WHEEL ARRANGEMENT FOR A MOTOR VEHICLE

Description

TECHNICAL FIELD OF THE INVENTION

[0001] The invention relates to a motor vehicle wheel assembly. STATE OF PRIOR ART

[0002] A motor vehicle drive wheel assembly, once mounted on the vehicle, generally comprises a fixed subassembly intended to be secured to a suspension element of the vehicle and comprising a first outer raceway and a second outer raceway defining an axis of revolution; a rotating subassembly, capable of rotating relative to the fixed member around the axis of revolution, and comprising a wheel hub, a transmission bowl, a first inner raceway located opposite the first outer raceway, a second inner raceway located opposite the second outer raceway; and rolling bodies, forming a first row of rolling bodies between the first outer raceway and the first inner raceway and a second row of rolling bodies between the second outer raceway and the second inner raceway.The wheel hub provides a mounting interface for a wheel rim and a brake disc. The assembly therefore typically features a stack of technical functions, arranged along the axis of revolution from the inside to the outside of the vehicle: torque transmission, connection to the vehicle suspension, rotational guidance, braking and rolling, which requires significant space requirements in the axial direction, i.e. transversely in the vehicle's frame of reference.

[0003] Document FR 3 052 104 proposed to shrink-fit an inner bearing ring onto the transmission bowl for the second inner race, which makes it possible to reduce the axial size for a given distance between the two rows of rolling bodies, while increasing the pitch diameter of the row of rolling bodies located on the inner side of the vehicle. Since the payload and the camber stiffness are increasing functions of the distance between the two rows of rolling bodies and the pitch diameter of the rows of rolling bodies, this architecture provides a solution for reconciling reduced axial size and good performance in terms of payload and camber stiffness.

[0004] Electric and hybrid vehicle powertrains often require more space than internal combustion engine powertrains across the vehicle width at the drive wheels, leading to a shortening of the transverse drive shafts. This shortening is undesirable because it leads to larger angles in the transmission joints. In this context, any measure that increases the space available for the transverse drive shafts, even slightly, is desirable. There is therefore an increased need for compact drive wheel assemblies in the axial direction, which does not come at the expense of performance, particularly in terms of payload and rigidity.

[0005] For this purpose, documents WO2021 / 148676 and WO2022 / 161734 have proposed a motor vehicle drive wheel assembly which combines axial compactness, high payload and good level of camber stiffness, and comprises a fixed subassembly comprising two coaxial annular outer raceways, a rotating subassembly comprising a wheel hub on which an inner raceway is formed, a transmission bowl and at least one inner bearing ring on which a second inner raceway is formed. Rolling bodies complete the assembly and form two rows of rolling bodies spaced apart from each other, rolling on the inner and outer raceways to guide the rotating subassembly in rotation relative to the fixed subassembly.The inner ring is shrunk onto the wheel hub and axially clamped against a shoulder formed on the wheel hub and a shoulder formed on the transmission bowl. The bearing shoulder of the inner ring on the wheel hub is positioned in direct proximity to the race bottom of the inner race formed on the wheel hub. This positioning, which contributes to axial compactness, imposes a relatively small axial contact surface between the bearing shoulder of the inner ring and the wheel hub. The tension installed in the assembly of the transmission bowl, the wheel hub and the inner ring induces a high contact pressure at the interface, which increases the risks of fretting corrosion and / or abrasion.This results in a risk, in use, of exposing the inner raceway formed on the wheel hub to metal particles generated at the interface between the shoulder and the inner ring, a risk that is all the greater since the interface between the inner bearing ring and the shoulder of the wheel hub opens directly onto the inner raceway formed on the wheel hub. This assembly may therefore, in certain cases of use, be subject to damage likely to limit its service life. STATEMENT OF THE INVENTION

[0006] The invention aims to propose an assembly architecture for a motor vehicle drive wheel, which combines axial compactness, high payload and good level of camber stiffness, while limiting the risks of pollution of one of the bearings by contact corrosion and / or abrasion.

[0007] To do this, according to a first aspect of the invention, a motor vehicle drive wheel assembly is proposed, comprising: a fixed subassembly comprising a first annular outer raceway and a second annular outer raceway centered on a common axis of revolution; a rotating subassembly, capable of rotating relative to the fixed subassembly around the axis of revolution, and comprising a wheel hub comprising a flange provided with an interface for fixing a wheel rim or a brake disc, the fixing flange forming a mounting face of the wheel rim or the brake disc turned axially in a direction of disassembly of the wheel rim or the brake disc, the direction of disassembly being parallel to the axis of revolution, a transmission bowl, and at least one inner bearing ring, the inner bearing ring being shrunk onto a shrink-fit surface of the wheel hub, the inner bearing ring having a contact face turned axially opposite to the direction of disassembly,bearing against the transmission bowl at an annular contact interface, the inner bearing ring having an end face facing axially in the disassembly direction, bearing against a shoulder of the wheel hub along a bearing interface having an outer circumference having a diameter DCE, the rotating subassembly further comprising a first inner raceway located opposite the first outer raceway and a second inner raceway located opposite the second outer raceway and formed on the inner bearing ring; and balls, forming a first row of balls having a ball diameter DB1 and capable of rolling on the first outer raceway and the first inner raceway and a second row of balls having a ball diameter DB2 and capable of rolling on the second outer raceway and the second inner raceway,the centers of the balls of the first row of balls being located on a pitch circle of diameter DP1 located in a first pitch plane, the centers of the balls of the second row of balls being located on a pitch circle of diameter DP2 located in a second pitch plane, the first pitch plane being located at a non-zero distance L from the second pitch plane in the disassembly direction, the end face being located axially between the first pitch plane and the second pitch plane; ,

[0008] According to the invention, the end face of the inner bearing ring is located at a distance from the first pitch plane greater than half the ball diameter DB1 of the balls of the first row of balls. In addition, the following inequality is realized: DP 1 − 8 10 DB 1 < DCE

[0009] Preferably: DP 1 − 6 10 ⋅ DB 1 < DCE

[0010] The DCE diameter is here the largest diameter observed at the actual contact between the shoulder of the wheel hub and the inner bearing ring, and measured in a plane perpendicular to the axis of revolution.

[0011] According to the invention, it is proposed to position the interface between the inner bearing ring and the shoulder of the wheel hub at an axial distance from the first inner raceway and to raise the shoulder relative to the bottom of the first inner raceway, so as to limit the pollution induced at the level of the first row of balls and the first inner and outer raceways by possible contact corrosion.

[0012] In practice, the pitch diameter DP2 of the second row of balls is larger than the pitch diameter DP1 of the first row of balls. Preferably, DP 1 + DB 1 ≤ DP 2 − DB 2

[0013] It can then be provided that the support interface between the inner bearing ring and the shoulder of the wheel hub is located radially inside the second row of balls. Thus, according to one embodiment: DCE < DP 2 − 2 . DB 2

[0014] Preferably: DCE < DP 1

[0015] According to one embodiment, one or more of the following sizing instructions are respected: the end face of the inner bearing ring is closer to the second pitch plane than to the first pitch plane; and / or the end face of the inner bearing ring is located at a distance from the second pitch plane less than half the ball diameter DB2 of the balls of the second row of balls.

[0016] To allow for significant axial compactness, the two pitch planes are close to each other. Preferably, one or more of the following inequalities are observed: L ≥ DP 2 − DP 1 2 L ≤ 7 5 × DB 1 + DB 2 2 4 ∗ L 2 + DP 2 − DP 1 2 − DB 1 + DB 2 ≥ 2 3 × DB 1

[0017] To maintain sufficient stiffness in the inner bearing ring, it is preferable to provide: DB 1 + DB 2 2 ≤ L

[0018] The positioning of the contact interface of the inner bearing ring with the transmission bowl relative to the support interface of the inner bearing ring with the shoulder of the wheel hub and relative to the inner raceways is chosen so as to standardize the stresses in the inner bearing ring. For this purpose, one or more of the following arrangements may be provided: the annular contact interface between the inner bearing ring and the transmission bowl is located at least partially, and preferably entirely, on one side of the second pitch plane opposite the first pitch plane; and / or in orthogonal projection on the axis of revolution, at least a part of the annular contact interface between the inner bearing ring and the transmission bowl is positioned at a distance from the support interface between the inner bearing ring and the shoulder, which is less than the ball diameter DB2 of the balls of the second row of balls and / or in orthogonal projection on the axis of revolution, at least a part of the annular contact interface between the inner bearing ring and the transmission bowl is positioned at a distance from the support interface between the inner bearing ring and the shoulder,which is greater than the ball diameter DB2 of the balls of the second row of balls and / or at least a portion of the annular contact interface between the inner bearing ring and the transmission bowl is located at a distance from the second pitch plane greater than half the ball diameter DB2 of the balls of the second row of balls; and / or in orthogonal projection onto the first pitch plane, at least a portion of the annular contact interface between the inner bearing ring and the transmission bowl is superimposed with at least a portion of the bearing interface between the end face of the inner bearing ring and the shoulder; and / or in orthogonal projection onto the first pitch plane,at least a portion of the annular contact interface between the inner bearing ring and the transmission bowl is located between the second inner raceway and the outer circumference of the bearing interface between the end face of the inner bearing ring and the shoulder; and / or in orthogonal projection on the first pitch plane, the annular contact interface between the inner bearing ring and the transmission bowl and the second inner raceway are disjoint. in orthogonal projection on the first pitch plane, the annular contact interface between the inner bearing ring and the transmission bowl and the second inner raceway are at a distance from each other greater than half the ball diameter DB2. ,

[0019] According to one embodiment, the transmission bowl comprises a splined end portion mounted freely, adjusted or shrunk into a splined tubular portion of the wheel hub, forming a splined contact interface, the rotating subassembly preferably comprising at least one axial holding element fixed to the transmission bowl and coming directly or indirectly to bear against a stop surface of the wheel hub rotated axially in the direction of disassembly. Preferably, the splined contact interface allows non-destructive disassembly of the wheel hub. The axial holding element may in particular consist of a head of a screw screwed into a threaded hole formed in the transmission bowl parallel to the axis of revolution, or a nut screwed onto a threaded portion formed on the transmission bowl. It may also involve cold deformation of one end of the transmission bowl or the wheel hub, ensuring axial interference between the two parts.More generally, the end portion of the transmission bowl may have any cylindrical shape with a non-circular base mounted freely, adjusted or shrunk into a tubular portion of complementary shape of the wheel hub, forming a contact interface with a non-circular section, the rotating subassembly preferably comprising at least one axial holding element fixed to the transmission bowl and coming directly or indirectly to bear against a stop surface of the wheel hub rotated axially in the direction of disassembly. Preferably, a portion of the splined tubular portion of the wheel hub is surrounded by at least a portion of the first inner raceway. Preferably, a portion of the splined tubular portion of the wheel hub is surrounded by the fixing flange.

[0020] According to one embodiment, the transmission bowl has a cylindrical bearing surface fitted in a cylindrical bore of the wheel hub, and located at least partially between the first pitch plane and the second pitch plane, and preferably having an intersection with a plane perpendicular to the axis of revolution and tangent to the shoulder. The fitted mounting can be used to take up part of the radial forces transmitted at the level of the hooping between the inner bearing ring and the wheel hub.

[0021] The wheel hub's shrinking surface is intended to absorb the radial forces exerted on the bearing ring. Preferably: the hooping surface of the wheel hub extends at least partially between the first pitch plane and the second pitch plane; and / or the hooping surface of the wheel hub extends partially on one side of the second pitch plane opposite the first pitch plane; and / or the hooping surface of the wheel hub has a diameter DF such that: DF < DP 1 − 10 14 ⋅ DB 1 ; and / or the wheel hub's shrinking range has a diameter DF such that: DP 1 − 6 5 DB 1 < DF

[0022] The lower limit of the diameter DF proposed above reflects the desire to have a large hoop diameter, which is favorable in terms of axial compactness.

[0023] According to one embodiment, the bearing interface between the bearing face and the shoulder is flat. According to another embodiment, the annular contact interface is flared, preferably frustoconical.

[0024] Preferably, the wheel hub is a solid single-piece part, preferably metallic or bimaterial, for example a steel / aluminum or steel / composite material combination. Alternatively, the wheel hub comprises at least one solid single-piece part forming the flange and the shrink-fitting surface, and an additional inner bearing ring shrink-fitted onto the solid part, which forms the first inner race and the shoulder.

[0025] In practice, the first inner raceway is enveloping in the axial direction, in the sense that it has a raceway bottom, located in an intermediate axial position between the axial ends of the raceway.

[0026] Preferably, DB1>DB2. In the configuration envisaged, the reduction in the diameter of the balls in the second row makes it possible to reduce the outside diameter of the fixed subassembly, without increasing the bending stresses on the bearing ring, and without loss of capacity, because in practice, the pitch diameter DP1 of the first row of balls is smaller than the pitch diameter DP2 of the second row of balls, so that the number of balls in the second row is higher than the number of balls in the first row. In practice, the service life of the assembly is determined mainly by the first row of balls.

[0027] In practice, the shoulder may constitute an obstacle to the axial insertion of closed annular elements of smaller diameter, such as seals or bearing cages. According to one embodiment, the first row of balls is therefore guided in rotation by a cage constituting an elastically deformable open ring, which allows mounting of the bearing cage by spreading the cage as it passes through the shoulder. Alternatively, a bearing cage with an internal diameter greater than the DCE diameter may be provided, which may then be open or closed.

[0028] The bearing ring is preferably a solid metal part, made for example of steel.

[0029] In practice, the drive wheel assembly further comprises a transmission nut and transmission rolling bodies, the transmission rolling bodies being guided by raceways formed in a cavity of the transmission bowl and on the transmission nut. The transmission rolling bodies and the transmission bowl form a transmission joint.

[0030] According to one embodiment, the wheel hub further comprises a centering surface for the brake disc or the wheel rim, facing radially away from the axis of revolution and which projects axially relative to the mounting face in the disassembly direction. The centering surface may, for example, be cylindrical, or comprise two cylindrical portions of different diameters, the portion closest to the mounting face preferably having a larger diameter than the portion furthest away, and having the function of centering the brake disc. Other profiles of the centering surface may be envisaged. The centering surface may also be discontinuous, comprise annular grooves or splines parallel to the axis of revolution.

[0031] The mounting face of the flange may be flat or have ridges, grooves or grooves, for example radial, annular or spiral, and / or mounting, relief or vent holes.

[0032] Where appropriate, the rotating subassembly further comprises a brake disc resting on the mounting face, a wheel rim resting on the brake disc and elements for fixing the wheel rim and the brake disc to the fixing flange.

[0033] According to one embodiment, the balls of the first row of balls have points of contact with the first inner raceway and the first outer raceway, which are located on a first contact cone having a first apex located relative to the first row of balls, opposite the second row of balls, and the balls of the second row of balls have points of contact with the second inner raceway and the second outer raceway, which are located on a second contact cone having a second apex located relative to the second row of balls, opposite the first row of balls.

[0034] In practice, the fixed subassembly may comprise a fixing flange extending radially outwardly relative to the first outer raceway and the second outer raceway. The fixing flange is intended for fixing the fixed subassembly to a suspension member of the vehicle. For this purpose, the fixing flange is preferably provided with a fixing interface, which may comprise bores for elements for fixing to the suspension member.

[0035] The outer raceways are preferably axially enveloping, in the sense that they each have a raceway bottom, located in an axial position intermediate between the axial ends of the raceway.

[0036] According to one embodiment, the fixed subassembly comprises a solid one-piece metal outer ring forming the first outer raceway and the second outer raceway, and preferably also forming the fixing flange. Alternatively, it may be provided that one and / or the other of the outer raceways are made in a bearing ring shrunk into a sleeve forming the fixing flange.

[0037] Preferably, the transmission bowl is a solid, one-piece metal part.

[0038] The invention also relates to a method of mounting the assembly described above, according to which 'before shrinking the inner bearing ring onto the wheel hub, a bearing cage constituting an open, elastically deformable ring is positioned opposite the first inner raceway, by moving the bearing cage apart as it passes the shoulder of the mobile subassembly, and the balls of the first row of balls are positioned in the cells of the bearing cage, either before positioning the bearing cage or after having positioned the bearing cage. BRIEF DESCRIPTION OF THE FIGURES

[0039] Other characteristics and advantages of the invention will emerge from reading the description which follows, with reference to the appended figures. [ Fig. 1 ] There figure 1 is a longitudinal sectional view of a motor vehicle drive wheel assembly according to a first embodiment of the invention. Fig. 2 ] There figure 2 illustrates a step in the assembly of an assembly according to the figure 1 .

[0040] For clarity, identical or similar elements are identified by identical reference signs throughout the figures. DETAILED DESCRIPTION OF EMBODIMENTS

[0041] On the figure 1 illustrated is a motor vehicle drive wheel assembly 10, comprising a fixed subassembly 12, intended to be secured to a suspension member of a motor vehicle (not shown) and defining an axis of revolution 100, a rotating subassembly 14, able to rotate around the axis of revolution 100 inside the fixed subassembly 12, and guide balls 16, 18 between the rotating subassembly 14 and the fixed subset 12.

[0042] The fixed subset 12is here constituted by a solid one-piece metal outer ring 20 on which a first external rolling path is formed 22 and a second outer raceway 24 coaxial defining the axis of revolution 100. The outer ring further comprises at least one fixing flange 26 extending radially outwards, in which bores are formed (not shown in this figure) for fixing the fixing flange 26 à a suspension member, by means of fixing elements (not shown).

[0043] The rotating subassembly 14 has a wheel hub 30, a transmission bowl 32, and an inner bearing ring 36.

[0044] The wheel hub 30 is preferably a solid single-piece metal part, which includes a flange 38for fixing a drive wheel rim and a brake disc. The flange 38 has a face 42 brake disc support, and is provided with fixing bores 43, allowing the insertion of rim and brake disc fixing elements.

[0045] The wheel hub 30 also features a skirt 44 centering which projects axially from the flat support face 42, in a dismantling sense 200 of the wheel rim and brake disc, and has a centering range 45, preferably stepped, facing radially outwards, comprising a first cylindrical portion for centering the wheel rim and a second cylindrical portion, of equal or larger diameter, for centering the brake disc during assembly. The centering surface 45is optional and is not necessarily intended to remain in contact with the rim and brake disc after assembly.

[0046] The transmission bowl 32 is a solid single-piece metal part, which has a projecting end portion 46 full and a flared middle portion 48 delimiting a cavity 50 of constant velocity joint.

[0047] In this embodiment, the cavity 50 has rolling tracks 41 located opposite complementary rolling tracks formed on a transmission joint nut (not shown), to guide rolling bodies (not shown) along concave trajectories, for example in an arc of a circle, each located in a plane containing the axis of revolution 100.As is known, this assembly forms a transmission joint which allows the transmission of movement and torque between the nut, secured to a transmission shaft, and the transmission bowl. 32 attached to the wheel hub 30, while in operation, the transmission shaft does not remain perfectly aligned with the axis of revolution 100 imposed by the outer ring 20, it being recalled that the latter is supported by a suspension element ensuring one or more degrees of freedom of movement of the outer ring 20 relative to the vehicle body.

[0048] The protruding portion 46 of the transmission bowl 32 has a grooved part 461 and mounted freely, adjusted or shrink-fitted in a fluted tubular cavity 47 of the wheel hub 30, forming a grooved contact interface. Between this grooved part 461 and the flared middle portion48, the protruding portion 46 forms a cylindrical span 462 fitted or with uncertain clearance in a cylindrical bore 49 of the wheel hub 30.

[0049] Furthermore, it has been illustrated on the figure 1 means of fixing the transmission bowl 32 and the wheel hub 30, which implement a nut 88 screwed to a threaded end 463 of the protruding portion 46, and resting against an end shoulder 84 of the wheel hub 30.

[0050] If applicable, the cavity 50 of the transmission bowl 32 can be extended by a bore 51 optional extending into the projecting portion 46, intended to lighten the assembly and reduce the axial stiffness of the projecting portion 46, in particular to better maintain the tightening tension of the nut 88 in time.

[0051] A first interior rolling path 56 is formed on the wheel hub 30 opposite the first outer raceway 22.

[0052] The inner bearing ring 36 is fretted on a cylindrical fretting surface 52 of the wheel hub 30, with a transverse end face 57 plane in axial support against a shoulder 86, also plane, of the wheel hub 30, forming a support interface 87. Opposite this end transverse face 57, the bearing ring has an annular transverse stop face 58 axially rotated away from the first inner raceway 56, and axially projecting from the wheel hub 30, so as to come to rest against a shoulder 60 formed on the transmission bowl 32, forming a contact interface61. In this embodiment, the annular transverse stop face 58 and the shoulder 60 are truncated, but they can, alternatively, be flat. A second internal raceway 62 is formed on the inner bearing ring 36 opposite the second outer raceway 24. The marbles 16, 18 form on the one hand a first row of balls 16 which roll on the first outer raceway 22 and the first inner raceway 56, and on the other hand a second row of balls 18 which roll on the second outer raceway 24 and the second inner raceway 62. A first rolling cage 70 ensures the guidance of the balls 16 of the first row of marbles 16 and a second rolling cage 72 ensures the guidance of the balls 18of the second row of marbles 18. As is known, the bearing cages delimit cells to house the balls 16, 18 and avoid any direct contact between adjacent balls in the same row. A sealing joint 74 is shrunk onto the outer ring 20 of the fixed subset 12, and comes into sliding contact with a seal seat 76 strapped to the wheel hub 30. A thread of sealing compound or a static seal 78 can, if necessary, be positioned resting on the wheel hub 30 and on the inner bearing ring 36 at the outer edge of the interface between the shoulder 86 and the support face 57.

[0053] For the rest of the presentation, we will focus on certain remarkable dimensional characteristics of the assembly, illustrated in the figure 1 ,and which require some preliminary definitions. Thus, we will note: PP1, the primitive plane where the primitive circle constituting the trajectory of the centers of the balls is located 16 of the first row of balls (also called in the following first primitive plane); PP2, the primitive plane where the primitive circle constituting the trajectory of the centers of the balls is located 18 of the second row of balls (also called in the following second primitive plane); L , the distance between the first primitive plane PP1 and the second primitive plan PP2. DP1, the diameter of the pitch circle passing through the centers of the balls 16 of the first row of marbles 16 ; DP2, the diameter of the pitch circle passing through the centers of the balls 18 of the second row of marbles 18 ; DB1, the diameter of the balls 16constituting the balls of the first row of balls; DB2, the diameter of the balls 18 constituting the balls of the second row of balls; DCE, the diameter of the outer circumference of the bearing interface between the end transverse face 57 and the shoulder 86. In practice, this diameter is equal to the smallest outside diameter among the outside diameter of the end transverse face 57 and that of the shoulder 86. DF, the diameter of the hooping surface 52, at the level of the inner bearing ring 36.

[0054] The outer raceways 22, 24 formed on the outer bearing ring 20 are enveloping in the axial direction, in the sense that they each have a path bottom 64, 66, located in an intermediate position between the axial ends of the corresponding raceway 22, 24.The marbles 16 of the first row of marbles 16 are preferably larger than the marbles 18 of the second row of marbles 18, and the raceways 22, 24, 56, 62 are arranged to constitute a double-row angular contact ball bearing of the so-called "O" type. In other words, the contact points between the balls 16 of the first row and the associated raceways 22, 56 are located on a first contact cone having a first vertex located, relative to the first row of balls 16, opposite the second row of marbles 18, while the contact points between the balls of the second row 18 and associated raceways 24, 62 are located on a second contact cone having a second vertex located, relative to the second row of balls 18, opposite the first row of marbles 16.

[0055] We can also observe the cone containing the primitive circle of the first row of balls 16 and the pitch circle of the second row of balls, whose opening angle θ is characterized by the ratio: tg θ 2 = DP 2 − DP 1 2 L

[0056] In practice, the opening angle θ is between 60° and 120°, which translates to: 3 3 ≤ DP 2 − DP 1 2 L ≤ 3

[0057] In this case, the opening angle θ is preferably less than or equal to 90°, for good radial compactness of the assembly 10, which translates to: DP 2 − DP 1 2 ≤ L

[0058] Furthermore, the two primitive plans PP1 And PP2 are close to each other for good axial compactness, without however observing an axial overlap between the two rows of balls 16, 18 in projection onto a plane containing the axis of revolution 100 (for example the plan of the figure 1 ), which is translated by the following double inequality: DB 1 + DB 2 2 ≤ L ≤ 7 5 × DB 1 + DB 2 2

[0059] Preferably, overlapping of the rows of balls is also avoided. 16, 18 in projection in a plane perpendicular to the axis of revolution (for example the first primitive plane PP1), which results in the following inequality: DP 1 + DB 1 < DP 2 − DB 2

[0060] To avoid the occurrence of structural weakness, sufficient material thickness is ensured under the outer path of the first row 66 by the following inequality: 4 ⋅ L 2 + DP 2 − DP 1 2 − DB 1 + DB 2 ≥ 2 . DB 1 3

[0061] Remarkably, the end face 57 of the inner bearing ring 36 is located axially between the first primitive plane PP1 and the second primitive plan PP2, at a distance from the original foreground PP1 greater than half the ball diameter DB1 marbles 16of the first row of marbles 16, which limits the risk of migration of pollutants from contact corrosion between the end face 57 and the shoulder 86. Preferably, the end face 57 is closer to the second primitive plane PP2 than from the original foreground PP1. Preferably, the end face 57 is located at a distance from the second primitive plane PP2 less than half the ball diameter DB2 marbles 18 of the second row of marbles 18.

[0062] Furthermore, the outer circumference of the support interface 87 between the end face 57 and the shoulder 86 is further from the axis of revolution 100 that the bottom of the road 80 of the first inner raceway 56.This distance in the radial direction makes it possible to guarantee a support interface 87 sufficiently large, so as to reduce the pressure at the support interface 87 and thus limit contact corrosion, while maintaining a sufficiently large material section under the hoop diameter DF of the inner ring 36, and therefore guarantee the good structural resistance of the hub 30. In practice, the following inequality holds: DP 1 − 6 10 ⋅ DB 1 < DCE Or DP 1 − 8 10 ⋅ DB 1 < DCE

[0063] To allow easy assembly of the first row of balls 16, the outer circumference DCE of the support interface 87 between the end face 57 and the shoulder 86 should preferably remain smaller than the original diameter DP1 of the first row of marbles 16, which results in the inequality: DCE < DP 1

[0064] More generally, to ensure high bending stiffness of the inner bearing ring 36, it is preferably provided that in orthogonal projection on a plane perpendicular to the axis of revolution 100, for example in orthogonal projection on the plane PP1, there is no overlap between the second row of balls 18 and the bearing interface between the end face 57 and the shoulder 86, which results in the inequality: DCE < DP 2 − DB 2

[0065] Preferably: DCE < DP 2 − 2 ⋅ DB 2

[0066] Positioning the contact interface 61 of the inner ring 36 bearing with the transmission bowl 32 relative to the support interface 87 of the inner ring 36 rolling with shoulder 86 of the wheel hub 30 and relative to the inner raceway 62 of the inner ring36 is chosen with the aim, as far as possible, of standardizing the stresses in the inner bearing ring 36.

[0067] For this purpose, the annular contact interface 61 between the inner bearing ring 36 and the transmission bowl 32 is preferably located at least partially, and preferably entirely, on one side of the second primitive plane PP2 opposite the original foreground PP1. In orthogonal projection onto a plane containing the axis of revolution 100, another part of the ring contact interface 61 between the inner bearing ring 36 and the transmission bowl 32 is preferably positioned at a distance from the support interface between the inner bearing ring 36 and the shoulder 86, which is greater than the ball diameter DB2 marbles from the second row of marbles18. Finally, at least part of the annular contact interface 61 between the inner bearing ring 36 and the transmission bowl 32 is preferably located at a distance from the second primitive plane PP2 greater than half, and preferably two-thirds, of the ball diameter DB2 marbles from the second row of marbles 18.

[0068] Furthermore, observed in orthogonal projection on the first primitive plane PP1, at least a portion of the annular contact interface 61 between the inner bearing ring 36 and the transmission bowl 32 is preferably superimposed with at least a portion of the support interface 87 between the end face 57 of the inner bearing ring 36 and the shoulder 86. Always observed in orthogonal projection on the first primitive plane PP1,at least a portion of the annular contact interface 61 between the inner bearing ring 36 and the transmission bowl 32 is preferably located between the second inner raceway 62 and the support interface 87 between the end face 57 of the inner bearing ring 36 and the shoulder 86. Finally, seen in orthogonal projection on the first primitive plane PP2, the second inner raceway 62 and the ring contact interface 61 between the inner bearing ring 36 and the transmission bowl 32 have no intersection.

[0069] The cylindrical scope 462 of the protruding portion 46 of the transmission bowl 32 and the cylindrical bore 49 corresponding to the wheel hub 30 are located at least partially between the first primitive plane PP1 and the second primitive plan PP2, and preferably have an intersection with a plane perpendicular to the axis of revolution 100 and tangent to the shoulder 86. With this positioning, the cylindrical scope 462 can help limit wheel hub deformations 30 at the level of the fretting range 52.

[0070] Most of the radial forces applied to the inner bearing ring 36 is transferred to the fretting range 52 wheel hub 30, which preferably extends at least partially between the first primitive plane PP1 and the second primitive plan PP2. If applicable, the fretting range 52 of the wheel hub 30 extends partially on one side of the second primitive plane PP2 opposite the original foreground PP1. Preferably, the fretting range 52 of the wheel hub30 is closer to the axis of revolution 100 that the first inner raceway 56, which is translated by the inequality: DP 1 − 6 5 DB 1 < DF < DP 1 − 10 14 ⋅ DB 1

[0071] Preferably: DP 1 − 6 5 DB 1 < DF < DP 1 − DB 1

[0072] Remarkably, the first rolling cage 70 consists of an open ring, as shown in the figure 2 , and is elastically deformable, to allow its passage at the shoulder level 86. When assembling the assembly 10, we position the rolling cage 70 opposite the first inner raceway 56 by moving the bearing cage apart 70 at the shoulder crossing 86 of the mobile subassembly as illustrated in the figure 2 , and we position the balls 16 of the first row of marbles 16 in the cells of the bearing cage 70,either before positioning the bearing cage 70, either after having positioned the rolling cage 70, all before mounting the single-piece outer ring 20, and before shrink-fitting the inner bearing ring 36 on the wheel hub 30.

[0073] Naturally, the examples shown in the figures and discussed above are given for illustrative purposes only and are not limiting.

[0074] As a variant of the first embodiment, the wheel hub 30 can be in at least two pieces, with a solid single piece forming the flange 38 and the fretting range 52, and an additional inner bearing ring shrunk onto the solid part, which forms the first inner raceway 56 and the shoulder 86.

[0075] As another variation, the marbles 16, 18Both rows of balls may have the same diameter, and one or both rows may receive tapered rollers instead of the balls.

[0076] Alternatively, it is possible to provide a fixed sub-assembly in several parts, with a flange 26 for attachment to a vehicle suspension element, and two coaxial outer bearing rings shrunk into this flange.

[0077] The transmission joint can be a constant velocity joint of any suitable type, in particular a Rzeppa type controlled by the bearing tracks 41 but other variants of CV joints are possible, for example Rzeppa joints controlled by the joint cage, or joints with crossed tracks. Thus, the bearing tracks 41 are not necessarily circular, nor even necessarily concave, straight tracks also being possible.

[0078] Throughout the text of the present application, a fixed subassembly is referred to as a subassembly which constitutes a fixed reference frame for the rotation of the mobile subassembly. Those skilled in the art will have understood that this subassembly is itself called upon to move relative to the vehicle body, depending on the suspension geometry interposed between the vehicle body and the fixed subassembly.

Claims

1. Motor vehicle drive wheel assembly (10), comprising: - a fixed sub-assembly (12) comprising a first annular outer raceway (22) and a second annular outer raceway (24) centered on a common axis of rotation (100); - a rotating sub-assembly (14), capable of rotating relative to the fixed sub-assembly (12) about the axis of rotation (100), and comprising a wheel hub (30) comprising a flange (38) which is provided with an interface for attaching a wheel rim or a brake disc, the attachment flange (38) forming a face (42) for mounting the wheel rim or the brake disc, which axially faces in a direction (200) of disassembly of the wheel rim or of the brake disc, the direction (200) of disassembly being parallel to the axis of rotation (100), a transmission bowl (32), and at least one inner rolling bearing ring (36), the inner rolling bearing ring (36) being shrink-fitted onto a shrink-fit bearing surface (52) of the wheel hub, the inner rolling bearing ring (36) having a contact face axially facing in the opposite direction to the direction of disassembly, bearing against the transmission bowl (32) at an annular contact interface (61), the inner rolling bearing ring (36) having an end face (57) axially facing in the direction (200) of disassembly, bearing against a shoulder (86) of the wheel hub (30) along a bearing interface (87) having an outer circumference with a diameter DCE, the rotating sub-assembly (14) further comprising a first inner raceway (56) located opposite the first outer raceway (22) and a second inner raceway (62) located opposite the second outer raceway (24) and formed on the inner rolling bearing ring (36); and - balls (16, 18), forming a first row of balls (16) having a ball diameter DB1 and capable of rolling on the first outer raceway (22) and the first inner raceway (56) and a second row of balls (18) having a ball diameter DB2 and capable of rolling on the second outer raceway (24) and the second inner raceway (62), the centers of the balls (16) of the first row of balls being located on a pitch circle of diameter DP1 located in a first pitch plane (PP1), the centers of the balls (18) of the second row of balls being located on a pitch circle of diameter DP2 located in a second pitch plane (PP2), the first pitch plane (PP1) being located at a non-zero distance L from the second pitch plane (PP2) in the direction (200) of disassembly, the end face (57) being located axially between the first pitch plane (PP1) and the second pitch plane (PP2); characterized in that the end face (57) of the inner rolling bearing ring (36) is located at a distance from the first pitch plane (PP1) that is greater than half of the ball diameter DB1 of the balls (16) of the first row of balls (16) and in that: DP 1 − 8 10 DB 1 < DCE and, preferably: DP 1 − 6 10 ⋅ DB 1 < DCE2. Drive wheel assembly (10) according to claim 1, characterized in that DCE < DP 2 − 2 . DB 2 and, preferably: DCE < DP 13. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that - the end face (57) of the inner rolling bearing ring (36) is closer to the second pitch plane (PP2) than the first pitch plane (PP1); and / or - the end face (57) of the inner rolling bearing ring (36) is located at a distance from the second pitch plane (PP2) that is less than half of the ball diameter DB2 of the balls (18) of the second row of balls (18).

4. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that: L ≥ DP 2 − DP 1 2 and / or L ≤ 7 5 × DB 1 + DB 2 2 and / or 4 ∗ L 2 + DP 2 − DP 1 2 − DB 1 + DB 2 ≥ 2 3 × DB 15. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that: DB 1 + DB 2 2 ≤ L6. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that: - the annular contact interface (61) between the inner rolling bearing ring (36) and the transmission bowl (32) is located at least partially, and preferably entirely, on one side of the second pitch plane (PP2) opposite the first pitch plane (PP1); and / or - in orthogonal projection onto the axis of rotation (100), at least part of the annular contact interface (61) between the inner rolling bearing ring (36) and the transmission bowl (32) is positioned at a distance from the bearing interface (87) between the inner rolling bearing ring (36) and the shoulder (86) that is less than the ball diameter DB2 of the balls of the second row of balls (18) and / or - in orthogonal projection onto the axis of rotation (100), at least part of the annular contact interface (61) between the inner rolling bearing ring (36) and the transmission bowl (32) is positioned at a distance from the bearing interface (87) between the inner rolling bearing ring (36) and the shoulder (86) that is greater than the ball diameter DB2 of the balls of the second row of balls (18) and / or - at least part of the annular contact interface (61) between the inner rolling bearing ring (36) and the transmission bowl (32) is located at a distance from the second pitch plane (PP2) that is greater than half of the ball diameter DB2 of the balls (18) of the second row of balls (18); and / or - in orthogonal projection onto the first pitch plane (PP1), at least part of the annular contact interface (61) between the inner rolling bearing ring (36) and the transmission bowl (32) is superimposed with at least part of the bearing interface (87) between the end face (57) of the inner rolling bearing ring (36) and the shoulder (86); and / or - in orthogonal projection onto the first pitch plane (PP1), at least part of the annular contact interface (61) between the inner rolling bearing ring (36) and the transmission bowl (32) is located between the second inner raceway (62) and the outer circumference of the bearing interface (87) between the end face (57) of the inner rolling bearing ring (36) and the shoulder (86); and / or - in orthogonal projection onto the first pitch plane (PP1), the annular contact interface (61) between the inner rolling bearing ring (36) and the transmission bowl (32) and the second inner raceway (62) are separate. - in orthogonal projection onto the first pitch plane (PP1), the annular contact interface (61) between the inner rolling bearing ring (36) and the transmission bowl (32) and the second inner raceway (62) are at a distance from each other that is greater than half of the ball diameter DB2.

7. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that the transmission bowl (32) has a cylindrical bearing surface (462) fitted into a cylindrical bore (49) of the wheel hub (30), and located at least partially between the first pitch plane (PP1) and the second pitch plane (PP2), and preferably having an intersection with a plane perpendicular to the axis of rotation (100) and tangent to the shoulder (86).

8. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that: - the shrink-fit bearing surface (52) of the wheel hub (30) extends at least partially between the first pitch plane (PP1) and the second pitch plane (PP2); and / or - the shrink-fit bearing surface (52) of the wheel hub (30) extends partially from one side of the second pitch plane (PP2) opposite the first pitch plane (PP1); and / or - the shrink-fit bearing surface (52) of the wheel hub has a diameter DF such that: DF < DP 1 − 10 14 ⋅ DB 1 and / or - the shrink-fit bearing surface (52) of the wheel hub has a diameter DF such that: DP 1 − 6 5 DB 1 < DF9. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that the bearing interface (87) between the bearing face (57) and the shoulder (86) is flat.

10. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that - the wheel hub (30) is a solid one-piece part, which is preferably metallic or bi-material; or - the wheel hub (30) comprises at least one solid one-piece part forming the flange (38) and the shrink-fit bearing surface (52), and an additional inner rolling bearing ring which is shrink-fitted onto the solid part, which forms the first inner raceway (56) and the shoulder (86).

11. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that the first inner raceway (56) is enveloping in the axial direction.

12. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that DB1>DB2.

13. Drive wheel assembly (10) according to any one of the preceding claims, characterized in that the first row of balls (16) is rotatably guided by a cage (70) constituting an elastically deformable open ring.

14. Method for mounting a drive wheel assembly according to any one of the preceding claims, characterized in that before the shrink-fitting of the inner rolling bearing ring (36) onto the wheel hub (30), a bearing cage (70) constituting an elastically deformable open ring is positioned facing the first inner raceway (56), by moving apart the bearing cage (70) when passing the shoulder (86) of the movable sub-assembly, and the balls (16) of the first row of balls (16) are positioned in cavities of the bearing cage (70), either before positioning the bearing cage (70), or after positioning the bearing cage (70).