WO2019194553A1 - Moyeu de roue et ensemble roulement de roue le comprenant - Google Patents

Moyeu de roue et ensemble roulement de roue le comprenant Download PDF

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Publication number
WO2019194553A1
WO2019194553A1 PCT/KR2019/003903 KR2019003903W WO2019194553A1 WO 2019194553 A1 WO2019194553 A1 WO 2019194553A1 KR 2019003903 W KR2019003903 W KR 2019003903W WO 2019194553 A1 WO2019194553 A1 WO 2019194553A1
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WO
WIPO (PCT)
Prior art keywords
pilot
hub
flange
wheel
retention
Prior art date
Application number
PCT/KR2019/003903
Other languages
English (en)
Korean (ko)
Inventor
윤희재
이범수
Original Assignee
주식회사 일진엔터프라이즈
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 주식회사 일진엔터프라이즈 filed Critical 주식회사 일진엔터프라이즈
Publication of WO2019194553A1 publication Critical patent/WO2019194553A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/06—Hubs adapted to be fixed on axle
    • B60B27/065—Hubs adapted to be fixed on axle characterised by the fixation of the hub to the axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/06—Hubs adapted to be fixed on axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/18—Arrangement of bearings

Definitions

  • the present disclosure relates to a wheel hub and a wheel bearing assembly.
  • the wheel bearing assembly is a device mounted between the rotating element and the non-rotating element in the vehicle body to facilitate the rotation of the rotating element.
  • the wheel bearing assembly of the vehicle rotatably connects the wheel to the vehicle body, thereby providing the function of the vehicle to move.
  • Such a wheel bearing assembly may be classified into a drive wheel wheel bearing that transmits power generated in an engine and a driven wheel wheel bearing that does not transmit a driving force.
  • the drive wheel wheel bearing assembly includes a rotating element and a non-rotating element.
  • the rotating element is caused to rotate together with the drive shaft by the torque generated by the engine and passed through the transmission.
  • the non-rotating element is fixed to the vehicle body, and a transmission device is interposed between the rotating element and the non-rotating element.
  • the driven wheel wheel bearing assembly includes a configuration similar to the drive wheel wheel bearing assembly, but no rotating element is connected to the drive shaft.
  • the rotating element requires that the center of gravity of the rotating element is located on the axis of rotation. If the center of gravity and the axis of rotation do not coincide, eccentricity may occur, which may cause problems in rotation.
  • the rotating element can be formed to have a symmetrical shape with respect to the axial direction.
  • Embodiments of the present disclosure provide a wheel hub for preventing eccentricity of a wheel hub provided with a retention hole.
  • a wheel hub installed in a wheel bearing and coupled to a wheel of a vehicle comprising: a cylindrical portion having at least one cross-sectional diameter around an axial direction; A hub flange extending radially outwardly from the cylindrical portion, the hub flange including a flange portion and a retention portion formed to a thickness greater than the thickness of the flange portion and through which the retention hole is formed; And a hub pilot extending outwardly from the hub flange, the hub pilot comprising: a plurality of pilot portions extending from the hub flange to a first length; And a plurality of pilot dividers formed between the plurality of pilot portions so as to be spaced apart from each other in the circumferential direction, and extending from the hub flange to a second length smaller than the first length.
  • An arc length of at least one pilot portion may be formed larger than the arc length of the remaining pilot portions so as to compensate for the weight difference.
  • the plurality of pilot units comprises: at least one first pilot unit having a first arc length; At least one second pilot portion having a second arc length greater than the first arc length, wherein the second pilot portion may be disposed on the opposite side in the circumferential direction of the retention portion to compensate for the weight of the retention portion.
  • the hub flange may have a disk shape, and the arc length of the retention portion may be formed to be smaller than the arc length of the flange portion.
  • one of the plurality of pilot dividers may be disposed to be adjacent to the retention portion based on the radial direction.
  • one of the plurality of pilot units may be disposed to be adjacent to the retention unit based on the radial direction.
  • the weight of the retention portion and the weight of the second pilot portion may be balanced with each other based on the radial direction.
  • the hub flange and hub pilot may be symmetric about an imaginary line connecting the center axis of the retention hole and the center axis of the wheel hub.
  • the center of gravity of the wheel hub and the axis of rotation of the wheel hub may coincide with each other.
  • a wheel hub installed in a wheel bearing and coupled to a wheel of a vehicle comprising: a cylindrical portion having at least one cross-sectional diameter about an axial direction; A plurality of flange portions extending radially outwardly from the cylindrical portion, and formed with a plurality of flange portions through which the wheel bolt holes penetrate; A hub flange formed therethrough and including a retention portion having a thickness greater than the thickness of each of the plurality of flange portions or the plurality of recess portions; And a hub pilot extending outwardly from the hub flange, the hub pilot comprising: a plurality of pilot portions extending from the hub flange to a first length; And a plurality of pilot dividers formed between the plurality of pilot portions so as to be spaced apart from each other in the circumferential direction, and extending from the hub flange to a second length smaller than the first length.
  • the circular arc length of at least one pilot portion may be configured to be larger than the
  • the flange portion may be spaced at equal intervals by the recess portion, and the retention portion may extend radially outwardly from the recess portion.
  • the plurality of pilot units comprises: at least one first pilot unit having a first arc length; At least one second pilot portion having a second arc length greater than the first arc length, wherein the second pilot portion may be disposed on the opposite side in the circumferential direction of the retention portion to compensate for the weight of the retention portion.
  • one of the plurality of pilot dividers may be disposed to be adjacent to the retention portion based on the radial direction.
  • one of the plurality of pilot units may be disposed to be adjacent to the retention unit based on the radial direction.
  • the weight of the retention portion and the weight of the second pilot portion may be balanced with each other based on the radial direction.
  • the hub flange and hub pilot may be symmetric about an imaginary line connecting the center axis of the retention hole and the center axis of the wheel hub.
  • the center of gravity of the wheel hub and the axis of rotation of the wheel hub may coincide with each other.
  • Wheel bearing is a cylindrical portion, a hub flange extending radially outward from the cylindrical portion.
  • a wheel hub comprising a hub pilot extending outwardly from the hub flange; An inner ring coupled on an outer circumferential surface of the cylindrical portion; An outer ring spaced apart from the cylindrical portion and the inner ring;
  • a transmission device including a first rolling element interposed between the outer ring and the cylindrical part and a second rolling element interposed between the outer ring and the inner ring, wherein the hub flange is formed to a thickness greater than the thickness of the flange part and the flange part; And a retention portion through which the tension hole is formed, wherein the hub pilot includes: a plurality of pilot portions extending from the hub flange to a first length; And a plurality of pilot dividers formed between the plurality of pilot portions so as to be spaced apart from each other in the circumferential direction, and extending from the hub flange to a second length smaller than the first length.
  • the plurality of pilot portions of the wheel hub comprises: at least one first pilot portion having a first arc length; At least one second pilot portion having a second arc length greater than the first arc length, wherein the second pilot portion may be disposed on the opposite side in the circumferential direction of the retention portion to compensate for the weight of the retention portion.
  • the weight of the retention portion of the wheel hub and the weight of the second pilot portion may be balanced with each other based on the radial direction.
  • the center of gravity of the wheel bearing and the axis of rotation of the wheel bearing may coincide with each other.
  • FIG. 1 is a perspective view of a wheel bearing according to a first embodiment of the present disclosure.
  • FIG. 2 is a cross-sectional view of the wheel bearing illustrated in FIG. 1 taken along the I-I direction.
  • FIG 3 is a perspective view illustrating a wheel hub according to a first embodiment of the present disclosure.
  • FIG. 4 is a perspective view illustrating a rear surface of a wheel hub according to a first embodiment of the present disclosure.
  • FIG 5 is a front view showing a wheel hub according to the first embodiment of the present disclosure.
  • FIG. 6 is a front view illustrating a wheel hub according to a second embodiment of the present disclosure.
  • FIG. 7 is a perspective view illustrating a wheel hub according to a third embodiment of the present disclosure.
  • FIG. 8 is a perspective view illustrating a rear surface of a wheel hub according to a third embodiment of the present disclosure.
  • FIG. 9 is a front view illustrating a wheel hub according to a third embodiment of the present disclosure.
  • FIG. 10 is a front view illustrating a wheel hub according to a fourth embodiment of the present disclosure.
  • FIG. 11 is a front view illustrating a wheel hub according to a fifth embodiment of the present disclosure.
  • pilot unit 130, 230, 330, 430, 530 pilot unit
  • Embodiments of the present disclosure are illustrated for the purpose of describing the technical spirit of the present disclosure.
  • the scope of the present disclosure is not limited to the embodiments set forth below or the detailed description of these embodiments.
  • the rotation axis direction may be defined as meaning a direction parallel to the rotational axis (R) of the wheel bearing
  • the radial direction may be defined as meaning a direction away from the rotation axis
  • the circumferential direction is a rotation axis It may be defined as meaning the direction surrounding the rotation axis (R) around (R).
  • the rotation axis R direction may mean a rotation axis direction of the wheel hub.
  • the rotational axis direction of the wheel bearing may be simply referred to as 'axial direction R'.
  • the arrow 'D 1 ' points to the outer outboard where the wheel is disposed relative to the wheel hub as the direction along the axis of rotation of the wheel bearing, and the arrow 'D 2 ' points to the wheel hub as the opposite direction of D 1 .
  • the arrow 'D 3 ' points to the outer radial direction away from the rotation axis in the radial direction with respect to the axis of rotation of the wheel bearing 1, and the arrow 'D 4 ' indicates the inner radial direction opposite to D 3 .
  • the arrow 'D 5 ' indicates the direction of rotation about the rotation axis, that is, the circumference direction.
  • the arrow 'D 6 ' is a horizontal direction and indicates a direction parallel to the ground.
  • FIG. 1 is a perspective view illustrating a wheel bearing 1 according to an exemplary embodiment of the present disclosure
  • FIG. 2 is a cross-sectional view illustrating a cross section of the wheel bearing 1 illustrated in FIG. 1 in an I-I direction.
  • the wheel bearing 1 may be disposed between the suspension of the vehicle (not shown) and the wheel (not shown) to rotate the wheel with respect to the suspension.
  • the wheel bearing 1 may generally have a rotor shape about the axis of rotation (R).
  • the wheel bearing 1 may be configured as a driven wheel wheel bearing.
  • the wheel bearing 1 may include a wheel hub 100, an outer ring 10, an inner ring 50, a transmission 30, and a sealing device 40. Suspensions (not shown) may be disposed in the inner axial direction D 2 of the wheel bearing 1, and wheels (not shown) may be disposed in the outer axial direction D 1 of the wheel bearing 1. . Referring to FIG. 1, the vehicle body may be located in the outer radial direction D 3 of the wheel bearing 1, and the ground may be located in the inner radial direction D 4 of the wheel bearing 1.
  • the inner ring 50 may be pressed onto and coupled to the outer circumferential surface of the wheel hub 100. Accordingly, the inner ring 50 may rotate in the same manner as the wheel hub 100.
  • the inner ring 50 may be made of a metal material having a stronger strength than the wheel hub 100.
  • the inner ring 50 may be press-fitted to the end portion of the wheel hub 100 in the inner axial direction D 2 .
  • the outer ring 10 may be spaced apart from each of the wheel hub 100 and the inner ring 50.
  • the outer ring 10 may be coupled to one side of the suspension device (not shown). That is, the outer ring 10 may be provided as a non-rotating element, and may be configured so that the position does not move after being coupled to one side of the suspension device.
  • the outer ring 10 may, for example, be coupled to a knuckle arm (not shown) of the suspension device and fixed in position.
  • the outer ring 10 may have a coupling hole 14 for coupling with a knuckle arm (not shown).
  • the coupling hole 14 may be formed to penetrate the flange portion 12 of the outer ring 10.
  • the transmission 30 includes a first rolling element 31 interposed between the outer ring 10 and the wheel hub 100 and a second rolling element interposed between the outer ring 10 and the inner ring 50.
  • the transmission device 30 may include, for example, a retainer (not shown) for receiving the first and second rolling elements 31 and 32. As shown in FIG. 2, the first and second rolling elements 31 and 32 contact the outer ring 10 in the outer radial direction D 3 and the wheel hub 100 in the inner radial direction D 4 . Alternatively, it may be rolled in contact with the inner ring 50.
  • the transmission device 30 includes two rows of rolling elements, but may also be configured to include three or more rows of rolling elements depending on the structure of the wheel bearing. Therefore, the wheel hub 100 and the inner ring 50 are supported by the outer ring (the wheel hub 100 and the inner ring 50) are supported by the transmission device 30 including two or more rows of rolling elements integrally rotating. It can rotate stably with respect to 10).
  • the wheel hub 100 may be combined with a wheel (not shown) to rotate together with the wheel (not shown).
  • the wheel hub 100 may include a cylindrical portion 140 having at least one cross-sectional diameter, and a hub flange 105 including the flange portion 110 and the retention portion 120.
  • the hub flange 105 of the wheel hub 100 may include a retention part 120 through which the retention hole 121 is formed to be coupled to the brake disc.
  • the retention hole 121 may be formed to penetrate with the brake disc.
  • the retention hole 121 is another hole distinguished from the wheel bolt hole 111 and may be a hole formed through the hub flange 105.
  • the retention part 120 may be formed to have a thickness thicker than the flange part 110 in order to improve strength or to secure a sufficient depth of the retention hole 121.
  • the flange portion 110 of the wheel hub 100 extends from the cylindrical portion 140 in the outer radial direction D 3 , and in the hub flange 105 having a predetermined thickness, except the retention portion 120. The rest can be referred to collectively.
  • a plurality of wheel bolt holes 111 through which the wheel bolts B may be coupled may be formed in the flange portion 110 of the wheel hub 100.
  • the portion where the wheel bolt hole 111 is formed in the flange portion 110 may be formed to have a thickness thicker than other portions so that the strength is improved.
  • the hub flange 105 can have a disc shape.
  • the arc length of the retention portion 120 may be smaller than the arc length of the flange portion 110.
  • the arc length of the flange portion 110 may be 1 to 40 times the length of the arc of the retention portion 120.
  • the arc length of the retention portion 120 is multiplied by the radius of the hub flange 105 times the maximum angle that the lines extending from the central axis to the retention portion 120 can achieve. Can be defined by a value.
  • the arc length of the flange portion 110 may be defined as the total circumferential length of the hub flange 105 minus the arc length of the retention portion 120. .
  • the radius of the hub flange may be defined as the average radius of the hub flange.
  • the wheel hub 100 may include a hub pilot 103 extending from the hub flange 105 in the outer axial direction D 1 to serve to guide the wheel when mounting the wheel.
  • the hub pilot 103 may have a plurality of pilot units 130 and a plurality of pilot dividers 131.
  • the plurality of pilot parts 130 may be disposed between the plurality of pilot parts 130, and may be spaced apart from each other in the circumferential direction D 5 by the plurality of pilot division parts 131 recessed recessed. Can be.
  • FIG. 3 is a perspective view illustrating the wheel hub 100 according to the first embodiment of the present disclosure
  • FIG. 4 is a perspective view illustrating the rear surface of the wheel hub 100 according to the first embodiment of the present disclosure.
  • Cylindrical portion 140 may have at least one cross-sectional diameter around the axial direction. Cylindrical portion 140, the inner ring 50 and the outer ring 10 may be mounted in the outer radial direction (D 3 ), the rolling element 31, so as to rotate relatively between the inner ring 50 and the outer ring (10) 32) may be intervened. In addition, the inner axial direction (D 2 ) end portion of the cylindrical portion 140 may be plastically deformed in the outer radial direction (D 3 ) to form the orbital forming portion 141.
  • the hub flange 105 may include a retention portion 120 through which the flange portion 110 and the retention hole 121 are formed and have a thickness greater than the thickness of the flange portion 110. An arc length of the retention portion 120 may be smaller than an arc length of the flange portion 110.
  • the flange portion 110 may be formed through the weight reduction hole 112 formed to reduce the weight.
  • the thickness of the flange portion 110 may be a thickness of a portion in which the wheel bolt hole 111 is not formed in the flange portion 110.
  • the thickness of the flange part 110 may be the thickness of a portion in which the weight saving hole 112 is formed in the flange part 110.
  • the retention portion 120 may have a thickness greater than that of the portion where the wheel bolt hole 111 is not formed. The thickness of the portion where the wheel bolt hole 111 of the flange portion 110 is formed and the thickness of the retention portion 120 may be substantially different.
  • the thickness of the retention portion 120 is greater than the thickness of the portion in which the weight saving hole 112 is formed in the flange portion 110, and the thickness of the portion in which the wheel bolt hole 111 of the flange portion 110 is formed. May be less than or equal to
  • the hub pilot 103 may extend from the hub flange 105 in the outer axial direction D 1 to serve to guide the wheel when mounting the wheel to the wheel hub 100.
  • the hub pilot 103 may have a plurality of pilot units 130 and a plurality of pilot dividers 131.
  • the plurality of pilot units 130 may be spaced apart from each other in the circumferential direction D 5 by the plurality of pilot divisions 131 recessed recessed.
  • the plurality of pilot units 130 may extend from the hub flange 105 to a first length L 1 .
  • a first length between the pilot section 130 and the hub flange (105) (L 1) is outside the axial direction of the pilot section (130) from outside the axial direction (D 1) side of the hub flange (105), (D 1) end Can be defined as the length up to.
  • the plurality of pilot divisions 131 may extend from the hub flange 105 to a second length L 2 smaller than the first length L 1 .
  • a second length between the pilot partition 131 and the hub flange (105) (L 2) is outside the axial direction of the pilot divider 131 from an outer axial direction (D 1) side of the hub flange (105), (D 1 ) Can be defined as the length to the end.
  • the second length L 2 from which the pilot divider 131 extends from the hub flange 105, may be zero. That is, since the pilot dividing portion 131 is recessed recessed between the plurality of pilot portions 130 to serve to separate the plurality of pilot portions 130 from each other in the circumferential direction, from the hub flange 105 It may not protrude in the outer axial direction D 1 .
  • FIG 5 is a front view illustrating the wheel hub 100 according to the first embodiment of the present disclosure.
  • the retention part 120 may be formed to have a thickness thicker than the flange part 110 in order to improve strength or to secure a sufficient depth of the retention hole 121. Since the thickness of the retention portion 120 is greater than the thickness of the flange portion 110, the weight of the retention portion 120 is located on the opposite side in the circumferential direction D 5 of the retention portion 120. It may be higher than the weight of the flange portion 110 of the same area as the tension portion 120.
  • the center of gravity COM F of the hub flange 105 may be formed adjacent to the retention portion 120. That is, since the center of gravity COM F of the hub flange 105 is not on the center axis of the hub flange 105, the center of gravity COM F does not coincide with the center of rotation COM of the wheel hub 100. As a result, eccentricity may occur during rotation. In order to solve this problem, when providing a shape in which the other portions of the hub flange 105 are symmetrically weighted, more material may be required for manufacturing the hub flange 105. In this case, the eccentricity can be solved, but the weight of the wheel hub 100 may be further increased because the weight is symmetrically added.
  • the plurality of pilot units 130 may have at least one arc length greater than the remaining arc lengths to compensate for the weight difference due to the thickness of the retention part 120.
  • the arc length of the pilot unit 130 may be defined as a value obtained by multiplying an average radius of the hub pilot 103 by a maximum angle formed by lines extending from the central axis to the pilot unit 130.
  • the plurality of pilot portions 130 may include a first pilot portion 130A having a first arc length P 1 and a second pilot portion having a second arc length P 2 greater than one arc length. 130B). Since the second circular arc length P 2 of the second pilot part 130B is larger than the first circular arc length P 1 of the first pilot part 130A, the second pilot part 130B is the first pilot part ( Greater than 130A).
  • the second pilot part 130B may be disposed on the opposite side in the circumferential direction D 5 of the retention part 120 to compensate for the weight of the retention part 120.
  • the center of gravity COM P of the hub pilot 103 may be formed adjacent to the second pilot part 130B. That is, the center of gravity COM P of the hub pilot 103 may be artificially formed adjacent to the opposite side in the circumferential direction D 5 of the retention portion 120. Since the center of gravity COM F of the hub flange 105 and the center of gravity COM P of the hub pilot 103 face each other with respect to the radial direction, the center of gravity COM of the wheel hub may coincide with the central axis. .
  • the hub flange 105 and the hub pilot 103 may be symmetric with respect to an imaginary line A connecting the central axis of the retention hole 121 and the central axis of the wheel hub 100.
  • the center of gravity COM F of the hub flange 105, the center of gravity COM P of the hub pilot 103, and the central axis may be positioned on a straight line A, and the retention portion 120 may be positioned on the straight line A.
  • the weight imbalance of the hub pilot 103 can be formed to compensate only for the difference in weight due to it.
  • the second circular arc length P 2 of the second pilot part 130B is configured such that the weight of the retention part 120 and the weight of the second pilot part 130B are balanced with each other based on the radial direction. can do. Therefore, the second circular arc length P 2 of the second pilot part 130B may vary according to the weight of the retention part 120, and for example, the second circular arc length P of the second pilot part 130B. 2 ) may be 1 to 20 times the first arc length P 1 of the first pilot unit 130A.
  • one of the plurality of pilot dividers 131 may be disposed to be adjacent to the retention unit 120 in a radial direction.
  • the number of pilot units 130 may be odd. Since one of the pilot divisions 131 is disposed to be adjacent to the retention unit 120, the weight of the hub pilot 103 adjacent to the retention unit 120 is reduced, so that the weight of the hub pilot 103 is more effective.
  • the center COM P may be moved adjacent to the opposite side in the circumferential direction D 5 of the retention part 120.
  • the second circular arc length P 2 and the second arc length of the second pilot part 130B may be compared with the case where one of the pilot parts 130 is arranged to be adjacent to the retention part 120 in the radial direction.
  • the difference P 2 -P 1 of the first circular arc length P 1 of the first pilot unit 130A may be smaller.
  • the plurality of pilot parts 130 may have a non-uniform arc length, thereby minimizing additional weight increase and compensating for the weight difference due to the thickness of the retention part 120.
  • the center of gravity (COM) of the entire wheel hub and the axis of rotation of the wheel hub This coincides with each other to prevent eccentricity.
  • FIG. 6 is a front view illustrating the wheel hub 200 according to the second embodiment of the present disclosure. The description of the configuration overlapping with the configuration described in the above embodiment will be omitted.
  • the wheel hub 200 may include a cylindrical portion, a hub flange 205, and a hub pilot 203.
  • the hub flange 205 may include a retention portion 220 through which the flange portion 210 and the retention hole 221 are formed.
  • the hub pilot 203 is configured to space the plurality of pilot portions 230 and the plurality of pilot portions 230 extending from the hub flange 205 in the outer axial direction D 1 in the circumferential direction D 5 .
  • a plurality of pilot divider 231 may be included.
  • one of the plurality of pilot units 230 may be disposed to be adjacent to the retention unit 220 with respect to the radial direction.
  • the number of pilot units 230 may be an even number.
  • the sum of the weight of the retention portion 220 and the weight of the pilot portion 230 disposed to be adjacent to the retention portion 220 based on the radial direction The weight of the pilot portion 230 to be balanced.
  • an arc length difference P 2 -P 1 of the pilot part 230 is greater than that of one of the plurality of pilot parts 230 disposed adjacent to the retention part 220 based on the radial direction. Can be large.
  • one of the plurality of pilot unit 230 is disposed adjacent to the retention unit 220, it is possible to stably perform the role of guiding the wheel when mounting the wheel.
  • FIG. 7 is a perspective view illustrating the wheel hub 300 according to the third embodiment of the present disclosure
  • FIG. 8 is a perspective view illustrating the rear surface of the wheel hub 300 according to the third embodiment of the present disclosure. The description of the configuration overlapping with the configuration described in the above embodiment will be omitted.
  • the wheel hub 300 may include a cylindrical portion 340, a hub flange 305, and a hub pilot 303.
  • the hub flange 305 may have a shape in which only the flange portion 310A in which the wheel bolt hole 311 is formed protrudes in the outer radial direction D 3 .
  • the hub flange 305 extends from the cylindrical portion 340 in the outer radial direction D 3 and defines a plurality of flange portions 310A, a plurality of recess portions 310B, and at least one retention portion 320. It may include.
  • Each of the flange portions 310A may have a wheel bolt hole 311 through which the wheel bolt may be coupled.
  • the portion where the wheel bolt hole 311 is formed in the flange portion 310A may be formed to have a thickness thicker than other portions so that the strength is improved.
  • the recess portion 310B is formed between the plurality of flange portions 310A so as to space the plurality of flange portions 310A from each other in the circumferential direction.
  • the average radius from the central axis R of the recessed portion 310B may be smaller than the average radius from the central axis of the flange portion 310A, and the recessed portion 310B is radially between the flange portions 310A.
  • the recess D may be recessed to the inner side D 4 .
  • the flange portion 310A may be spaced at equal intervals by the recess portion 310B.
  • a retention hole 321 may be formed in the retention portion 320 to be coupled to the brake disk.
  • the retention portion 320 may be formed to have a thickness greater than that of each of the plurality of flange portions 310A or the plurality of recess portions 310B in order to improve strength or to secure a sufficient depth of the retention hole 321. Can be.
  • the arc length of the retention portion 320 may be smaller than the arc length of each of the flange portion 310A and the recess portion 310B.
  • the retention portion 320 may extend in the outer radial direction D 3 in the recess portion 310B.
  • the hub flange 305 since the hub flange 305 is not a disk shape, only the flange portion 310A in which the wheel bolt hole 311 is formed protrudes in the outer radial direction D 3 , and thus, the hub flange 305 has a weight greater than that of the disk shape. Can reduce the cost. That is, even if the weight saving hole is not formed, the weight of the predetermined size can be saved.
  • the hub pilot 303 may extend from the hub flange 305 in the outer axial direction D 1 .
  • the hub pilot 303 is disposed between the plurality of pilot portions 330 and the plurality of pilot portions 330 extending from the hub flange 305 to the first length L 1 , and the first from the hub flange 305. It may have a plurality of pilot divider 331 extending to the second length (L 2 ) smaller than the length (L 1 ).
  • the second length L 2 may be zero.
  • FIG. 9 is a front view illustrating the wheel hub 300 according to the third embodiment of the present disclosure.
  • At least one circular arc length is greater than the remaining circular arc lengths to compensate for the weight difference due to the thickness of the retention part 320.
  • the plurality of pilot portions 330 may include a first pilot portion 330A having a first arc length P 1 and a second pilot portion having a second arc length P 2 greater than the first arc length. 330B.
  • the second pilot part 330B may be disposed on the opposite side in the circumferential direction D 5 of the retention part 320 to compensate for the weight of the retention part 320.
  • the hub flange 305 and the hub such that the center of gravity COM F of the hub flange 305, the center of gravity COM P of the hub pilot 303, and the central axis are on a straight line A.
  • the pilot 303 may be symmetric with respect to an imaginary line A connecting the central axis of the retention hole 321 and the central axis of the wheel hub 300.
  • the second circular arc length P 2 of the second pilot part 330B is configured such that the weight of the retention part 320 and the weight of the second pilot part 330B are balanced with each other based on the radial direction.
  • the second arc length P 2 may be 1 to 30 times the first arc length P 1 .
  • one of the pilot units 330 may be disposed to be adjacent to the retention unit 320 based on the radial direction.
  • the number of pilot units 330 may be an even number.
  • an arc length difference (P 2 -P 1 ) of the pilot unit 330 is compared with a case in which one of the plurality of pilot division units 331 is disposed to be adjacent to the retention unit 320 in the radial direction. Can be larger.
  • FIG. 10 is a front view illustrating the wheel hub 400 according to the fourth embodiment of the present disclosure. The description of the configuration overlapping with the configuration described in the above embodiment will be omitted.
  • one of the plurality of pilot dividers 431 may be disposed to be adjacent to the retention portion 420.
  • the number of pilot units 430 may be odd. Since one of the pilot divisions 431 is disposed to be adjacent to the retention portion 420, the weight of the hub pilot 403 adjacent to the retention portion 420 is reduced, so that the weight of the hub pilot 403 is more effective.
  • the center COM P may be moved adjacent to the opposite side in the circumferential direction D 5 of the retention portion 420. In this case, an arc length difference P 2 -P 1 may be smaller than that when one of the pilot units 430 is disposed to be adjacent to the retention unit 420 in the radial direction.
  • FIG 11 is a front view illustrating the wheel hub 500 according to the fifth embodiment of the present disclosure. The description of the configuration overlapping with the configuration described in the above embodiment will be omitted.
  • Wheel hub 500 may include a cylindrical portion, hub flange 505, and hub pilot 503.
  • the hub flange 505 may include a retention portion 520 through which the flange portion 510 and the retention hole 521 are formed.
  • the hub flange 505 may have a disc shape.
  • the hub pilot 503 is configured to space the plurality of pilot portions 530 and the plurality of pilot portions 530 that extend from the hub flange 505 in the outer axial direction D 1 in the circumferential direction D 5 . It may include a plurality of pilot divider 531.
  • the plurality of pilot portions 530 may include a plurality of first pilot portions 530A having a first circular arc length P 1 and a plurality of first circular arcs having a second circular arc length P 2 greater than one circular arc length P 1 . It may include two pilot unit (530B). Each of the plurality of second pilot portions 530B may be disposed on the opposite side in the circumferential direction D 5 of the retention portion 320 to compensate for the weight of each of the plurality of retention portions 520.
  • the wheel hub 500 may have a plurality of retention portions 520 to stably fix the brake disc.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Rolling Contact Bearings (AREA)

Abstract

Selon un mode de réalisation de la présente invention, l'invention porte sur un moyeu de roue disposé au niveau d'un roulement de roue et accouplé à une roue de véhicule, ledit moyeu de roue comprenant: une partie cylindrique ayant au moins un diamètre de section transversale avec la direction axiale en tant que centre de celle-ci; une bride de moyeu s'étendant dans la direction radiale externe à partir de la partie cylindrique, et comprenant une partie de bride et une partie de retenue, qui est formée pour être plus épaisse que la partie de bride et ayant un trou de retenue formé de manière pénétrante; et un pilote de moyeu s'étendant dans la direction radiale externe à partir de la bride de moyeu, le pilote de moyeu comprenant: une pluralité de parties pilotes s'étendant dans une première longueur à partir de la bride de moyeu; et une pluralité de parties pilotes divisées formées entre la pluralité de parties pilotes de manière à espacer la pluralité de parties pilotes les unes des autres dans la direction circonférentielle, et s'étendant à partir de la bride de moyeu dans une seconde longueur plus courte que la première longueur, et l'arc circulaire d'au moins une partie pilote peut être formé pour être plus long que les arcs circulaires des parties pilotes restantes afin de compenser une différence de poids due à l'épaisseur de la partie de retenue.
PCT/KR2019/003903 2018-04-02 2019-04-02 Moyeu de roue et ensemble roulement de roue le comprenant WO2019194553A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2018-0038322 2018-04-02
KR1020180038322A KR102008300B1 (ko) 2018-04-02 2018-04-02 휠 허브 및 이를 포함하는 휠 베어링 조립체

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KR20200117334A (ko) * 2019-04-03 2020-10-14 주식회사 일진글로벌 개선된 차륜 장착 플랜지 구조를 갖는 휠베어링
KR102547357B1 (ko) * 2022-07-04 2023-06-23 한국전기연구원 냉각 구조가 개선된 전기기계

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Publication number Priority date Publication date Assignee Title
JP2003232343A (ja) * 2002-02-06 2003-08-22 Nsk Ltd 車輪軸受装置
JP2006316903A (ja) * 2005-05-12 2006-11-24 Ntn Corp 車輪用軸受装置
JP2009008165A (ja) * 2007-06-28 2009-01-15 Ntn Corp 車輪用軸受装置
JP2014121903A (ja) * 2012-12-20 2014-07-03 Jtekt Corp 車両用軸受装置
JP2017094978A (ja) * 2015-11-25 2017-06-01 日本精工株式会社 ハブ輪及び車輪支持用転がり軸受ユニット

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005059830A (ja) * 2003-07-25 2005-03-10 Ntn Corp 車輪用軸受装置
US20110127826A1 (en) * 2008-04-15 2011-06-02 The Timken Company Hub and brake assembly

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003232343A (ja) * 2002-02-06 2003-08-22 Nsk Ltd 車輪軸受装置
JP2006316903A (ja) * 2005-05-12 2006-11-24 Ntn Corp 車輪用軸受装置
JP2009008165A (ja) * 2007-06-28 2009-01-15 Ntn Corp 車輪用軸受装置
JP2014121903A (ja) * 2012-12-20 2014-07-03 Jtekt Corp 車両用軸受装置
JP2017094978A (ja) * 2015-11-25 2017-06-01 日本精工株式会社 ハブ輪及び車輪支持用転がり軸受ユニット

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