Wheel end structure, axle and vehicle

Abstract

The utility model discloses a wheel end structure, axle and vehicle, wheel end structure, include: half axle sleeve, wheel hub, wheel hub sets up half axle sleeve, bearing, bearing sets up between half axle sleeve and wheel hub, wheel reduction flange, wheel reduction flange is connected in the outer periphery of half axle sleeve, and wheel reduction flange is opposite with bearing, locking nut, locking nut is set up in half axle sleeve and is with half axle sleeve screw thread cooperation, and locking nut and wheel reduction flange's one side that is away from bearing is opposite, fixed part, fixed part is connected with wheel reduction flange and locking nut. Therefore, by setting up this wheel end structure, it can be connected as a whole with wheel reduction flange and locking nut through fixed part, thereby solve the risk that locking nut is subjected to radial force and is loose in the process of vehicle operation, and then avoid the problem of bearing loose, wheel end oil leakage and bearing sintering, improve work reliability and stability.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a wheel end structure, an axle, and a vehicle. Background Technology

[0002] As national policies require, the requirements for resource utilization, product lightweighting, and fuel economy in the vehicle sector are becoming increasingly stringent.

[0003] In related technologies, the traditional wheel-end structure first assembles the wheel hub bearing onto the wheel hub, then assembles the wheel hub onto the axle sleeve, and then assembles the wheel reducer connecting flange onto the axle sleeve for bearing positioning. The locking nut is then tightened to the required torque using a torque wrench or tightening machine. Finally, the locking tongue on the two-way clip is fixed to the inner and outer nuts respectively. However, due to limited space, the two locking nuts in this solution are relatively thin and lack rigidity. After the vehicle has been running for a period of time, the locking nuts will loosen, causing axial displacement of the bearing and oil seal, oil leakage of the axle, and wheel-end burning and other faults. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a wheel end structure that can connect the wheel reducer flange and the locking nut into a single unit using a fastener, thereby eliminating the risk of the locking nut loosening under radial force during vehicle operation, and thus preventing problems such as bearing loosening, wheel end oil leakage, and bearing sintering.

[0005] This utility model further proposes a vehicle axle.

[0006] This utility model further proposes a vehicle.

[0007] According to the first aspect of the present invention, the wheel end structure includes: a half-shaft sleeve; a wheel hub, wherein the half-shaft sleeve is fitted onto the wheel hub; a bearing, wherein the bearing is disposed between the half-shaft sleeve and the wheel hub; a wheel reduction flange, wherein the wheel reduction flange is connected to the outer periphery of the half-shaft sleeve and abuts against the bearing; a locking nut, wherein the locking nut is fitted onto the half-shaft sleeve and threadedly engaged with the half-shaft sleeve, and abuts against the side of the wheel reduction flange opposite to the bearing; and a fixing member, wherein the fixing member is connected to the wheel reduction flange and the locking nut.

[0008] Therefore, by setting this wheel end structure, the wheel reduction flange and the locking nut can be connected as a whole by fasteners, thereby solving the risk of the locking nut loosening under radial force during vehicle operation, thus avoiding problems such as bearing loosening, wheel end oil leakage and bearing sintering, and improving operational reliability and stability.

[0009] In some examples of this utility model, the fastener passes through the locking nut and the wheel reduction flange along the axial direction of the locking nut.

[0010] In some examples of this utility model, the locking nut has a through hole along its circumference, the wheel reducer flange has a fixing hole along its circumference, the inner wall of the fixing hole has an internal thread, and at least a portion of the outer circumference of the fastener has an external thread, the external thread and the internal thread being threadedly engaged.

[0011] In some examples of this utility model, the number of perforations is multiple, and the multiple perforations are spaced apart circumferentially along the locking nut. The number of fixing holes is also multiple, and the multiple fixing holes are spaced apart circumferentially along the wheel reducer flange. The number of fixing holes is greater than the number of perforations.

[0012] In some examples of this utility model, multiple fixing holes are evenly spaced along the circumference of the wheel reduction flange, and the central angle corresponding to the line connecting the center of adjacent fixing holes and the center of the wheel reduction flange is α, which satisfies the relationship: 30°≤α≤60°.

[0013] In some examples of this utility model, the axial length of the locking nut is L, and L satisfies the relationship: 18mm≤L≤25mm.

[0014] In some examples of this utility model, the outer circumference of the half-shaft sleeve is provided with an external spline, and the inner circumference of the wheel reduction flange is provided with an internal spline, wherein the external spline and the internal spline are engaged.

[0015] In some examples of this utility model, the bearing includes: an inner ring; an outer ring, the outer ring being sleeved on the outer periphery of the inner ring; a cage, the cage being disposed between the inner ring and the outer ring; rolling elements, the rolling elements being disposed on the cage, the rolling elements being rotatably in contact with the inner ring and the outer ring; wherein, the inner wall of the inner ring is interference-fitted with the half-shaft sleeve, and the outer wall of the outer ring is interference-fitted with the hub; and the hub is provided with a stop portion, the stop portion being in axial stop engagement with the outer ring in the bearing.

[0016] The axle according to the second aspect of this utility model includes: the wheel end structure described above.

[0017] The vehicle according to the third aspect of this utility model includes: the aforementioned axle.

[0018] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a partial structural schematic diagram of the wheel end structure according to an embodiment of the present utility model;

[0021] Figure 2 This is a side view of the wheel reduction flange according to an embodiment of the present utility model;

[0022] Figure 3 This is a side view of the locking nut according to an embodiment of the present utility model.

[0023] Figure label:

[0024] 100. Wheel end structure;

[0025] 10. Half-shaft sleeve;

[0026] 20. Wheel hub; 21. Stop section;

[0027] 30. Bearing; 31. Inner ring; 32. Outer ring; 33. Rolling element;

[0028] 40. Wheel reduction flange; 41. Fixing hole;

[0029] 50. Lock nut; 51. Through hole; 60. Fastener. Detailed Implementation

[0030] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0031] The following is for reference. Figures 1-3 The wheel end structure 100 according to an embodiment of the present utility model can connect the wheel reduction flange 40 and the locking nut 50 into a whole by means of the fastener 60, thereby solving the risk of the locking nut 50 loosening due to radial force during vehicle operation, and thus avoiding the problems of bearing 30 loosening, wheel end oil leakage and bearing 30 sintering.

[0032] Combination Figures 1-3As shown, the wheel end structure 100 according to the first aspect of this utility model includes a half-shaft sleeve 10, a wheel hub 20, a bearing 30, a wheel reduction flange 40, a locking nut 50, and a fastener 60. The half-shaft sleeve 10 is a cylindrical structure that supports and protects the half-shaft and provides a stable mounting environment for the bearing 30. The wheel hub 20 is the core part of the wheel, supporting the tire and transmitting power to it. The bearing 30 reduces friction between the half-shaft sleeve 10 and the wheel hub 20 and allows the wheel hub 20 to rotate freely. The locking nut 50 restricts the axial displacement of the wheel reduction flange 40, the bearing 30, and the wheel hub 20, thereby preventing the risk of loosening.

[0033] Specifically, the hub 20 is fitted with the half-shaft sleeve 10, the bearing 30 is located between the half-shaft sleeve 10 and the hub 20, the wheel reduction flange 40 is connected to the outer periphery of the half-shaft sleeve 10, the wheel reduction flange 40 abuts against the bearing 30, the locking nut 50 is fitted with the half-shaft sleeve 10 and threadedly engaged with the half-shaft sleeve 10, the locking nut 50 abuts against the side of the wheel reduction flange 40 away from the bearing 30, and the fastener 60 is connected to the wheel reduction flange 40 and the locking nut 50.

[0034] Specifically, the locking nut 50, the wheel reduction flange 40, and the bearing 30 abut against each other in sequence along the axial direction of the half-shaft sleeve 10; the locking nut 50 and the half-shaft sleeve 10 are threaded together, and the threaded engagement provides a strong clamping force through the friction and preload between the threads, thus ensuring the firmness and stability of the connection between the two. Moreover, compared with permanent connection methods such as welding or riveting, the threaded connection can be installed and disassembled quickly and conveniently, facilitating maintenance and replacement of parts; the thread can also better withstand the load force from the axial direction, and the threaded engagement has self-locking properties, thus preventing the risk of the locking nut 50 retracting in the fixed state, thereby effectively ensuring the relative positional stability of the wheel reduction flange 40 and the bearing 30 with the half-shaft sleeve 10 in the axial direction.

[0035] Furthermore, the fastener 60 is connected to both the wheel reducer flange 40 and the locking nut 50, thus indirectly connecting the locking nut 50 and the wheel reducer flange 40 into a single unit. This increases their weight and spatial modality, improving their structural strength and bending / torsional stiffness. Moreover, this arrangement, while axially limiting the locking nut 50 for the wheel reducer flange 40 and the bearing 30, also addresses the risk of the locking nut 50 loosening under radial force during vehicle operation (i.e., the embodiment in this case effectively improves the locking nut 50's resistance to loosening under radial force by connecting the locking nut 50 and the wheel reducer flange 40 into a single unit). This also prevents the bearing 30 from axially loosening and avoids bearing 30 sintering problems caused by wheel end oil leakage, thereby improving the operational reliability of the wheel end structure 100.

[0036] Compared to the traditional double nut + locking plate locking method, the embodiment in this case adds a fixing component 60 to connect the locking nut 50 to the wheel reduction flange 40. This can effectively solve the problem of wheel end oil leakage and bearing 30 sintering caused by the locking nut 50 loosening due to radial force during vehicle operation and the wheel end bearing 30 loosening accordingly.

[0037] Therefore, by setting the wheel end structure 100, the wheel reduction flange 40 and the locking nut 50 can be connected as a whole by the fastener 60, thereby solving the risk of the locking nut 50 loosening due to radial force during vehicle operation, thus avoiding the problems of bearing 30 loosening, wheel end oil leakage and bearing 30 sintering, and improving the reliability and stability of operation.

[0038] According to some optional embodiments of the present invention, combined with Figure 1 As shown, along the axial direction of the locking nut 50, the fastener 60 passes through the locking nut 50 and the wheel reduction flange 40.

[0039] As arranged as described above, the fastener 60 can limit the locking nut 50 and the wheel reduction flange 40 in both the radial and circumferential directions. This effectively prevents the locking nut 50 from loosening due to radial force runout during vehicle operation, thereby ensuring the axial stability of the locking nut 50, wheel reduction flange 40 and bearing 30 on the axle sleeve 10. It also avoids problems such as axial displacement of bearing 30 along the axle sleeve 10, leakage of wheel end oil from the axial clearance, and sintering risk of bearing 30 due to insufficient lubricating oil.

[0040] Specifically, in combination Figures 1-3 As shown, the locking nut 50 has a through hole 51 along its circumference, the wheel reducer flange 40 has a fixing hole 41 along its circumference, the inner wall of the fixing hole 41 has an internal thread, and at least a portion of the outer circumference of the fastener 60 has an external thread, with the external thread and the internal thread engaging. For example, the fastener 60 can be a screw, but is not limited to this.

[0041] It is understandable that the locking nut 50, wheel reduction flange 40, and half-shaft sleeve 10 are coaxial. The locking nut 50 and wheel reduction flange 40 are respectively provided with through holes 51 and fixing holes 41 along their own circumference. The fastener 60 passes through the through holes 51 along the axial direction of the locking nut 50 and is threaded into the fixing holes 41. In this way, the fastener 60, locking nut 50, and wheel reduction flange 40 can be connected into a solid whole, thereby improving the overall consistency, preventing the risk of loosening of the locking nut 50 due to radial force runout, and effectively ensuring the positional stability of the wheel end structure 100.

[0042] Compared to welding or riveting, threaded connections allow users to install and disassemble quickly and easily, improving maintenance and replacement efficiency.

[0043] Furthermore, threads can better withstand axial loads, and the threaded fit is self-locking, thus preventing the fastener 60 from slipping back under axial force during normal tightening. In addition, threaded connections offer advantages such as uniform load distribution, good anti-loosening properties, and high reliability. For example, the self-locking characteristic of the threaded connection allows the load to be evenly distributed on the connection surface, reducing stress concentration and improving the connection strength and rigidity between the fastener 60 and the wheel-reduction flange 40; the threaded engagement effectively prevents loosening, thus improving the reliability and safety of the connection between the fastener 60 and the wheel-reduction flange 40; and it can withstand greater forces and torques, further enhancing tightening reliability.

[0044] Furthermore, combined Figures 1-3 As shown, there are multiple through holes 51, which are spaced apart circumferentially along the locking nut 50. There are also multiple fixing holes 41, which are spaced apart circumferentially along the wheel reducer flange 40. The number of fixing holes 41 is greater than the number of through holes 51.

[0045] The number of through holes 51 and fixing holes 41 are both multiple, and the through holes 51 and fixing holes 41 are respectively arranged at intervals along the circumference of the locking nut 50 and the wheel reduction flange 40. This increases the number of through holes 51 and fixing holes 41, thereby increasing the force connection path of the fastener 60, locking nut 50 and wheel reduction flange 40, improving the connection strength and force uniformity of the three, and thus improving the connection reliability and force uniformity of the three.

[0046] Furthermore, the number of fixing holes 41 is greater than the number of through holes 51. This ensures the structural strength of the locking nut 50 while also improving the alignment of the through holes 51 on the locking nut 50 with the fixing holes 41 on the wheel reducer flange 40 after the locking nut 50 installation process (such as tightening the locking nut 50 according to torque requirements using a torque wrench or tightening machine, and then retracting the locking nut 50 according to assembly process requirements). This reduces assembly difficulty and manufacturing precision, thereby improving production efficiency and reducing production costs.

[0047] Specifically, in combination Figure 1 and Figure 2 As shown, multiple fixing holes 41 are evenly spaced along the circumference of the wheel reduction flange 40. The central angle corresponding to the line connecting the center of adjacent fixing holes 41 and the center of the wheel reduction flange 40 is α, and α satisfies the relationship: 30°≤α≤60°.

[0048] Understandably, the multiple fixing holes 41 are evenly spaced along the circumference of the wheel reducer flange 40. This can ensure that the load borne by the fixing member 60 is more uniform, reduce the risk of failure and deformation caused by local stress concentration, and also help prevent additional bending moment and shear force caused by eccentric loading, thereby improving the connection stability of the fixing member 60, the locking nut 50 and the wheel reducer flange 40 and extending the service life.

[0049] The standard 41-position mounting hole arrangement simplifies assembly, reduces the risk of misalignment, and facilitates mass production using automated equipment.

[0050] According to some optional embodiments of the present invention, combined with Figure 1 As shown, the axial length of the locking nut 50 is L, and L satisfies the relationship: 18mm ≤ L ≤ 25mm. For example, the axial length of the locking nut 50 can be 18mm, 20mm, 22mm, and 25mm, but is not limited to these.

[0051] Specifically, when the axial length of the locking nut 50 is less than 18mm, the locking nut 50 is too thin, which can easily lead to poor structural strength. When the axial length of the locking nut 50 is greater than 25mm, the locking nut 50 is too thick, which can easily lead to a larger space occupation and increased material consumption. In summary, controlling the axial length of the locking nut 50 within a reasonable range can ensure structural strength while not occupying too much layout space, thereby improving space utilization and contributing to a more compact and lightweight design. For example, the central angles corresponding to the lines connecting the centers of adjacent fixing holes 41 and the center of the wheel reduction flange 40 are 30°, 45°, 50°, and 60°, but are not limited to these.

[0052] According to some optional embodiments of the present invention, the outer periphery of the half-shaft sleeve 10 is provided with an external spline, and the inner periphery of the wheel reduction flange 40 is provided with an internal spline, and the external spline and the internal spline are engaged.

[0053] Furthermore, the external splines on the outer circumference of the half-shaft sleeve 10 and the internal splines on the inner circumference of the wheel reduction flange 40 mesh with each other, which facilitates the connection of the half-shaft sleeve 10 and the wheel reduction flange 40 into a solid whole. Moreover, compared with key connections such as flat keys with a single contact surface, the spline fit is characterized by multi-tooth contact, which can provide greater load-bearing capacity, higher coaxiality, and a more uniform force transmission path, thereby ensuring the stability and accuracy of the relative assembly position of the two, avoiding relative shaking or rotation problems, and thus improving the reliability and stability of the connection between the two.

[0054] According to some optional embodiments of the present invention, combined with Figure 1As shown, the bearing 30 includes an inner ring 31, an outer ring 32, a cage, and rolling elements 33. The outer ring 32 is fitted around the outer periphery of the inner ring 31, the cage is disposed between the inner ring 31 and the outer ring 32, and the rolling elements 33 are disposed on the cage. The rolling elements 33 can roll in contact with the inner ring 31 and the outer ring 32.

[0055] In detail, the bearing 30 can be used to support the half-shaft sleeve 10, thereby ensuring the positional accuracy of the half-shaft sleeve 10. The bearing 30 includes an inner ring 31, an outer ring 32, a cage, and rolling elements 33. The outer ring 32 surrounds the inner ring 31, the cage is connected between the inner ring 31 and the outer ring 32, and the rolling elements 33 are rotatably disposed within the cage, and the rolling elements 33 are in rolling contact with the inner ring 31 and the outer ring 32. The inner ring 31 is fitted onto the half-shaft sleeve 10, and the outer ring 32 is connected to the inner circumference of the hub 20. The outer ring 32 can fit tightly with the hub 20 and rotate together with the hub 20. The inner surface of the outer ring 32 is machined with raceways for the rolling elements 33 (such as balls or rollers) to roll on. The inner ring 31 is fixed to the outer wall of the half-shaft sleeve 10, providing a relatively static support surface for the outer ring 32 and the rolling elements 33. Its outer surface also has raceways that match the raceways of the outer ring 32. In summary, bearing 30 can achieve efficient force transmission and rotational motion while reducing friction and wear.

[0056] The inner wall of the inner ring 31 is interference-fitted with the half-shaft sleeve 10. Due to the strong friction and normal pressure generated by the elastic deformation of the interference fit, the connection between the inner ring 31 and the half-shaft sleeve 10 is very firm and can withstand large axial and radial loads. It can also effectively prevent relative sliding or rotation between the inner ring 31 and the half-shaft sleeve 10, ensuring that the two always maintain the correct relative position. It can also make the contact surface between the two tighter, improve the self-sealing effect, prevent internal oil leakage, and eliminate the need for additional fasteners, which can simplify the design and assembly process and improve the design rationality.

[0057] Furthermore, the outer wall of the outer ring 32 is interference-fitted with the hub 20. Due to the strong friction and normal pressure generated by the elastic deformation of the interference fit, the connection between the outer ring 32 and the hub 20 is very strong and can withstand large axial and radial loads. It can also effectively prevent relative sliding or rotation between the outer ring 32 and the hub 20, ensuring that the two always maintain the correct relative position. It can also make the contact surface between the two tighter, improve the self-sealing effect, prevent internal oil leakage, and eliminate the need for additional fasteners. This simplifies the design and assembly process, thereby improving the rationality, simplicity and production efficiency of the design.

[0058] Furthermore, combined Figure 1 As shown, the hub 20 is provided with a stop part 21, which is in axial stop engagement with the outer ring 32 of the bearing 30.

[0059] It is understandable that, along the axial direction of the bearing 30, the stop portion 21 on the hub 20 and the outer ring 32 of the bearing 30 stop and cooperate, so that the stop portion 21 can play an axial limiting effect on the outer ring 32, preventing the bearing 30 from moving in an undesirable direction, thereby improving the relative positional stability of the bearing 30 and the hub 20.

[0060] According to the second aspect of the present invention, the axle includes the wheel end structure 100 of the above embodiment. The axle with the wheel end structure 100 can avoid the risk of parts coming loose during vehicle transportation, and can also effectively prevent the bearing 30 from loosening, wheel end oil leakage and bearing 30 from sintering, thereby effectively improving the working reliability and stability of the wheel end structure 100.

[0061] The vehicle according to the third aspect of the present invention includes the axle of the above embodiment. Thus, the vehicle having the axle can effectively improve the working reliability and stability of the wheel end structure 100 during vehicle operation, thereby enhancing the market competitiveness of the whole vehicle.

[0062] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0063] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0064] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0065] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A wheel end structure (100), characterized in that, include: Half-shaft sleeve (10); A hub (20) is fitted with a half-shaft sleeve (10). A bearing (30) is disposed between the half-shaft sleeve (10) and the hub (20); Wheel reduction flange (40) is connected to the outer periphery of the half-shaft sleeve (10) and abuts against the bearing (30); Locking nut (50), the locking nut (50) is sleeved on the half shaft sleeve (10) and threadedly engaged with the half shaft sleeve (10), the locking nut (50) abuts against the side of the wheel reduction flange (40) away from the bearing (30); The fastener (60) is connected to the wheel reduction flange (40) and the locking nut (50).

2. The wheel end structure (100) according to claim 1, characterized in that, Along the axial direction of the locking nut (50), the fastener (60) passes through the locking nut (50) and the wheel reduction flange (40).

3. The wheel end structure (100) according to claim 2, characterized in that, The locking nut (50) has a through hole (51) along its circumference, the wheel reducer flange (40) has a fixing hole (41) along its circumference, the inner wall of the fixing hole (41) has an internal thread, and at least part of the outer circumference of the fastener (60) has an external thread, the external thread and the internal thread are threaded together.

4. The wheel end structure (100) according to claim 3, characterized in that, The number of the through holes (51) is multiple, and the multiple through holes (51) are arranged at intervals along the circumference of the locking nut (50). The number of the fixing holes (41) is multiple, and the multiple fixing holes (41) are arranged at intervals along the circumference of the wheel reduction flange (40). The number of fixing holes (41) is greater than the number of through holes (51).

5. The wheel end structure (100) according to claim 4, characterized in that, The multiple fixing holes (41) are evenly spaced along the circumference of the wheel reduction flange (40). The central angle corresponding to the line connecting the center of an adjacent fixing hole (41) and the center of the wheel reduction flange (40) is α, and α satisfies the relationship: 30°≤α≤60°.

6. The wheel end structure (100) according to claim 1, characterized in that, The axial length of the locking nut (50) is L, and L satisfies the relationship: 18mm≤L≤25mm.

7. The wheel end structure (100) according to claim 1, characterized in that, The outer circumference of the half-shaft sleeve (10) is provided with an external spline, and the inner circumference of the wheel reduction flange (40) is provided with an internal spline, and the external spline and the internal spline are engaged.

8. The wheel end structure (100) according to claim 1, characterized in that, The bearing (30) includes: Inner circle (31); Outer ring (32), the outer ring (32) is fitted around the outer periphery of the inner ring (31); A retainer disposed between the inner ring (31) and the outer ring (32); A rolling element (33) is disposed on the cage and the rolling element (33) is rotatably in contact with the inner ring (31) and the outer ring (32). The inner wall of the inner ring (31) is interference-fitted with the half-shaft sleeve (10), and the outer wall of the outer ring (32) is interference-fitted with the hub (20); and The hub (20) is provided with a stop (21), which engages with the outer ring (32) in the axial direction of the bearing (30).

9. An axle, characterized in that, include: The wheel end structure (100) according to any one of claims 1-8.

10. A vehicle, characterized in that, include: The axle according to claim 9.

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