Compact hub bearing

Abstract

The utility model discloses a compact wheel hub bearing, including the outer ring, first inner race and second inner race, first inner race and second outer race are provided with the first inner raceway inclined surface of 45 degree inclination angle arrangement at the abutment, and the second inner race is provided with the second inner raceway inclined surface of 45 degree inclination angle arrangement at the abutment with first inner race, first inner raceway inclined surface and second inner raceway inclined surface combination form the inner raceway, the outer ring inner wall is provided with the first outer raceway inclined surface of 45 degree inclination angle arrangement on corresponding first inner raceway inclined surface, the outer ring inner wall is provided with the second outer raceway inclined surface of 45 degree inclination angle arrangement on corresponding second inner raceway inclined surface, first outer raceway inclined surface and second outer raceway inclined surface combination form the outer raceway, the outer raceway is kept with the inner raceway between the cooperation frame, the cross arrangement of cylindrical roller has on the frame, its simple structure is compact, realizes the overall lightweight design of structure, and strong structural stability has good use reliability.

Description

Technical Field

[0001] This utility model relates to a compact wheel hub bearing. Background Technology

[0002] Wheel hub bearings are critical components of automotive chassis, primarily used to connect wheels and steering knuckles, bearing radial and axial loads during vehicle operation. Their structural design directly affects the vehicle's load-bearing capacity, driving stability, energy consumption, and service life. Currently, most mainstream wheel hub bearings on the market use back-to-back double-row angular contact ball bearings or double-row tapered roller bearings. Double-row angular contact ball bearings have a contact angle of only 35°~40°, and although the span is relatively large, the rolling elements experience dispersed stress, resulting in insufficient overall rigidity and making them unsuitable for high-load conditions. Double-row tapered roller bearings have a contact angle of only 10°~25°, a smaller span, weak anti-tipping ability, and are prone to wear and fatigue failure with long-term use. Both existing types of bearings have a double-row rolling element structure, resulting in a large overall size and wide axial width, making lightweight design impossible. This not only increases the vehicle's unsprung mass, affecting handling agility, but also increases manufacturing costs and fuel or electricity consumption, contradicting the automotive industry's trend towards energy conservation, emission reduction, and lightweight construction. At the same time, traditional bearings cannot balance span and compactness. A small span results in insufficient load-bearing capacity and stiffness, while a large size violates the requirements for lightweighting. Utility Model Content

[0003] To address the shortcomings of existing technologies, this utility model provides a compact hub bearing with a simple and compact structure, achieving overall lightweight design, while also exhibiting strong structural stability and good reliability.

[0004] To achieve the above objectives, this utility model provides a compact hub bearing, including an outer ring, a first inner ring, and a second inner ring. A first inner raceway inclined surface at a 45° angle is provided at the contact point between the first inner ring and the second outer ring. A second inner raceway inclined surface at a 45° angle is provided at the contact point between the second inner ring and the first inner ring. The first and second inner raceway inclined surfaces combine to form the inner ring raceway. A first inner raceway inclined surface at a 45° angle is provided on the inner circumferential wall of the outer ring corresponding to the first inner raceway inclined surface. The outer raceway has an inclined surface, and a second outer raceway inclined surface is provided on the inner circumferential wall of the outer ring at a 45° angle corresponding to the second inner raceway inclined surface. The first outer raceway inclined surface and the second outer raceway inclined surface are combined to form the outer ring raceway. A cage is fitted between the outer ring raceway and the inner raceway. A plurality of cylindrical rollers are provided on the cage. Adjacent cylindrical rollers are arranged in a cross shape. Adjacent cylindrical rollers are alternately arranged between the first inner raceway inclined surface and the second outer raceway inclined surface, as well as between the second inner raceway inclined surface and the first outer raceway inclined surface.

[0005] The beneficial effects of this design are as follows: This design defines the core structure of the compact hub bearing. The outer ring, first inner ring, and second inner ring work together to form inner and outer raceways with a 45° inclination angle. Combined with the cage and cross-arranged cylindrical rollers, a completely new bearing load-bearing structure is constructed. The 45° symmetrical raceway design significantly increases the bearing contact angle, far exceeding the 10°-40° contact angle range of traditional bearings. This greatly improves the bearing's axial and radial load-bearing capacity, effectively enhancing anti-overturning moment and adapting to the high-load requirements of complex automotive driving conditions. The alternating cross-arrangement of adjacent cylindrical rollers achieves an equivalent double-row load-bearing effect for a single set of rolling elements, greatly shortening the bearing's axial width for extreme compactness, while significantly increasing the bearing span, balancing compactness and high rigidity. This structure simplifies the overall bearing construction, reduces the number of parts, lowers the difficulty of machining and assembly, effectively controls production costs, and significantly reduces the bearing's weight, contributing to vehicle lightweighting, reducing unsprung mass, improving handling agility, reducing energy consumption, extending bearing life, and enhancing product market competitiveness.

[0006] As a further feature of this invention, the length L of the cylindrical roller is less than the diameter DW of the cylindrical roller.

[0007] The benefits of this design are as follows: With the roller length shorter than its diameter, the end face of the roller completely avoids another set of parallel raceways when rolling on one set of raceways. This eliminates the risk of motion interference between adjacent raceways, ensuring smooth and unobstructed roller operation. It also avoids wear, overheating, and abnormal noise caused by interference, significantly improving the stability and reliability of the bearing. The short roller design allows adjacent raceways to directly act as roller flanges, eliminating the need for additional flange structures. This simplifies the bearing structure, reduces manufacturing costs, and precisely limits axial displacement of the rollers, preventing tilting and tipping. This ensures the rollers are always in the optimal stress posture, evenly distributing the load and avoiding localized stress concentration, thus significantly improving bearing stiffness and load-bearing efficiency. This size design further compresses the bearing's axial space, enhancing its ultra-compact advantage, reducing bearing weight, and meeting lightweight requirements. It also reduces ineffective losses in the contact area between the rollers and raceways, lowering frictional resistance, reducing energy consumption, and extending bearing fatigue life. This design is suitable for high-speed, high-load applications in automotive wheel hubs.

[0008] As a further feature of this invention, the contact surfaces of the first inner ring and the second inner ring are inclined.

[0009] The benefits of this design are as follows: The beveled contact surface enables automatic centering during inner ring assembly, reducing assembly coaxiality errors and ensuring precise alignment of the inner and outer ring raceways. This prevents issues such as uneven roller load and accelerated wear caused by assembly deviations, improving the overall assembly accuracy and consistency of the bearing. The beveled contact structure increases the inner ring contact area, dispersing assembly stress and preventing inner ring deformation and cracking caused by stress concentration. This enhances the structural strength and stability of the inner ring, while also improving the tightness of the connection between inner rings, preventing loosening and movement during use, and ensuring bearing operational stability. This design simplifies the inner ring machining process; beveled machining is easier to perform with higher precision than flat machining, reducing machining difficulty and scrap rate, and controlling production costs. Simultaneously, the beveled contact surface helps guide grease flow, improving lubrication conditions in the contact area between the inner ring and the rollers, reducing dry friction, lowering wear and heat generation, and extending bearing life.

[0010] As a further feature of this invention, sealing grooves are provided between the first inner ring and the outer ring, and between the second inner ring and the outer ring, respectively, and sealing rings are fitted into the sealing grooves.

[0011] The benefits of this design are as follows: The sealing groove precisely positions the sealing ring, ensuring a secure and tight fit, preventing it from falling off or shifting, and improving the stability and reliability of the sealing structure. The double-seal structure effectively prevents external impurities such as mud, dust, and sand from entering the bearing, avoiding abrasive wear and jamming between the raceway and rollers, thus preventing premature bearing failure. Simultaneously, it effectively prevents grease leakage, maintaining sufficient lubrication between the rolling pairs, reducing friction and wear, lowering heat generation, and ensuring long-term stable bearing operation. This sealing design is suitable for the harsh working environment of automotive wheel hubs, significantly improving the bearing's dustproof, waterproof, and contamination-proof capabilities, extending the bearing maintenance cycle, reducing later maintenance costs, preventing bearing failures due to seal failure, and improving vehicle driving safety. Furthermore, the sealing groove structure is simple and easy to manufacture, and the sealing ring is easy to install and remove, facilitating later maintenance and replacement, and reducing operating costs.

[0012] As a further feature of this invention, the outer ring is provided with a grease groove at the connection between the first outer raceway inclined surface and the second outer raceway inclined surface.

[0013] The benefits of this design are as follows: With the grease groove located at the intersection of the raceways—a crucial area for alternating roller rotation—it serves as a grease storage and flow channel. Sufficient grease can be stored during assembly, and during operation, it continuously and evenly delivers grease to the contact areas between the inner and outer raceways and the rollers. This ensures a stable oil film between the friction pairs, preventing dry friction and boundary friction, significantly reducing frictional resistance, wear, and heat generation, improving bearing efficiency, and reducing energy consumption. The grease groove also prevents grease from accumulating and leaking at the raceway edges, improving grease utilization, reducing the frequency of grease replenishment, lowering maintenance costs, and preventing heat generation and deterioration caused by localized grease buildup, thus extending grease lifespan. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of the first embodiment of the present utility model; Figure 2 This is a schematic diagram of the outer ring structure in the first embodiment of this utility model; Figure 3 This is a schematic diagram of the structure of the first inner ring in the first embodiment of this utility model; Figure 4 This is a schematic diagram of the structure of the second embodiment of the present utility model; Figure 5 This is a structural schematic diagram of the third embodiment of the present utility model. Detailed Implementation

[0015] The first embodiment of this utility model's compact hub bearing is, for example... Figures 1 to 3As shown: The ring includes an outer ring 1, a first inner ring 2, and a second inner ring 3. A first inner raceway inclined surface 21 at a 45° angle is provided at the point where the first inner ring 2 abuts against the second outer ring 1. A second inner raceway inclined surface at a 45° angle is provided at the point where the second inner ring 3 abuts against the first inner ring 2. The first inner raceway inclined surface 21 and the second inner raceway inclined surface combine to form the inner raceway. A first outer raceway inclined surface 11 at a 45° angle is provided on the inner circumferential wall of the outer ring 1, corresponding to the first inner raceway inclined surface 21. The inner circumferential wall of the outer ring 1... A second outer raceway slope 12, arranged at a 45° angle, is provided on the wall corresponding to the second inner raceway slope. The first outer raceway slope 11 and the second outer raceway slope 12 combine to form the outer ring 1 raceway. A cage 4 is fitted between the outer ring 1 raceway and the inner raceway. A plurality of cylindrical rollers 5 are provided on the cage 4, with adjacent cylindrical rollers 5 arranged in a cross pattern. Adjacent cylindrical rollers 5 are alternately arranged between the first inner raceway slope 21 and the second outer raceway slope 12, and between the second inner raceway slope and the first outer raceway slope 11. The length L of the cylindrical roller 5 is less than the diameter DW of the cylindrical roller 5. The contact surface between the first inner ring 2 and the second inner ring 3 is inclined. Sealing grooves are respectively provided between the first inner ring 2 and the outer ring 1, and between the second inner ring 3 and the outer ring 1, with sealing rings fitting in the sealing grooves. A grease groove 13 is provided at the connection between the first outer raceway slope 11 and the second outer raceway slope 12 of the outer ring 1. The outer ring 1 is provided with a mating flange for cooperating with the brake disc, and the outer ring 1 is also provided with a first connecting step for cooperating with the wheel rim. The outer ring 1 is also provided with 8 brake disc connecting holes.

[0016] A second embodiment of the compact hub bearing of this utility model is as follows: Figure 4As shown: The ring includes an outer ring 1, a first inner ring 2, and a second inner ring 3. A first inner raceway inclined surface 21 at a 45° angle is provided at the point where the first inner ring 2 abuts against the second outer ring 1. A second inner raceway inclined surface at a 45° angle is provided at the point where the second inner ring 3 abuts against the first inner ring 2. The first inner raceway inclined surface 21 and the second inner raceway inclined surface combine to form the inner raceway. A first outer raceway inclined surface 11 at a 45° angle is provided on the inner circumferential wall of the outer ring 1, corresponding to the first inner raceway inclined surface 21. The inner circumferential wall of the outer ring 1... A second outer raceway slope 12, arranged at a 45° angle, is provided on the wall corresponding to the second inner raceway slope. The first outer raceway slope 11 and the second outer raceway slope 12 combine to form the outer ring 1 raceway. A cage 4 is fitted between the outer ring 1 raceway and the inner raceway. A plurality of cylindrical rollers 5 are provided on the cage 4, with adjacent cylindrical rollers 5 arranged in a cross pattern. Adjacent cylindrical rollers 5 are alternately arranged between the first inner raceway slope 21 and the second outer raceway slope 12, and between the second inner raceway slope and the first outer raceway slope 11. The length L of the cylindrical roller 5 is less than the diameter DW of the cylindrical roller 5. Sealing grooves are respectively provided between the first inner ring 2 and the outer ring 1, and between the second inner ring 3 and the outer ring 1, with sealing rings fitting in the sealing grooves. A grease groove 13 is provided at the connection between the first outer raceway slope 11 and the second outer raceway slope 12 of the outer ring 1.

[0017] A third embodiment of this invention for a bearing for a vertical shaft, for example... Figure 5 As shown: The ring includes an outer ring 1, a first inner ring 2, and a second inner ring 3. A first inner raceway inclined surface 21 at a 45° angle is provided at the point where the first inner ring 2 abuts against the second outer ring 1. A second inner raceway inclined surface at a 45° angle is provided at the point where the second inner ring 3 abuts against the first inner ring 2. The first inner raceway inclined surface 21 and the second inner raceway inclined surface combine to form the inner raceway. A first outer raceway inclined surface 11 at a 45° angle is provided on the inner circumferential wall of the outer ring 1, corresponding to the first inner raceway inclined surface 21. The inner circumferential wall of the outer ring 1... A second outer raceway slope 12, arranged at a 45° angle, is provided on the wall corresponding to the second inner raceway slope. The first outer raceway slope 11 and the second outer raceway slope 12 combine to form the outer ring 1 raceway. A cage 4 is fitted between the outer ring 1 raceway and the inner raceway. A plurality of cylindrical rollers 5 are provided on the cage 4, with adjacent cylindrical rollers 5 arranged in a cross pattern. Adjacent cylindrical rollers 5 are alternately arranged between the first inner raceway slope 21 and the second outer raceway slope 12, and between the second inner raceway slope and the first outer raceway slope 11. The length L of the cylindrical roller 5 is less than the diameter DW of the cylindrical roller 5. The contact surface between the first inner ring 2 and the second inner ring 3 is inclined. Sealing grooves are respectively provided between the first inner ring 2 and the outer ring 1, and between the second inner ring 3 and the outer ring 1, with sealing rings fitting in the sealing grooves. A grease groove 13 is provided at the connection between the first outer raceway slope 11 and the second outer raceway slope 12 of the outer ring 1.

[0018] The above examples are merely one preferred embodiment of this utility model. Ordinary variations and substitutions made by those skilled in the art within the scope of this utility model's technical solution are all included within the protection scope of this utility model.

Claims

1. A compact hub bearing, comprising an outer ring, a first inner ring, and a second inner ring, characterized in that: A first inner raceway inclined surface at a 45° angle is provided at the junction of the first inner ring and the second outer ring. A second inner raceway inclined surface at a 45° angle is provided at the junction of the second inner ring and the first inner ring. The first and second inner raceway inclined surfaces combine to form the inner raceway. A first outer raceway inclined surface at a 45° angle is provided on the inner circumferential wall of the outer ring corresponding to the first inner raceway inclined surface. A second outer raceway inclined surface at a 45° angle is provided on the inner circumferential wall of the outer ring corresponding to the second inner raceway inclined surface. The first and second outer raceway inclined surfaces combine to form the outer raceway. A cage is fitted between the outer raceway and the inner raceway. A plurality of cylindrical rollers are provided on the cage. Adjacent cylindrical rollers are arranged in a cross pattern. Adjacent cylindrical rollers are alternately arranged between the first inner raceway inclined surface and the second outer raceway inclined surface, and between the second inner raceway inclined surface and the first outer raceway inclined surface.

2. The compact hub bearing according to claim 1, characterized in that: The length L of the cylindrical roller is less than the diameter DW of the cylindrical roller.

3. The compact hub bearing according to claim 1, characterized in that: The contact surfaces of the first inner ring and the second inner ring are set at an angle.

4. The compact hub bearing according to claim 3, characterized in that: A sealing groove is provided between the first inner ring and the outer ring, and between the second inner ring and the outer ring, and a sealing ring is fitted in the sealing groove.

5. The compact hub bearing according to claim 1, characterized in that: The outer ring is provided with a grease groove at the connection between the first outer raceway slope and the second outer raceway slope.

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