CN214267269U

CN214267269U - Hub locking structure of hub reduction bridge at wheel rim and vehicle

Info

Publication number: CN214267269U
Application number: CN202120013231.1U
Authority: CN
Inventors: 冯涛; 许可; 王震
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2021-01-05
Filing date: 2021-01-05
Publication date: 2021-09-24
Anticipated expiration: 2031-01-05

Abstract

The utility model discloses a wheel limit reduction bridge wheel hub locking structure and vehicle relates to car axle technical field. This hub locking structure of hub reduction bridge on wheel limit includes spindle nose, wheel hub outer bearing and the wheel hub of suit in proper order to and ring gear support, lock nut and C shape snap ring: one surface of the gear ring bracket facing the locking nut is provided with a limiting hole; the circumferential outer wall of the locking nut is provided with a ring groove, and a limiting gap is arranged on the circumferential outer wall of the locking nut along the axial direction of the locking nut, and the ring groove is divided into discontinuous annular structures by the limiting gap; the joint of C shape snap ring is in the annular, and the both ends of C shape snap ring all buckle along lock nut's axial to form first spacing portion and the spacing portion of second respectively, first spacing portion and the spacing portion of second respectively with two lateral walls butt in spacing clearance, and the spacing portion of second extends outside the spacing clearance and plug in spacing downthehole. When the hub is locked through the structure, the material cost can be reduced, and the assembly efficiency is improved.

Description

Hub locking structure of hub reduction bridge at wheel rim and vehicle

Technical Field

The utility model relates to an automobile axle technical field especially relates to a hub locking structure of wheel reduction axle and vehicle.

Background

At present, in a hub reduction axle used for an automobile, a spindle head positioned on the outer side of a hub is screwed with a lock nut to prevent the hub from being disengaged.

Among the prior art, adopt single nut to add locking plate structure or two nut to add the locking plate structure in order to carry out the locking to lock nut more to prevent that lock nut from taking place to rotate, and then avoid wheel hub to drop, guarantee the safety of traveling of vehicle. However, the material cost is high and the assembly efficiency is low no matter the structure of single nut and locking plate or the structure of double nut and locking plate.

Therefore, a hub locking structure of a wheel reduction axle and a vehicle are needed to solve the above problems.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a wheel limit reduction bridge wheel hub locking structure and vehicle when locking the wheel hub, can reduce material cost to improve assembly efficiency.

To achieve the purpose, the utility model adopts the following technical proposal:

a hub locking structure of a hub reduction bridge comprises a shaft head, an outer hub bearing and a hub which are sequentially sleeved, wherein the shaft head is provided with a spline shaft and a thread diameter;

a limiting hole is formed in one surface, facing the locking nut, of the gear ring support; an annular groove is formed in the circumferential outer wall of the locking nut, a limiting gap is formed in the circumferential outer wall of the locking nut along the axial direction of the locking nut, and the annular groove is divided into discontinuous annular structures by the limiting gap;

the joint of C shape snap ring is in the annular, just the both ends of C shape snap ring are all followed lock nut's axial is buckled to form first spacing portion and the spacing portion of second respectively, first spacing portion with the spacing portion of second respectively with two lateral wall butts in spacing clearance, just the spacing portion of second extends the outer plug-in of spacing clearance is in spacing downthehole.

Optionally, the limiting hole is provided in plurality, the limiting holes are located on the same circumference and are arranged at intervals, and the second limiting portion can be selectively inserted into one of the limiting holes.

Optionally, the axial direction of the limiting hole is consistent with the axial direction of the lock nut.

Optionally, the central angles of the hole centers of two adjacent limiting holes at intervals are both 6 °.

Optionally, the limiting hole is provided with 5.

Optionally, along lock nut's circumference, spacing clearance interval is provided with a plurality ofly, first spacing portion with the spacing portion of second respectively with same two lateral walls butt in spacing clearance.

Optionally, both ends of the C-shaped snap ring are bent towards the ring gear bracket.

Optionally, the C-shaped snap ring is a steel wire snap ring.

Optionally, a spline hole is formed in the middle of the gear ring support, and the gear ring support is sleeved on the spline shaft through the spline hole.

The utility model also provides a vehicle, it includes as above hub locking structure of wheel reduction bridge.

The utility model has the advantages that:

the utility model provides a hub locking structure of wheel reduction bridge and vehicle, in this hub locking structure of wheel reduction bridge, last annular and the spacing clearance of being provided with of lock nut is provided with spacing hole on the ring gear support. Through installing C shape snap ring in the annular to make the spacing portion of first spacing portion and the spacing portion of second at C shape snap ring both ends respectively with two lateral walls butt in spacing clearance, make the spacing portion of second extend spacing clearance grafting to spacing downthehole, can prevent effectively that lock nut from taking place to rotate, thereby can avoid wheel hub to drop, guarantee the safety of traveling of vehicle. Because this hub locking structure of hub reduction bridge on wheel limit is simple, no longer need use the nut, can reduce material cost, improve assembly efficiency simultaneously.

Drawings

Fig. 1 is a schematic overall structural view of a hub locking structure of a wheel reduction axle provided by an embodiment of the present invention;

fig. 2 is a schematic structural view of a ring gear support in a hub locking structure of a hub reduction axle provided by an embodiment of the present invention;

FIG. 3 is a schematic sectional view taken along line A-A in FIG. 2;

fig. 4 is a schematic structural diagram of a lock nut in a hub locking structure of a hub reduction axle according to an embodiment of the present invention;

FIG. 5 is a schematic cross-sectional view taken along line B-B of FIG. 4;

fig. 6 is a schematic structural view of a C-shaped snap ring in a hub locking structure of a hub reduction axle according to an embodiment of the present invention;

FIG. 7 is a schematic view of the structure of FIG. 6 in the direction C;

fig. 8 is a schematic structural diagram of a locking snap ring and a locking nut in a hub locking structure of a hub reduction bridge at a wheel rim, according to an embodiment of the present invention.

In the figure:

1. a shaft head; 11. a spline shaft; 12. the diameter of the thread; 2. a hub outer bearing; 3. a hub; 4. a ring gear support; 41. a limiting hole; 42. a splined bore; 43. lightening holes; 5. locking the nut; 51. a ring groove; 52. limiting the gap; 53. a convex tooth; 6. a C-shaped snap ring; 61. a first limiting part; 62. a second limiting part.

Detailed Description

In order to make the technical problem solved by the present invention, the technical solution adopted by the present invention and the technical effect achieved by the present invention clearer, the technical solution of the present invention will be further explained by combining the drawings and by means of the specific implementation manner.

In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, detachably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used in the orientation or positional relationship shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.

The embodiment provides a hub locking structure of a hub reduction bridge, which comprises a shaft head 1, a hub outer bearing 2 and a hub 3 which are sequentially sleeved, as shown in fig. 1-8. The spindle head 1 has a spline shaft 11 and a thread diameter 12. The hub locking structure of the hub reduction bridge at the wheel edge further comprises a gear ring bracket 4, a locking nut 5 and a C-shaped snap ring 6. The middle part of the gear ring bracket 4 is provided with a spline hole 42, and the gear ring bracket 4 is sleeved on the spline shaft 11 through the spline hole 42. The locking nut 5 is sleeved on the thread diameter 12, and the hub outer bearing 2, the gear ring support 4 and the locking nut 5 are sequentially attached from inside to outside along the axial direction of the shaft head 1. Specifically, the hub outer bearing 2 has an inner ring and an outer ring, and taking the direction shown in fig. 1 as an example, the right end surface of the ring gear holder 4 is attached to the left end surface of the inner ring, and the right end surface of the lock nut 5 is attached to the left end surface of the ring gear holder 4.

A stopper hole 41 is provided on a face of the ring gear bracket 4 facing the lock nut 5. The locking nut 5 is provided with a ring groove 51 on the circumferential outer wall, and a limit gap 52 is arranged on the circumferential outer wall of the locking nut 5 along the axial direction of the locking nut 5, and the ring groove 51 is divided into discontinuous annular structures by the limit gap 52.

The C-shaped snap ring 6 is clamped in the annular groove 51, and two ends of the C-shaped snap ring 6 are bent along the axial direction of the locking nut 5 to form a first limiting part 61 and a second limiting part 62 respectively. The first limiting portion 61 is abutted with one side wall of the limiting gap 52, the second limiting portion 62 is abutted with the other side wall of the limiting gap 52, and the second limiting portion 62 extends out of the limiting gap 52 and is inserted into the limiting hole 41. According to this, can prevent through C shape snap ring 6 that lock nut 5 from rotating, carry out the locking to lock nut 5 to avoid wheel hub 3 to drop, guarantee the safety of traveling of vehicle. In addition, since the nut is not required to be used, the material cost is reduced while the assembling efficiency is improved.

Next, specific configurations of the lock nut 5, the ring gear holder 4, the C-shaped snap ring 6, and the like will be described.

As shown in fig. 2 and 3, the ring gear bracket 4 is provided with a plurality of limiting holes 41, the limiting holes 41 are located on the same circumference and are spaced from each other, and the second limiting portion 62 can be selectively inserted into one of the limiting holes 41. Therefore, the gear ring support 4 can be better matched with the C-shaped clamping ring 6, the manufacturing error is compensated, and the C-shaped clamping ring 6 is more convenient to mount.

Further, the axial direction of the limiting hole 41 is consistent with the axial direction of the lock nut 5, so that the limiting hole 41 can be conveniently processed, and meanwhile, the limiting hole 41 can be better matched with the second limiting part 62, and the lock nut 5 is prevented from rotating. In this embodiment, the ring gear bracket 4 is provided with 5 limiting holes 41 in total, and the central angles α of the hole centers of every two adjacent limiting holes 41 corresponding to each other at intervals are all 6 °. More specifically, along its circumference, the ring gear support 4 is provided with lightening

holes

43, and 5 limiting holes 41 are all arranged between the spline holes 42 and the lightening holes 43.

As shown in fig. 4 and 5, a plurality of the limit clearances 52 are provided at intervals in the circumferential direction of the lock nut 5. The first stopper portion 61 and the second stopper portion 62 abut against two side walls of the same stopper gap 52, respectively. Therefore, the locking nut 5 can be better matched with the C-shaped clamping ring 6, the manufacturing error is compensated, and the C-shaped clamping ring 6 is more convenient to mount. In this embodiment, the limiting gaps 52 are groove structures, and 12 limiting gaps 52 are provided, and are uniformly distributed along the circumferential direction of the lock nut 5.

Of course, in another embodiment, when a plurality of stopper gaps 52 are provided, the lock of the lock nut 5 may be achieved by abutting the first stopper portion 61 against the left side wall of one of the stopper gaps 52 and abutting the second stopper portion 62 against the right side wall of the other stopper gap 52.

For the specific manufacturing, 12 convex teeth 53 are processed on the lock nut 5 along the circumferential direction of the lock nut 5, that is, 12 limit gaps 52 can be formed on the lock nut 5. Further, by processing one arc-shaped groove on each tooth 53 along the circumferential direction of the

lock nut

5, 12 arc-shaped grooves can be obtained. By making the 12 arc-shaped grooves on the same circumference, the ring groove 51 having a discontinuous ring structure can be obtained.

As shown in fig. 6 and 7, both ends of the C-shaped snap ring 6 are bent toward the same side, i.e., toward the ring gear bracket 4, for ease of processing. More specifically, in this embodiment, the steel wire snap ring is used as the C-shaped snap ring 6, which has high strength and long service life. Compared with the locking plate, the steel wire clamping ring has lower material cost and better economical efficiency. In other aspects, the limiting hole 41 in this embodiment is configured as a circular hole to fit the wire retaining ring.

The embodiment also provides a vehicle, which comprises the hub locking structure of the hub reduction bridge at the wheel edge, so as to lock the locking nut 5 and effectively prevent the hub 3 from being disengaged.

In conclusion, the embodiment provides a hub locking structure of wheel reduction bridge and vehicle, through set up annular 51 and spacing clearance 52 on lock nut 5, set up spacing hole 41 on ring gear support 4, can install C-shaped snap ring 6 in annular 51, and make first spacing portion 61 and the spacing portion 62 of second respectively with two lateral walls butt of spacing clearance 52, make the spacing portion 62 of second extend spacing clearance 52 peg graft in spacing hole 41, thereby prevent effectively that lock nut 5 from taking place to rotate, avoid wheel hub 3 to drop, guarantee the safety of traveling of vehicle.

Further, no matter compare with single nut with the locking plate structure or two nuts with the locking plate structure, when using the hub locking structure of the hub reduction bridge on wheel limit that this embodiment provided, need not to reuse the nut, can reduce material cost, improve assembly efficiency simultaneously.

The above description is only for the preferred embodiment of the present invention, and for those skilled in the art, there are variations on the detailed description and the application scope according to the idea of the present invention, and the content of the description should not be construed as a limitation to the present invention.

Claims

1. The hub locking structure of the hub reduction bridge comprises a shaft head (1), an outer hub bearing (2) and a hub (3) which are sequentially sleeved, wherein the shaft head (1) is provided with a spline shaft (11) and a thread diameter (12), and is characterized by further comprising a gear ring support (4), a locking nut (5) and a C-shaped snap ring (6), the gear ring support (4) is sleeved on the spline shaft (11), the locking nut (5) is sleeved on the thread diameter (12) and is arranged along the axial direction of the shaft head (1), and the outer hub bearing (2), the gear ring support (4) and the locking nut (5) are sequentially attached from inside to outside;

a limiting hole (41) is formed in one surface, facing the locking nut (5), of the gear ring support (4); an annular groove (51) is formed in the circumferential outer wall of the locking nut (5), a limiting gap (52) is formed in the circumferential outer wall of the locking nut (5) along the axial direction of the locking nut (5), and the annular groove (51) is divided into discontinuous annular structures by the limiting gap (52);

c shape snap ring (6) joint is in annular (51), just the both ends of C shape snap ring (6) are all followed the axial of lock nut (5) are buckled to form first spacing portion (61) and spacing portion (62) of second respectively, first spacing portion (61) with spacing portion (62) of second respectively with two lateral wall butts of spacing clearance (52), just spacing portion (62) of second extend spacing clearance (52) outer plug in spacing hole (41).

2. A hub locking structure of a hub reduction axle according to claim 1, wherein the plurality of limiting holes (41) are provided, the plurality of limiting holes (41) are located on the same circumference and are spaced apart from each other, and the second limiting portion (62) is selectively inserted into one of the plurality of limiting holes (41).

3. A hub-locking structure for a hub of a hub reduction bridge according to claim 2, wherein the axial direction of the limiting hole (41) coincides with the axial direction of the lock nut (5).

4. A hub locking structure for a hub of a hub reduction axle according to claim 3, wherein the hole centers of two adjacent limiting holes (41) are spaced by a corresponding central angle α of 6 °.

5. A hub-lock construction of a hub for a wheel reduction axle according to claim 2, characterized in that there are 5 limiting holes (41).

6. A hub locking structure of a hub reduction bridge according to claim 1, wherein a plurality of the limiting gaps (52) are provided at intervals along a circumferential direction of the lock nut (5), and the first limiting portion (61) and the second limiting portion (62) are respectively abutted against two side walls of the same limiting gap (52).

7. A hub-lock construction of a hub for a wheel reduction axle according to claim 1, characterized in that both ends of the C-shaped snap ring (6) are bent towards the ring gear carrier (4).

8. A hub locking structure for a hub of a wheel reduction axle according to any one of claims 1 to 7, wherein the C-shaped snap ring (6) is a wire snap ring.

9. A hub locking structure of a hub reduction axle according to any one of claims 1 to 7, wherein a spline hole (42) is formed in the middle of the ring gear bracket (4), and the ring gear bracket (4) is sleeved on the spline shaft (11) through the spline hole (42).

10. A vehicle comprising a hub lock structure for a wheel reduction bridge according to any one of claims 1 to 9.