Combined Structure of Hub and Brake Disc for Vehicle Axle

Technical Field

The present utility model relates to the technical field of vehicle axle components, in particular to a combined structure of hub and brake disc for vehicle axles.

Background Art

In vehicle axle assemblies, a hub is assembled with a brake disc. Conventionally, both components are made of cast iron which features high structural strength but relatively heavy weight. With the popularization of energy conservation and emission reduction, lightweight design has become a mainstream development trend for vehicles.

Aluminum alloy hubs have been developed to reduce axle weight. As disclosed in Chinese Utility Model Patent Publication No. CN216184216U, a semi-trailer aluminum alloy hub is provided with double-sided inner sinking rings and weight-reduction notches for weight saving, while reinforcing ribs guarantee structural strength after weight removal to satisfy lightweight requirements.

When the hub is made of aluminum alloy, cast iron is no longer suitable for matching brake discs due to obvious discrepancy in thermal deformation between cast iron and aluminum alloy; accordingly, aluminum alloy is adopted for brake discs as well. Traditional cast iron brake discs adopt double-layer plate structure with internal cooling ribs. After switching to aluminum alloy for weight reduction, solid aluminum brake discs are commonly used to maintain structural rigidity, which leads to prominent poor heat dissipation of brake discs.

In view of the above problems, the present application proposes a combined hub and brake disc structure for axles to realize lightweight design while ensuring effective heat dissipation of brake discs.

Contents of the Utility Model

The present utility model provides a combined structure of hub and brake disc for vehicle axles, comprising an axially assembled brake disc and a hub. The brake disc and the hub are provided with coaxially communicated central through holes; a first positioning spigot and a second positioning spigot are symmetrically arranged around the outer circumference of the central through hole at their mating ends, and the brake disc is connected with the hub via the first and second positioning spigots. Heat dissipation grooves are circumferentially formed on the outer surface of the hub adjacent to the second positioning spigot; first heat dissipation passages are arranged on inner side walls of the heat dissipation grooves, extend toward the brake disc and run through the first positioning spigot. The inner side wall refers to the groove wall close to the brake disc.

In one optional embodiment, multiple corresponding connecting holes are circumferentially formed on the first positioning spigot and the second positioning spigot. Connecting bolts are screwed into the second positioning spigot from the outer side of the brake disc to fasten the two positioning spigots together.

In one optional embodiment, the connecting holes are evenly distributed along the circumference, and the first heat dissipation passages are arranged between every two adjacent connecting holes.

In one optional embodiment, the connecting holes include alternately arranged fastening holes and torque transmission holes, wherein the torque transmission holes have larger inner diameter than the fastening holes. Connection sleeves are interference-fitted inside the torque transmission holes, disposed across both the first positioning spigot and the second positioning spigot and sleeved on the shanks of the connecting bolts.

In one optional embodiment, each first heat dissipation passage is an open-type channel provided with a first opening and a second opening near two axial ends, as well as a third opening facing the central through hole between the first and second openings.

In one optional embodiment, the hub 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 corresponding to the heat dissipation grooves.

In one optional embodiment, the end face of the hub away from the brake disc is circumferentially arranged with threaded holes for hub cap connection.

In one optional embodiment, internal threads are machined inside the central through hole at the hub end remote from the brake disc.

Beneficial Effects

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

1. Heat dissipation grooves arranged on the hub’s second positioning spigot cooperate with first heat dissipation passages penetrating through the first positioning spigot toward the brake disc, so as to realize lightweight assembly of aluminum hub and brake disc and meet heat dissipation requirements of the brake disc;

2. Even layout of first heat dissipation passages between adjacent connecting holes balances assembly strength and maximizes heat dissipation efficiency of the brake disc;

3. Alternately arranged fastening holes and torque holes with interference-fit connection sleeves realize high-strength fixed connection and stable torque transmission between brake disc and hub simultaneously;

4. Second heat dissipation passages arranged on spokes work together with heat dissipation grooves and first heat dissipation passages to further improve overall heat dissipation performance.

The above and other objectives, features and advantages of the utility model will be fully elaborated in the following detailed description.

Brief Description of the Drawings

FIG.1: Stereoscopic schematic view of the combined hub and brake disc structure for vehicle axle;
FIG.2: Exploded structural view of the combined hub and brake disc structure for vehicle axle;
FIG.3: Cutaway stereoscopic view of the combined hub and brake disc structure for vehicle axle;
FIG.4: Front sectional view of the combined hub and brake disc structure for vehicle axle;
FIG.5: Front sectional view of the hub from another viewing angle;
FIG.6: Rear structural view of the hub;
FIG.7: Rear structural view of the hub from another viewing angle.

Detailed Description of Preferred Embodiments

The following description enables those skilled in the art to implement the present utility model. The preferred embodiments described below are merely exemplary, and various obvious modifications can be conceived by technicians in the field. The basic principles defined herein can be applied to alternative embodiments, variants, improvements, equivalent structures and other technical solutions without departing from the spirit and scope of the utility model.

Terms including longitudinal, transverse, upper, lower, front, rear, left, right, vertical, horizontal, top, bottom, inner and outer in the specification are defined based on the orientation shown in attached drawings only for convenient description, which shall not be construed as mandatory positional limitation to related components.

The term “one” is interpreted as “at least one” instead of quantitative restriction.

With reference to FIG.1 to FIG.7, the combined hub and brake disc structure includes a coaxially connected brake disc 10 and a hub 20. The brake disc 10 and hub 20 are formed with a coaxially communicated central through hole 101. A first positioning spigot 11 is arranged on the brake disc 10 and a matching second positioning spigot 21 is arranged on the hub 20 around the outer circle of the central through hole 101 at their fitting ends, and the two parts are connected through the two positioning spigots. Heat dissipation grooves 201 are circumferentially formed on the outer wall of the hub 20 near the second positioning spigot 21, which can be evenly or intermittently distributed along the circumference. First heat dissipation passages 202 are formed on inner side walls of the heat dissipation grooves 201, extend toward the brake disc 10 and penetrate the first positioning spigot 11, wherein the inner side wall refers to the groove wall adjacent to the brake disc 10. During operation, braking heat is discharged via the first heat dissipation passages 202 and heat dissipation grooves 201, satisfying both lightweight design and heat dissipation requirements of the axle-mounted hub and brake disc.

In one embodiment, corresponding connecting holes 102 are circumferentially opened on the first positioning spigot 11 and the second positioning spigot 21, and connecting bolts 12 are screwed into the second positioning spigot 21 from the outer side of the brake disc 10 to lock the two spigots together.

In one embodiment, connecting holes 102 are uniformly distributed circumferentially, and first heat dissipation passages 202 are disposed between every two adjacent connecting holes to guarantee connection rigidity and optimal heat dissipation effect of the brake disc.

In one embodiment, connecting holes 102 consist of alternately arranged fastening holes 1021 and torque holes 1022 with larger aperture. Connection sleeves 13 are interference embedded inside torque holes 1022, span across the first positioning spigot 11 and the second positioning spigot 21 and sleeve the shanks of connecting bolts 12. Bolts in fastening holes and torque holes ensure reliable assembly strength, while interference-fit sleeves realize stable torque transmission between brake disc and hub.

In one embodiment, each open-type first heat dissipation passage 202 is provided with a first opening, a second opening at two axial ends and a third opening 203 facing the central through hole 101 between them. The third opening expands heat exchange area and accelerates heat removal of the brake disc for better cooling effect.

In one embodiment, spokes 22 are circumferentially arranged on the outer surface of hub 20; heat dissipation grooves 201 extend onto spokes 22, and second heat dissipation passages 204 are formed on spokes 22 at positions aligned with the grooves to enhance heat dissipation.

As shown in FIG.6, threaded connecting holes 205 are circumferentially arranged on the hub end away from the brake disc for hub cap fitting, enabling oil or grease lubrication of the axle hub.

As shown in FIG.7, internal threads 23 are machined inside the central through hole 101 at the hub end remote from the brake disc for direct screw mounting of hub caps to adopt grease lubrication.

It should be noted that the terms “first” and “second” herein are only for naming purpose without sequence definition or implication of relative importance.

Those skilled in the art shall understand that the embodiments and attached drawings are illustrative rather than restrictive. The utility model has fully achieved its intended beneficial effects, and any modification or variant made based on its core principle falls within its protection scope.