A self-locking wheel hub locking nut for automobiles

Abstract

This utility model relates to a self-locking wheel hub locking nut for automobiles, belonging to the field of automotive parts technology. It includes a shaft head, a screw rod disposed on the shaft head, and a wheel hub connected to the shaft head through the screw rod. A locking assembly for fixing the wheel hub is rotatably disposed on the screw rod. The locking assembly includes a shaft head nut threadedly sleeved on the outer peripheral wall of the screw rod, and a locking nut threadedly sleeved on the outer peripheral wall of the screw rod and engaging with the shaft head nut. A threaded abutment member engages with the shaft head nut and the locking nut, and a locking member is provided on the threaded abutment member to limit relative displacement between the shaft head nut and the locking nut. This utility model allows the threaded abutment members to engage with each other, and the locking member limits the position between them, thereby achieving a better locking effect.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, and in particular to a self-locking wheel hub locking nut for automobiles. Background Technology

[0002] Self-locking wheel hub locking nuts are fastening parts specifically designed for automotive wheel hubs, featuring an "active anti-loosening" function. Their core feature is that, through special structural design or mechanical principles, they can autonomously resist dynamic loads such as vibration and impact during vehicle operation after being tightened, preventing relative rotation between the nut and the wheel hub axle thread, thereby maintaining a stable connection between the wheel hub and the axle. This distinguishes them from ordinary nuts that rely on external anti-loosening components (such as cotter pins and anti-loosening washers).

[0003] Currently, Chinese utility model patent application CN219446641U, published on August 1, 2023, provides an axle end locking assembly for a trailer axle assembly and a trailer axle assembly, including an axle, a hub, and a locking nut assembly. The hub is mounted on the axle via an inner bearing and an outer bearing. The end of the axle protrudes from the surface of the outer bearing and has an external thread. A keyway extending from the end of the axle toward the middle of the axle is provided at the external thread. The locking nut assembly includes an axle head nut, a washer, and an elastic element. The washer is sleeved on the axle and abuts against the outer end face of the inner ring of the outer bearing. The washer has a snap-fit ​​part that engages in the keyway. The axle head nut is screwed onto the external thread. The elastic element is sleeved on the axle and clamped between the axle head nut and the washer. This simplifies the structure of the axle end locking assembly, and only the axle head nut needs to be tightened during assembly, simplifying the assembly process.

[0004] In related technologies, the axle end locking assembly and the trailer axle assembly themselves utilize an elastic element that abuts against the axle head nut and washer during use. By tightening the axle head nut, the elastic element is fully compressed, and after the elastic element has fully deformed, a thrust is applied to the axle head nut, causing the internal and external threads of the axle head nut to press against each other. Under the action of a large clamping force, there is a large static friction between the axle head nut and the external thread, thereby achieving locking between the axle head nut and the external thread. However, the method of locking using static friction is still not stable enough. Strong vibrations during vehicle operation may exceed the load-bearing limit of static friction, leading to loosening.

[0005] Therefore, it is necessary to propose a self-locking wheel hub locking nut for automobiles to solve the above problems. Utility Model Content

[0006] This application provides a hinge assembly for the left and right engine hoods of an automobile. In order to improve the technical problem in the related technology that the locking nut is locked by simply increasing the static friction between the nut and the screw, which may exceed the static friction bearing limit under strong vibration, thus causing loosening.

[0007] This application provides a self-locking wheel hub locking nut for automobiles, including a shaft head, a screw rod disposed on the shaft head, and a wheel hub passing through the screw rod and connected to the shaft head. A wheel hub locking assembly for fixing is rotatably disposed on the screw rod. The locking assembly includes a shaft head nut threadedly sleeved on the outer peripheral wall of the screw rod, and a locking nut threadedly sleeved on the outer peripheral wall of the screw rod and engaging with the shaft head nut. There are threaded abutment members that engage with each other between the shaft head nut and the locking nut. The threaded abutment members are provided with locking members to limit relative displacement between the shaft head nut and the locking nut.

[0008] The technical solution described above in this application embodiment has at least the following technical effects: In the process of using a locking nut to lock the hub and the axle head, the axle head nut is first connected to the screw rod, and then the locking nut is screwed into the screw rod so that it abuts against the axle head nut. Then, the threaded abutment between the locking nut and the axle head nut abuts against each other, and the position of the two threaded abutment parts is locked by the locking member, thereby achieving a better locking effect.

[0009] In this embodiment, the threaded abutment includes an outer tapered sleeve disposed on the end of the shaft head nut away from the hub, and an inner tapered sleeve disposed on the end of the locking nut near the shaft head nut. The outer tapered sleeve has an outer tapered surface, and the inner tapered sleeve has an inner tapered surface inside. The outer tapered surface and the inner tapered surface are threadedly engaged with each other.

[0010] This technical solution upgrades the traditional planar contact to a synergistic effect of conical threads by using the threaded fit between the outer conical sleeve with the outer conical surface of the shaft head nut end and the inner conical sleeve with the inner conical surface of the locking nut end. This optimizes the force transmission during the locking process and makes the locking process more reliable.

[0011] In this embodiment, at least two partition grooves are arranged in a ring array on the outer peripheral wall of the outer conical sleeve.

[0012] This technical solution uses a dividing groove to divide the outer conical sleeve into multiple independent "elastic lobes" along the circumferential direction, giving the outer conical sleeve controllable radial deformation capability, further enhancing locking reliability, optimizing assembly accuracy and improving working condition adaptability. At the same time, it can tighten the gap between the outer conical sleeve and the screw, reducing the probability of displacement.

[0013] In this embodiment, the locking member includes a guide sleeve disposed on the outer peripheral wall of the inner conical sleeve, and an abutment nut disposed through the guide sleeve, wherein there is an angle between the abutment nut and the inner conical surface.

[0014] With this technical solution, the guide sleeve is fixed to the outer peripheral wall of the inner cone sleeve, forming an integrated structure with the inner cone sleeve. After the abutment nut passes through the guide sleeve, its head or screw section will physically abut against the thread on the outer wall of the outer cone sleeve, thereby achieving mechanical locking.

[0015] In this embodiment, the outer tapered sleeve is threadedly connected to the screw.

[0016] With this technical solution, if the anti-loosening structure that relies solely on the conical surface fit fails to fit due to long-term wear and corrosion, the outer conical sleeve is prone to relative rotation with the screw, which in turn causes the overall locking to loosen. The threaded connection between the outer conical sleeve and the screw can provide anti-loosening constraints independent of the conical surface.

[0017] In this embodiment, an abutment ring is provided on the end of the axle head nut near the hub.

[0018] This technical solution allows the annular contact surface of the abutting ring to be wider than the end face of the nut, thus forming a larger contact area with the corresponding contact area of ​​the wheel hub.

[0019] In this embodiment, a washer is also sleeved between the shaft head nut and the hub on the screw, and a spring is also sleeved between the washer and the shaft head nut.

[0020] Through this technical solution, the value of the spring lies in using its own elastic deformation to cope with the dynamic load and component deformation during vehicle operation, and to avoid the preload decay. The gasket, as a rigid transition layer between the spring and the wheel hub, can solve the problem of direct contact between the spring and the wheel hub. Attached Figure Description

[0021] Figure 1 A three-dimensional structural schematic diagram of a self-locking vehicle wheel hub locking nut provided in an embodiment of this application;

[0022] Figure 2 This is an exploded structural diagram of a self-locking vehicle wheel hub locking nut provided in an embodiment of this application;

[0023] Figure 3 A cross-sectional structural schematic diagram of the locking assembly provided in an embodiment of this application;

[0024] Figure 4 This is an exploded structural diagram of the locking assembly provided in an embodiment of this application.

[0025] The following are the labeling elements in the figure:

[0026] 1. Shaft head; 11. Screw; 2. Hub; 3. Locking assembly; 31. Shaft head nut; 32. Locking nut; 33. Threaded abutment; 331. Outer tapered sleeve; 332. Inner tapered sleeve; 333. Outer tapered surface; 334. Inner tapered surface; 335. Separating groove; 4. Locking element; 41. Guide sleeve; 42. Abutment nut; 5. Abutment ring; 6. Washer; 61. Spring. Detailed Implementation

[0027] In related technologies, the axle end locking assembly and the trailer axle assembly themselves utilize an elastic element that abuts against the axle head nut and washer during use. By tightening the axle head nut, the elastic element is fully compressed, and after the elastic element has fully deformed, a thrust is applied to the axle head nut, causing the internal and external threads of the axle head nut to press against each other. Under the action of a large clamping force, there is a large static friction between the axle head nut and the external thread, thereby achieving locking between the axle head nut and the external thread. However, the method of locking using static friction is still not stable enough. Strong vibrations during vehicle operation may exceed the load-bearing limit of static friction, leading to loosening.

[0028] Based on this, in order to improve the technical problem in the related technology that the locking nut is locked by simply increasing the static friction between the nut and the screw, which may exceed the static friction bearing limit under strong vibration and thus lead to loosening, the embodiments of this application provide the following solution.

[0029] Please refer to the following: Figures 1 to 4 This application provides a self-locking wheel hub 2 locking nut 32. The self-locking wheel hub 2 locking nut 32 includes a shaft head 1, a screw 11 disposed on the shaft head 1, and a wheel hub 2 connected to the shaft head 1 through the screw 11. A locking assembly 3 for fixing the wheel hub 2 is rotatably disposed on the screw 11. The locking assembly 3 includes a shaft head nut 31 threaded on the outer peripheral wall of the screw 11, and a locking nut 32 threaded on the outer peripheral wall of the screw 11 and engaging with the shaft head nut 31. There is a threaded abutment member 33 between the shaft head nut 31 and the locking nut 32, and a locking member 4 is provided on the threaded abutment member 33 to limit the relative displacement between the shaft head nut 31 and the locking nut 32.

[0030] The self-locking wheel hub 2 locking nut 32 provided in this application embodiment, in the process of locking the wheel hub 2 and the axle head 1 with the locking nut 32, firstly connects the axle head nut 31 to the screw 11, then screws the locking nut 32 into the screw 11 so that it abuts against the axle head nut 31, and then makes the threaded abutment parts 33 between the locking nut 32 and the axle head nut 31 abut against each other, and the locking part 4 locks the position of the threaded abutment parts 33, thereby achieving the locking effect. Thus, in the locking assembly of hub 2 and axle head 1, the combined structure of axle head nut 31, locking nut 32, threaded abutment 33 and locking member 4 is a design scheme that achieves high-strength anti-loosening through double constraint on mechanical locking. Its core logic is: first, the axle head nut 31 completes the initial positioning and pre-tightening of hub 2 and bearing; then, the precise cooperation between locking nut 32 and threaded abutment 33 strengthens the constraint between threads; and finally, the locking member 4 fixes the relative position of key components, forming a three-level locking system of pre-tightening reinforcement and locking.

[0031] In this embodiment, the threaded abutment 33 includes an outer tapered sleeve 331 disposed on the end of the shaft head nut 31 away from the hub 2, and an inner tapered sleeve 332 disposed on the end of the locking nut 32 near the shaft head nut 31. The outer tapered sleeve 331 has an outer tapered surface 333, and the inner tapered sleeve 332 has an inner tapered surface 334 inside. The outer tapered surface 333 and the inner tapered surface 334 are threadedly engaged with each other.

[0032] This design, through the threaded engagement between the outer tapered sleeve 331 with outer tapered surface 333 at the shaft head nut 31 end and the inner tapered sleeve 332 with inner tapered surface 334 at the locking nut 32 end, upgrades the traditional planar contact to a tapered thread synergy, optimizes the force transmission during the locking process, and makes the locking process more reliable. Thus, compared to ordinary threaded abutment parts 33 which can only generate static friction to prevent loosening through axial pressure, the core advantage of tapered thread fit is that it uses the geometric characteristics of the tapered surface to convert the axial locking force into radial preload, forming a dual constraint of axial and radial forces. When the locking nut 32 is tightened, the inner tapered surface 334 of its inner tapered sleeve 332 and the outer tapered surface 333 of the outer tapered sleeve 331 of the shaft head nut 31 gradually come into contact through the threads. The axial tightening torque will be decomposed into a component force along the normal direction of the tapered surface. This component force exerts a radial squeezing effect on the shaft head nut 31, making the inner thread of the shaft head nut 31 tightly mesh with the outer thread of the shaft head 1 screw 11. This is equivalent to adding an extra radial preload between the threads. The normal pressure of the thread contact surface is significantly greater than that of ordinary planar fit, and the static friction force is increased accordingly, effectively resisting the micro-slippage of the threads caused by vibration.

[0033] In this embodiment, at least two partition grooves 335 are provided in an annular array on the outer peripheral wall of the outer conical sleeve 331.

[0034] This design, with the partition groove 335 dividing the outer tapered sleeve 331 into multiple independent "elastic petals" along the circumferential direction, endows the outer tapered sleeve 331 with controllable radial deformation capability, further enhancing locking reliability, optimizing assembly accuracy, and improving adaptability to working conditions. Ordinary one-piece outer tapered sleeves 331 have high rigidity; if there are minor machining errors (such as taper deviation or surface unevenness) on the inner tapered surface 334 of the inner tapered sleeve 332 or the outer tapered surface 333 of the outer tapered sleeve 331, or if there is a slight coaxiality deviation in the shaft head 1 during assembly, it can easily lead to "partial contact and partial gap" of the tapered surfaces, failing to form a complete annular seal and force-bearing surface. However, the elastic petals divided by the partition groove 335 can generate adaptive radial deformation during the tightening of the locking nut 32, while simultaneously compressing the gap between the outer tapered sleeve 331 and the screw 11, reducing the probability of displacement.

[0035] In this embodiment, the locking member 4 includes a guide sleeve 41 disposed on the outer peripheral wall of the inner conical sleeve 332, and an abutment nut 42 disposed through the guide sleeve 41, with an included angle between the abutment nut 42 and the inner conical surface 334.

[0036] With this configuration, the guide sleeve 41 is fixed to the outer peripheral wall of the inner cone sleeve 332, forming an integrated structure with the inner cone sleeve 332. After the abutment nut 42 passes through the guide sleeve 41, its head or screw 11 section will physically abut against the thread on the outer wall of the outer cone sleeve 331. When a certain rotation occurs, a rigid abutment is formed between the abutment nut 42 and the dividing groove. When the inner cone sleeve 332 or the outer cone sleeve 331 has a tendency to rotate circumferentially, the abutment nut 42 will transmit resistance through the guide sleeve 41, directly blocking the relative rotation of the two and forming a rigid mechanical lock.

[0037] In this embodiment, the inner wall of the outer tapered sleeve 331 is threadedly connected to the screw 11.

[0038] With this setup, relying solely on the anti-loosening structure of the conical surface fit, if the conical surface fails to fit due to long-term wear and corrosion, the outer conical sleeve 331 is prone to relative rotation with the screw 11, which in turn causes the overall locking to loosen. However, the threaded connection between the outer conical sleeve 331 and the screw 11 can provide anti-loosening constraints independent of the conical surface. At the same time, the inner conical sleeve 332 generates radial thrust on the outer conical sleeve 331, which tightens the gap between the outer conical sleeve 331 and the screw 11, increasing the anti-loosening performance.

[0039] In this embodiment, an abutment ring 5 is provided on one end of the shaft head nut 31 near the hub 2.

[0040] With this configuration, the annular contact surface of the abutting ring 5 is wider than the end face of the nut, which can form a larger contact area with the corresponding contact area of ​​the hub 2. The axial preload generated when the axle head nut 31 is tightened can be evenly transmitted to the hub 2 through the abutting ring 5, avoiding "local high pressure" caused by too small contact area and reducing the risk of cracking of the hub 2 due to stress concentration.

[0041] In this embodiment, a washer 6 is also provided between the shaft head nut 31 and the hub 2 on the screw 11, and a spring piece 61 is also provided between the washer 6 and the shaft head nut 31.

[0042] With this configuration, the value of spring 61 lies in using its own elastic deformation to cope with dynamic loads and component deformations during vehicle operation, and to avoid preload decay. The shim 6, as a rigid transition layer between spring 61 and wheel hub 2, can solve the problem of direct contact between spring 61 and wheel hub 2. Spring 61 solves the problem of preload decay, and shim 6 solves the problem of component wear and corrosion. The combination of the two ensures the long-term reliability of shaft end locking, extends the service life of wheel hub 2 and spring 61, and reduces later maintenance costs.

[0043] 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 self-locking wheel hub locking nut for a vehicle, comprising a shaft head (1), a screw rod (11) arranged on the shaft head (1), and a wheel hub (2) connected with the shaft head (1) through the screw rod (11), characterized in that: A locking assembly (3) for fixing the hub (2) is rotatably provided on the screw (11). The locking assembly (3) includes a shaft head nut (31) threaded on the outer peripheral wall of the screw (11) and a locking nut (32) threaded on the outer peripheral wall of the screw (11) and engaging with the shaft head nut (31). There is a threaded abutment (33) between the shaft head nut (31) and the locking nut (32). A locking member (4) is provided on the threaded abutment (33) to limit the relative displacement between the shaft head nut (31) and the locking nut (32).

2. The self-locking wheel hub locking nut for automobiles according to claim 1, characterized in that: The threaded abutment (33) includes an outer tapered sleeve (331) disposed on the end of the shaft head nut (31) away from the hub (2), and an inner tapered sleeve (332) disposed on the end of the locking nut (32) near the shaft head nut (31). The outer tapered sleeve (331) has an outer tapered surface (333), and the inner tapered sleeve (332) has an inner tapered surface (334) inside. The outer tapered surface (333) and the inner tapered surface (334) are threadedly engaged with each other.

3. A self-locking wheel hub locking nut for automobiles according to claim 2, characterized in that: At least two partition grooves (335) are provided in a ring array on the outer peripheral wall of the outer conical sleeve (331).

4. A self-locking wheel hub locking nut for automobiles according to claim 2, characterized in that: The locking member (4) includes a guide sleeve (41) disposed on the outer peripheral wall of the inner conical sleeve (332), and an abutment nut (42) is disposed through the guide sleeve (41), and there is an angle between the abutment nut (42) and the inner conical surface (334).

5. A self-locking wheel hub locking nut for automobiles according to claim 2, characterized in that: The inner wall of the outer tapered sleeve (331) is threadedly connected to the screw (11).

6. A self-locking wheel hub locking nut for automobiles according to claim 1, characterized in that: The axle head nut (31) has an abutting ring (5) on one end near the hub (2).

7. A self-locking wheel hub locking nut for automobiles according to claim 1, characterized in that: A washer (6) is also provided between the shaft head nut (31) and the hub (2) on the screw (11), and a spring piece (61) is also provided between the washer (6) and the shaft head nut (31).

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