CN219686964U - Hub unit central locking mechanism - Google Patents
Hub unit central locking mechanism Download PDFInfo
- Publication number
- CN219686964U CN219686964U CN202320346080.0U CN202320346080U CN219686964U CN 219686964 U CN219686964 U CN 219686964U CN 202320346080 U CN202320346080 U CN 202320346080U CN 219686964 U CN219686964 U CN 219686964U
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- Prior art keywords
- central locking
- spline
- hub unit
- rim
- locking nut
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- 230000005540 biological transmission Effects 0.000 claims abstract description 21
- 230000008878 coupling Effects 0.000 description 7
- 238000010168 coupling process Methods 0.000 description 7
- 238000005859 coupling reaction Methods 0.000 description 7
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- JEIPFZHSYJVQDO-UHFFFAOYSA-N iron(III) oxide Inorganic materials O=[Fe]O[Fe]=O JEIPFZHSYJVQDO-UHFFFAOYSA-N 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
Classifications
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Abstract
The utility model discloses a central locking mechanism of a hub unit, which relates to the field of hub bearings and comprises a hub unit body, a central locking connecting piece and a central locking nut, wherein the hub unit body is divided into a rim guide end and a transmission shaft connecting end by a flange plate, the central locking nut is connected to a rim guide port part, and an automobile rim and a tire are sleeved on the rim guide end; one end of the central locking connecting piece is connected into the rim guide end through a spline, the other end of the central locking connecting piece stretches into the central locking nut and is in spline connection with the central locking nut, and the central locking connecting piece is locked along the axial direction of the central locking nut; the automobile transmission shaft extends into the transmission shaft connecting end and is connected with the hub unit body for transmission. The utility model solves the problem that the rim tire is time-consuming and labor-consuming to replace, changes 5 or 6 bolt-nut fasteners into 1 locking nut designed in the center of the rim, and completes the replacement of the rim tire by only disassembling and assembling 1 locking nut from the outer side of the rim.
Description
Technical Field
The utility model relates to the field of hub bearings, in particular to a central locking mechanism of a hub unit.
Background
Chinese patent document (CN 204749716U) discloses a hub unit, which comprises a hub, a spoke and a rim, wherein the hub, the spoke and the rim are integrally formed, a shaft hole is formed in the center of the hub, the hub unit further comprises a bearing assembly and an end cover, the bearing assembly is arranged in the shaft hole and is coaxial with the shaft hole, and the end cover is arranged outside one end part of the shaft hole. The hub is of a cylindrical structure. The bearing assembly comprises two rolling bearings which are coaxial and between which a bearing bushing is arranged, so that the two rolling bearings can maintain a fixed distance. The end part of the other side, opposite to the shaft hole and the end cover, is also provided with a brake disc. The brake disc is connected with the hub main body through screws.
In the prior art taking this scheme as an example, the assembly of the hub unit and the rim brake disc usually adopts a bolt-nut connection mode, and 5 or 6 bolt holes distributed on the circumference of the flange disc are screwed and connected with corresponding bolt holes of the rim brake disc through bolts and nuts.
Thus, the following drawbacks exist:
1. the existing rim brake disc locking mode needs a large number of locking pieces, the mounting position is on the inner side of the rim, and a plurality of bolts and nuts are usually required to be disassembled and assembled when the rim and the tire are replaced, so that time and labor are wasted.
2. The bolt and the nut have no good muddy water prevention measure, and are easy to erode by muddy water under the muddy working condition to be rusted, so that the disassembly difficulty is increased.
Disclosure of Invention
The utility model aims to overcome the defects in the prior art, and provides a central locking mechanism of a hub unit, which solves the problem that the replacement of a rim tire is time-consuming and labor-consuming, changes 5 or 6 bolt-nut fasteners into 1 locking nut designed in the center of the rim, and can complete the replacement of the rim tire from the outer side of the rim by disassembling and assembling 1 locking nut.
The utility model aims at being completed by the following technical scheme: the hub unit central locking mechanism comprises a hub unit body, a central locking connecting piece and a central locking nut, wherein the hub unit body is divided into a rim guide end and a transmission shaft connecting end by a flange plate, the central locking nut is connected to the rim guide port, and an automobile rim and a tire are sleeved on the rim guide end; one end of the central locking connecting piece is connected into the rim guide end through a spline, the other end of the central locking connecting piece stretches into the central locking nut and is in spline connection with the central locking nut, and the central locking connecting piece is locked along the axial direction of the central locking nut; the automobile transmission shaft stretches into the transmission shaft connecting end and is connected with the hub unit body for transmission.
As a further technical scheme, the central locking connecting piece comprises a connecting sleeve and a spline half shaft, and the spline half shaft is fixedly arranged in the connecting sleeve along the axial direction through a clamp spring.
As a further technical scheme, be equipped with external spline A on the adapter sleeve's the outer wall, be equipped with internal spline A on the inner wall of rim guiding end for cooperation external spline A makes hub unit body and adapter sleeve spline connection transmission.
As a further technical scheme, an inner thread is formed on the inner wall between the tail end of the inner spline a and the rim guiding port part, and the central locking nut is in threaded connection with the rim guiding port part through an outer thread on the outer wall of the central locking nut.
As a further technical scheme, an external spline B on the outer wall of the spline half shaft extends out of the opening of the connecting sleeve, a stop part is arranged at the opening of the connecting sleeve, a step is arranged at the joint of the external spline B and the spline half shaft, and the stop part stops on the step, so that the spline half shaft is axially positioned relative to the connecting sleeve; and an inner spline B is arranged on the inner wall of the central locking nut, and an outer spline B is used for extending into the central locking nut and connecting and transmitting with the inner spline B.
As a further technical scheme, sleeve avoiding grooves are formed in one end, close to the external threads, of the central locking nut and are used for accommodating the connecting sleeve.
As a further technical scheme, one end, far away from the external thread, of the central locking nut is provided with a bolt mounting hole; a fixing bolt hole is formed in the center of the spline half shaft, and the fixing bolt penetrates through the bolt mounting hole and is screwed into the fixing bolt hole to axially lock the spline half shaft; the bolt mounting hole and the sleeve avoiding groove are communicated with the internal spline B.
As a further technical scheme, the side of the central locking nut facing the hub unit body is provided with a round table-shaped outer wall, and the round table-shaped outer wall is used for compressing and fixing the automobile rim and the tire.
As a further technical scheme, a plurality of countersunk head unthreaded holes are uniformly distributed on the flange disc surface of the hub unit body along the circumference, and the countersunk head unthreaded holes are used for being pressed into corresponding bulges on the rim brake disc surface.
The beneficial effects of the utility model are as follows:
1. 5 or 6 bolt-nut fasteners on the circumference of the flange plate on the inner side of the rim, which are required by the installation of the rim brake disc, are changed into 1 bolt-nut fastener on the central position on the outer side of the rim, so that the replacement of the rim tire is faster and more convenient;
2. the central locking nut transmits torque through the spline shaft, so that slipping does not occur during acceleration and deceleration, and the reliability of connection is ensured;
3. the spline half shaft can rotate relative to the connecting sleeve, so that the central locking nut is screwed when the splines at the two ends are in a matched state;
4. most of the locking pieces are arranged on the inner side of the tail end of the flange plate, are not easy to erode by muddy water and rust, and have long service life.
Drawings
Fig. 1 is a schematic perspective view of the present utility model.
Fig. 2 is an exploded view of the structure of the present utility model.
Fig. 3 is a cross-sectional view of the structure of the present utility model.
Fig. 4 is a left side view showing the structure of the hub unit body in the present utility model.
Fig. 5 is a cross-sectional view A-A of fig. 4.
Fig. 6 is a front view of the structure of the coupling sleeve of the present utility model after assembly with a splined half shaft (i.e., a center locking coupling).
Fig. 7 is a B-B cross-sectional view of fig. 6.
FIG. 8 is a left side view of the configuration of the splined half shaft of the present utility model.
Fig. 9 is a C-C cross-sectional view of fig. 8.
Fig. 10 is a left side view of the structure of the connecting sleeve according to the present utility model.
Fig. 11 is a D-D sectional view of fig. 10.
Fig. 12 is a left side view of the structure of the center lock nut of the present utility model.
Fig. 13 is a sectional view of E-E of fig. 12.
Reference numerals illustrate: the hub unit comprises a hub unit body 1, a rim guiding end 11, an internal spline A12, an internal thread 13, a countersunk head unthreaded hole 14, a transmission shaft connecting end 15, a flange plate 16, a central locking nut 2, an external thread 21, an internal spline B22, a round table-shaped outer wall 23, a sleeve avoidance groove 24, a bolt mounting hole 25, a connecting sleeve 3, an external spline A31, a clamp spring groove 32, a stop part 33, a spline half shaft 4, an external spline B41, a fixing bolt hole 42, a step 43 and a clamp spring 5.
Detailed Description
The utility model will be described in detail below with reference to the attached drawings:
examples: as shown in fig. 1 to 13, the hub unit central locking mechanism comprises a hub unit body 1, a rim guiding end 11, an internal spline a12, an internal thread 13, a countersunk light hole 14, a transmission shaft connecting end 15, a flange 16, a central locking nut 2, an external thread 21, an internal spline B22, a round table-shaped outer wall 23, a sleeve avoidance groove 24, a bolt mounting hole 25, a connecting sleeve 3, an external spline a31, a snap spring groove 32, a stop part 33, a spline half shaft 4, an external spline B41, a fixing bolt hole 42, a step 43 and a snap spring 5.
Referring to fig. 5, a transmission shaft connecting end 15 is arranged on the left side of a flange 16 of the hub unit body 1, and an automobile transmission shaft extends into an inner hole of the transmission shaft connecting end 15 and is in spline connection transmission with the hub unit body 1. The right side of the flange 16 is a rim guiding end 11, an inner spline A12 is arranged on the inner wall of the rim guiding end 11, an inner thread 13 is arranged on the inner wall between the right side of the inner spline A12 and the opening of the rim guiding end 11, and the central locking nut 2 is connected with the opening of the rim guiding end 11 through an outer thread 21 arranged on the outer wall of the central locking nut. As shown in fig. 13, the central lock nut 2 is provided with a circular truncated cone-shaped outer wall 23 on the side facing the hub unit body 1, and the automobile rim and tire are fitted over the rim leading end 11, i.e., between the right side of the flange 16 and the circular truncated cone-shaped outer wall 23, and the automobile rim and tire are pressed and fixed by the circular truncated cone-shaped outer wall 23.
As shown in fig. 6 and 7, the spline half shaft 4 is fixedly installed in the connecting sleeve 3 along the axial direction through the clamp spring 5, and the spline half shaft, the clamp spring 5 and the connecting sleeve form a central locking connecting piece. The outer wall of the connecting sleeve 3 is provided with an external spline A31, and the external spline A31 is matched with the internal spline A12, so that the hub unit body 1 is in spline connection transmission with the connecting sleeve 3. As shown in fig. 8 and 9, the outer wall of the spline half shaft 4 is provided with an external spline B41, and the joint of the external spline B41 and the spline half shaft 4 is provided with a step 43. As shown in fig. 10 and 11, a stopper 33 is provided at the mouth of the coupling sleeve 3, and after the spline half shaft 4 is assembled with the coupling sleeve 3, the external spline B41 extends from the mouth of the coupling sleeve 3, and the stopper 33 is stopped by a step 43, so that the spline half shaft 4 is locked axially with respect to the coupling sleeve 3 and is not displaced axially, but the spline half shaft 4 is rotatable with respect to the axial center of the coupling sleeve 3.
Referring to fig. 12 and 13, a sleeve avoiding groove 24 is formed in the left side (the side close to the external thread 21) of the central locking nut 2, an internal spline B22 is formed on the inner wall of the central locking nut 2, a bolt mounting hole 25 is formed in the right side (the end far from the external thread 21) of the central locking nut 2, and the bolt mounting hole 25 and the sleeve avoiding groove 24 are respectively communicated with the internal spline B22. As shown in fig. 3, the right end of the connecting sleeve 3 extends into the sleeve avoidance groove 24, and meanwhile, the external spline B41 of the spline half shaft 4 passes through the sleeve avoidance groove 24 and then is matched with the internal spline B22, so that torque is transmitted between the central locking nut 2 and the spline half shaft 4 through spline connection.
As shown in fig. 3, 8 and 9, a fixing bolt hole 42 is formed in the center of the spline half shaft 4, a fixing bolt (not shown in the drawings) passes through the bolt mounting hole 25 and then is mounted in the fixing bolt hole 42, the head of the fixing bolt is embedded into the bolt mounting hole 25, the rod portion of the fixing bolt is screwed with the fixing bolt hole 42, and an axial locking force is applied to the spline half shaft 4 to axially lock the spline half shaft 4 (central locking connector).
Preferably, as shown in fig. 1, five countersunk light holes 14 are uniformly distributed on the disc surface of the flange 16 of the hub unit body 1 along the circumference, and the countersunk light holes 14 can be pressed into corresponding protrusions on the brake disc surface of the rim to play a role in positioning.
The working process of the utility model comprises the following steps: when the rim tire is replaced, the central locking nut and the fixing bolt are screwed out, the rim tire is pulled out to the outside, and then the new rim tire is pressed in along the guiding diameter (the guiding end of the rim) and the central locking nut and the fixing bolt are installed. Only one fastener positioned on the outer side surface of the rim needs to be disassembled and assembled, so that the assembly is convenient and quick. After the central locking nut is screwed and fixed by the fixing bolt, the spline fit between the spline half shaft and the central locking nut can transmit torque, so that the problem that the central locking nut slips relative to a rim during acceleration and deceleration of an automobile is solved, and the reliability of connection is ensured. When the central locking nut is screwed in, the spline half shaft can rotate relative to the connecting sleeve, and the screwing of the central locking nut is realized when the splines at the two ends of the central locking connecting piece are in a matched state. In addition, because the inner chamber at rim leading end or central locking nut is all installed to central locking connecting piece (connecting sleeve, spline semi-axis and jump ring), the retaining member receives better protection, is difficult for taking place the corruption under muddy operating mode, has prolonged the life of wheel hub unit.
It should be understood that equivalents and modifications to the technical scheme and the inventive concept of the present utility model should fall within the scope of the claims appended hereto.
Claims (9)
1. A central locking mechanism of a hub unit, which is characterized in that: the automobile wheel hub comprises a wheel hub unit body (1), a central locking connecting piece and a central locking nut (2), wherein the wheel hub unit body (1) is divided into a wheel rim guide end (11) and a transmission shaft connecting end (15) by a flange plate (16), the central locking nut (2) is connected to the opening of the wheel rim guide end (11), and an automobile wheel rim and a tire are sleeved on the wheel rim guide end (11); one end of the central locking connecting piece is connected in the rim guide end (11) through a spline, the other end of the central locking connecting piece extends into the central locking nut (2) and is in spline connection with the central locking nut (2), and the central locking connecting piece is locked along the axial direction of the central locking nut (2); the automobile transmission shaft extends into the transmission shaft connecting end (15) and is connected with the hub unit body (1) for transmission.
2. The hub unit central locking mechanism of claim 1, wherein: the central locking connecting piece comprises a connecting sleeve (3) and a spline half shaft (4), and the spline half shaft (4) is fixedly arranged in the connecting sleeve (3) along the axial direction through a clamp spring (5).
3. The hub unit central locking mechanism of claim 2, wherein: the outer wall of the connecting sleeve (3) is provided with an external spline A (31), and the inner wall of the rim guide end (11) is provided with an internal spline A (12) which is used for being matched with the external spline A (31) so that the hub unit body (1) is in spline connection transmission with the connecting sleeve (3).
4. The hub unit central locking mechanism of claim 3, wherein: an inner thread (13) is arranged on the inner wall between the tail end of the inner spline A (12) and the opening of the rim guiding end (11), and the central locking nut (2) is in threaded connection with the opening of the rim guiding end (11) through an outer thread (21) on the outer wall of the central locking nut.
5. The hub unit central locking mechanism of claim 4, wherein: an external spline B (41) on the outer wall of the spline half shaft (4) extends out of the opening of the connecting sleeve (3), a stop part (33) is arranged at the opening of the connecting sleeve (3), a step (43) is arranged at the joint of the external spline B (41) and the spline half shaft (4), and the stop part (33) stops on the step (43) so that the spline half shaft (4) is axially positioned relative to the connecting sleeve (3); an inner spline B (22) is arranged on the inner wall of the central locking nut (2), and an outer spline B (41) is used for extending into the central locking nut (2) and connecting and driving with the inner spline B (22).
6. The hub unit central locking mechanism of claim 5, wherein: and one end, close to the external thread (21), of the central locking nut (2) is provided with a sleeve avoiding groove (24) for accommodating the connecting sleeve (3).
7. The hub unit central locking mechanism of claim 6, wherein: one end, far away from the external thread (21), of the central locking nut (2) is provided with a bolt mounting hole (25); a fixed bolt hole (42) is formed in the center of the spline half shaft (4), and the fixed bolt penetrates through the bolt mounting hole (25) and is screwed in the fixed bolt hole (42) to axially lock the spline half shaft (4); the bolt mounting holes (25) and the sleeve avoiding grooves (24) are communicated with the internal spline B (22).
8. The hub unit central locking mechanism of claim 7, wherein: the central locking nut (2) is provided with a round table-shaped outer wall (23) towards one side of the hub unit body (1), and the round table-shaped outer wall (23) is used for pressing and fixing an automobile rim and a tire.
9. The hub unit central locking mechanism of claim 8, wherein: a plurality of countersunk head unthreaded holes (14) are uniformly distributed on the disc surface of a flange plate (16) of the hub unit body (1) along the circumference, and the countersunk head unthreaded holes (14) are used for being pressed into corresponding bulges on a rim brake disc surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320346080.0U CN219686964U (en) | 2023-02-16 | 2023-02-16 | Hub unit central locking mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320346080.0U CN219686964U (en) | 2023-02-16 | 2023-02-16 | Hub unit central locking mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219686964U true CN219686964U (en) | 2023-09-15 |
Family
ID=87963171
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320346080.0U Active CN219686964U (en) | 2023-02-16 | 2023-02-16 | Hub unit central locking mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219686964U (en) |
-
2023
- 2023-02-16 CN CN202320346080.0U patent/CN219686964U/en active Active
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