Hub bearing and vehicle

Abstract

A hub bearing (2) and a vehicle (100). The hub bearing (2) comprises a fixed end (21), a rotating end (22) and a rolling member (23), wherein the fixed end (21) and the rotating end (22) rotate relative to each other by means of the rolling member (23). The hub bearing (2) further comprises N strain gauges arranged at the fixed end (21), wherein the strain gauges are used for collecting the deformation of the fixed end (21), the interval time at which the strain gauges collect the deformation of the fixed end (21) is t, the central angle that the rolling member rotates within the time t is α, and N is an integer multiple of 360° / α. The strain gauges on the fixed end (21) are connected to a control system (106) of the vehicle (100), such that signals collected by the strain gauges can be transmitted to the control system (106) of the vehicle (100). The control system (106) of the vehicle (100) performs calculation on the signals of the strain gauges on the basis of an algorithm to obtain external forces corresponding to the signals of the strain gauges, and can obtain, on the basis of collection results of the strain gauges, external forces on wheels (121) during driving of the vehicle (100).

Description

A hub bearing and a vehicle

[0001] The present application claims priority to the Chinese patent application No. 202411338209.9, filed on September 24, 2024, and entitled "A hub bearing and a vehicle", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, and in particular to a hub bearing and a vehicle. BACKGROUND

[0003] A vehicle includes a vehicle body and a wheel, and a cabin for a driver and passengers to sit in is arranged in the vehicle body. When the vehicle is running on different road conditions, the wheel will be subjected to impact load from the road, and the impact load will be transmitted from the wheel to the cabin. When the impact load is too large, the stability of the vehicle body is low, which affects the driving experience of the user. Especially with the development of intelligent driving, the user's requirements for the driving experience are getting higher and higher. In order to improve the driving experience, it is necessary to know the force of the wheel during the running of the vehicle, so as to improve the driving experience based on the obtained force of the wheel. However, the current vehicle cannot measure the force during the running of the vehicle.

[0004] SUMMARY

[0005] The embodiments of the present application provide a hub bearing and a vehicle, which can obtain the force of the wheel during running, thereby helping to improve the driving experience according to the force of the wheel.

[0006] The first aspect of the embodiments of the present application provides a hub bearing, which includes a fixed end, a rotating end and a rolling element, the fixed end and the rotating end are relatively rotatable through the rolling element.

[0007] The hub bearing further includes N strain gauges arranged at the fixed end, the strain gauges are used to collect the deformation amount of the fixed end, the interval time of the strain gauges collecting the deformation amount of the fixed end is t, the central angle of the rolling element rotated in t time is a, and N is an integer multiple of 360° / a.

[0008] In the embodiment of the present application, during the driving of the vehicle, the rotating end of the hub bearing rotates relative to the fixed end through the rolling element, and the central angle of the rolling element of the hub bearing rotating in t time is a (the central angle of the rolling element relative to the initial position on the fixed end becomes a). If the position of the rolling element is the preset position to be measured, the number of strain gauges needs to meet at least the number of positions of the central angle of 0° and the central angle of an integer multiple of a that can be collected. Based on this, 360° / a represents the number of signals collected by the strain gauge when the rolling element rotates one circle (360°), and the number N of strain gauges on the fixed end is an integer multiple of 360° / a, that is, the number N of strain gauges on the fixed end is an integer multiple of the number of signals collected by the strain gauge when the rolling element rotates one circle, so that at least part of the N strain gauges can collect the signal of the preset position during the rotation of the rotating end of the hub bearing relative to the fixed end through the rolling element, and are not affected by the rotation of the rolling element.

[0009] In a specific embodiment, the N strain gauges are uniformly distributed circumferentially on the outer wall of the fixed end.

[0010] In a specific embodiment, at least part of the strain gauges are located at the position of the maximum deformation of the fixed end.

[0011] In the embodiment of the present application, generally, the greater the deformation of the strain gauge, the greater the external force received by the measured object at this position, and the stronger the output electrical signal. Therefore, when the strain gauge is arranged at the position of the maximum deformation of the fixed end, the output electrical signal is the largest. At the same time, the strain gauge on the hub bearing is connected with the control system of the vehicle, so that the electrical signal of the strain gauge can be transmitted to the control system of the vehicle. The control system of the vehicle calculates the electrical signal of the strain gauge according to the algorithm (the calculation method includes but is not limited to the least square method, etc.) to obtain the external force corresponding to the electrical signal of the strain gauge. The external force represents the force received by the hub bearing at the position where the strain gauge is arranged. The external force is the position of the maximum force on the hub bearing, that is, according to the detection result of the strain gauge, the maximum external force received by the hub bearing during the driving of the vehicle can be obtained, thereby improving the accuracy of the optimized control of the vehicle by the control system of the vehicle, and further improving the driving experience.

[0012] In a specific embodiment, at least part of the strain gauges have the same central angle on the fixed end as the central angle of the position where the fixed end abuts against the rolling element.

[0013] In the embodiment of the present application, the rolling elements abut against the inner wall of the fixed end and the outer wall of the rotating end respectively, so that the rotating end can rotate relative to the fixed end through the rolling elements, and the load received by the hub bearing during operation is transmitted to the fixed end through the rotating end. It can be understood that the rolling elements will exert pressure on the fixed end during rotation, and the fixed end will deform under the action of the pressure. The position with the largest deformation should be the position with the same central angle as the position at which the rolling elements abut against the fixed end. Therefore, at least part of the N strain gauges are arranged at a position with the same central angle as the position at which the rolling elements abut against the fixed end, that is, at the position with the largest deformation of the fixed end, the signal collected by the strain gauge is the largest, the reliability of the control system of the vehicle for optimizing the control of the vehicle is improved, and the driving experience is improved.

[0014] In a specific embodiment, the position at which the rolling elements and the fixed end abut against each other has the same height as at least part of the strain gauges on the fixed end in a second direction, and the second direction is the direction in which the axle of the vehicle extends. In this embodiment, the connection position of the strain gauge and the fixed end and the connection position of the rolling element and the fixed end are at the same position on the fixed end, at this time, the signal collected by the strain gauge is larger, thereby further improving the driving experience.

[0015] In a specific embodiment, the hub bearing includes at least four strain gauges, and the at least four strain gauges are uniformly distributed on the outer wall of the fixed end.

[0016] In a specific embodiment, the hub bearing includes at least four strain gauges, and the central angles of the four strain gauges on the fixed end are 80° to 100°, 260° to 280°, -10° to 10°, and 170° to 190°, respectively.

[0017] In a specific embodiment, the hub bearing includes at least four strain gauges, and the central angles of the four strain gauges on the fixed end are 90°, 270°, 0°, and 180°, respectively.

[0018] In a specific embodiment, the hub bearing includes at least a first strain gauge, a second strain gauge, a third strain gauge, and a fourth strain gauge, the fixed end has a first axis extending in a first direction and a second axis extending in a third direction, the first strain gauge and the second strain gauge are distributed along the first axis, and the first strain gauge and the second strain gauge are both symmetrical relative to the second axis, the third strain gauge and the fourth strain gauge are distributed along the second axis, and the third strain gauge and the fourth strain gauge are both symmetrical relative to the first axis.

[0019] Wherein, the first direction is the direction in which the vehicle travels, the second direction is the direction in which the axle of the vehicle extends, and the third direction is the direction of gravity of the vehicle.

[0020] In an embodiment, the hub bearing comprises M evenly distributed rolling elements, the outer wall of the fixed end has a length of L, and the sensitive grid of the strain gauge has an integer multiple of L / M, which can cover at least the area where the rolling element exerts force on the fixed end during signal acquisition, thereby improving the accuracy of the strain gauge in acquiring the strain of the fixed end.

[0021] In an embodiment, the hub bearing comprises M evenly distributed rolling elements, the distance between adjacent rolling elements is D, and the sensitive grid of the strain gauge has an integer multiple of D, which can cover at least the area where the rolling element exerts force on the fixed end during signal acquisition, thereby improving the accuracy of the strain gauge in acquiring the strain of the fixed end.

[0022] In an embodiment, in the second direction, each strain gauge is arranged at the same height of the fixed end, so that each strain gauge can measure the deformation of the same circumference of the fixed end, further improving the accuracy of the measurement.

[0023] The second aspect of the embodiments of the present application provides a vehicle, which comprises a wheel, a knuckle, and a hub bearing, the fixed end of the hub bearing is connected with the knuckle, the rotating end of the hub bearing is connected with the wheel, and the hub bearing is the hub bearing described above; the deformation acquired by the strain gauge is related to the force of the wheel.

[0024] In the embodiments of the present application, when the strain gauge is arranged on the fixed end of the hub bearing, the sensitive grid of the strain gauge is elongated or shortened with the deformation, so that the resistance of the strain gauge changes, and the change of the resistance can be converted into a signal and output, and the number of strain gauges on the fixed end enables the strain gauge to acquire the signal of the preset position without being affected by the rotation of the rolling element.

[0025] In an embodiment, the vehicle further comprises a control system, the strain gauge is electrically connected or signal connected with the control system, the control system is configured to receive the signal acquired by the strain gauge, and calculate the force of the wheel according to the signal.

[0026] In the embodiments of the present application, the signal acquired by the strain gauge can be transmitted to the control system of the vehicle, and the control system of the vehicle calculates the external force corresponding to the signal of the strain gauge according to the algorithm, which represents the force of the hub bearing at the position where the strain gauge is arranged. According to the detection result of the strain gauge, the external force of the hub bearing during the driving of the vehicle can be obtained, thereby obtaining the external force of the wheel. On the basis of the external force, the optimization control of the vehicle is realized by combining the algorithm of the control system of the vehicle, thereby improving the stability of the vehicle body during the driving of the vehicle, and improving the driving experience.

[0027] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application, as claimed. BRIEF DESCRIPTION OF DRAWINGS

[0028] FIG. 1 is a system diagram of a vehicle in one embodiment;

[0029] FIG. 2 is a structural diagram of a vehicle in one embodiment;

[0030] FIG. 3 is a structural diagram of a hub bearing in one embodiment;

[0031] FIG. 4 is a cross-sectional view of FIG. 3;

[0032] FIG. 5 is a cross-sectional view of the hub bearing shown in FIG. 3 in another embodiment;

[0033] FIG. 6 is a top view of a bearing model derived from the hub bearing shown in FIG. 3;

[0034] FIG. 7 is a cross-sectional view of FIG. 6 along line A-A;

[0035] FIG. 8 is a diagram of a first strain curve;

[0036] FIG. 9 is a diagram of a second strain curve;

[0037] FIG. 10 is a diagram of a third strain curve;

[0038] FIG. 11 is a diagram of a fourth strain curve;

[0039] FIG. 12 is a diagram of a fifth strain curve;

[0040] FIG. 13 is a structural diagram of a hub bearing in another embodiment;

[0041] FIG. 14 is a top view of FIG. 13;

[0042] FIG. 15 is an elevational view of a hub bearing in yet another embodiment;

[0043] FIG. 16 is a top view of FIG. 15;

[0044] FIG. 17 is an enlarged view of portion I of FIG. 14;

[0045] FIG. 18 is a diagram of a first body in one embodiment.

[0046] The accompanying drawings incorporated in and forming a part of the specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the application. DETAILED DESCRIPTION

[0047] The terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in the description of the application and the appended claims, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

[0048] It should be understood that the term "and / or" as used herein merely describes associated objects in a manner that one or more of the associated objects can be present, such as A and / or B, which means that A alone, B alone, or A and B together can be present. In addition, the character " / " as used herein generally means that the front and rear associated objects are in an "or" relationship.

[0049] It should be noted that the terms "upper", "lower", "left", "right", and the like as used herein are described with reference to the angle shown in the drawings, and should not be construed as limiting the application. In addition, in the context, it should be understood that when referring to an element connected to another element "on" or "under", it can be directly connected to another element "on" or "under", or indirectly connected to another element "on" or "under" through an intermediate element.

[0050] The embodiments of the application are described below with reference to the accompanying drawings.

[0051] Please refer to FIG. 1, which is a system diagram of a vehicle in a specific embodiment. The vehicle 100 can include various subsystems, such as: a travel system 102, a sensor system 104, a control system 106, one or more peripheral devices 108, a power source 110, a computer system 112, and a user interface 116. Optionally, the vehicle 100 can include more or fewer subsystems, and each subsystem can include multiple elements. In addition, each subsystem and element of the vehicle 100 can be interconnected by wire or wirelessly.

[0052] The travel system 102 can include components that provide powered movement for the vehicle 100. In some embodiments, the travel system 102 can include an engine 118, a power source 119, a transmission 120, and wheels 121. The engine 118 can be an internal combustion engine, an electric motor, an air compression engine, or other types of engine combinations, such as a hybrid engine composed of a gasoline engine and an electric motor, a hybrid engine composed of an internal combustion engine and an air compression engine. The engine 118 converts the power source 119 into mechanical energy.

[0053] Examples of the power source 119 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. The power source 119 can also provide energy for other systems of the vehicle 100.

[0054] The transmission 120 can transmit mechanical power from the engine 118 to the wheels 121. The transmission 120 can include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 120 can also include other devices such as a clutch. The drive shaft can include one or more shafts that can be coupled to one or more wheels 121.

[0055] The sensor system 104 can include several sensors that sense information about the environment surrounding the vehicle 100. For example, the sensor system 104 can include a positioning system 122 (which can be a global positioning system (GPS) system, a Beidou system, or other positioning system), an inertial measurement unit (IMU) 124, a radar 126, a laser rangefinder 128, and a camera 130. The sensor system 104 can also include sensors that monitor internal systems of the vehicle 100 (e.g., an in-vehicle air quality monitor, a fuel gauge, and / or an oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their respective characteristics (location, shape, direction, and / or speed, etc.). Such detection and identification are key functions for the safe operation of the autonomous vehicle 100.

[0056] The positioning system 122 can be used to estimate the geographic location of the vehicle 100. The IMU 124 is used to sense changes in position and orientation of the vehicle 100 based on inertial acceleration. In some embodiments, the IMU 124 can be a combination of an accelerometer and a gyroscope.

[0057] The radar 126 can utilize radio signals to sense objects within the surrounding environment of the vehicle 100. In some embodiments, in addition to sensing objects, the radar 126 can also be used to sense the speed and / or heading of the objects.

[0058] The laser rangefinder 128 can utilize laser light to sense objects in the environment in which the vehicle 100 is located. In some embodiments, the laser rangefinder 128 can include one or more laser sources, a laser scanner, and one or more detectors, among other system components.

[0059] The camera 130 can be used to capture multiple images of the surrounding environment of the vehicle 100. The camera 130 can be a still camera or a video camera.

[0060] The control system 106 is used to control the operation of the vehicle 100 and its components. The control system 106 can include various elements, and in some embodiments, the control system 106 can include a steering system 132, a throttle 134, a braking unit 136, a computer vision system 140, etc.

[0061] Steering system 132 is operable to adjust the forward direction of vehicle 100. For example, in some embodiments steering system 132 can be a steering wheel system.

[0062] Throttle 134 is used to control the operational speed of engine 118 and, in turn, the speed of vehicle 100.

[0063] Braking unit 136 is used to control the deceleration of vehicle 100. Braking unit 136 can use friction to slow down wheels 121.

[0064] In other embodiments, braking unit 136 can also convert the kinetic energy of wheels 121 into electrical energy. Braking unit 136 can also take other forms to slow down the rotational speed of wheels 121 to control the speed of vehicle 100.

[0065] Computer vision system 140 is operable to process and analyze images captured by cameras 130 to identify objects and / or features in the environment surrounding vehicle 100. The objects and / or features can include traffic signals, road boundaries, and obstacles. Computer vision system 140 can use object recognition algorithms, structure from motion (SFM) algorithms, video tracking, and other computer vision techniques. In some embodiments, computer vision system 140 can be used to map the environment, track objects, estimate the speed of objects, and so on.

[0066] Of course, in one instance, control system 106 can include components in addition to, or instead of, those shown and described. Or some of the components shown above can be reduced.

[0067] Vehicle 100 interacts with external sensors, other vehicles, other computer systems, or users through peripherals 108. Peripherals 108 can include wireless communication system 146, on-board computer 148, microphone 150, and / or speaker 152.

[0068] In some embodiments, peripherals 108 provide a means for a user of vehicle 100 to interact with user interface 116. For example, on-board computer 148 can provide information to a user of vehicle 100. User interface 116 can also operate on-board computer 148 to receive input from the user. On-board computer 148 can be operated through a touch screen. In other cases, peripherals 108 can provide a means for vehicle 100 to communicate with other devices located within the vehicle. For example, microphone 150 can receive audio (e.g., voice commands or other audio input) from a user of vehicle 100. Similarly, speaker 152 can output audio to a user of vehicle 100.

[0069] Wireless communication system 146 can wirelessly communicate with one or more devices directly or via a communication network. For example, wireless communication system 146 can use 3G cellular communication, such as code division multiple access (CDMA), global system for mobile communications (GSM) / GPRS, or fourth generation (4G) communication, such as LTE. Or fifth generation (5G) communication. Wireless communication system 146 can utilize WiFi for wireless local area network (WLAN) communication. In some embodiments, wireless communication system 146 can utilize an infrared link, Bluetooth, or ZigBee for direct communication with devices. Other wireless protocols, such as various vehicle communication systems, for example, wireless communication system 146 can include one or more dedicated short range communications (DSRC) devices, which can include public and / or private data communication between vehicles and / or roadside stations.

[0070] Power source 110 can provide electrical energy to various components of vehicle 100. In some embodiments, power source 110 can be a rechargeable lithium-ion or lead-acid battery. One or more batteries forming a battery pack can be configured as a power source to provide electrical energy to various components of vehicle 100. In some embodiments, power source 110 and power source 119 can be implemented together, for example, in a fully electric vehicle, the power battery is the power source 100 and power source 119 of the vehicle 100.

[0071] Some or all of the functions of vehicle 100 are controlled by computer system 112. Computer system 112 can include at least one processor 113 that executes instructions 115 stored in a non-transitory computer readable medium, such as data storage 114. Computer system 112 can also be a plurality of computing devices that control individual components or subsystems of vehicle 100 in a distributed manner.

[0072] The processor 113 can be any conventional processor, such as a commercially available central processing unit (CPU). Alternatively, the processor can be a dedicated device such as an application specific integrated circuit (ASIC) or other hardware-based processor. Although FIG. 1 functionally illustrates the processor, the memory, and the other elements of the computer 110 in the same block, one of ordinary skill in the art will appreciate that the processor, the computer, or the memory can actually include multiple processors, computers, or memories that may or may not be stored within the same physical housing. For example, the memory can be a hard drive or other storage media located in a different housing than that of the computer 110. Accordingly, references to a processor or computer will be understood to include references to a collection of processors or computers or memories that can or can not operate in parallel. Unlike using a single processor to perform the steps described herein, some of the components such as the steering assembly and the deceleration assembly can each have their own processor that only performs calculations related to the functionality specific to the component.

[0073] In various aspects described herein, the processor can be located remotely from the vehicle and in wireless communication with the vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the vehicle while others are performed by a remote processor, including taking the necessary steps to perform a single maneuver.

[0074] In some embodiments, the memory 114 can include instructions 115 (e.g., program logic) that can be executed by the processor 113 to perform various functions of the vehicle 100, including those described above. The memory 114 can also include additional instructions, including instructions to send data to, receive data from, interact with, and / or control one or more of the travel system 102, the sensor system 104, the control system 106, and the peripherals 108.

[0075] In addition to the instructions 115, the memory 114 can also store data, such as road maps, route information, the location, orientation, speed, and other such vehicle data of the vehicle, as well as other information. Such information can be used by the vehicle 100 and the computer system 112 during operation of the vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0076] The user interface 116 is used to provide information to or receive information from a user of the vehicle 100. Optionally, the user interface 116 can include one or more input / output devices within the collection of peripherals 108, such as the wireless communication system 146, the on-board computer 148, the microphone 150, and the speaker 152.

[0077] The computer system 112 can control the functions of the vehicle 100 based on inputs received from various subsystems (e.g., the travel system 102, the sensor system 104, and the control system 106), as well as from the user interface 116. For example, the computer system 112 can utilize inputs from the control system 106 in order to control the steering system 132 to avoid obstacles detected by the sensor system 104. In some embodiments, the computer system 112 can be operable to provide control over many aspects of the vehicle 100 and its subsystems.

[0078] Optionally, one or more of the above-described components can be installed separately from or in association with the vehicle 100. For example, the memory 114 can exist partially or entirely separately from the vehicle 100. The above-described components can be communicatively coupled together in a wired and / or wireless manner.

[0079] Optionally, the above-described components are only an example, and in actual applications, components in each module described above can be added or deleted according to actual needs, and Fig. 1 should not be understood as a limitation on the embodiments of the present application.

[0080] In the embodiments of the present application, according to different driving modes, the vehicle includes a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), or a new energy vehicle (NEV), etc. According to different structural forms, the vehicle includes a two-axle vehicle or a multi-axle vehicle. Please refer to Fig. 2, which shows a structural schematic diagram of a vehicle in the related art, and Fig. 2 takes a two-axle vehicle as an example for illustration.

[0081] As shown in Fig. 2, the vehicle 100 includes a vehicle body 101 and a plurality of wheels 121, and the wheels 121 are used to drive the vehicle body 101 to travel. The steering system of the vehicle 100 can also include a steering knuckle, and the wheel 121 is connected to the steering knuckle through a hub bearing 1, which is located on the inner side of the wheel 121, so that the wheel 121 can rotate.

[0082] With the development of technology, especially the development of intelligent driving technology, users have higher and higher requirements for the driving experience of vehicles. In order to improve the driving experience, the optimal control of the vehicle can be realized by combining the external force received by the wheel with an algorithm, so as to improve the stability of the vehicle body during driving and improve the driving experience of the user. Therefore, how to conveniently detect the force received by the wheel during driving of the vehicle is a technical problem to be solved at present.

[0083] In the related art, a sensor (not shown in the figure) can be pasted on the outer surface of the wheel 121, and the force received by the wheel 121 is measured through the sensor. This scheme is usually used in a road load spectrum (RLS) scene. Road load spectrum measurement is mainly used to evaluate the dynamic behavior and performance of the vehicle under different road conditions. It usually involves measuring and analyzing various loads experienced by the vehicle under typical driving conditions, and these data are crucial for the design, durability testing and performance optimization of the vehicle. Obviously, the above road load spectrum measurement scene belongs to the detection before the vehicle is put into the market, and is not a user usage scenario. Based on this scenario, the sensor is exposed on the outer surface of the wheel 121, which is convenient for replacing different sensors according to the measurement requirements, and the appearance requirement of the vehicle 100 is low in this scenario, and the exposure of the sensor on the outer surface of the wheel can be accepted. However, for the user driving mode, the exposure of the sensor not only affects the appearance of the vehicle, but also with long-term driving, due to the above scheme of pasting the sensor on the outer surface of the wheel 121 used in the road load spectrum measurement scene, which is not mass-produced, so the cost of this scheme is high.

[0084] Therefore, the above scheme used in the road load spectrum measurement scene is not applicable to the user driving mode, and other schemes need to be adopted to measure the force received by the wheel during driving.

[0085] The embodiment of the present application obtains the force received by the wheel during driving of the vehicle by arranging a strain gauge on the hub bearing.

[0086] It should be noted that, taking the perspective shown in FIG. 2 as the reference, the first direction X can be the direction in which the vehicle 100 travels, the third direction Z can be the direction of gravity during driving of the vehicle 100, and the second direction Y can be the direction in which the axle of the vehicle 100 extends. Among them, the first direction X, the second direction Y and the third direction Z can be two perpendicular directions. The directions involved in the following description are described based on this direction.

[0087] Please refer to FIG. 3, which is a structural schematic diagram of the hub bearing in an embodiment. FIG. 4 is a sectional view of FIG. 3. As shown in FIG. 3 and FIG. 4, the hub bearing 2 includes a fixed end 21, a rotating end 22 and rolling elements 23. The fixed end 21 has an inner cavity 213, one end of the rotating end 22 is located in the inner cavity 213, and the rolling elements 23 are located between the fixed end 21 and the rotating end 22 and in the inner cavity 213. The rotating end 22 can rotate relative to the fixed end 21, so that the knuckle drives the wheel to rotate through the hub bearing 2. It should be noted that the fixed end 21 of the hub bearing 2 is used to limit the axial movement of the components connected to the fixed end 21.

[0088] The rotating end 22 can also include a blocking part 224 extending radially outward, which can block the inner cavity 213 between the fixed end 21 and the rotating end 22, thereby blocking the rolling elements 23 located in the inner cavity 213.

[0089] In some embodiments, the fixed end 21 is used to be fixedly connected with the knuckle of the vehicle, and the rotating end 22 is used to be connected with the wheel. Specifically, the rotating end 22 has a connecting hole 223 for connecting with the wheel. When the wheel is subjected to an external force, the load can be transmitted to the fixed end 21 of the hub bearing 2 through the connecting hole 223, the rotating end 22 of the hub bearing 2 and the rolling elements 23. Therefore, the stress condition of the wheel can be reflected by measuring the stress condition of the fixed end 21 of the hub bearing 2, and the stress condition of the fixed end 21 can be measured by measuring the deformation amount of the fixed end 21. Generally, the deformation amount can be measured by a strain gauge, that is, the deformation amount of the fixed end 21 can be measured by arranging a strain gauge on the fixed end 21, that is, the stress condition of the wheel can be obtained by arranging a strain gauge on the fixed end 21.

[0090] In the embodiments of the present application, a strain gauge (for example, the third strain gauge 16 and the fourth strain gauge 17 shown in FIG. 4) is arranged on the fixed end 21, which is used to measure the stress of the fixed end 21 during the driving of the vehicle. The stress of the fixed end 21 during the driving of the vehicle can represent the stress of the wheel, that is, the signal size collected by the strain gauge is related to the stress size of the wheel, so that the stress of the wheel can be measured. The stress of the wheel is combined with the algorithm of the control system of the vehicle to realize the optimized control of the vehicle, improve the body stability of the vehicle during the driving of the vehicle, and further improve the driving experience of the user. In addition, since the hub bearing 2 is located on the inner side of the wheel, the strain gauge is not exposed on the outer surface of the wheel, which not only can improve the appearance of the vehicle, but also can reduce the risk of damage to the strain gauge caused by knocking during the long-term driving of the vehicle. In addition, since the fixed end 21 of the hub bearing 2 is relatively fixed, the measurement result can be more accurate when the strain gauge is arranged on the fixed end 21.

[0091] The strain gauges on the fixed end 21 should be able to collect signals of the preset positions of the fixed end 21, and since the rotating end 22 of the wheel hub bearing 2 rotates relative to the fixed end 21 through the rolling elements 23 during operation, i.e. the rolling elements 23 rotate relative to the strain gauges, the number of strain gauges on the fixed end 21 should be able to cover the above-mentioned preset positions during rotation of the rolling elements 23, so as to collect signals of the preset positions. Therefore, the number N of strain gauges on the fixed end 21 is related to the interval time of signal collection of the strain gauges. The interval time of the strain gauges collecting the deformation of the fixed end 21 is t, i.e. the strain gauges collect the first signal, and then collect the second signal after t time, i.e. the period of signal collection of the strain gauges is t.

[0092] During driving of the vehicle, the rotating end 22 of the wheel hub bearing 2 rotates relative to the fixed end 21 through the rolling elements 23, and the central angle of the rolling elements 23 of the wheel hub bearing 2 during rotation within t time is a (the central angle of the rolling elements 23 relative to the initial position on the fixed end 21 becomes a). That is, when the rolling elements 23 are located at a position with a central angle of 0° at the initial time (the strain gauges collect the signal for the first time), the same rolling elements 23 rotate to a position with a central angle of a after t time (the strain gauges collect the signal for the second time), and if the position of the rolling elements 23 is the preset position to be measured, the number of strain gauges needs to be able to collect signals of at least the positions with central angles of 0° and integer multiples of a.

[0093] Based on this, 360° / a represents the number of signals collected by the strain gauges when the rolling elements 23 rotate one circle (360°), and the number N of strain gauges on the fixed end 21 is an integer multiple of 360° / a, i.e. the number N of strain gauges on the fixed end 21 is an integer multiple of the number of signals collected by the strain gauges when the rolling elements 23 rotate one circle, so that at least part of the N strain gauges can collect signals of the preset positions during rotation of the rotating end 22 of the wheel hub bearing 2 relative to the fixed end 21 through the rolling elements 23, without being affected by the rotation of the rolling elements 23. For example, signals of the position with the largest deformation can always be collected.

[0094] For example, it is assumed that the central angle a of the rolling elements 23 during rotation within t time is 40°, and the number of signals collected by the rolling elements 23 during one rotation is 9, and therefore the number of strain gauges on the fixed end 21 is an integer multiple of 9, such as 9, 18, etc.

[0095] It should be noted that when 360° / a is a decimal number, N can be an integer multiple of the integer closest to 360° / a, or can also be an integer multiple of the integer obtained by rounding up 360° / a. Assuming that the central angle a through which the rolling member 23 rotates in t time is 70°, the number of signals collected by one rotation of the rolling member 23 is 5.14, at this time, the number of strain gauges on the fixed end 21 can be an integer multiple of 5, or can also be an integer multiple of 6, such as 5, 6, 10 or 12, etc.

[0096] In a specific embodiment, among the N strain gauges arranged on the fixed end 21, at least part of the strain gauges are arranged at the position of the fixed end 21 with the largest deformation, i.e., the preset position of the strain gauges is the position of the fixed end 21 with the largest deformation, so that the strain gauges can collect the strain at the position of the fixed end 21 with the largest deformation. Specifically, when the strain gauges are arranged on the surface of the measured object (the hub bearing 2), the sensitive grid of the strain gauges elongates or shortens with deformation, so that the resistance of the strain gauges changes, and the change in resistance can be converted into an electrical signal by a Wheatstone Bridge Circuit and output. Generally, the larger the deformation of the strain gauges, the greater the external force received by the measured object at the position, and the stronger the output electrical signal. Therefore, when the strain gauges are arranged at the position of the fixed end 21 with the largest deformation, the output electrical signal is the largest. At the same time, the strain gauges on the hub bearing 2 are connected to the control system of the vehicle, so that the electrical signal of the strain gauges can be transmitted to the control system of the vehicle. The control system of the vehicle calculates (the calculation method includes but is not limited to the least squares method, etc.) the electrical signal of the strain gauges according to the algorithm to obtain the external force corresponding to the electrical signal of the strain gauges. The external force represents the force received by the hub bearing 2 at the position where the strain gauges are arranged. The external force is the position with the largest force on the hub bearing 2, that is, according to the detection result of the strain gauges, the largest external force received by the hub bearing 2 during the driving of the vehicle can be obtained. On the basis of the largest external force, the control system of the vehicle realizes the optimized control of the vehicle, improves the stability of the vehicle body during the driving of the vehicle, and thus improves the driving experience.

[0097] In the embodiment shown in FIG. 4, the rolling elements 23 abut against the inner wall of the fixed end 21 and the outer wall of the rotating end 22, respectively, so that the rotating end 22 can rotate relative to the fixed end 21 through the rolling elements 23, and the load received by the wheel hub bearing 2 during operation is transmitted to the fixed end 21 through the rotating end 22 and the rolling elements 23. It can be understood that the rolling elements 23 will exert pressure on the fixed end 21 during rotation, and the fixed end 21 will deform under the action of the pressure. The position with the largest deformation should be the position with the same central angle as the position at which the rolling elements 23 abut against the fixed end 21. Therefore, at least part of the N strain gauges are arranged at a position with the same central angle as the position at which the fixed end 21 and the rolling elements 23 abut against each other, at which position the deformation of the fixed end 21 is the largest and the signal collected by the strain gauge is the largest, thereby improving the reliability of the control system of the vehicle in optimizing the control of the vehicle and improving the driving experience.

[0098] In addition, in the embodiment shown in FIG. 4, the positions at which the strain gauges (for example, the third strain gauge 16 and the fourth strain gauge 17) abut against the rolling elements 23 and the fixed end 21 along the second direction Y can be different. In other embodiments, please refer to FIG. 5, which is a sectional view of the wheel hub bearing shown in FIG. 3 in another specific embodiment. As shown in FIG. 5, the strain gauges can also be arranged at the same height along the second direction Y at the positions at which the rolling elements 23 and the fixed end 21 abut against each other, that is, the connection positions of the strain gauges and the fixed end 21 and the connection positions of the rolling elements 23 and the fixed end 21 are at the same position of the fixed end 21. At this time, the signal collected by the strain gauges is larger, thereby further improving the driving experience.

[0099] In addition, in the embodiments shown in FIG. 4 and FIG. 5, each strain gauge is located at the same height of the fixed end 21 along the second direction Y, so that each strain gauge can measure the deformation of the same circumference of the fixed end 21, thereby further improving the accuracy of measurement.

[0100] Hereinafter, how to obtain the arrangement position of the strain gauge on the fixed end 21 of the wheel hub bearing is described in detail. The arrangement position of the strain gauge on the first body of the wheel hub bearing is determined by the simulation method described below. Specifically, the above method includes the following steps:

[0101] S11: establishing a bearing model of the wheel hub bearing according to parameters of the wheel hub bearing.

[0102] The parameters of the wheel hub bearing can include the shape of the wheel hub bearing, the size of each direction, etc. Specifically, the bearing model can be established according to the actual parameters of the wheel hub bearing. The bearing model can have the same size and shape as the actual wheel hub bearing, or can be a structure that is scaled down or scaled up by the actual wheel hub bearing.

[0103] In some embodiments, the actual parameters of the hub bearing can be input into the computer simulation program, so as to generate a bearing model in the computer simulation program. Fig. 6 is a top view of a bearing model 1 obtained according to the hub bearing shown in Fig. 3, and Fig. 7 is a sectional view of Fig. 6 along A-A. The bearing model 1 comprises a first body 11, a second body 12 and rolling elements 13, the first body 11 being a simulated structure of the fixed end 21 of the hub bearing 2 shown in Fig. 3, the second body 12 being a simulated structure of the rotating end 22 of the hub bearing 2 shown in Fig. 3, and the rolling elements 13 being simulated structures of the rolling elements 23 of the hub bearing 2 shown in Fig. 4.

[0104] In the embodiment shown in Fig. 7, the first body 11 has a cavity 113, a portion of the second body 12 extends into the cavity 113, and the second body 12 further has a shaft hole 123. The rolling elements 13 are between the first body 11 and the second body 12 and are located in the cavity 113. The rolling elements 13 enable the first body 11 and the second body 12 to rotate relative to each other. Specifically, the second body 12 can further comprise a flange 124 extending radially outward, which can block the cavity 113 between the first body 11 and the second body 12, thereby blocking the rolling elements 13 located in the cavity 113.

[0105] S2: rotating the second body 12 of the bearing model 1 relative to the first body 11, and applying an external force to the bearing model 1 during the rotation of the second body 12.

[0106] The rotation of the second body 12 of the bearing model 1 can simulate the rotation of the rotating end 22 of the hub bearing 2 during the driving of the vehicle, as well as the force condition during the rotation.

[0107] In the computer simulation program, a preset rotation speed can be input, and the second body 12 of the bearing model can be rotated at the preset rotation speed, which can be the same as or close to the rotation speed of the rotating end 22 of the hub bearing during the driving of the vehicle, so that the bearing model 1 can simulate the movement of the hub bearing 2 during the driving of the vehicle. At this time, the force condition of the second body 12 of the bearing model 1 during the rotation at the preset rotation speed can simulate the force condition of the hub bearing 2 during the driving of the vehicle, and the force condition of the hub bearing 2 can be obtained by measuring the force condition of the bearing model 1.

[0108] When the bearing model 1 is subjected to an external force, the external force can be transmitted between the first body 11 and the second body 12 of the bearing model 1, and the external force can be dispersed by the rolling elements 13 to the positions in contact with the rolling elements 13, so that the first body 11 and the second body 12 both bear the external force.

[0109] S3: Obtain the deformation amount of each position of the outer peripheral wall 111 of the first body 11 of the bearing model 1 in the circumferential direction, and generate a deformation amount curve according to the deformation amount of each position of the outer peripheral wall 111 of the first body 11 in the circumferential direction.

[0110] The deformation amount of each position of the outer peripheral wall 111 of the first body 11 in the circumferential direction can be obtained through step S3, and the deformation amount of each position generates a deformation amount curve. The deformation amount of each position of the outer peripheral wall 111 in the circumferential direction can also be generated in the computer program software. The deformation amount curve can be a curve of the deformation amount of the first body 11 varying with the central angle θ of each position of the outer peripheral wall 111 of the first body 11.

[0111] S4: Obtain a target position, which is the position with the maximum deformation amount in the deformation amount curve.

[0112] After obtaining the target position, a preset position of the strain gauge on the hub bearing 2 can be obtained according to the target position, which is the setting position of the strain gauge on the fixed end 21 of the hub bearing 2. The central angle of the preset position on the fixed end 21 of the hub bearing 2 is the same as the central angle θ of the target position on the first body 11 of the bearing model 1.

[0113] The size of the deformation amount reflected by the deformation amount curve can reflect the size of the force of the first body 11 of the bearing model 1. For the bearing model 1, when the rotational speed of the second body 12 is the same, the greater the deformation amount, the greater the force. Therefore, the force of the first body 11 can be obtained by measuring the deformation amount of the first body 11. The target position with the maximum deformation amount in the deformation amount curve is the position with the maximum force of the first body 11 during the rotation of the second body 12 of the bearing model 1 at a preset rotational speed. The preset position corresponding to the target position is the position with the maximum force of the fixed end 21 of the hub bearing 2 during the driving of the vehicle.

[0114] In summary, the method described in the embodiments of the present application can be used to determine the position of the strain gauge on the fixed end 21 of the hub bearing 2, so that the strain gauge can be set at the position with the maximum deformation amount on the fixed end 21 of the hub bearing 2.

[0115] The embodiment shown in FIG. 6 is also used to illustrate the central angle θ of the first body 11 of the bearing model 1. The line connecting the central angles θ of 0 and 180° is along the third direction Z (corresponding to the direction of gravity of the vehicle), and the line connecting the central angles θ of 90° and 270° is along the first direction X (corresponding to the driving direction of the vehicle).

[0116] Please refer to FIG. 8, which is a schematic diagram of the first deformation curve. In some embodiments, the deformation curve obtained in step S3 includes a plurality of periodically distributed sinusoidal waves, i.e., the deformation ε is in sinusoidal relationship with the central angle θ of the first body 11. The position of the maximum deformation (the preset position) can be directly obtained from the deformation curve, and the central angle of the first body 11 corresponding to the position of the maximum deformation can be obtained, so that the position of the strain gauge arranged on the fixed end 21 of the hub bearing 2 is the position corresponding to the central angle.

[0117] It should be noted that the plurality of sinusoidal waves of the deformation curve in the present disclosure can be approximate sinusoidal waves, i.e., the deformation ε is in approximate sinusoidal relationship with the central angle θ, as long as the sinusoidal waves within the error range are within the protection scope of the present disclosure.

[0118] In one embodiment, the forces in step S2 correspond to forces applied to the bearing model 1 in a plurality of directions. The deformation curves in step S3 include deformation curves corresponding to the forces applied to the bearing model 1 in each direction. Step S4 specifically includes obtaining a plurality of target positions, each corresponding to the position of the maximum deformation in the deformation curve obtained by applying the force in each direction to the bearing model 1.

[0119] That is, the above method can obtain a plurality of target positions of the maximum deformation, so that a plurality of preset positions on the hub bearing 2 can be obtained, and the strain gauges can be arranged at the plurality of preset positions on the hub bearing 2, i.e., the hub bearing 2 can be provided with a plurality of strain gauges. The control system of the vehicle can receive the electrical signals of the plurality of strain gauges, and the control system of the vehicle can calculate the electrical signals of the strain gauges according to the algorithm. The more the number of electrical signals, the more accurate the calculation result, i.e., the more accurate the force of the wheel obtained, which improves the accuracy of the optimized control of the vehicle and further improves the driving experience.

[0120] Specifically, the deformation curve shown in FIG. 8 is a curve of the deformation ε varying with the central angle θ when a positive force in the first direction X is applied to the bearing model 1, which is the first deformation curve. In combination with FIGS. 6 and 8, step S3 can further include step S31: applying a first force F1 to the bearing model 1 during rotation of the second body 12 of the bearing model 1 at a preset speed, the first force F1 being a positive force in the first direction X. Under the action of the first force F1, the first deformation curve (as shown in FIG. 8) of the first body 11 of the bearing model 1 is obtained.

[0121] As shown in FIG. 8, the first deformation curve includes a plurality of sinusoidal waves, and the first target position A1+ with the maximum deformation is a position with a central angle θ = 90°. Based on the first deformation curve shown in FIG. 8, the following conclusion can be obtained: a strain gauge can be arranged at a position with a central angle θ = 90° of the fixed end of the hub bearing, and the electrical signal output by the strain gauge is the maximum electrical signal of the hub bearing under the action of the first external force F1.

[0122] In combination with FIG. 6 and FIG. 9, FIG. 9 is a schematic view of a second deformation curve. The step S3 can further include a step S32 of applying a second external force F2 to the bearing model 1 in the process that the second body 12 of the bearing model 1 rotates at the preset rotating speed, the second external force F2 being a negative force in the first direction X (i.e., the directions of F1 and F2 are opposite), and obtaining a second deformation curve (as shown in FIG. 9) of the first body 11 of the bearing model 1 under the action of the second external force F2.

[0123] As shown in FIG. 9, the second deformation curve includes a plurality of sinusoidal waves, and the second target position A1- with the maximum deformation is a position with a central angle θ = 270°. Based on the second deformation curve shown in FIG. 9, the following conclusion can be obtained: a strain gauge can be arranged at a position with a central angle θ = 270° of the fixed end of the hub bearing, and the electrical signal output by the strain gauge is the maximum electrical signal of the hub bearing under the action of the second external force F2.

[0124] In combination with FIG. 6 and FIG. 10, FIG. 10 is a schematic view of a third deformation curve. The step S3 can further include a step S33 of applying a third external force F3 to the bearing model 1 in the process that the second body 12 of the bearing model 1 rotates at the preset rotating speed, the third external force F3 being a positive force in the second direction Y, and obtaining a third deformation curve (as shown in FIG. 10) of the first body 11 of the bearing model 1 under the action of the third external force F3.

[0125] As shown in FIG. 10, the third deformation curve includes a plurality of sinusoidal waves, and the third target position A2+ with the maximum deformation is a position with a central angle θ = 0°. Based on the third deformation curve shown in FIG. 10, the following conclusion can be obtained: a strain gauge can be arranged at a position with a central angle θ = 0° of the fixed end of the hub bearing, and the electrical signal output by the strain gauge is the maximum electrical signal of the hub bearing under the action of the third external force F3.

[0126] In combination with FIG. 6 and FIG. 11, FIG. 11 is a schematic diagram of the fourth deformation curve. The step S3 can further include a step S34, in which a fourth external force F4 is applied to the bearing model 1 in the process that the second body 12 of the bearing model 1 rotates at the preset rotating speed, the fourth external force F4 is a negative force in the second direction Y (i.e. the direction of F3 and F4 is opposite), and a fourth deformation curve of the first body 11 of the bearing model 1 is obtained under the action of the fourth external force F4 (as shown in FIG. 11).

[0127] As shown in FIG. 11, the fourth deformation curve includes a plurality of sine waves, and the fifth target position A3 with the maximum deformation is the position of the central angle θ = 180°. Based on the fourth deformation curve shown in FIG. 11, it can be concluded that a strain gauge can be arranged at the position of the central angle 180° of the fixed end of the hub bearing, and the electrical signal output by the strain gauge is the maximum electrical signal of the hub bearing under the action of the fourth external force F4.

[0128] In combination with FIG. 6 and FIG. 12, FIG. 12 is a schematic diagram of the fifth deformation curve. The step S3 can further include a step S35, in which a fifth external force F5 is applied to the bearing model 1 in the process that the second body 12 of the bearing model 1 rotates at the preset rotating speed, the fifth external force F5 is an external force in the third direction Z, and a fifth deformation curve of the first body 11 of the bearing model 1 is obtained under the action of the fifth external force F5 (as shown in FIG. 12).

[0129] As shown in FIG. 12, the fifth deformation curve includes a plurality of sine waves, and the fifth target position A3 with the maximum deformation is the position of the central angle θ = 180°. Based on the fifth deformation curve shown in FIG. 12, it can be concluded that a strain gauge can be arranged at the position of the central angle 180° of the fixed end of the hub bearing, and the electrical signal output by the strain gauge is the maximum electrical signal of the hub bearing under the action of the fifth external force F5.

[0130] Therefore, according to the above deformation curves, the fifth target position A3 coincides with the fourth target position A2-.

[0131] As shown in FIG. 10, FIG. 11 and FIG. 12, some sine waves in the third deformation curve, the fourth deformation curve and the fifth deformation curve are not complete waveforms.

[0132] Based on the above description, when the angle α through by the fixed end 21 in t time is 90°, the strain gauge can send 4 signals to the control system of the vehicle when the fixed end 21 rotates one circle, and the number of strain gauges on the fixed end 21 is an integer multiple of 4. For example, four strain gauges can be arranged on the fixed end of the hub bearing, and the four strain gauges are arranged at the positions of the central angles 0°, 90°, 180° and 270°, respectively.

[0133] It should be noted that the central angle θ involved in the present application can be an angle range containing the central angle. For example, taking the first target position A1+ as an example, which is a position with a central angle of 90°, the first target position A1+ can represent an angle range containing 90°, for example: the first target position A1+ is a position with a central angle of 80° to 100°. The first preset angle A1+ can also be a position with a central angle of 85°, 88°, 89°, 91°, 93°, 95°. In some embodiments, the first target position A1+ can be a position with a central angle of 86° to 94°.

[0134] Similarly, the second target position A1- can represent an angle range containing 270°, for example: the second target position A1- is a position with a central angle of 260° to 280°. The second target position A1- can also be a position with a central angle of 265°, 268°, 269°, 271°, 273°, 275°. In some embodiments, the second target position A1- can be a position with a central angle of 265° to 274°.

[0135] The third target position A2+ can represent an angle range containing 0°, for example, the third target position A2+ is a position with a central angle of -10° to 10°. The third target position A2+ can also be a position with a central angle of -5°, -8°, -9°, -1°, 3°, 5°. In some embodiments, the third target position A2+ can be a position with a central angle of -4° to 4°.

[0136] The fourth target position A2- can represent an angle range containing 180°, for example, the fourth target position A2- is a position with a central angle of 170° to 190°. The fourth target position A2- can also be a position with a central angle of 175°, 178°, 179°, 181°, 183°, 185°. In some embodiments, the fourth target position A2- can be a position with a central angle of 176° to 184°.

[0137] The fifth target position A3 can represent an angle range containing 180°, for example, the fifth target position A3 is a position with a central angle of 170° to 190°. The fifth target position A3 can also be a position with a central angle of 175°, 178°, 179°, 181°, 183°, 185°. In some embodiments, the fifth target position A3 can be a position with a central angle of 176° to 184°.

[0138] Based on this, in a specific embodiment, as shown in FIG. 13, FIG. 13 shows a structural schematic diagram of the hub bearing 2 in another specific embodiment. The mounting wall 211 of the fixed end 21 of the hub bearing 2 is provided with at least four strain gauges, which are respectively the first strain gauge 14, the second strain gauge 15, the third strain gauge 16 and the fourth strain gauge 17.

[0139] In a specific embodiment, the first strain gauge 14 can be arranged at a first preset position, which is at a central angle of 80° to 100° on the mounting wall 211 of the fixed end 21. The first preset position can also be at a central angle of 85°, 88°, 89°, 91°, 93°, 95°. In an alternative embodiment, the first preset position is at a central angle of 86° to 94°.

[0140] The second strain gauge 15 can be arranged at a second preset position, which is at a central angle of 260° to 280° on the mounting wall 211 of the fixed end 21. The second preset position can also be at a central angle of 265°, 268°, 269°, 271°, 273°, 275°. In an alternative embodiment, the second preset position can be at a central angle of 265° to 274°.

[0141] The third strain gauge 16 can be arranged at a third preset position, which is at a central angle of -10° to 10° on the mounting wall 211 of the fixed end 21. The third preset position can also be at a central angle of -5°, -8°, -9°, -1°, 3°, 5°. In an alternative embodiment, the third preset position can be at a central angle of -4° to 4°.

[0142] The fourth strain gauge 17 can be arranged at a fourth preset position, which is at a central angle of 170° to 190° on the mounting wall 211 of the fixed end 21. The fourth preset position can also be at a central angle of 175°, 178°, 179°, 181°, 183°, 185°. In an alternative embodiment, the fourth preset position can be at a central angle of 176° to 184°.

[0143] In a specific embodiment, the N strain gauges are uniformly distributed along the circumference on the outer wall 211 of the fixed end 21.

[0144] In an embodiment, the first strain gauge 14, the second strain gauge 15, the third strain gauge 16 and the fourth strain gauge 17 can be evenly distributed with an interval of 90°. That is, the first strain gauge 14 is arranged at a position with a circular central angle θ = 90°, the second strain gauge 15 is arranged at a position with a circular central angle θ = 270°, the third strain gauge 16 is arranged at a position with a circular central angle θ = 0°, and the fourth strain gauge 17 is arranged at a position with a circular central angle θ = 180°. The above four strain gauges can collect the deformation amounts of the mounting wall 211 of the fixed end 21 of the hub bearing 2 at the circular central angles θ of 90°, 270°, 0° and 180° under the action of an external force, and output four electric signals to the control system of the vehicle. Specifically, the first strain gauge 14 outputs a first electric signal to the control system, the second strain gauge 15 outputs a second electric signal to the control system, the third strain gauge 16 outputs a third electric signal to the control system, and the fourth strain gauge 16 outputs a fourth electric signal to the control system. After receiving the four electric signals, the control system can calculate and fit the four electric signals based on an algorithm, so as to obtain the current force of the fixed end 21 of the hub bearing 2 according to the four electric signals. The current force of the fixed end 21 of the hub bearing 2 can represent the current force of the wheel, so that the force of the wheel during the driving of the vehicle can be measured. On the basis of the force of the wheel, the vehicle can be controlled and optimized in combination with the control system of the vehicle, so as to improve the stability of the vehicle body.

[0145] Please refer to FIG. 14, which is a top view of FIG. 13. The fixed end 21 of the hub bearing 2 has a first axis L1 and a second axis L2, wherein the first axis L1 is a line connecting two positions with a circular central angle θ of 90° and 270°, and the second axis L2 is a line connecting two positions with a circular central angle θ of 180° and 0°. The first axis L1 and the second axis L2 are perpendicular to each other, and the first axis L1 extends along the first direction X, and the second axis L2 extends along the third direction Z. As shown in FIG. 14, the first strain gauge 14 and the second strain gauge 15 are distributed along the first axis L1 and are symmetrical with respect to the second axis L2, and the third strain gauge 16 and the fourth strain gauge 17 are distributed along the second axis L2 and are symmetrical with respect to the first axis L1.

[0146] In an embodiment, the number N of strain gauges on the fixed end 21 of the hub bearing 2 can also be an integer multiple of 4, for example, 8 strain gauges can be arranged.

[0147] Specifically, please continue to refer to FIG. 15 and FIG. 16, FIG. 15 is a front view of the hub bearing in another specific embodiment, and FIG. 16 is a top view of FIG. 15. The mounting wall 211 of the fixed end 21 of the hub bearing 2 can also be provided with four auxiliary strain gauges, which are respectively a first auxiliary strain gauge 181, a second auxiliary strain gauge 182, a third auxiliary strain gauge 183 and a fourth auxiliary strain gauge 184. Among them, the first auxiliary strain gauge 181 is located between the first strain gauge 14 and the third strain gauge 16, and is arranged at an interval of 45° from the first strain gauge 14 and the third strain gauge 16. The second auxiliary strain gauge 182 is located between the second strain gauge 15 and the fourth strain gauge 17, and is arranged at an interval of 45° from the second strain gauge 15 and the fourth strain gauge 17. The third auxiliary strain gauge 183 is located between the first strain gauge 14 and the fourth strain gauge 17, and is arranged at an interval of 45° from the first strain gauge 14 and the fourth strain gauge 17. The fourth auxiliary strain gauge 184 is located between the second strain gauge 15 and the third strain gauge 16, and is arranged at an interval of 45° from the second strain gauge 15 and the third strain gauge 16.

[0148] In the embodiment shown in FIG. 15 and FIG. 16, the strain gauges of the four auxiliary strain gauges are also connected to the control system of the vehicle, so that the four auxiliary strain gauges can output auxiliary electric signals to the control system of the vehicle. In the control system, the control system can calculate and fit the electric signals output by the four strain gauges and the auxiliary electric signals output by the four auxiliary strain gauges based on an algorithm, improve the accuracy of the fitting result, and thus improve the accuracy of the force condition of the wheel.

[0149] As shown in FIG. 16, the fixed end 21 of the hub bearing 2 has a third axis L3, which is a connecting line of two positions with a central angle θ of 45° and 225°, and a fourth axis L4, which is a connecting line of two positions with a central angle θ of 135° and 315°. Therefore, the third axis L3 and the fourth axis L4 are perpendicular to each other. The first auxiliary strain gauge 181 and the second auxiliary strain gauge 182 are distributed along the third axis L3. The third auxiliary strain gauge 183 and the fourth auxiliary strain gauge 184 are distributed along the fourth axis L4.

[0150] Referring to FIG. 17, FIG. 17 is a partial enlarged view of part I in FIG. 14. As shown in FIG. 17, the first strain gauge 14 can include two strain gauges, i.e., a first strain gauge 141 and a second strain gauge 142, and the first strain gauge 141 and the second strain gauge 142 are symmetrically distributed on both sides of the first axis L1. The first strain gauge 141 and the second strain gauge 142 can be electrically connected to form a full bridge, a half bridge, a quarter bridge or the like Wheatstone bridge, or the first strain gauge 141 and the second strain gauge 142 are electrically connected to form part of a Wheatstone bridge. The first strain gauge 141 and the second strain gauge 142 are also connected to the control system of the vehicle, so that the control system of the vehicle can obtain the electrical signal output by the fourth strain gauge 17 according to the Wheatstone bridge.

[0151] It should be noted that the second strain gauge 15, the third strain gauge 16 and the fourth strain gauge 17 can also have a structure including two strain gauges, and the two strain gauges of the second strain gauge 15 are symmetric with respect to the first axis L1, the two strain gauges of the third strain gauge 16 are symmetric with respect to the second axis L2, and the two strain gauges of the fourth strain gauge 17 are symmetric with respect to the second axis L2. Similarly, the first auxiliary strain gauge 181, the second auxiliary strain gauge 182, the third auxiliary strain gauge 183 and the fourth auxiliary strain gauge 184 can also have a structure including two strain gauges, and the two strain gauges of the first auxiliary strain gauge 181 are symmetric with respect to the third axis L3, and the two strain gauges of the first auxiliary strain gauge 181 are symmetric with respect to the third axis L3, the two strain gauges of the second auxiliary strain gauge 182 are symmetric with respect to the third axis L3, the two strain gauges of the third auxiliary strain gauge 183 are symmetric with respect to the fourth axis L4, and the two strain gauges of the fourth auxiliary strain gauge 184 are symmetric with respect to the fourth axis L4.

[0152] In other embodiments, the hub bearing 2 can also include more than four auxiliary strain gauges, and the auxiliary strain gauges are arranged uniformly with the four strain gauges, for example, eight auxiliary strain gauges can be included, and the auxiliary strain gauges are located between adjacent strain gauges two by two, so as to further improve the accuracy of the fitting result. Therefore, the number of auxiliary strain gauges is not limited in the present application.

[0153] In some embodiments, the target length of each strain gauge can also be determined according to the above deformation curve, and the target length is the sensitive grid length of each strain gauge. The sensitive grid is the core component of the strain gauge, which is a thin wire or foil made of high-resistance coefficient material, and its resistance value changes with the change of the strain. The sensitive grid length refers to the actual physical length of the sensitive grid of the strain gauge, and the length of the sensitive grid affects the sensitivity and response characteristics of the strain gauge.

[0154] Taking the sensitive grid length of the first strain gauge obtained from the first deformation curve shown in FIG. 8 as an example for description.

[0155] Referring to FIG. 18, FIG. 18 is a schematic diagram of the first body in an embodiment, and shows the rolling elements 13. During the relative rotation between the second body 12 and the first body 11, the rolling elements 13 are used to transfer the load between the first body 11 and the second body 12, and thus the stress of the first body 11 is related to the rolling elements 13. In combination with FIG. 8 and FIG. 18, the number of sine waves in the first deformation curve is consistent with the number of rolling elements 13. In an embodiment, the bearing model includes M rolling elements 13, and the first deformation curve obtained in the step S31 includes M sine waves.

[0156] During the relative rotation between the second body 12 and the first body 11, the rolling elements 13 between the two bodies rotate (the position of the central angle changes), and thus each sine wave in the first deformation curve moves along the horizontal coordinate.

[0157] Specifically, in order to describe the first deformation curve obtained by applying the first external force F1 to the bearing model, please continue to refer to FIG. 6, FIG. 6 shows the initial position of the bearing model, and in the initial position, the central angles θ are at 0°, 90°, 180°, and 270° as shown in FIG. 6. When the second body 12 of the bearing model 1 rotates relative to the first body 11 in the clockwise direction, for example, please refer to FIG. 6 again, when the second body 12 of the bearing model rotates by 90°, the maximum waveform in the first deformation curve moves along the horizontal coordinate from the position of 90° to the position of 180°, and thus the rotation of the second body 12 affects the waveform distribution of the first deformation curve.

[0158] In order to eliminate or reduce the influence of rotation on the waveform of the first deformation curve, the sensitive grid length of the first strain gauge can be set to cover at least the wavelength of the sine wave in the first deformation curve.

[0159] Specifically, in the step S31, after obtaining the first deformation curve, the target length, which is the sensitive grid length of the strain gauge, is obtained according to the first deformation curve.

[0160] For example, in the embodiment shown in FIG. 8, a sine wave corresponding to the position of the maximum strain amount according to the first deformation curve is found, the sine wave is defined as a first sine wave, and a first wavelength θ1 of the first sine wave is obtained, which represents a central angle range of the first body 11 covered by the first sine wave. In addition, the wavelengths of the sine waves in the first deformation curve are approximately the same. In this embodiment, the first target length can be set as an integer multiple (for example, twice) of the first wavelength θ1 of the first sine wave. During the rotation of the second body 12 of the bearing model, the first target length can always cover at least one complete sine wave in the first deformation curve. According to the first target length, the first sensitive grid length of the first strain gauge is obtained, which can improve the accuracy of the strain measured by the first strain gauge and eliminate or reduce the influence of the rotation of the hub bearing on the measurement results of the first strain gauge.

[0161] The first target length can be a central angle of the first target position on the first body 11. After the central angle of the first target length is determined according to the first wavelength θ1, it can be converted into a first arc length corresponding to the central angle, which can be the first sensitive grid length of the first strain gauge.

[0162] In a specific embodiment, the first target length described above can also be an average value of the wavelengths of the sine waves in the first deformation curve, which can cover the first wavelength θ1 of the first sine wave in the first deformation curve and eliminate or reduce the influence of the change of the position of the rolling element 13 during the rotation of the second body 12 on the first deformation curve.

[0163] Similarly, in the above method, after the deformation curve is obtained, the second target length, the third target length, the third target length, the fourth target length and the fifth target length can also be obtained according to the deformation curve. The second target length can be an integer multiple of the wavelength of the sine wave with the maximum deformation in the second deformation curve shown in FIG. 9, the third target length can be an integer multiple of the wavelength of the sine wave with the maximum deformation in the third deformation curve shown in FIG. 10, the fourth target length can be an integer multiple of the wavelength of the sine wave with the maximum deformation in the fourth deformation curve shown in FIG. 11, and the fifth target length can be an integer multiple of the wavelength of the sine wave with the maximum deformation in the fifth deformation curve shown in FIG. 12.

[0164] In some embodiments, the fourth target length can be the same as the fifth target length.

[0165] According to the second target length, the third target length, the fourth target length (or the fifth target length) described above, the second sensitive grid length of the second strain gauge, the third sensitive grid length of the third strain gauge and the fourth sensitive grid length of the fourth strain gauge arranged on the hub bearing 2 can be obtained.

[0166] It should be noted that the first target length, the second target length, the third target length and the fourth target length can be the same or at least partially different.

[0167] In the embodiment shown in FIG. 18, the spacing between adjacent rolling elements 13 in the circumferential direction is D, and the target length can also be an integer multiple of D. That is, the first target length, the second target length, the third target length and the fourth target length are the same, so that the first sensitive grid length of the first strain gauge, the second sensitive grid length of the second strain gauge, the third sensitive grid length of the third strain gauge and the fourth sensitive grid length of the fourth strain gauge on the hub bearing 2 are the same, and the four strain gauges can have the same structure.

[0168] In an alternative embodiment, the target length is the same as the spacing D between adjacent rolling elements 13 in the circumferential direction. Since the spacing D between adjacent rolling elements 13 is constant, the target lengths obtained by the above method are approximately the same, so that the sensitive grid lengths of the four strain gauges can be set to be the same. For example, the sensitive grid lengths of the four strain gauges can each be an integer multiple of D.

[0169] In an alternative embodiment, the circumference of the outer peripheral wall 111 of the first body 11 is L, and the number of rolling elements 13 is M, and the first target length, the second target length, the third target length and the fourth target length can be L / M, or can also be an integer multiple of L / M. That is, the sensitive grid lengths of the four strain gauges can each be L / M, or can also be an integer multiple of L / M.

[0170] In actual production, the sensitive grid length of the strain gauge can be selected from a standard part closest to L / M, or a custom strain gauge can also be made according to L / M.

[0171] The above merely provides specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or replacements within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A wheel hub bearing, characterized in that The hub bearing comprises a fixed end, a rotating end and a rolling element, the fixed end and the rotating end are relatively rotatable through the rolling element; The hub bearing further comprises N strain gauges arranged on the fixed end, the strain gauges are used to collect the deformation of the fixed end, the interval time of the strain gauges collecting the deformation of the fixed end is t, the central angle of the rolling element rotating in t time is a, and N is an integer multiple of 360° / a.

2. The hub bearing according to claim 1, characterized in that N strain gauges are evenly distributed along the circumference of the outer wall of the fixed end.

3. Hub bearing according to claim 1 or 2, characterized in that At least part of the strain gauges are located at the position of the largest deformation of the fixed end.

4. The hub bearing according to claim 1 or 2, characterized in that The central angle of at least part of the strain gauges on the fixed end is the same as the central angle of the position where the fixed end and the rolling element abut.

5. The hub bearing according to claim 4, characterized in that In the second direction, the position where the rolling element and the fixed end abut is at the same height as at least part of the strain gauges on the fixed end, and the second direction is the direction in which the vehicle axle extends.

6. The hub bearing according to any one of claims 1 to 5, characterized in that The hub bearing comprises at least four strain gauges, and at least four strain gauges are evenly distributed on the outer wall of the fixed end.

7. The hub bearing according to any one of claims 1 to 5, characterized in that The hub bearing comprises at least four strain gauges, and the central angles of the four strain gauges on the fixed end are 80° to 100°, 260° to 280°, -10° to 10° and 170° to 190°, respectively.

8. The hub bearing according to any one of claims 1 to 5, characterized in that The hub bearing comprises at least four strain gauges, and the central angles of the four strain gauges on the fixed end are 90°, 270°, 0° and 180°, respectively.

9. The hub bearing according to any one of claims 1 to 8, characterized in that The hub bearing comprises at least a first strain gauge, a second strain gauge, a third strain gauge and a fourth strain gauge, the fixed end has a first axis extending in a first direction and a second axis extending in a third direction, the first strain gauge and the second strain gauge are distributed along the first axis, and the first strain gauge and the second strain gauge are symmetrical relative to the second axis, the third strain gauge and the fourth strain gauge are distributed along the second axis, and the third strain gauge and the fourth strain gauge are symmetrical relative to the first axis; Wherein, the first direction is the direction in which the vehicle travels, the second direction is the direction in which the vehicle axle extends, and the third direction is the direction of gravity of the vehicle.

10. The hub bearing according to any one of claims 1 to 9, characterized in that The hub bearing comprises M evenly distributed rolling elements, the circumference of the outer wall of the fixed end is L, and the sensitive grid length of the strain gauge is an integer multiple of L / M.

11. The hub bearing according to any one of claims 1 to 9, characterized in that The hub bearing comprises M evenly distributed rolling elements, the distance between adjacent rolling elements is D, and the sensitive grid length of the strain gauge is an integer multiple of D.

12. The hub bearing according to any one of claims 1 to 11, characterized in that In the second direction, each strain gauge is arranged at the same height on the fixed end.

13. A vehicle characterized by comprising: The vehicle comprises a wheel, a knuckle and a hub bearing, the fixed end of the hub bearing is connected with the knuckle, the rotating end of the hub bearing is connected with the wheel, and the hub bearing is the hub bearing of any one of claims 1 to 12. The deformation collected by the strain gauges is related to the stress of the wheel.

14. The vehicle of claim 13, wherein, The vehicle also comprises a control system, the strain gauge being electrically or signal connected with the control system, the control system being used to receive the signal collected by the strain gauge and to calculate the force on the wheel according to the signal.

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