Connecting structure of gear ring and hub

Abstract

The utility model relates to the technical field of automobile axles, and discloses a connecting structure of a gear ring and a hub, which comprises the gear ring and the hub, the gear ring comprises a circular ring body and a lattice apron arranged on the outer end face of the circular ring body, at least two threaded holes are distributed on the circular ring body in a circumferential array mode, and the lattice apron is arranged on the outer end face of the circular ring body. A positioning groove is formed in the position, where the gear ring is installed, of the hub in a turning mode, each threaded hole is connected with a screw in a matched mode, and the tail ends of the screws are locked in the positioning groove. And through mechanical locking of the screws and the positioning grooves, the fastening capacity of press-in fit is directly supplemented. Even if a local area in press-in fit loses efficacy due to roundness errors, the screw can still forcibly restrain relative displacement of the gear ring and the hub through pre-tightening force, and the risk of loosening is avoided. Besides, when braking heat is generated or the environment temperature rises, the fit clearance between the gear ring and the hub is enlarged under the condition of road bumping or transmission impact load, and the connection reliability of the gear ring and the hub can still be kept through mechanical locking of the screws.

Description

Technical Field

[0001] This utility model relates to the field of automotive axle technology, and in particular to a connection structure between a gear ring and a wheel hub. Background Technology

[0002] In the transmission or braking system of a trailer, the gear ring is typically a critical transmission component that requires a high-precision, high-reliability connection with the wheel hub to ensure the stability of power transmission or signal acquisition. Currently, gear rings are widely manufactured using stamping processes, which are widely used due to their advantages of high production efficiency and low cost. However, see... Figure 4 As shown, due to the characteristics of the stamping process, the gear ring 1 is prone to problems such as mold positioning deviation and uneven pressure distribution during the manufacturing process, which can lead to insufficient overall roundness of its inner circle 14 (the inner hole that mates with the wheel hub). Specifically, this manifests as ellipticity deviation, local depressions or protrusions, and other form and position errors in the inner circle.

[0003] Insufficient roundness of the gear ring during assembly with the wheel hub can lead to uneven contact between the mating surfaces. Some areas may experience stress concentration due to excessive interference, while others may have insufficient clearance, resulting in a loose fit. This defect significantly reduces the reliability of the connection between the gear ring and the wheel hub. During actual trailer operation, the wheel hub and gear ring must withstand prolonged high temperatures (such as frictional heat during braking and ambient temperature rise during extended operation) and strong vibrations (road bumps and periodic impact loads on the transmission system). Under these harsh conditions, the mating surfaces of the gear ring and wheel hub are prone to thermal expansion leading to reduced interference, and vibration loads causing micro-slip wear, ultimately resulting in loosening of the connection. Loosening of the gear ring not only causes transmission failure or abnormal sensor signals, but in severe cases, it can even lead to trailer accidents. Furthermore, frequent repairs and replacements increase user costs.

[0004] To address the aforementioned issues, existing technologies have attempted to improve the roundness of the inner circle of the gear ring mounting by optimizing the stamping die design or adjusting process parameters. However, due to the limitations of the stamping process itself, the improvement in roundness is limited. Therefore, there is an urgent need for a connection structure designed to address the insufficient roundness of stamped gear rings, in order to improve the connection reliability between the gear ring and the hub under high temperature and strong vibration conditions.

[0005] It is evident that existing technologies still need improvement and enhancement. Utility Model Content

[0006] In view of the shortcomings of the prior art, the purpose of this utility model is to provide a connection structure between the gear ring and the hub, thereby enhancing the reliability of the connection between the gear ring and the hub.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A connection structure between a gear ring and a hub includes a gear ring and a hub. The gear ring includes an annular body and a mesh ring disposed on the outer end face of the annular body. At least two threaded holes are arranged in a circumferential array on the annular body. A positioning groove is machined at the mounting location of the gear ring on the hub. Each threaded hole is fitted with a screw, and the tail end of the screw is locked in the positioning groove.

[0009] As a further improvement to the above technical solution, the positioning groove has a V-shaped structure in its cross-section.

[0010] As a further improvement to the above technical solution, the positioning groove has an isosceles trapezoidal structure in its cross-section.

[0011] As a further improvement to the above technical solution, the positioning groove includes a bottom groove surface and two guide slopes respectively disposed on the left and right sides of the bottom groove surface.

[0012] As a further improvement to the above technical solution, the threaded hole is provided in three parts.

[0013] As a further improvement to the above technical solution, the threaded hole is of M6 specification.

[0014] The beneficial effects of this utility model are as follows: The connection structure between the gear ring and the hub provided by this utility model directly supplements the tightening capability of the press-fit through the mechanical locking of the screw and the positioning groove. Even if a local area of ​​the press-fit fails due to roundness error (such as a gap causing a loose fit), the screw can still forcibly constrain the relative displacement between the gear ring and the hub through preload, avoiding the risk of loosening. In addition, when braking generates heat or the ambient temperature rises, or under road bumps or transmission impact loads, causing the fit clearance between the gear ring and the hub to widen, the mechanical locking of the screw can still maintain the reliability of the connection between the gear ring and the hub. Attached Figure Description

[0015] Figure 1 This is an exploded view of the connection structure between the gear ring and the hub.

[0016] Figure 2 This is an assembly drawing of the connection structure between the gear ring and the hub.

[0017] Figure 3 This is the front view of the wheel hub.

[0018] Figure 4 This is a 3D view of the existing gear ring.

[0019] Explanation of main component symbols: 1-Gear ring, 11-Circular ring, 12-Grid ring, 13-Threaded hole, 14-Inner circle, 2-Hub, 21-Positioning groove, 211-Bottom groove surface, 212-Guide slope, 3-Screw. Detailed Implementation

[0020] This utility model provides a connection structure between a gear ring and a wheel hub. To make the purpose, technical solution, and effects of this utility model clearer and more explicit, the following describes this utility model in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit the scope of protection of this utility model.

[0021] Please see Figures 1 to 3 This utility model provides a connection structure between a gear ring 1 and a hub 2, including a gear ring 1 and a hub 2. The gear ring 1 includes a circular ring 11 and a mesh ring 12 disposed on the outer end face of the ring. At least two threaded holes 13 are arranged in a circumferential array on the circular ring 11. A positioning groove 21 is machined at the mounting location of the gear ring 1 on the hub 2. Each threaded hole 13 is fitted with a screw 3, and the tail end of the screw 3 is locked in the positioning groove 21.

[0022] First, the annular body 11 of the gear ring 1 is initially fixed by pressing it into the outer circumference mounting part of the hub 2 through an interference fit. Then, screws 3 are screwed into the hub 2 through the circumferentially distributed threaded holes 13, so that the tail end of the screws 3 is embedded in the positioning groove 21 formed by machining the hub 2. The positioning groove 21 provides axial and circumferential limiting support for the screws 3, and the preload of the screws 3 further locks the gear ring 1 and the hub 2.

[0023] In actual working conditions, even if the insufficient roundness of the inner circle of the gear ring 1 causes uneven local interference in the press-fit (such as local clearance or stress concentration), the mechanical locking of the screw 3 can still compensate for the fit defect through the uniformly distributed tightening force around the circumference: on the one hand, the axial preload of the screw 3 can suppress the axial relative sliding between the gear ring 1 and the hub 2; on the other hand, the radial engagement between the tail end of the screw 3 and the positioning groove 21 can resist the circumferential torsional torque. The dual mechanisms work together to ensure that the gear ring 1 and the hub 2 maintain a stable connection under harsh conditions such as high temperature expansion and vibration impact.

[0024] The connection structure between the gear ring 1 and the hub 2 provided by this utility model directly supplements the tightening capability of the press-fit through the mechanical locking of the screw 3 and the positioning groove 21. Even if a local area of ​​the press-fit fails due to roundness error (such as a gap causing a loose fit), the screw 3 can still forcibly constrain the relative displacement of the gear ring 1 and the hub 2 through preload, avoiding the risk of loosening. In addition, when braking generates heat or the ambient temperature rises, or under road bumps or transmission impact loads, causing the fit clearance between the gear ring 1 and the hub 2 to widen, the mechanical locking of the screw 3 can still maintain the connection reliability between the gear ring 1 and the hub 2.

[0025] The gear ring 1 only needs to be machined with a circular array of threaded holes 13 on the stamped ring body 11. The process is simple and the cost is low. The hub 2 only needs to be machined with a positioning groove 21 at the mounting position. The machining process is easy to achieve and does not require complex molds or special materials. It is highly compatible with the existing production process of stamped gear ring 1 and is easy to promote and apply.

[0026] In one embodiment, the positioning groove 21 has a V-shaped structure in its cross-section. The inclined surfaces on both sides of the V-shaped groove have a natural centering and guiding function. During the screw 3 screwing process, if there is a slight radial deviation between the tail end of the screw 3 and the V-shaped groove, the inclined surfaces will guide the screw 3 to automatically adjust towards the center position of the groove through contact force, ultimately achieving coaxial positioning of the tail end of the screw 3 and the V-shaped groove. This feature can effectively compensate for the positional deviation of the threaded hole 13 caused by insufficient stamping roundness of the gear ring 1, ensuring that the tail end of the screw 3 is accurately embedded in the positioning groove 21, avoiding problems such as bending of the screw 3 and local stress concentration caused by assembly misalignment, and improving the consistency of the overall connection.

[0027] In another embodiment, the positioning groove 21 has an isosceles trapezoidal structure in its cross-section. The symmetrical inclination of the two sides of the isosceles trapezoidal groove has a clear guiding function: during the screw 3 screwing in, if the radial or circumferential position deviation of the threaded hole 13 is caused by insufficient roundness of the inner circle of the gear ring 1, the inclined side of the trapezoidal groove can guide the tail end of the screw 3 to slide along the inclined surface to the center position of the bottom plane of the groove through contact force, thereby achieving automatic centering. At the same time, the planar structure of the bottom of the groove provides a stable support surface for the tail end of the screw 3 (compared to the sharp corner contact of the V-groove), avoiding the off-center load or slippage caused by the point contact between the tail end of the screw 3 and the bottom of the groove, and ensuring that the preload of the screw 3 is uniformly transmitted axially. This feature effectively compensates for the position error of the threaded hole 13 caused by insufficient roundness of the stamped gear ring 1, and improves the assembly consistency.

[0028] Specifically, the positioning groove 21 includes a bottom groove surface 211 and two guide inclined surfaces 212 respectively disposed on the left and right sides of the bottom groove surface 211. During the screw 3 screwing process, if the radial or circumferential position deviation of the threaded hole 13 is caused by insufficient roundness of the inner circle of the gear ring 1 (such as the threaded hole 13 not being coaxial with the positioning groove 21 of the hub 2), the guide inclined surfaces 212 on both sides can guide the tail end of the screw 3 (such as a conical head, spherical head, or flat head) to slide along the inclined surface through contact force, and finally automatically adjust to the center position of the bottom groove surface 211. This automatic alignment feature effectively compensates for the positional offset of the threaded hole 13 caused by the roundness error of the stamped gear ring 1, ensures the coaxial assembly of the tail end of the screw 3 and the positioning groove 21, avoids problems such as bending of the screw 3 and local stress concentration caused by misalignment, and improves assembly consistency.

[0029] Understandably, the bottom groove surface 211 is a planar structure, forming a surface contact with the tail end of the screw 3. Compared to the sharp corner contact of the V-groove or the single-sided contact of the rectangular groove, it provides a more stable support reference. Even if the tail end of the screw 3 is slightly tilted due to machining errors, the planar characteristics of the bottom groove surface 211 can still ensure the maximum contact area, avoid the preload reduction caused by the fulcrum offset, and ensure that the preload of the screw 3 is uniformly transmitted along the axial direction.

[0030] The dual-hole distribution can only provide tightening force along a straight line. When the torque direction of the gear ring 1 and the hub 2 is perpendicular to this straight line, the torsional resistance of the two screws 3 may be weakened due to the single direction of the lever arm. If the gear ring 1 has insufficient roundness, resulting in excessive clearance in a certain hole position, the screw 3 in the other hole position will have to bear additional load, which can easily lead to local stress concentration. Therefore, in this embodiment, the threaded holes 13 are provided in three parts. The circumferential distribution of the three holes ensures that the preload of the screws 3 is covered 360° around the circumference of the gear ring 1 without any dead angles. Torsional loads or vibration impacts in any direction can be offset by the three screws 3, avoiding the problem of unidirectional load imbalance and forming a three-point stable support.

[0031] In this embodiment, the threaded hole 13 is of M6 specification. The stamped gear ring 1 is typically formed by stamping thin steel plate (thickness is generally 3-8mm) to balance lightweight and cost. The nominal diameter of the M6 ​​thread is 6mm, and its minor diameter (approximately 5.1mm) matches the wall thickness of the gear ring 1 well.

[0032] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0033] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows for communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0034] It is understood that those skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of this utility model, and all such substitutions or changes should fall within the protection scope of this utility model.

Claims

1. A connection structure between a gear ring and a hub, comprising a gear ring and a hub, characterized in that, The gear ring includes a circular ring and a mesh ring disposed on the outer end face of the ring. At least two threaded holes are arranged in a circumferential array on the circular ring. A positioning groove is machined at the mounting location of the gear ring on the hub. Each threaded hole is fitted with a screw, and the tail end of the screw is locked in the positioning groove.

2. The connection structure between the gear ring and the hub according to claim 1, characterized in that, The positioning groove has a V-shaped structure in its cross-section.

3. The connection structure between the gear ring and the hub according to claim 1, characterized in that, The positioning groove has an isosceles trapezoidal structure in its cross-section.

4. The connection structure between the gear ring and the hub according to claim 3, characterized in that, The positioning groove includes a bottom groove surface and two guide slopes respectively set on the left and right sides of the bottom groove surface.

5. The connection structure between the gear ring and the hub according to claim 1, characterized in that, The threaded hole has three parts.

6. The connection structure between the gear ring and the hub according to claim 5, characterized in that, The threaded hole is of M6 specification.

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