Novel Axle Hub

Technical Field

The present utility model relates to the technical field of hub equipment, in particular to an axle hub.

Background Art

In axle assemblies, a hub is generally directly connected to a brake disc. Both the hub and brake disc are conventionally made of cast iron featuring high structural strength yet excessive weight. Driven by energy conservation and emission reduction policies, vehicle lightweight design has become an inevitable industry trend.

Aluminum alloy hubs have been developed to reduce axle deadweight. For instance, Chinese Utility Model Patent No. CN216184216U discloses a semi-trailer aluminum alloy hub configured with double-sided inner sink rings and weight-reducing notches for weight reduction, while reinforcing ribs ensure structural rigidity to meet lightweight specifications.

Where an aluminum alloy hub is adopted, the matching brake disc is unsuitable for cast iron material due to distinct thermal expansion coefficients between cast iron and aluminum alloy; accordingly, aluminum alloy is preferred for brake discs as well. Traditional cast iron brake discs adopt a double-layer plate structure with internal cooling ribs. After material switching to aluminum alloy for weight reduction, solid aluminum brake discs are commonly used to guarantee structural strength, which brings prominent heat dissipation drawbacks.

In view of the above deficiencies, the present application provides an axle hub to resolve poor heat dissipation of solid aluminum brake discs fixedly assembled to hubs.

Contents of the Utility Model

The present utility model discloses an axle hub capable of greatly improving heat dissipation for an all-aluminum hub-brake disc assembly, satisfying both lightweight design and thermal management requirements.

An axle hub comprises a hub body provided with a positioning spigot. The positioning spigot includes a connecting end face and an outer peripheral surface circumferentially surrounding the connecting end face. The connecting end face is circumferentially formed with connecting holes for brake disc fastening; the outer peripheral surface of the positioning spigot is circumferentially machined with heat dissipation grooves. First heat dissipation passages are opened on outer side walls of the heat dissipation grooves and penetrate from the interior of the positioning spigot through to the connecting end face, wherein the outer side wall refers to the groove wall adjacent to the connecting end face.

In one optional embodiment, the connecting holes are uniformly arranged circumferentially, and the first heat dissipation passages are disposed between every two adjacent connecting holes.

In one optional embodiment, each first heat dissipation passage is of open structure, including a first opening communicating with the connecting end face, a second opening communicating with the heat dissipation groove, and a third opening facing the inner peripheral surface between the first and second openings; the inner peripheral surface and outer peripheral surface are two opposite surfaces of the positioning spigot.

In one optional embodiment, the connecting holes consist of alternately arranged fastening holes and torque transmission holes, with the torque transmission holes having larger bore diameters than the fastening holes. Connection sleeves are press-fitted into the torque transmission holes via interference fit; bolts pass through the fastening holes and connection sleeves respectively to fasten the brake disc onto the hub body.

In one optional embodiment, the hub body is circumferentially provided with spokes on its outer surface; the heat dissipation grooves extend onto the spokes, and second heat dissipation passages are formed on the spokes at positions aligned with the heat dissipation grooves.

In one optional embodiment, the end face of the hub body opposite to the connecting end face is circumferentially arranged with threaded connecting holes.

In one optional embodiment, internal threads are machined inside the central axial through-hole at the hub end away from the connecting end face.

Beneficial Effects

Compared with prior art, the utility model achieves the following advantages:

1. Heat dissipation grooves and first heat dissipation passages running through to the brake disc fitting end face discharge heat generated by the brake disc efficiently, realizing lightweight design of both hub and brake disc while meeting heat dissipation requirements;

2. The open-type first heat dissipation passage with an additional third opening expands heat exchange area and accelerates heat outflow for superior cooling performance;

3. Alternating fastening holes and interference-fit torque sleeves realize reliable bolted connection and stable torque transmission between brake disc and hub;

4. Second heat dissipation passages arranged on spokes work in coordination with the grooves and first passages to further upgrade overall heat dissipation efficiency.

The above and other objectives, features and advantages of the present utility model will be fully clarified through the following detailed description.

Brief Description of the Drawings

FIG.1: Schematic structural view of the inventive axle hub;
FIG.2: Partial sectional view of the axle hub;
FIG.3: Front sectional structural view of the axle hub;
FIG.4: Front sectional view of the axle hub from another perspective;
FIG.5: Rear structural view of the axle hub according to one embodiment;
FIG.6: Structural view of the axle hub according to another embodiment.

Detailed Description of Preferred Embodiments

The following description enables those skilled in the art to practice the present utility model. Preferred embodiments are provided for illustration only, and numerous obvious variations can be devised by practitioners. The fundamental principles defined herein are applicable to alternative embodiments, modifications, improvements, equivalent solutions and other technical schemes without departing from the spirit and scope of the utility model.

Spatial terms such as longitudinal, transverse, upper, lower, front, rear, left, right, vertical, horizontal, top, bottom, inner and outer are defined based on orientations shown in attached drawings for descriptive convenience only, without restricting the actual installation orientation of components.

The term "one" shall be interpreted as "at least one" rather than a quantitative limitation.

With reference to FIG.1 to FIG.6, the axle hub includes a hub body 10 fitted with a positioning spigot 11. The positioning spigot 11 is composed of a connecting end face 111 and an outer peripheral surface 112 circumferentially surrounding the end face. The hub body 10 and positioning spigot 11 share a central axial through-hole 101 for bearing and axle installation, and the hole wall of the central through-hole forms an inner peripheral surface 113 opposite to the outer peripheral surface 112. Connecting holes 102 for brake disc assembly are circumferentially distributed on the connecting end face 111; heat dissipation grooves 103 are circumferentially arranged on the outer peripheral surface 112 of the positioning spigot 11. First heat dissipation passages 104 are formed on outer side walls of the heat dissipation grooves 103 and run through the positioning spigot to reach the connecting end face 111 for brake disc heat dissipation, where the outer side wall is the groove side adjacent to the connecting end face 111.

After an all-aluminum brake disc is fixed to the hub body 10, braking heat is exhausted via the first heat dissipation passages 104 and heat dissipation grooves 103, satisfying both lightweight and heat dissipation requirements.

In one embodiment, connecting holes 102 are evenly spaced along the circumference, and first heat dissipation passages 104 are located between adjacent connecting holes to maximize heat dissipation coverage for the brake disc.

Each open-type first heat dissipation passage 104 is provided with a first opening connected to the connecting end face 111, a second opening connected to the heat dissipation groove 103, and a third opening 105 facing the inner peripheral surface 113 between the two openings. The third opening increases heat exchange area and accelerates heat removal compared with conventional dual-opening channels.

Connecting holes 102 include alternately arranged fastening holes 1021 and larger-diameter torque holes 1022. Connection sleeves 12 are interference-pressed into torque holes 1022; bolts 13 pass through fastening holes 1021 and connection sleeves 12 separately to lock the brake disc onto the hub body 10. The structure ensures tight fitting and stable torque transmission between brake disc and hub with easy machining.

Spokes 14 are circumferentially arranged on the outer surface of hub body 10, with heat dissipation grooves 103 extending onto the spokes. Second heat dissipation passages 106 are formed on spokes 14 aligned with the grooves to further enhance cooling efficiency.

As shown in FIG.5, threaded connecting holes 107 are circumferentially opened on the hub end opposite the connecting end face 111 for hubcap installation to realize oil or grease lubrication.

As shown in FIG.6, internal threads 15 are processed inside the central axial through-hole 101 at the far end of the hub body 10 for direct threaded assembly of hubcaps to adopt grease lubrication.

Terms "first" and "second" herein are used for naming purpose only, without indicating sequence or relative importance.

It shall be understood by those skilled in the art that the embodiments and attached drawings are illustrative rather than restrictive. The utility model has fully realized its intended advantages, and any modification within the core working principle falls within its protection scope.