CN217421921U - Driving wheel gasket, driving wheel assembly and automobile - Google Patents

Abstract

The utility model provides a drive wheel gasket, drive wheel assembly and car relates to car technical field. The driving wheel gasket comprises a first end face and a second end face which are opposite, wherein a first friction increasing structure and a second friction increasing structure are arranged on the first end face and the second end face respectively and are used for being abutted to the bearing inner ring and the driving shaft outer ball cage respectively and used for increasing static friction coefficients between the first end face and the bearing inner ring and between the second end face and the driving shaft outer ball cage respectively, so that when the automobile is switched from a static state to a moving state, the torsion between the first end face and the bearing inner ring is smaller than the maximum static friction force between the first end face and the bearing inner ring, and the torsion between the second end face and the driving shaft outer ball cage is smaller than the maximum static friction force between the second end face and the driving shaft outer ball cage. The utility model provides a drive wheel gasket, drive wheel assembly and car, the abnormal sound that produces when the drive wheel gasket can reduce the car and switch into the motion state from quiescent condition, and difficult wearing and tearing, life is longer.

Description

Driving wheel gasket, driving wheel assembly and automobile

Technical Field

The utility model relates to the field of automotive technology, especially, relate to drive wheel gasket, drive wheel assembly and car.

Background

Automobiles often transmit power provided by a powertrain to drive wheels via a driveshaft to rotate the drive wheels. The driving wheel is provided with a driving wheel bearing, the outer wall of the driving shaft close to one end used for being connected with the driving wheel is provided with a driving shaft outer ball cage, one end of the driving shaft used for being connected with the driving wheel extends into a bearing inner ring of the driving wheel bearing and is connected with the bearing inner ring through a spline arranged on the driving shaft outer ball cage and the bearing inner ring in a transmission manner, the end face of one end of the driving shaft used for being connected with the bearing inner ring is connected with a pressing piece, and the driving shaft outer ball cage and the pressing piece clamp two ends of the bearing inner ring so that the driving shaft outer ball cage is assembled on the bearing inner ring. In order to facilitate the extension of the drive shaft into the bearing inner race, the splines on the drive shaft are in constant clearance fit with the splines in the bearing inner race.

When the automobile is switched from a static state to a moving state (such as starting or backing), a larger torque can be generated between the driving shaft and the driving shaft outer ball cage and the bearing inner ring on the driving shaft. With the development of a power assembly technology and the improvement of requirements of users on automobile acceleration performance, particularly in a new energy automobile, a large number of motors are adopted for driving, when the automobile is switched from a static state to a motion state, the torque establishment speed between a driving shaft and a driving shaft outer ball cage on the driving shaft and a bearing inner ring is high, the torque force provided by the driving shaft outer ball cage can break through the maximum static friction force generated by the clamping force of the driving shaft outer ball cage on the bearing inner ring on the end surfaces of the driving shaft outer ball cage and the bearing inner ring, the end surface of the driving shaft outer ball cage and the end surface of the bearing inner ring move relatively, and the viscous friction impact formed by the relative movement of the end surface of the driving shaft outer ball cage and the end surface of the bearing inner ring can generate abnormal sound.

In order to reduce abnormal sound generated when an automobile is switched from a static state to a moving state, in the related technology, a driving wheel gasket is arranged between an outer ball cage of a driving shaft and a bearing inner ring, the end surface of the outer ball cage of the driving shaft is abutted against the end surface of the bearing inner ring through the driving wheel gasket, the driving wheel gasket is an anti-friction gasket, and anti-friction layers for reducing the friction coefficient between the end surface of the outer ball cage of the driving shaft and the end surface of the bearing inner ring are formed on the two end surfaces of the driving wheel gasket, so that when torque force is generated between the outer ball cage of the driving shaft and the bearing inner ring, the end surface of the outer ball cage of the driving shaft and the end surface of the bearing inner ring slide relatively with low friction coefficient.

However, the driving wheel gasket in the related art is worn seriously after being used for a period of time, and the service life of the driving wheel gasket is short.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing drive wheel gasket, drive wheel assembly and car to solve the shorter problem of drive wheel gasket life who is used for reducing the abnormal sound that the car produced when switching into the motion state from quiescent condition among the prior art.

On the one hand, the utility model provides a drive wheel gasket, this drive wheel gasket are used for installing between the bearing inner circle of the outer ball cage of drive shaft of car and drive wheel bearing to by the outer ball cage of drive shaft and bearing inner circle clamp tight fixed, this drive wheel gasket includes relative first terminal surface and second terminal surface.

The first end face is provided with a first friction increasing structure, the first friction increasing structure is used for being abutted with the bearing inner ring and increasing the static friction coefficient between the bearing inner ring abutted with the first end face and the first end face, so that when the automobile is switched from a static state to a moving state, the torsion between the first end face and the bearing inner ring is smaller than the maximum static friction force between the first end face and the bearing inner ring.

And a second friction increasing structure is arranged on the second end surface and is used for being abutted with the outer ball cage of the driving shaft and increasing the static friction coefficient between the outer ball cage of the driving shaft abutted with the second friction increasing structure and the second end surface, so that when the automobile is switched from a static state to a moving state, the torsion between the second end surface and the outer ball cage of the driving shaft is smaller than the maximum static friction force between the second end surface and the outer ball cage of the driving shaft.

Optionally, at least one of the first and second friction enhancing structures comprises a plurality of raised structures disposed on the corresponding first or second end face.

Optionally, the free end of each protruding structure is a pointed structure, and each pointed structure is used for being pressed into the surface of the corresponding outer ball cage of the driving shaft or the surface of the bearing inner ring.

Optionally, the width of each projection structure tapers from its root to its free end.

Optionally, the distance from the root of each protruding structure to the free end thereof is greater than or equal to 0.5 mm.

Optionally, all the raised structures of the first friction enhancing structure or the second friction enhancing structure are closely arranged and cover the corresponding first end face or the second end face.

Optionally, the raised structure is a ridge extending in a radial direction of the drive wheel pad.

Optionally, the protruding structure is a bump.

Optionally, each protrusion is a regular rectangular pyramid structure or a part of a regular rectangular pyramid structure.

Optionally, a positioning structure protruding out of the second end face is further arranged on the driving wheel gasket, and the positioning structure is used for being matched and positioned with the outer ball cage of the driving shaft so as to limit the driving wheel gasket to move relative to the outer ball cage of the driving shaft along the radial direction of the driving wheel gasket.

Optionally, the driving wheel gasket further comprises an outer circumferential wall, and the positioning structure is arranged on the outer circumferential wall.

Optionally, the location structure includes 3 at least jack catchs that set up along the circumference interval of drive wheel gasket, and every jack catch all locates on the periphery wall, and every jack catch all protrudes in the second terminal surface, and every jack catch all is used for with the drive shaft outer corresponding card arris joint on the ball cage to the radial movement of ball cage along the drive wheel gasket outside the restriction drive wheel gasket for the drive shaft, and the axial of restriction drive wheel gasket along the drive shaft outer ball cage's tip drops.

On the other hand, the utility model provides a drive wheel assembly, this drive wheel assembly include the outer ball cage of drive shaft, driving wheel bearing and foretell drive wheel gasket, and the outer ball cage of drive shaft is fixed with the bearing inner race of driving wheel bearing with the drive wheel gasket clamp.

In another aspect, the present invention provides a vehicle, wherein the vehicle comprises an outer driving shaft ball cage, a driving wheel bearing and the driving wheel spacer, and the outer driving shaft ball cage and the inner bearing ring of the driving wheel bearing clamp the driving wheel spacer.

The utility model provides a drive wheel gasket, drive wheel assembly and car, the drive wheel gasket is used for installing between the outer ball cage of drive shaft of car and the bearing inner race of drive wheel bearing, and by the outer ball cage of drive shaft and bearing inner race clamp tight fixed, the drive wheel gasket includes relative first terminal surface and second terminal surface, be equipped with the first structure that increases on the first terminal surface, the first structure that increases is used for with the bearing inner race butt, and be used for increasing the coefficient of static friction between the bearing inner race and the first terminal surface of butt rather than, so that when the car switches over from quiescent condition to motion state, the torsion between first terminal surface and the bearing inner race is less than the biggest static friction between the two, be equipped with the second on the second terminal surface and increase the structure that rubs, the second increases the structure and is used for with the outer ball cage butt of drive shaft, and be used for increasing the coefficient of static friction between the outer ball cage of drive shaft rather than butt and the second terminal surface, when the automobile is switched from a static state to a moving state, the torsion between the second end surface and the outer ball cage of the driving shaft is smaller than the maximum static friction force between the second end surface and the outer ball cage of the driving shaft.

Through the arrangement, when torsion is generated between the outer ball cage of the driving shaft and the bearing inner ring, the outer ball cage of the driving shaft, the bearing inner ring and the driving wheel gasket do not slide relatively due to the generated torsion, the outer ball cage of the driving shaft, the bearing inner ring and the driving wheel gasket are kept relatively static, viscous friction impact cannot be formed among the outer ball cage of the driving shaft, the bearing inner ring and the driving wheel gasket, and abnormal sound generated when the automobile is switched from a static state to a moving state can be reduced. When the automobile is switched from a static state to a moving state, the outer ball cage of the driving shaft, the inner ring of the bearing and the driving wheel gasket do not slide relatively, so that the abrasion to the driving wheel gasket can be reduced, and the service life of the driving wheel gasket is long. In addition, the first friction increasing structure and the second friction increasing structure which are arranged on the end face of the driving wheel gasket have lower requirements on the manufacturing precision, the requirements on the manufacturing process of the driving wheel gasket are reduced, and the reduction of the production cost is facilitated.

Drawings

In order to clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the description below are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a schematic view of an embodiment of a driving wheel spacer according to the present invention when it is assembled between an outer cage of a driving shaft and an inner race of a bearing;

fig. 2 is a schematic view of a perspective view of an embodiment of a driving wheel shim according to the present invention;

fig. 3 is a schematic view of another perspective of an embodiment of a drive wheel shim according to the present invention;

FIG. 4 is an enlarged view of portion A of FIG. 3;

FIG. 5 is a schematic view of another embodiment of a drive wheel shim according to the present invention from a perspective;

FIG. 6 is a schematic view of another perspective of another embodiment of a drive wheel shim provided by the present invention;

FIG. 7 is an enlarged view of the portion B in FIG. 6;

fig. 8 is a schematic view of a perspective of a drive wheel spacer embodiment of the present invention as it is assembled to a drive shaft outer cage;

fig. 9 is a schematic view of another perspective of the drive wheel spacer embodiment of the present invention when assembled to the outer drive axle cage;

fig. 10 is an enlarged view of a portion C in fig. 9.

Description of the reference numerals:

100. a drive wheel pad; 110. a first end face; 120. a second end face; 130. a first friction enhancing structure; 140. a second friction enhancing structure; 150. an outer peripheral wall; 160. a claw; 170. a raised structure; 171. a rib; 172. a bump; 200. a drive shaft; 210. a drive shaft outer cage; 211. clamping edges; 300. a drive wheel bearing; 310. a bearing inner race; 400. and a pressing piece.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

It should be noted that the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral connections; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature "under," "beneath," and "under" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description above, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

When two objects with certain friction force are mutually switched from a relative static state to a relative sliding state under the action of an acting force, viscous friction impact can be formed between the two objects which slide relatively, and energy release generated by friction can give out abnormal sound. As described in the background art, in the related art, a driving wheel gasket for reducing abnormal sound generated when an automobile is switched from a static state to a moving state is an anti-friction gasket, when a torque force is generated between an outer ball cage of a driving shaft and a bearing inner ring, the outer ball cage of the driving shaft and the bearing inner ring can both slide relative to the driving wheel gasket, and the relative sliding can cause certain abrasion to the surfaces at two ends of the driving wheel gasket. After the friction reducing performance of the driving wheel gasket is reduced, the end face of the outer ball cage of the driving shaft and the end face of the bearing inner ring and the driving wheel gasket move relatively to form viscous friction impact and generate abnormal sound, at the moment, only a new driving wheel gasket can be replaced, and the service life of the driving wheel gasket is short. In addition, when the driving wheel gasket is an antifriction gasket, two end faces of the driving wheel gasket need to be subjected to fine treatment (for example, when an antifriction coating is coated, the end faces of the driving wheel gasket need to be uniformly coated), the manufacturing process requirement of the driving wheel gasket is high, and the production cost is high.

In order to solve the technical problem, a designer of the scheme respectively arranges a first friction increasing structure and a second friction increasing structure on a first end face and a second end face of a driving wheel gasket, wherein the first friction increasing structure is used for being abutted with a bearing inner ring and increasing the static friction coefficient between the bearing inner ring abutted with the first end face and the first end face, so that when the automobile is switched from a static state to a moving state, the torsion between the first end face and the bearing inner ring is smaller than the maximum static friction force between the first end face and the bearing inner ring, and the second friction increasing structure is used for being abutted with a driving shaft outer ball cage and increasing the static friction coefficient between the driving shaft outer ball cage abutted with the second end face, so that when the automobile is switched from the static state to the moving state, the torsion between the second end face and the driving shaft outer ball cage is smaller than the maximum static friction force between the second end face and the driving shaft outer ball cage. When torsion is generated between the outer ball cage of the driving shaft and the inner ring of the bearing, the outer ball cage of the driving shaft, the inner ring of the bearing and the gasket of the driving wheel do not slide relatively due to the fact that the generated torsion is not enough, the outer ball cage of the driving shaft, the inner ring of the bearing and the gasket of the driving wheel keep relatively static, viscous friction impact cannot be formed among the outer ball cage of the driving shaft, the inner ring of the bearing and the gasket of the driving wheel, and abnormal sound generated when an automobile is switched from a static state to a moving state can be reduced. When the automobile is switched from a static state to a moving state, the outer ball cage of the driving shaft, the inner ring of the bearing and the driving wheel gasket do not slide relatively, so that the abrasion to the driving wheel gasket can be reduced, and the service life of the driving wheel gasket is long. In addition, the first friction increasing structure and the second friction increasing structure which are arranged on the end face of the driving wheel gasket have lower requirements on the manufacturing precision, the requirements on the manufacturing process of the driving wheel gasket are reduced, and the reduction of the production cost is facilitated.

The following detailed description of the present application is provided to illustrate a drive wheel spacer, a drive wheel assembly and a vehicle with reference to specific embodiments.

Fig. 1 is a schematic view of an embodiment of a drive wheel spacer provided when it is fitted between an outer ball cage of a drive shaft and an inner race of a bearing.

As shown in fig. 1, the driving wheel spacer 100 according to the present embodiment is provided, and the driving wheel spacer 100 is configured to be installed between the outer drive shaft ball cage 210 and the inner bearing ring 310 of the drive wheel bearing 300 of the automobile and clamped and fixed by the outer drive shaft ball cage 210 and the inner bearing ring 310.

It should be noted that the outer driving shaft ball cage 210 is disposed on the outer wall of the driving shaft 200 connected to the vehicle powertrain and near one end of the driving shaft 200 for connecting to a driving wheel, the driving wheel bearing 300 is disposed on the driving wheel of the vehicle, and the driving shaft 200 transmits the power provided by the vehicle powertrain to the bearing inner ring 310 of the driving wheel bearing 300 to drive the driving wheel to rotate. The driving wheel spacer 100 may be a circular ring piece, and has a size corresponding to the end surface of the driving shaft outer ball cage 210, the end surface of the bearing inner ring 310, and the driving shaft 200, and one end of the driving shaft 200, which is used for connecting the driving wheel, extends into the bearing inner ring 310 after passing through the inner ring of the driving wheel spacer 100. The end face of the drive shaft 200, which is used for connecting one end of the bearing inner race 310, is connected with the pressing member 400, and the pressing member 400 presses the bearing inner race 310 and the drive wheel gasket 100 against the end face of the drive shaft outer ball cage 210, so that the drive shaft outer ball cage 210 and the bearing inner race 310 clamp and fix the drive wheel gasket 100. For example, a threaded hole may be formed in an end surface of the driving shaft 200 for connecting to one end of the bearing inner race 310, and the pressing member 400 may be a pressing bolt.

FIG. 2 is a schematic view of one perspective of an embodiment of a drive wheel shim provided and FIG. 3 is a schematic view of another perspective of an embodiment of a drive wheel shim provided.

As shown in fig. 2 and 3, and referring to fig. 1, the driving wheel shim 100 provided in this embodiment includes a first end surface 110 and a second end surface 120 opposite to each other. The first end face 110 is provided with a first friction increasing structure 130, and the first friction increasing structure 130 is used for abutting against the bearing inner ring 310 and increasing the static friction coefficient between the bearing inner ring 310 abutting against the first end face 110, so that when the automobile is switched from a static state to a moving state, the torsion between the first end face 110 and the bearing inner ring 310 is smaller than the maximum static friction force between the first end face 110 and the bearing inner ring 310.

The second friction increasing structure 140 is arranged on the second end face 120, and the second friction increasing structure 140 is used for being abutted to the outer ball cage 210 of the driving shaft and increasing the static friction coefficient between the outer ball cage 210 of the driving shaft and the second end face 120 abutted to the second friction increasing structure 140, so that when the automobile is switched from a static state to a moving state, the torsion between the second end face 120 and the outer ball cage 210 of the driving shaft is smaller than the maximum static friction force between the second end face 120 and the outer ball cage 210 of the driving shaft.

In the above embodiment, when the torque is generated between the driving shaft outer ball cage 210 and the bearing inner ring 310, the generated torque is not enough to make the driving shaft outer ball cage 210 and the bearing inner ring 310 slide relative to the driving wheel gasket 100, the driving shaft outer ball cage 210, the bearing inner ring 310 and the driving wheel gasket 100 keep relatively static, no viscous friction impact is formed among the three, and abnormal sound generated when the automobile is switched from a static state to a moving state can be reduced. When the automobile is switched from a static state to a moving state, the driving shaft outer ball cage 210, the bearing inner ring 310 and the driving wheel gasket 100 do not slide relatively, so that the abrasion to the driving wheel gasket 100 can be reduced, and the service life of the driving wheel gasket 100 is long. In addition, the first friction increasing structure 130 and the second friction increasing structure 140 arranged on the end face of the driving wheel gasket 100 have lower requirements on manufacturing precision, the requirements on the manufacturing process of the driving wheel gasket 100 are reduced, and the reduction of the production cost is facilitated.

It is understood that the switching of the vehicle from the stationary state to the moving state includes switching of the vehicle from the stationary state to the moving state of forward movement and the moving state of backward movement, that is, the state of forward start and the state of backward reverse.

The first and second friction enhancing structures 130, 140 may be structures that increase the roughness of the first and second end faces 110, 120, respectively. The first and second friction enhancing structures 130 and 140 may also be structures capable of creating adhesion with the inner bearing race 310 and the outer drive shaft cage 210, respectively, when stationary with respect to the outer drive shaft cage 210 and the inner bearing race 310.

Fig. 4 is an enlarged view of a portion a in fig. 3.

As shown in fig. 4, and with reference to fig. 1-3, in some possible embodiments, at least one of the first and second friction enhancing structures 130, 140 includes a plurality of raised structures 170 disposed on the corresponding first or second end face 110, 120.

With the arrangement, the first friction increasing structure 130 and the second friction increasing structure 140 are easy to form, long in service life and high in reliability.

It is understood that the raised structure 170 may be a bump, a boss, a bump 172, a rib 171, etc., and the raised structure 170 may be formed by knurling, stamping, etc.

The first friction increasing structure 130 may include a plurality of protruding structures 170 disposed on the first end surface 110, in which case, all the protruding structures 170 of the first friction increasing structure 130 may be closely disposed on the first end surface 110 and cover the first end surface 110, all the protruding structures 170 of the first friction increasing structure 130 may be spaced apart on the first end surface 110, and all the protruding structures 170 of the first friction increasing structure 130 may be closely disposed on a partial area of the first end surface 110, and no protruding structure 170 is disposed on another partial area of the first end surface 110.

The second friction enhancing structure 140 may include a plurality of protruding structures 170 disposed on the second end surface 120, in which case, all the protruding structures 170 of the second friction enhancing structure 140 may be closely disposed on the second end surface 120 and cover the second end surface 120, all the protruding structures 170 of the second friction enhancing structure 140 may be spaced apart on the second end surface 120, and all the protruding structures 170 of the second friction enhancing structure 140 may be closely disposed on a partial region of the second end surface 120, and no protruding structure 170 is disposed on another partial region of the second end surface 120.

The close arrangement refers to an arrangement in which the roots of two adjacent protruding structures 170 are connected without a space therebetween.

The first friction enhancing structure 130 and the second friction enhancing structure 140 may be the same friction enhancing structure or may be different friction enhancing structures.

In some examples, the first friction enhancing structure 130 and the second friction enhancing structure 140 are the same friction enhancing structure. So set up, reducible manufacturing increases the quantity of the mould of friction structure, practices thrift manufacturing cost more.

In some possible embodiments, the free end of each raised formation 170 is a pointed formation, each pointed formation being adapted to press into a surface of a corresponding drive shaft outer cage 210 or a surface of the bearing inner race 310.

With such an arrangement, the protruding structure 170 is favorably pressed into the surface of the corresponding drive shaft outer ball cage 210 or the surface of the bearing inner ring 310, the static friction coefficient between the drive wheel gasket 100 and the drive shaft outer ball cage 210 and the bearing inner ring 310 into which the protruding structure 170 is pressed is favorably increased, the maximum static friction force between the drive wheel gasket 100 and the drive shaft outer ball cage 210 and the bearing inner ring 310 into which the protruding structure 170 is pressed can be increased, and the drive wheel gasket 100 is not easily slid relative to the drive shaft outer ball cage 210 and the bearing inner ring 310 into which the protruding structure 170 is pressed.

It will be appreciated that the free end of each projection 170 is the end opposite the root to which it connects the first end face 110 or the second end face 120.

When the driving shaft outer ball cage 210 and the bearing inner ring 310 clamp the driving wheel gasket 100, the pointed structures press the surface of the corresponding driving shaft outer ball cage 210 or the surface of the bearing inner ring 310, the corresponding surfaces are plastically deformed to form pits, and the convex structures 170 are at least partially embedded into the corresponding pits.

In some possible embodiments, each of the raised structures 170 tapers in width from its root to its free end.

So set up, do benefit to the intensity that improves protruding structure 170, protruding structure 170 is difficult for breaking occur, damage such as diminish.

In some possible embodiments, the distance from the root of each raised structure 170 to its free end is greater than or equal to 0.5 mm.

With this arrangement, the risk of the projection structure 170 coming off from the surface into which the projection structure 170 is pressed can be reduced, and the drive wheel spacer 100 is less likely to slide relative to the drive shaft outer cage 210 and the bearing inner race 310 into which the projection structure 170 is pressed.

In some examples, the first friction enhancing structure 130 and the second friction enhancing structure 140 are each a structure comprising a plurality of raised structures 170. The distance from the root of each protruding structure 170 of the first friction enhancing structure 130 to the free end thereof is greater than or equal to 0.5mm, and the distance from the root of each protruding structure 170 of the second friction enhancing structure 140 to the free end thereof is greater than or equal to 0.5 mm.

The thickness of the drive wheel shim 100 as a whole (including the first friction enhancing structure 130 and the second friction enhancing structure 140) may be 2 mm.

In some possible embodiments, all of the raised structures 170 of the first or second friction enhancing structures 130 or 140 are closely arranged and cover their corresponding first or second end faces 110 or 120.

Due to the arrangement, the static friction coefficient between the driving wheel gasket 100 and the driving shaft outer ball cage 210 and the bearing inner ring 310 is increased, and the driving wheel gasket 100 and the driving shaft outer ball cage 210 and the bearing inner ring 310 are not easy to slide.

In some possible embodiments, the raised structure 170 is a rib 171 that extends in a radial direction of the drive wheel insert 100.

With this arrangement, a static friction force for preventing the rotation of the driving wheel pad 100 is advantageously formed, and the rib 171 has high strength and is not easily damaged.

It will be appreciated that the drive wheel insert 100 includes inner and outer peripheral walls 150, and both ends of each rib 171 can extend to the inner and outer peripheral walls 150 of the drive wheel insert 100, respectively.

Fig. 5 is a schematic view of another perspective view of an embodiment of a drive wheel shim provided, fig. 6 is a schematic view of another perspective view of an embodiment of a drive wheel shim provided, and fig. 7 is an enlarged view of portion B of fig. 6.

As shown in fig. 5-7, and with reference to fig. 1, in some possible embodiments, the raised structures 170 are bumps 172.

With the arrangement, the arrangement of the convex structures 170 is flexible, and when the free ends of the convex structures 170 are sharp-angled structures and need to be pressed into the surfaces of the outer ball cage 210 of the driving shaft and the inner bearing ring 310, the convex structures 170 are favorably pressed into the corresponding surfaces.

In some possible embodiments, each protrusion 172 is a regular rectangular pyramid structure or a portion of a regular rectangular pyramid structure.

With the arrangement, the bump 172 is high in strength and not easy to damage, and is beneficial to pressing into the surfaces of the corresponding driving shaft outer ball cage 210 and the corresponding bearing inner ring 310.

It is understood that the protrusion 172 located at the middle of the first end surface 110 or the second end surface 120 is a regular rectangular pyramid structure, and the protrusion 172 located at the edge of the first end surface 110 or the second end surface 120 may form part of the regular rectangular pyramid structure according to the manufacturing process.

Fig. 8 is a schematic view of one perspective of the provided embodiment of the drive wheel spacer when mounted on the drive shaft outer cage, fig. 9 is a schematic view of another perspective of the provided embodiment of the drive wheel spacer when mounted on the drive shaft outer cage, and fig. 10 is an enlarged view of portion C of fig. 9.

As shown in fig. 8-10 and referring to fig. 1-7, in some possible embodiments, the driving wheel insert 100 is further provided with a positioning structure protruding from the second end surface 120, and the positioning structure is configured to be positioned in cooperation with the driving shaft outer cage 210 to limit the driving wheel insert 100 from moving relative to the driving shaft outer cage 210 in a radial direction of the driving wheel insert 100.

So set up, before outer ball cage 210 of drive shaft and bearing inner race 310 assembly, can place drive wheel gasket 100 in the terminal surface of outer ball cage 210 of drive shaft to confirm the relative position with outer ball cage 210 of drive shaft through location structure, do benefit to when outer ball cage 210 of drive shaft and bearing inner race 310 assembly, drive wheel gasket 100 is located predetermined position, can improve the assembly efficiency between outer ball cage 210 of drive shaft, drive wheel gasket 100 and bearing inner race 310, can reduce the risk of drive wheel gasket 100 dislocation.

In some possible embodiments, the drive wheel spacer 100 further includes an outer peripheral wall 150, and the positioning structure is disposed on the outer peripheral wall 150.

With this arrangement, the influence of the positioning structure on the second friction enhancing structure 140 can be reduced, and the influence of the positioning structure on the static friction coefficient between the second end surface 120 and the outer drive shaft ball cage 210 is small.

In some possible embodiments, the positioning structure includes at least 3 claws 160 spaced along the circumference of the driving wheel spacer 100, each claw 160 is disposed on the outer circumferential wall 150, each claw 160 protrudes from the second end surface 120, and each claw 160 is configured to engage with a corresponding locking rib 211 on the outer drive shaft ball cage 210 to limit the driving wheel spacer 100 from moving relative to the outer drive shaft ball cage 210 in the radial direction of the driving wheel spacer 100 and to limit the driving wheel spacer 100 from falling off from the end of the outer drive shaft ball cage 210 in the axial direction of the driving wheel spacer 100.

So set up, before the assembly of outer ball cage 210 of drive shaft and bearing inner race 310, accessible jack catch 160 with drive wheel gasket 100 joint on the predetermined assembly position of outer ball cage 210 of drive shaft, after the assembly, outer ball cage 210 of drive shaft and bearing inner race 310 are in the installation, drive wheel gasket 100 can not drop from outer ball cage 210 of drive shaft, do benefit to the assembly efficiency that further improves between outer ball cage 210 of drive shaft, drive wheel gasket 100 and the bearing inner race 310.

It is understood that the locking rib 211 may be a multi-segment structure spaced along the circumference of the outer drive shaft cage 210 or an integral structure surrounding the circumference of the outer drive shaft cage 210.

As shown in fig. 1-10, in another aspect, the present invention provides a driving wheel assembly, which includes an outer driving axle ball cage 210, a driving wheel bearing 300, and the driving wheel gasket 100 of any of the above embodiments, wherein the outer driving axle ball cage 210 and the bearing inner race 310 of the driving wheel bearing 300 clamp and fix the driving wheel gasket 100.

In the above embodiment, when the torque is generated between the driving shaft outer ball cage 210 and the bearing inner ring 310, the generated torque is not enough to make the driving shaft outer ball cage 210 and the bearing inner ring 310 slide relative to the driving wheel gasket 100, the driving shaft outer ball cage 210, the bearing inner ring 310 and the driving wheel gasket 100 keep relatively static, no viscous friction impact is formed among the three, and abnormal sound generated when the automobile is switched from a static state to a moving state can be reduced. When the automobile is switched from a static state to a moving state, the driving shaft outer ball cage 210, the bearing inner ring 310 and the driving wheel gasket 100 do not slide relatively, so that the abrasion to the driving wheel gasket 100 can be reduced, and the service life of the driving wheel gasket 100 is long. In addition, the first friction increasing structure 130 and the second friction increasing structure 140 arranged on the end face of the driving wheel gasket 100 have lower requirements on manufacturing precision, the requirements on the manufacturing process of the driving wheel gasket 100 are reduced, and the reduction of the production cost is facilitated.

It will be appreciated that the drive shaft outer cage 210 is provided on the drive shaft 200 and the drive wheel bearing 300 is provided on the drive wheel.

In another aspect, the present invention provides an automobile (not shown) comprising an outer driving shaft ball cage, a driving wheel bearing and a driving wheel spacer in any of the above embodiments, wherein the outer driving shaft ball cage and the inner bearing ring of the driving wheel bearing clamp the driving wheel spacer.

In the above embodiment, when the torque force is generated between the outer ball cage of the driving shaft and the bearing inner ring, the outer ball cage of the driving shaft, the bearing inner ring and the driving wheel gasket are kept relatively static because the generated torque force is not enough to enable the outer ball cage of the driving shaft, the bearing inner ring and the driving wheel gasket to relatively slide, viscous friction impact is not formed among the outer ball cage of the driving shaft, the bearing inner ring and the driving wheel gasket, and abnormal sound generated when the automobile is switched from a static state to a moving state can be reduced. When the automobile is switched from a static state to a moving state, the outer ball cage of the driving shaft, the inner ring of the bearing and the driving wheel gasket do not slide relatively, so that the abrasion to the driving wheel gasket can be reduced, and the service life of the driving wheel gasket is long. In addition, the first friction increasing structure and the second friction increasing structure which are arranged on the end face of the driving wheel gasket have lower requirements on the manufacturing precision, the requirements on the manufacturing process of the driving wheel gasket are reduced, and the reduction of the production cost is facilitated.

It will be appreciated that the drive shaft outer ball cage is provided on the drive shaft and the drive wheel bearings are provided on the drive wheel. The automobile can also comprise a power assembly which transmits power to the bearing inner ring of the driving wheel bearing through the driving shaft so as to drive the driving wheel to rotate.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.

Claims (10)

1. A driving wheel gasket is characterized by being arranged between an outer ball cage of a driving shaft of an automobile and a bearing inner ring of a bearing of the driving wheel, and clamped and fixed by the outer ball cage of the driving shaft and the bearing inner ring;

the drive wheel shim comprises first and second opposing end faces;

the first end face is provided with a first friction increasing structure, the first friction increasing structure is used for being abutted with the bearing inner ring and increasing the static friction coefficient between the bearing inner ring abutted with the first end face and the first end face, so that when the automobile is switched from a static state to a moving state, the torsion between the first end face and the bearing inner ring is smaller than the maximum static friction force between the first end face and the bearing inner ring;

and a second friction increasing structure is arranged on the second end face and is used for being abutted with the outer ball cage of the driving shaft and increasing the static friction coefficient between the outer ball cage of the driving shaft and the second end face, so that when the automobile is switched from a static state to a motion state, the torque force between the outer ball cage of the driving shaft and the second end face is smaller than the maximum static friction force between the outer ball cage of the driving shaft and the second end face.

2. The drive wheel shim of claim 1, wherein at least one of the first friction enhancing structure and the second friction enhancing structure comprises a plurality of raised structures disposed on the corresponding first end face or the second end face.

3. The drive wheel insert as set forth in claim 2, wherein each of the raised formations has a pointed end at its free end, each of the pointed formations being adapted to press into a corresponding one of the drive shaft outer cage surface or the bearing inner race surface.

4. A drive wheel insert according to claim 3 wherein each said projecting formation tapers in width from its root portion to its free end, the distance from the root portion of each said projecting formation to its free end being greater than or equal to 0.5 mm;

all the convex structures of the first friction-increasing structure or the second friction-increasing structure are closely arranged and cover the corresponding first end face or the second end face.

5. A drive wheel insert according to any one of claims 2 to 4 wherein the raised formation is a ridge extending radially of the drive wheel insert.

6. A driving wheel insert according to any one of claims 2-4 wherein the raised formations are projections, each projection being a regular rectangular pyramid formation or part of a regular rectangular pyramid formation.

7. The driving wheel insert as set forth in any one of claims 1 to 4, wherein the driving wheel insert is further provided with a positioning structure protruding from the second end surface, the positioning structure being configured to be positioned in cooperation with the outer drive shaft cage to limit the radial movement of the driving wheel insert relative to the outer drive shaft cage.

8. The drive wheel shim of claim 7, wherein the locating structure includes at least 3 pawls spaced circumferentially around the drive wheel shim;

the driving wheel gasket further comprises an outer peripheral wall, each clamping jaw is arranged on the outer peripheral wall, and each clamping jaw protrudes out of the second end face;

every the jack catch all be used for with the card arris joint that corresponds on the outer ball cage of drive shaft, in order to restrict the drive wheel gasket for the outer ball cage of drive shaft is followed the radial movement of drive wheel gasket, and restriction the drive wheel gasket is followed the axial of drive wheel gasket is followed the tip of the outer ball cage of drive shaft drops.

9. A drive wheel assembly comprising a drive axle outer cage, a drive wheel bearing and a drive wheel shim according to any one of claims 1 to 8;

and the driving wheel gasket is clamped and fixed by the outer ball cage of the driving shaft and the bearing inner ring of the driving wheel bearing.

10. An automobile comprising an outer drive axle cage, a drive wheel bearing, and a drive wheel spacer as claimed in any one of claims 1 to 8;

and the driving wheel gasket is clamped and fixed by the outer ball cage of the driving shaft and the bearing inner ring of the driving wheel bearing.

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