Automobile wheel hub nut

Abstract

A wheel hub nut, relating to the field of automotive parts technology, is characterized by comprising an integrated head end, middle end, and tail end; the head end has a tapered surface and an internal thread; the middle end is a polygonal cylinder with an axial anti-slip groove on its side; an annular guide ramp is provided at the connection between the middle end and the tail end; the tail end has an axial ventilation and heat dissipation structure groove in its circumference, and a weight-reducing ramp at its end; this utility model, through the integrated structure and the coordinated design of each part, comprehensively achieves the effects of installation guidance, anti-slip, efficient heat dissipation, and scientific lightweighting, significantly improving the connection reliability, ease of operation, and service life of the wheel hub nut.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically an integrated automotive wheel hub nut for connecting the wheel hub and the axle. Background Technology

[0002] Wheel hub nuts are critical connectors affecting vehicle driving safety. Existing wheel hub nuts typically have a single function and suffer from the following combined defects: First, they lack effective guidance during installation, making alignment difficult and inefficient; second, the standard polygonal shape is prone to slippage between the nut and tool under stress, damaging the tool or nut; third, the wheel hub generates significant heat during braking and high-speed driving, and traditional nuts have limited heat dissipation capacity, leading to metal fatigue and reduced strength with prolonged high-temperature operation, posing safety hazards; furthermore, traditional solid nut structures are relatively heavy, increasing the vehicle's unsprung mass and negatively impacting handling and energy consumption. Therefore, there is an urgent need for a wheel hub nut solution that integrates ease of installation, anti-slip properties, efficient heat dissipation, and lightweight design. Summary of the Invention

[0003] The technical problem to be solved by this utility model is to provide an automotive wheel hub nut that solves the comprehensive problems of difficulty in installation and alignment, easy slippage during disassembly and assembly, poor heat dissipation performance, and excessive weight in the prior art.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: an automotive wheel hub nut, comprising a head end, a middle end, and a tail end connected coaxially in sequence; the head end is provided with a tapered surface adapted to the wheel hub, and an internal thread is provided at the center of the tapered surface; the middle end is a polygonal cylindrical structure, and at least one axially extending anti-slip groove is provided on its side; an annular transition guide slope is provided at the junction of the middle end and the tail end; at least one axially extending ventilation and heat dissipation structure groove is provided circumferentially on the tail end; a weight-reducing slope is provided at the end of the tail end; the head end, middle end, and tail end are an integral design.

[0005] As a further embodiment of this utility model, the middle section is a hexagonal prism structure, with each of its six sides having one of the aforementioned anti-slip grooves.

[0006] As a further embodiment of this utility model, the anti-slip groove is a long strip-shaped groove that runs through the middle side, and its length is 1 / 3 to 2 / 3 of the length of the middle column.

[0007] As a further embodiment of this utility model, the inclination angle of the guide slope is 30° to 60°, preferably 45°.

[0008] As a further embodiment of this utility model, the number of ventilation and heat dissipation structure slots is multiple, and they are evenly distributed circumferentially along the tail end; preferably, the number of ventilation and heat dissipation structure slots is six, and they correspond one-to-one with the six sides of the middle end in the radial direction.

[0009] As a further embodiment of this utility model, the area of ​​the weight-reducing inclined plane accounts for 1 / 3 to 2 / 3 of the total area of ​​the top of the tail end.

[0010] As a further embodiment of this utility model, the angle between the weight-reducing inclined plane and the tail end axis is 15° to 60°, preferably 45°.

[0011] Compared with the prior art, the present invention has the following beneficial effects: 1. Integrated collaborative design: Through the integrated structure of the head, middle and tail ends, the stress concentration problem caused by segmented connection is fundamentally avoided, which significantly improves the overall strength, fatigue resistance and reliability of the nut; 2. Improved ease of installation and reliability: The tapered surface and internal thread at the head end ensure a tight fit and secure connection with the hub; the annular guide ramp provides precise guidance in the initial stage of installation, simplifying the alignment process and improving assembly efficiency; the anti-slip groove design in the middle increases the contact friction and engagement between the tool (such as a socket) and the nut, effectively preventing slippage during high-torque disassembly and assembly, and protecting the tool and nut itself; 3. Active heat dissipation and performance assurance: The ventilation and heat dissipation structure slot at the rear end is not just a simple decorative slot. Its axial extension design can guide airflow through during vehicle operation, forming an effective air convection channel, which greatly increases the heat dissipation surface area, thereby quickly removing the heat generated during wheel hub braking, preventing the nuts from deteriorating in mechanical performance due to high temperature, and extending their service life. 4. Scientific lightweighting: The weight-reducing ramp at the top of the rear end is an optimized design based on the analysis of the stress distribution. While removing materials in non-critical load-bearing areas to achieve lightweighting, it ensures the thickness and strength of key structures. This directly reduces the unsprung mass of the vehicle, which helps to improve suspension response speed, vehicle handling and fuel economy. Attached Figure Description

[0012] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a bottom view of the structure of this utility model; Figure 3 This is a schematic diagram of the axial cross-section of this utility model.

[0013] In the diagram: 1. Head end; 2. Middle end; 3. Tail end; 4. Anti-slip groove; 5. Guide slope; 6. Ventilation and heat dissipation structure groove; 7. Weight reduction slope; 8. Head end internal thread. Detailed Implementation

[0014] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0015] It should be noted that if the embodiments of this utility model involve directional indication, the directional indication is only used to explain the relative positional relationship between the components in a specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0016] Reference Figures 1 to 3 A preferred embodiment of this utility model provides an automotive wheel hub nut, which is integrally formed from a high-strength alloy through material forging and precision machining, and includes a head end 1, a middle end 2 and a tail end 3.

[0017] The head end 1 is designed with a tapered surface that matches the wheel hub mounting hole to ensure a tight fit. The internal thread 8 at the center of the head end is used to connect and fix it to the threaded rod at the axle end.

[0018] The middle section 2 is a preferred hexagonal prism structure in this embodiment to accommodate standard socket tools; each of its six sides is machined with an axially extending anti-slip groove 4; the groove is a long strip-shaped through groove that runs through the side, with a depth of about 1.5 mm, a width of about 3 mm, and a length of about 1 / 2 of the length of the middle section 2 prism; this design makes the inner wall of the socket tool and the edge of the groove mechanically interlocked, greatly increasing the anti-slip ability during twisting.

[0019] At the junction of the middle end 2 and the tail end 3, a ring-shaped guide slope 5 with an inclination angle of 45° is machined; when the nut is initially screwed in, the slope can effectively guide the hub hole or tool to be quickly and accurately aligned and inserted.

[0020] At the tail end 3, near the guide slope 5, there is a ring of six ventilation and heat dissipation structure grooves 6 evenly distributed circumferentially. These grooves also extend axially, with a depth and width of about 3mm, and their positions are basically aligned radially with the six sides of the middle end 2. These grooves can stir the surrounding air when the nut rotates, and can also increase the heat dissipation area when static, like heat dissipation fins, which significantly improves the heat dissipation efficiency of the nut, especially the high-temperature area near the hub.

[0021] The top of the tail end 3 is machined to form a weight-reducing inclined surface 7. The angle between the inclined surface and the axis of the nut is 45°, and its area accounts for about 1 / 2 of the total area of ​​the top of the tail end. The outermost edge of the inclined surface retains a thickness of about 1 mm. This design is optimized through finite element analysis. While ensuring that the tail end has sufficient torsional and impact resistance, it minimizes the use of materials and achieves effective weight reduction.

[0022] The working principle of this utility model is as follows: During installation, the guide slope 5 is used for quick alignment, the middle end 2 is clamped with a sleeve tool, the anti-slip groove 4 prevents the tool from slipping, and the head end 1 is tightened by applying torque. The locking is achieved by the tapered surface and the internal thread 8. During vehicle operation, the ventilation and heat dissipation structure groove 6 continuously assists in heat dissipation, while the weight reduction slope 7 contributes to reducing the energy consumption of the whole vehicle and improving handling.

[0023] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A wheel hub nut for automobiles, characterized in that, It includes the head end (1), the middle end (2) and the tail end (3) connected coaxially in sequence. The head end (1) is provided with a tapered surface adapted to the hub, and the center of the tapered surface is provided with an internal thread (8). The middle section (2) is a polygonal column structure, and at least one axially extending anti-slip groove (4) is provided on its side. A ring-shaped guide slope (5) is provided at the junction of the middle end (2) and the tail end (3). The tail end (3) is provided with at least one axially extending ventilation and heat dissipation structure groove (6) in the circumferential direction. The tail end (3) is provided with a weight-reducing inclined surface (7). The head end (1), middle end (2) and tail end (3) are designed as a single unit.

2. The automotive wheel hub nut according to claim 1, characterized in that, The middle section (2) is a hexagonal prism structure, with an anti-slip groove (4) on each of its six sides.

3. The automotive wheel hub nut according to claim 2, characterized in that, The anti-slip groove (4) is a long strip through the side of the middle end (2), and its length is 1 / 3 to 2 / 3 of the length of the middle end (2) column.

4. The automotive wheel hub nut according to claim 1, characterized in that, The inclination angle of the guide ramp (5) is 30° to 60°.

5. The automotive wheel hub nut according to claim 4, characterized in that, The guide ramp (5) has an inclination angle of 45°.

6. The automotive wheel hub nut according to claim 1, characterized in that, The ventilation and heat dissipation structure grooves (6) are numerous and are evenly distributed circumferentially along the tail end (3).

7. The automotive wheel hub nut according to claim 6, characterized in that, The number of ventilation and heat dissipation structure slots (6) is six, and they correspond one-to-one with the six sides of the middle end (2) in the radial direction.

8. The automotive wheel hub nut according to claim 1, characterized in that, The area of ​​the weight-reducing ramp (7) accounts for 1 / 3 to 2 / 3 of the total area of ​​the top of the tail end (3).

9. The automotive wheel hub nut according to claim 1, characterized in that, The angle between the weight-reducing inclined plane (7) and the axis of the tail end (3) is 15° to 60°.

10. The automotive wheel hub nut according to claim 9, characterized in that, The angle between the weight-reducing inclined plane (7) and the axis of the tail end (3) is 45°.

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