0051] In the diagram: Inner ring 1, sealing ring 2, outer flange 3, retainer 4, outer ring 5, tapered roller 6, screw 7. Detailed Implementation

[0052] The present invention will be further described below with reference to embodiments, but it should not be construed that the scope of the present invention is limited to the following embodiments. Various substitutions and modifications made based on ordinary technical knowledge and common practices in the art without departing from the above-described technical concept of the present invention should be included within the scope of protection of the present invention.

[0053] As is well known, theoretically, rolling bearings are in their optimal working condition when the bearing clearance is 0. However, in actual operation, due to designers' lack of understanding of the actual operating conditions of bearings, the designed bearings often suffer from high temperature rises. Moreover, the temperature rises of the various components of the bearing are different. In most cases, the temperature rise of the inner ring and rolling elements is higher than that of the outer ring. This is because the inner ring's inner hole is connected to the shaft, and when heat is transferred from the inner ring to the shaft, the heat can only be dissipated from the outer end of the shaft. In contrast, the outer ring's outer circle is connected to the housing hole, and heat can easily dissipate through the housing. Furthermore, the outer circle area of ​​most bearings is about twice that of the inner circle, making the heat dissipation effect of the outer ring much higher than that of the inner ring, resulting in the inner ring's temperature being higher than that of the outer ring. To prevent the bearing from "seizing" or even "jamming" due to excessive temperature rise, a clearance must be provided in the bearing. However, the existence of clearance seriously affects the bearing's working condition, causing the rolling elements and the raceways of the inner and outer rings to always be in a relatively uneven working state, leading to a series of problems such as noise, vibration, temperature rise, and shortened lifespan. This may seem like a vicious cycle, but designers can innovate and optimize the design based on the actual operating conditions of the bearing during the design phase, minimizing the temperature difference between the inner and outer rings of the bearing.

[0054] See Figure 1 , Figure 2 and Figure 3 This embodiment provides a low-energy-consumption, long-life double-row tapered roller bearing, including an inner ring unit, two sealing rings 2, an outer flange 3, a retainer 4, an outer ring 5, and tapered rollers 6.

[0055] See Figure 14 The inner ring 1 has an inner raceway 101 on its outer circumferential surface in the middle section. The inner raceway 101 is conical in shape. The portion of the inner ring 1 located at the small end of the inner raceway 101 is marked as the small end, and the portion located at the large end of the inner raceway 101 is marked as the large end. A cylindrical surface 102 is provided on the outer wall of the small end, and a cylindrical surface 103 is provided on the outer wall of the large end. The small ends of the two inner rings 1 are in contact with each other.

[0056] See Figure 12 The inner hole of the outer ring 5 includes two outer raceways 501, with a cylindrical section 502 in the middle. The outer raceways 501 are conical in shape. The smaller diameter ends of the two outer raceways 501 are connected to the cylindrical section 502.

[0057] The outer retaining edge 3 includes an outer retaining edge body 301 and a stepped portion 302. The outer retaining edge body 301 is generally ring-shaped. The outer retaining edge body 301 is disposed at both ends of the outer ring 5. The stepped portion 302 is arranged on the inner ring surface of the outer retaining edge body 301. The stepped portion 302 is a working surface that closely adheres to the spherical base surface 601 of the tapered roller 6. The outer ring 5 is fitted onto the outside of the two inner rings 1. The outer raceway 501, the inner raceway 101, and the stepped portion 302 together form the friction working part.

[0058] See Figure 13 and Figure 15 The two retainers 4 are arranged in the friction working part. A tapered roller 6 is located within the window of each retainer 4. The tapered roller 6 rolls within the friction working part. The retainer 4 guides the tapered roller 6 circumferentially along the outer raceway 501, the inner raceway 101, and the stepped portion 302. The conical surface of the tapered roller 6 contacts the inner raceway 101 and the outer raceway 501, and the spherical base surface 601 contacts the stepped portion 302.

[0059] The two sealing rings 2 seal the bearing from both sides respectively.

[0060] The technical advantages of this embodiment include good assembly performance, compact structure, large load capacity, low maintenance cost, low temperature rise, low noise, low friction torque, super energy saving, almost no clearance during normal operation, and ultra-long lifespan; as well as advantages in maintenance:

[0061] 1. The working principle of this low-energy-consumption, long-life double-row tapered roller bearing: It always operates with zero to minimal positive clearance.

[0062] This embodiment modifies the internal structure of the bearing to achieve almost identical temperature rises for the inner and outer rings and rollers. When the bearing is installed in a condition of 0 to a very small positive clearance, it can ensure that the bearing always operates in a near-zero clearance state during operation. The specific principle is as follows: Figure 6 and 9As shown, by transplanting two large flanges from the inner ring of the existing bearing to the two end faces of the outer ring, as analyzed earlier, the two parts with the greatest heat generation in the bearing change from the inner ring and rollers to the outer ring and rollers. The reduced heat generation of the inner ring means that the heat transferred from the inner ring to the shaft that mates with the inner bore is also reduced, thus slowing down the temperature rise of the inner ring. Although the outer ring and rollers generate the most heat due to friction, the surface area of ​​the outer circle of the outer ring is about twice that of the inner bore. The heat is dissipated into the air much faster through the parts that mate with the outer circle of the bearing, thus slowing down the temperature rise of the outer ring and rollers as well. By transplanting the bearing... By designing the contact angle α to an appropriate value, the temperature rise of the inner and outer rings and the rollers can be almost the same. Since the bearing is in a state of 0 to a small positive clearance after installation, the bearing is always in a working state of 0 to a small positive clearance. The near-zero clearance working state also reduces the noise and vibration of the bearing itself to a minimum level, so that the rolling elements and inner and outer raceways of the bearing are always in contact. The number of rollers bearing the load is greatly increased, and the working condition of localized super loads caused by clearance factors is completely eliminated. In principle, the problem of premature peeling of the rolling elements and inner and outer raceways is completely eliminated.

[0063] 2. The low-energy-consumption, long-life double-row tapered roller bearing in this embodiment can significantly reduce temperature rise and energy consumption:

[0064] By significantly reducing the bearing contact angle α (see...) Figure 9 This reduces the derived axial force on each component of the bearing to a minimum, resulting in a significant reduction in temperature rise and energy consumption. It also slows down the failure rate of bearing grease or lubricating oil due to temperature rise, and extends the life of the bearing itself.

[0065] It is worth noting that the low-energy-consumption, long-life double-row tapered roller bearing of this embodiment is mainly designed to address the problem of existing double-row tapered roller bearings in motor vehicles requiring a certain amount of bearing clearance, i.e., controlling the bearing clearance within a certain range during the bearing production stage. Currently, all wheel hub bearings in motor vehicles such as automobiles, tractors, ordinary trains, subways, and high-speed trains require clearance control. Therefore, the problem this embodiment aims to solve has broad commonalities: through innovative design and production control, ensuring that the bearing's operating clearance is always within the range of 0 to a very small positive clearance.

[0066] Example 2:

[0067] The main content of this embodiment is the same as that of embodiment 1, wherein the semi-cone angle of the outer raceway 501 is selected as 1° to 45°.

[0068] Example 3:

[0069] The main content of this embodiment is the same as that of embodiment 1 or 2, wherein, see [link / reference]. Figure 2 and Figure 3 The outer ring 5 and the outer flange 3 can be an integral structure or a separate structure. Without changing the function, the change to a separate structure is merely for ease of implementation from a manufacturing perspective.

[0070] Example 4:

[0071] The main content of this embodiment is the same as that of embodiments 1-3, wherein, see [link / reference]. Figure 2 and Figure 3 The large end cylindrical surface 103 of the inner ring 1 and the sealing lip of the sealing ring 2 are in interference contact. The outer circle of the sealing ring 2 mates with the outer or inner ring surface of the outer flange 3 body 301.

[0072] Example 5:

[0073] The main content of this embodiment is the same as that of embodiments 1 to 4, wherein the sealing ring 2 is fastened to the outer flange 3 by screws 7.

[0074] Example 6:

[0075] The main content of this embodiment is the same as that of embodiments 1-5, see below. Figure 20 Due to manufacturing requirements, the outer ring 5 can be divided into two separate symmetrical parts.

[0076] Example 7:

[0077] Because the contact angles of first, second, and third generation automotive wheel hub units are mostly between 13° and 36°, they generate a large amount of heat and require regular grease replacement. However, due to the inability to remove the sealing rings, the grease cannot be replaced in these first, second, and third generation maintenance-free wheel hub units, significantly reducing their maintenance-free mileage. This embodiment uses the low-energy-consumption, long-life double-row tapered roller bearing described in any of Examples 1 to 6 for wheel hub bearings in passenger cars, commercial vehicles, or rail transit vehicles. The bearing contact angle α is selected as 1° to 3°, resulting in a significant reduction in heat generation compared to existing wheel hub bearings. The evaporation, oxidation, and aging rates of the grease are also significantly reduced, correspondingly extending the bearing life considerably.

[0078] The following comparison will focus on the wheel hub bearings of passenger cars, commercial vehicles, and rail transit vehicles, which have a huge market size, and the bearings in this embodiment to provide a detailed introduction to the temperature rise and energy consumption of these bearings.

[0079] Current passenger car wheel hub bearings widely use first, second, and third generation hub units, most of which are based on double-row angular contact ball bearings, with the most common contact angle being 36° (see...). Figure 16 );

[0080] Existing commercial vehicle wheel hub bearings widely use two single-row tapered roller bearings, or first and second generation double-row tapered roller bearing hub units. Whether single-row or double-row, the most common internal contact angle is 15° (see...). Figure 4 );

[0081] In existing rail transit vehicles, whether it's the wheel set bearings of ordinary freight and passenger trains, or the axle box bearings of subway and high-speed train sets, the vast majority are double-row tapered roller bearings, with a contact angle of 10° being the most common (see...). Figure 6 The force analysis diagrams for these three types of automotive wheel hub bearings under a pure radial load of 2Qa are shown below. Figure 16 and 10 The derived axial loads generated internally are as follows: 2Qa*tan36°=1.44Qa, 2Qa*tan15°=0.54Qa, 2Qa*tan10°=0.35Qa. The percentages of the derived axial loads to the pure radial loads are respectively: 1.44Qa / 2Qa*100%=72%, 0.54Qa / 2Qa*100%=27%, and 0.35Qa / 2Qa*100%=18%.

[0082] See Figure 9 and Figure 11 The low-energy-consumption, long-life double-row tapered roller bearing in this embodiment, under a pure radial load of 2Qa, has the following force analysis diagram: Figure 11 Taking the most commonly used contact angle α of 3° as an example, the derived axial load generated internally is as follows: 2Qa*tan3°=0.1Qa. The percentage of the derived axial load to the pure radial load is: 0.1Qa / 2Qa*100%=5%. Through the above calculation, it can be concluded that the bearing in this embodiment reduces the percentage of the derived axial load to the effective load applied to the bearings of various motor vehicles from 72% to 18% to about 5%, greatly reducing the derived axial load. According to the first law of thermodynamics, namely the law of conservation of energy, 100% of the work done by these derived axial loads is converted into heat.

[0083] Because passenger cars and commercial vehicles operate under different conditions, the structure of this low-energy-consumption, long-life double-row tapered roller bearing, as well as its upgraded version, are also different.

[0084] A. Application of this low-energy-consumption, long-life double-row tapered roller bearing in commercial vehicle axles. Figure 17 This is a schematic diagram of a second-generation low-energy-consumption, long-life double-row tapered roller bearing. In this embodiment, the bearing integrates the outer ring and the hub into one part. The brake drum (disc) and the rim (or adapter disc) are fixed to the outer ring of the second-generation low-energy-consumption, long-life double-row tapered roller bearing with bolts. Through this optimized design, the process is simplified, the weight is reduced, and the cost is reduced. Figure 18 A schematic diagram of an upgraded second-generation low-energy-consumption, long-life double-row tapered roller bearing for commercial vehicles; and Figure 17 The second-generation low-energy-consumption, long-life double-row tapered roller bearings have a different structure. Figure 18 The second-generation low-energy-consumption, long-life commercial vehicle double-row tapered roller bearing has threaded holes at both ends of the outer ring. This allows the wheel rim (or adapter plate) to be fixed on the left side with bolts, and the brake drum (disc) to be fixed on the right side with bolts. This optimized design further reduces weight and cost.

[0085] B. Application of this low-energy-consumption, long-life double-row tapered roller bearing in passenger car wheel assemblies. Figure 19 This is a schematic diagram of a third-generation, low-energy-consumption, long-life double-row tapered roller bearing for passenger vehicles. Figure 21 This is a schematic diagram of a fourth-generation, low-energy-consumption, long-life double-row tapered roller bearing for passenger vehicles. Figure 22 This is a schematic diagram of an upgraded fourth-generation low-energy-consumption, long-life passenger car double-row tapered roller bearing. The upgraded fourth-generation low-energy-consumption, long-life passenger car double-row tapered roller bearing integrates the individual inner ring and universal joint housing of the fourth-generation low-energy-consumption, long-life passenger car double-row tapered roller bearing into a single part, thereby optimizing the manufacturing process and reducing costs.

[0086] Example 8:

[0087] For existing rail transit wheelset (or axle box) bearings, whether double-row tapered roller bearings or double-row cylindrical roller bearings, the temperature of the inner ring is higher than that of the outer ring. To ensure that the bearing does not jam or seize, a certain amount of clearance must be maintained. This embodiment uses any one of the low-energy-consumption, long-life double-row tapered roller bearings described in Embodiments 1 to 6 for rail transit wheelset bearings or axle box bearings. The contact angle α of the bearing is selected from 1° to 4°. On the one hand, the smaller contact angle significantly reduces heat generation. On the other hand, due to the sliding friction between the two flanges of the outer ring and the rollers, the heat generated by the outer ring and rollers is greater than that of the inner ring. However, since the heat dissipation conditions of the outer ring are better than those of the inner ring, when the contact angle is selected appropriately, it can be ensured that the inner and outer rings and rollers have the same temperature rise. When the original clearance value of the low-energy-consumption, long-life double-row tapered roller bearing of this embodiment is properly designed, the clearance value after installation is between 0 and a very small value. In this way, the low-energy-consumption, long-life double-row tapered roller bearing is always in the optimal working state of near-zero clearance, and the maintenance-free mileage and life are greatly extended. Moreover, when the grease needs to be replaced, even if every part of the existing axle box (or wheelset) bearing is intact, the seal cover and retainer still need to be replaced. Due to the advanced structural design, the bearing of this embodiment does not need to be replaced if the seal cover and retainer are not damaged, saving huge costs.

[0088] Existing rail transit wheelset (axle box) bearings have two structures: double-row tapered roller bearings and double-row cylindrical roller bearings, with double-row tapered roller bearings being the primary type. Since wheelset (or axle box) bearings bear heavy loads and operate at high speeds, the biggest problem with these two types of bearings is that the temperature rise of the inner ring is higher than that of the outer ring. This necessitates a certain amount of clearance in the design, especially to ensure that the axle box bearings do not "stick" or "jam" during long-distance operation of high-speed trains. The axial design value for the clearance of double-row tapered roller bearings in high-speed trains is 0.74-0.8mm. Since the contact angle of high-speed trains is 10°, this translates to a radial clearance value between 0.26-0.28mm (0.26 = 2 * 0.74 * tan10°, 0.28). =2*0.8*tan10°), because the outer ring is fixed, the outer raceway bears a local load. Such a large clearance value causes a very narrow area on the circumference of the outer raceway to bear an excessive load, causing premature spalling of the outer raceway. Since the rollers and inner ring bear a cyclic load, the spalling ratio of the roller surface and the inner raceway is much smaller than that of the outer raceway. This embodiment changes the internal structure, changing the parts with the most heat generation from the inner ring and rollers to the outer ring and rollers. Since the heat dissipation effect of the outer ring is greater than that of the inner ring, the inner and outer rings and rollers achieve the same temperature rise during operation. When the clearance of the bearing after installation is 0 to a small positive clearance, half of the area on the circumference of the inner and outer raceways bears the load, and half of the rollers bear the load. In this way, the bearing has the strongest load-bearing capacity and the longest service life. In addition, existing double-row tapered roller bearings for rail transit (see Figure 8 The sealing cover of the bearing is fixed by an interference fit between the outer circle of the skeleton and the inner hole of the outer ring. Due to the limited thickness and low hardness of the skeleton, even with additional clamping techniques, it is difficult to prevent the sealing cover from falling off and failing. In this embodiment, because the two end faces of the outer ring have a certain thickness, the sealing cover is fixed to the end face of the outer ring with screws 7, reducing the probability of the sealing cover falling off to zero. Furthermore, when the bearing needs to be overhauled and the sealing cover needs to be removed, simply unscrew screws 7 and tighten them into the threaded holes evenly distributed on the bottom circumference of the sealing cover. Since the bottom surface of these threaded holes also contacts the end face of the outer ring, the sealing cover can be pushed out. The advantage of this structural design is that the sealing cover can be removed intact and reused. Similarly, due to the advanced design of this embodiment, the retainer can also be removed intact and reused, resulting in significant cost reduction.

[0089] Example 9:

[0090] Existing main reducer assemblies for fuel-powered commercial vehicle drive axles mostly consist of a power transmission pair composed of a driving bevel gear and two single-row tapered roller bearings. This structure is complex and bulky, requiring adjusting shims to control the clearance between the two single-row tapered roller bearings. The driving bevel gear is a stepped shaft of a certain length, resulting in poor precision, rigidity, and load-bearing capacity. Because clearance must be maintained between the two single-row tapered roller bearings, the driving and driven bevel gears cannot mesh properly. These are all sources of noise and vibration in the main reducer. This embodiment uses the low-energy-consumption, long-life double-row tapered roller bearing described in any one of Embodiments 1-6 in the main reducer assembly of the fuel-powered commercial vehicle drive axle.

[0091] A schematic diagram of the main reducer assembly of the drive axle of a fuel-powered commercial vehicle using this low-energy-consumption, long-life double-row tapered roller bearing is shown below. Figure 23 Compared to existing main reducer assemblies, this new low-energy, long-life double-row tapered roller bearing eliminates the need for adjusting shims to control bearing clearance. Furthermore, the clearance of this new bearing, after installation, is between 0 and a very small positive clearance. This differs from existing bearings where sufficient clearance must be maintained between the two bearings. In existing bearings, the area with the highest heat generation is located between the large flange of the inner ring and the large end face of the roller, resulting in a higher temperature for the inner ring and rollers compared to the outer ring. Because the two inner rings mate with the drive bevel gear shaft, heat is transferred from the inner ring to the drive bevel gear shaft. Since the drive bevel gear shaft is inside the bearing housing, the heat can only escape through the small end of the drive bevel gear shaft. This explains why the temperature of the inner ring and rollers is significantly higher than that of the outer ring. The expansion is greater than that of the outer ring. To prevent jamming or seizing, sufficient clearance must be maintained between the two bearings. The area with the highest heat generation in this low-energy-consumption, long-life double-row tapered roller bearing is located between the large flange of the outer ring and the large end face of the roller. Since the surface area of ​​the outer ring is about twice that of the inner hole of the inner ring, and the outer ring is surrounded by the bearing housing, the heat generated by the outer ring and roller is easily transferred to the air through the bearing housing. This significantly reduces the temperature difference between the inner and outer rings and rollers in this embodiment compared to existing structures, and the temperature of the outer ring and rollers is slightly higher than that of the inner ring. As a result, this low-energy-consumption, long-life double-row tapered roller bearing is always in a near-optimal working state with minimal clearance and will never jam or seize.

[0092] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A low energy consumption long life double row tapered roller bearing characterized by: It comprises two inner rings (1), two sealing rings (2), two outer flanges (3), two retainers (4), an outer ring (5) and two rows of tapered rollers (6); The inner raceway (101) is arranged on the circumferential outer circle of the middle section of the two inner rings (1); the inner raceway (101) is in the shape of a conical surface; the part of the inner ring (1) located at the small end of the inner raceway (101) is marked as a small head, and the part located at the large end of the inner raceway (101) is marked as a large head; a cylindrical surface one (102) is arranged on the outer wall of the small head, and a cylindrical surface two (103) is arranged on the outer wall of the large head; the small heads of the two inner rings (1) contact each other; The inner hole of the outer ring (5) comprises two outer raceways (501), and a cylindrical section (502) between the two outer raceways; the outer raceway (501) is in the shape of a conical surface; the small-diameter end of the two outer raceways (501) communicates with the cylindrical section (502); The outer flange (3) comprises an outer flange body (301) and a stepped portion (302); the outer flange body (301) is in the shape of a ring; the outer flange body (301) is arranged at both ends of the outer ring (5); the stepped portion (302) is arranged on the inner annular surface of the outer flange body (301); the stepped portion (302) has a working surface that closely contacts the spherical base surface (601) of the tapered roller (6); the outer ring (5) is sleeved on the outside of the inner ring (1); the outer raceway (501), the inner raceway (101) and the stepped portion (302) jointly form a friction working part; The retainer (4) is arranged in the friction working part; the tapered roller (6) is arranged in the window of the retainer (4); the tapered roller (6) rolls in the friction working part; the retainer (4) guides the tapered roller (6) to rotate along the outer raceway (501), the inner raceway (101) and the stepped portion (302); the conical surface of the tapered roller (6) contacts the inner raceway (101) and the outer raceway (501), and the spherical base surface (601) contacts the stepped portion (302); The two sealing rings (2) respectively seal the bearing from both sides of the bearing.

2. A low energy consumption long life double row tapered roller bearing according to claim 1, characterized in that: The half-cone angle of the outer raceway (501) is selected to be 1°-45°.

3. A low energy consumption long life double row tapered roller bearing according to claim 1, characterized in that: The outer ring (5) and the outer flange (3) are in an integral structure or a split structure.

4. A low energy consumption long life double row tapered roller bearing according to any one of claims 1 to 3, characterized in that: The cylindrical surface two (103) contacts the sealing lip of the sealing ring (2); the outer circle of the sealing ring (2) cooperates with the outer annular surface or the inner annular surface of the outer flange body (301).

5. A low energy consumption long life double row tapered roller bearing according to claim 4, characterized in that: The sealing ring (2) is fastened on the outer flange (3) by means of a screw (7).

6. A low energy consumption long life double row tapered roller bearing according to claim 1, characterized in that: The outer ring (5) can be made into two symmetrical parts.

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