Automobile hub nut

Abstract

The invention discloses an automobile hub nut, and belongs to the technical field of hub assembly, the automobile hub nut comprises a cap body and a cap cover, the cap cover is fixed at the outer end of the cap body, a connecting groove is formed in the inner end of the cap body, an internal thread is arranged in the connecting groove, the automobile hub nut further comprises a detector, a pressing mechanism, an indicating mechanism and a transmission mechanism, the detector is movably arranged on the cap cover, and the pressing mechanism is movably arranged on the cap cover. The inner end of the detector extends out of the inner end of the cap, and the pressing mechanism presses the detector inwards. The indicating mechanism comprises a dial plate and a pointer, the pointer is rotatably arranged in the dial plate, and the dial plate is arranged at the outer end of the cap; the transmission mechanism is arranged between the detector and the pointer; during use, the automobile hub nuts are sequentially screwed on the bolts until the angle of the pointer is not changed, then the automobile hub nuts are sequentially screwed through the wrench, and the proper tightness degree of the automobile hub nuts can be guaranteed by controlling the rotating angle of the wrench; when the automobile hub nut is loosened, a gap can be formed between the nut cover and the hub, the angle of the pointer on the dial plate can be changed, and abnormity can be found in time.

Description

Technical Field

[0001] This application belongs to the technical field of wheel hub assembly, and more specifically, relates to an automotive wheel hub nut. Background Technology

[0002] Cars need to have wheel hubs installed. The wheel hubs are installed on the brake discs by center positioning on the car axle head. The installation status of the wheel hubs directly affects the driving safety of the entire vehicle. There are bolts on the brake disc. First, hang the car wheel hubs on the bolts and the car axle head. Then, tighten the nuts on the bolts in sequence. The nuts press the wheel hubs firmly onto the brake discs, and the installation of the car wheel hubs is completed.

[0003] The existing nuts have the following main problems: During installation, in order to prevent the nuts from loosening, it is usually necessary to use a wrench to tighten them forcefully. It is not easy to control the tightening force. If the tightening force is too small, the bolt is easy to loosen. If the tightening force is too large, the threads between the bolt and the nut are easy to strip. If the bolt and nut become loose, it will not be detected in time. When the wheel hub shakes or falls off, it may cause a greater risk of loss of vehicle control. Summary of the Invention

[0004] This invention addresses the technical problems existing in the prior art by providing an automotive wheel hub nut.

[0005] The technical solution adopted in this application is: a car wheel hub nut, including a nut body and a nut cap, the nut cap being fixed to the outer end of the nut body, the inner end of the nut body being provided with a connecting groove, the connecting groove being provided with an internal thread, and also including a detector, a clamping mechanism, an indicating mechanism, and a transmission mechanism. The detector is movably mounted on the nut cap, the inner end of the detector extending out of the inner end of the nut cap, and the clamping mechanism pressing the detector inward; the indicating mechanism includes a dial and a pointer, the pointer being rotatably mounted inside the dial, the dial being mounted on the outer end of the nut cap; the transmission mechanism is located between the detector and the pointer.

[0006] Preferably, the transmission mechanism includes a median wheel, a first transmission mechanism, and a second transmission mechanism. The first transmission mechanism is located between the median wheel and the detector, and the second transmission mechanism is located between the median wheel and the pointer.

[0007] Preferably, the gear includes a first gear and a second gear, the first gear and the second gear are linked together, and the rotation axis of the first gear and the rotation axis of the second gear coincide; the first transmission mechanism is located between the first gear and the detector, and the second transmission mechanism is located between the second gear and the pointer.

[0008] Preferably, the second transmission mechanism includes a transmission gear that meshes with a second gear, and the rotation axis of the transmission gear is perpendicular to the rotation axis of the second gear; the transmission gear is linked to the pointer, and the rotation axis of the transmission gear coincides with the rotation axis of the pointer.

[0009] Preferably, both the transmission gear and the second gear are bevel gears.

[0010] Preferably, the first transmission mechanism includes a transmission rack that meshes with a first gear; the transmission rack is linked to the detector and is fixedly mounted on the side of the detector.

[0011] Preferably, the indicating mechanism further includes an indicating shaft and an indicating shaft seat. The indicating shaft is rotatably disposed within the indicating shaft seat, and the indicating shaft seat is fixedly disposed at the center of the dial. The pointer is linked with the indicating shaft, and a transmission mechanism is disposed between the detector and the indicating shaft.

[0012] Preferably, the indicating mechanism further includes an indicating bearing disposed between the indicating shaft and the indicating shaft seat.

[0013] Preferably, the clamping mechanism includes a compression spring, which is located at the outer end of the detector and is clamped by the detector.

[0014] Preferably, the cap has a cap cavity, and the pressing mechanism, indicating mechanism and transmission mechanism are all located inside the cap cavity; the dial is transparent.

[0015] Preferably, the cross-section of the cap body is cylindrical, the cross-section of the cap cover is hexagonal prism, and the central axis of the cap body and the central axis of the cap cover coincide; it also includes a gasket, which is slidably fitted onto the outside of the cap body, and the cross-section of the gasket is annular.

[0016] Preferably, the dial has a scale, which is set along the circumferential direction of the cap.

[0017] Compared with the prior art, the present invention has the following beneficial effects: The brake disc has bolts. First, hang the car wheel hub onto the bolts and the car axle. Then, tighten the wheel hub nuts onto the bolts. The wheel hub nuts press the wheel hub firmly onto the brake disc, completing the wheel hub installation. The bolts have external threads, and the inner end of the nut has a connecting groove with internal threads. By rotating the wheel hub nut, the nut can be fitted over the bolt until the inner end of the nut is against the side of the wheel hub. The inner end of the detector extends beyond the inner end of the nut. After the detector contacts the side of the wheel hub, the side of the wheel hub will push the detector. Moving outwards, the transmission mechanism between the detector and the pointer will cause the pointer to rotate on the dial; after the inner end of the cap is against the side of the wheel hub, the pointer will point to the angle determined by the dial. During installation, first tighten the wheel hub nuts on the bolts one by one until the angle of the pointer remains unchanged. Then, tighten the wheel hub nuts one by one with a wrench. By controlling the angle of the wrench rotation, the tightness of the wheel hub nuts can be ensured to be moderate and consistent, ensuring that the force at the connection between the wheel hub and the brake disc is even. When a car wheel nut becomes loose, a gap will appear between the inner end of the cap and the side of the wheel hub. The tightening mechanism will press the detector inward until the inner end of the detector is back against the side of the wheel hub. Through the transmission mechanism, the angle of the pointer on the dial will also change. The larger the gap between the inner end of the cap and the side of the wheel hub, the greater the angle of the pointer deflection. By observing the angle of the pointer deflection, it is possible to determine whether the car wheel nut is loose and to determine the degree of looseness. If an abnormality is found, the car wheel nut can be tightened in time to prevent the car wheel nut from falling off, thereby ensuring driving safety. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a car wheel hub nut; Figure 2 This is a front view of a car wheel hub nut; Figure 3 This is a top view of a car wheel hub nut; Figure 4 A schematic diagram of the cap and the inside of the cap cavity; Figure 5 This is a schematic diagram of the transmission mechanism; Figure 6 This is a schematic diagram of the transmission mechanism from another angle; Figure 7 This is a schematic diagram of the cap. Figure 8 This is a schematic diagram of a car wheel hub nut with a gasket.

[0020] Explanation of symbols in the diagram: 1 is the cap body, and 11 is the connecting groove; 2 is the cap, 21 is the cap cavity, and 22 is the flange; 3 is the indicating mechanism, 31 is the dial, 32 is the pointer, 33 is the indicating shaft, 34 is the indicating shaft seat, and 35 is the indicating bearing; 4 is the transmission mechanism, 41 is the intermediate wheel, 411 is the first gear, 412 is the second gear, 42 is the first transmission mechanism, 421 is the transmission rack, 43 is the second transmission mechanism, 431 is the transmission gear, 44 is the transmission shaft, and 45 is the transmission shaft sleeve. 5 is the detector; 6 is the clamping mechanism; 7 is a gasket. Detailed Implementation

[0021] To make the technical problem to be solved, the technical solution, and the beneficial effects of this application clearer, the following describes in further detail an automotive wheel hub nut provided by this application, in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0022] Example like Figures 1 to 7 As shown, this embodiment provides an automotive wheel hub nut, including a nut body 1 and a nut cap 2. The nut cap 2 is fixed to the outer end of the nut body 1, and the inner end of the nut body 1 is provided with a connecting groove 11, and the connecting groove 11 is provided with an internal thread. It also includes a detector 5, a clamping mechanism 6, an indicating mechanism 3, and a transmission mechanism 4. The detector 5 is movably disposed on the nut cap 2, and the inner end of the detector 5 can extend out of the inner end of the nut cap 2. The clamping mechanism 6 clamps the detector 5 inward. The indicating mechanism 3 includes a dial 31 and a pointer 32. The pointer 32 is rotatably disposed in the dial 31, and the dial 31 is disposed at the outer end of the nut cap 2. The transmission mechanism 4 is disposed between the detector 5 and the pointer 32.

[0023] The brake disc has bolts. First, hang the car wheel hub on the bolts and the car axle head. Then, tighten the car wheel hub nuts on the bolts in sequence. The car wheel hub nuts will press the wheel hub tightly onto the brake disc, and the installation of the car wheel hub will be completed.

[0024] The bolt has external threads, and the inner end of the cap 1 has a connecting groove 11 with internal threads. By rotating the wheel hub nut, the cap 1 can be fitted over the bolt until the inner end of the cap 2 is against the side of the wheel hub. The inner end of the detector 5 extends out of the inner end of the cap 2. After the detector 5 contacts the side of the wheel hub, the side of the wheel hub will push the detector 5 outward. The transmission mechanism 4 between the detector 5 and the pointer 32 will drive the pointer 32 to rotate on the dial 31. After the inner end of the cap 2 is against the side of the wheel hub, the pointer 32 will point to a certain angle on the dial 31. During installation, first tighten the wheel hub nuts on the bolts one by one until the angle of the pointer 32 remains unchanged. Then, tighten the wheel hub nuts one by one with a wrench. By controlling the angle of rotation of the wrench, the tightness of the wheel hub nuts can be ensured to be moderate and consistent, ensuring that the force at the connection between the wheel hub and the brake disc is uniform.

[0025] When the wheel nut becomes loose, a gap will appear between the inner end of the cap 2 and the side of the wheel hub. The clamping mechanism 6 will press the detector 5 inward until the inner end of the detector 5 is once again against the side of the wheel hub. Through the transmission mechanism 4, the angle of the pointer 32 on the dial 31 will also change. The larger the gap between the inner end of the cap 2 and the side of the wheel hub, the larger the angle of deflection of the pointer 32. By observing the deflection angle of the pointer 32, it is possible to determine in time whether the wheel nut is loose and to determine the degree of looseness. If an abnormality is found, the wheel nut can be tightened in time to prevent the wheel nut from falling off, thereby ensuring driving safety.

[0026] In this embodiment, the dial 31 is provided with a scale, which is set along the circumferential direction of the cap 2. By observing the scale pointed to by the pointer 32, the deflection of the pointer can be quickly determined. Furthermore, the dial 31 can be divided into different areas using color bands, and the looseness of the wheel hub nuts can be determined based on the color band where the pointer is located.

[0027] The transmission mechanism 4 includes a median wheel 41, a first transmission mechanism 42, and a second transmission mechanism 43. The first transmission mechanism 42 is located between the median wheel 41 and the detector 5, and the second transmission mechanism 43 is located between the median wheel 41 and the pointer 32.

[0028] The intermediate wheel 41 includes a first gear 411 and a second gear 412. The first gear 411 and the second gear 412 are linked together, and the rotation axis of the first gear 411 and the rotation axis of the second gear 412 coincide. The first transmission mechanism 42 is located between the first gear 411 and the detector 5, and the second transmission mechanism 43 is located between the second gear 412 and the pointer 32.

[0029] In this embodiment, the transmission mechanism 4 further includes a transmission shaft 44 and a transmission shaft sleeve 45. The transmission shaft sleeve 45 is rotatably mounted on the transmission shaft 44, and the first gear 411 and the second gear 412 are both fixedly mounted on the transmission shaft sleeve 45. Alternatively, the first gear 411 and the second gear 412 can be fixed on the same shaft to achieve linkage.

[0030] The second transmission mechanism 43 includes a transmission gear 431, which meshes with a second gear 412. The rotation axis of the transmission gear 431 is perpendicular to the rotation axis of the second gear 412. The transmission gear 431 is linked with a pointer 32, and the rotation axis of the transmission gear 431 coincides with the rotation axis of the pointer 32.

[0031] Both the transmission gear 431 and the second gear 412 are bevel gears.

[0032] The first transmission mechanism 42 includes a transmission rack 421, which meshes with the first gear 411; the transmission rack 421 is linked with the detector 5, and the transmission rack 421 is fixedly mounted on the side of the detector 5.

[0033] The first transmission mechanism 42 converts the linear motion of the detector 5 into the rotation of the intermediate wheel 41. The second transmission mechanism 43 adjusts the direction of the rotating shaft through the meshing of the transmission gear 431 and the second gear 412, ensuring that the outer end of the cap 2 can easily observe the status of the pointer 32.

[0034] The indicating mechanism 3 also includes an indicating shaft 33 and an indicating shaft seat 34. The indicating shaft 33 is rotatably disposed in the indicating shaft seat 34, and the indicating shaft seat 34 is fixedly disposed at the center of the dial 31. The pointer 32 is linked with the indicating shaft 33, and the transmission mechanism 4 is disposed between the detector 5 and the indicating shaft 33.

[0035] The indicating mechanism 3 also includes an indicating bearing 35, which is located between the indicating shaft 33 and the indicating shaft seat 34 to ensure that the pointer 32 and the indicating shaft 33 can rotate smoothly.

[0036] In this embodiment, the clamping mechanism 6 uses a compression spring, which is located at the outer end of the detector 5 and is clamped by the detector 5. A gap appears between the inner end of the cap 2 and the side of the hub. The compression spring presses the detector 5 inward from the outside to the inside, and the inner end of the detector 5 will extend out from the gap and rest against the side of the hub again.

[0037] The cap 2 has a cap cavity 21 inside, and the pressing mechanism 6, the indicating mechanism 3 and the transmission mechanism 4 are all located inside the cap cavity 21. The cap cavity 21 can protect the pressing mechanism 6, the indicating mechanism 3 and the transmission mechanism 4, thereby ensuring the reliability of the car wheel hub nut. The dial 31 is transparent for easy observation. In this embodiment, the dial 31 is fan-shaped.

[0038] The cross-section of the cap body 1 is cylindrical, and the cross-section of the cap 2 is hexagonal prism. The central axis of the cap body 1 and the central axis of the cap 2 coincide. The front end of the cap 2 is provided with a flange 22, which is located between the cap 2 and the cap body 1. The flange 22 is annular, and the bottom diameter of the outer circle of the flange 22 is larger than the bottom diameter of the cap body 1.

[0039] like Figure 8 As shown, the car wheel hub nut also includes a washer 7, which is slidably sleeved on the outside of the nut body 1, and the cross-section of the washer 7 is annular.

[0040] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A wheel hub nut for automobiles, comprising a nut body and a nut cap, the nut cap being fixed to the outer end of the nut body, and the inner end of the nut body having a connecting groove, the connecting groove having an internal thread, characterized in that, It also includes a detector, a pressing mechanism, an indicating mechanism, and a transmission mechanism. The detector is movably mounted on the cap, with its inner end extending out of the inner end of the cap. The pressing mechanism presses the detector inward. The indicating mechanism includes a dial and a pointer, with the pointer rotatably mounted inside the dial, which is located at the outer end of the cap. The transmission mechanism is located between the detector and the pointer.

2. The automotive wheel hub nut according to claim 1, characterized in that, The transmission mechanism includes a median wheel, a first transmission mechanism, and a second transmission mechanism. The first transmission mechanism is located between the median wheel and the detector, and the second transmission mechanism is located between the median wheel and the pointer.

3. The automotive wheel hub nut according to claim 2, characterized in that, The intermediate wheel includes a first gear and a second gear, the first gear and the second gear are linked together, and the rotation axis of the first gear and the rotation axis of the second gear coincide; the first transmission mechanism is disposed between the first gear and the detector, and the second transmission mechanism is disposed between the second gear and the pointer.

4. The automotive wheel hub nut according to claim 3, characterized in that, The second transmission mechanism includes a transmission gear that meshes with the second gear, and the rotation axis of the transmission gear is perpendicular to the rotation axis of the second gear; the transmission gear is linked to the pointer, and the rotation axis of the transmission gear coincides with the rotation axis of the pointer.

5. A wheel hub nut according to claim 4, characterized in that, Both the transmission gear and the second gear are bevel gears.

6. A wheel hub nut according to any one of claims 3 to 5, characterized in that, The first transmission mechanism includes a transmission rack, which meshes with the first gear; the transmission rack is linked to the detector, and the transmission rack is fixedly disposed on the side of the detector.

7. A wheel hub nut according to any one of claims 1 to 5, characterized in that, The indicating mechanism further includes an indicating shaft and an indicating shaft seat. The indicating shaft is rotatably disposed within the indicating shaft seat, and the indicating shaft seat is fixedly disposed at the center of the dial. The pointer is linked with the indicating shaft, and the transmission mechanism is disposed between the detector and the indicating shaft.

8. A wheel hub nut according to any one of claims 1 to 5, characterized in that, The clamping mechanism includes a compression spring, which is disposed at the outer end of the detector and is clamped by the detector.

9. A wheel hub nut according to any one of claims 1 to 5, characterized in that, The cap has a cavity inside, and the pressing mechanism, the indicating mechanism and the transmission mechanism are all located inside the cavity; the dial is transparent.

10. A wheel hub nut according to any one of claims 1 to 5, characterized in that, The cap body has a cylindrical cross-section, and the cap cover has a hexagonal prism cross-section. The central axis of the cap body and the central axis of the cap cover coincide. It also includes a gasket, which is slidably fitted onto the cap body. The gasket has an annular cross-section.

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