CN217835238U - Anti-cracking wheel rim structure and alloy wheel hub using same - Google Patents

Abstract

The utility model discloses a rim structure that crack control was opened and use its alloy wheel hub, its rim structure includes the rim body, and the rim body is enclosed by outside limit, topside and inside wall, forms contained angle alpha along the extension line on outside limit and gravity plumb line, and contained angle alpha is greater than 0 and less than or equal to 3. The application solves the problems that the fatigue crack of the wheel of the low flat rate tire is mounted, and the tire can not be well attached to the wheel rim during working, so that the stress position and the size of the wheel rim are changed.

Description

Anti-cracking wheel rim structure and alloy wheel hub using same

Technical Field

The utility model relates to an alloy wheel hub makes the technique, specifically is a rim structure that crack control was opened and uses its alloy wheel hub.

Background

Along with the popularity of electric vehicles and the popularity of large-scale wheels, the load borne by a wheel system is larger and larger, because of the problem of attractive appearance, alloy wheels are larger and larger, but because of the limitations of the sizes of wheel arches of a vehicle body and the like, the outer diameter of a tire cannot be enlarged, and the tire can only be matched with the tire with the lower and lower flattening rate. The low-aspect-ratio tire refers to a tire with an aspect ratio lower than 50, the low-aspect-ratio tire has a weak buffering capacity for road load, and in addition, because the tire wall is thin, the tire is easy to deform when being subjected to a large load, so that the stress state of the rim of the alloy wheel matched with the tire is deviated, and a part of the load originally borne by the bead seat is transferred to the rim, so that fatigue cracks are easy to generate, and safety accidents are easy to cause.

This problem is generally addressed by increasing the safety margin by increasing the rim thickness. But the increase in rim thickness results in increased casting difficulties, susceptibility to casting defects, and another problem of fatigue cracking. In fact, since the wheels of the automobile have a certain camber angle after being installed, the tire cannot be well attached to the rim of the wheel during operation, which causes the stress position of the rim of the wheel to change and the stress to increase.

SUMMERY OF THE UTILITY MODEL

To the above defect, the utility model provides a rim structure that crack control was opened and use its alloy wheel hub, aim at have solved the wheel fatigue crack of dress low flat rate tire to and the tire can not laminate the problem that the atress position and the size that the wheel rim leads to the wheel rim change well at the during operation.

To achieve the purpose, the utility model adopts the following technical proposal:

the utility model provides a rim structure that crack control was opened, includes the rim body, the rim body is enclosed by outside limit, topside and inboard edge, follows the extension line and the gravity perpendicular line on outside limit form contained angle alpha, contained angle alpha is greater than 0 and less than or equal to 3.

On the other hand of this application provides an alloy wheel hub, including the wheel hub body, the wheel hub body includes rim body, rim and spoke, the middle part of wheel hub body is equipped with the shaft hole, the spoke connect in the both sides in shaft hole, the rim connect in the both sides of spoke, rim body connect in the rim.

Preferably, the inner side wall of the rim is provided with a balance weight.

Preferably, the spoke is provided with a screw hole, and the screw hole is located at one side of the shaft hole.

Preferably, a valve hole is formed at the joint of the spoke and the wheel rim.

Preferably, the outer side wall of the rim is provided with a hump and a bead seat.

The technical scheme provided by the embodiment of the application can have the following beneficial effects:

1. in the scheme, an included angle alpha is formed between the extension line of the outer side edge of the wheel rim body and the gravity perpendicular line, so that the fitting condition of the tire and the wheel rim can be greatly improved, and the stress position and the stress size of the wheel rim are basically not changed;

2. the anti-cracking wheel rim structure does not need to increase the thickness of the wheel rim, avoids the weight increase of the wheel, influences the controllability of a vehicle, and avoids the problem of a series of casting performances caused by the increase of the thickness of the wheel rim.

Drawings

FIG. 1 is a schematic view of a hub construction;

fig. 2 is a partially enlarged view of the area a in fig. 1.

Wherein, 1, a hub body; 2. a valve hole; 10. a shaft hole; 11. a rim body; 12. a rim; 13. a spoke; 111. an outer side edge; 112. a top edge; 113. an inner side edge; 120. a counterbalance; 121. convex peaks; 122. a bead seat; 130. a screw hole; alpha, and an included angle formed between the extension line of the rim body and the gravity vertical line.

Detailed Description

The technical solution of the present invention is further explained by the following embodiments with reference to the accompanying drawings.

In the description of the present invention, it should be understood that the terms "length", "middle", "upper", "lower", "left", "right", "top", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted", "spliced" and "connected" should be interpreted broadly, and may be, for example, a fixed connection, a detachable connection, or an integral connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

An anti-cracking rim structure is characterized in that: the wheel rim comprises a wheel rim body 11, wherein the wheel rim body 11 is formed by enclosing an outer side edge 111, a top edge 112 and an inner side edge 113, an included angle alpha is formed between the extension line of the outer side edge 111 and a gravity vertical line, and the included angle alpha is larger than 0 degree and smaller than or equal to 3 degrees.

The scheme provides a crack-proof wheel rim structure, as shown in fig. 2, because an included angle α is formed between the extension line of the outer side edge 111 of the wheel rim body 11 and the gravity perpendicular line, actually, the outer side edge 111 of the wheel rim body 11 and the bonding surface of the wheel tire swing by an angle α, so that the bonding condition of the wheel tire and the wheel rim can be greatly improved, and the stress position and the size of the wheel rim are basically not changed. The included angle alpha in the embodiment is 3 degrees, so that the tire can be more tightly attached to the rim of the wheel, the rim of the wheel can be correctly stressed, and the problem of fatigue cracks of the wheel provided with the tire with low flatness rate is greatly reduced. In addition, the structure does not need to increase the thickness of the wheel rim, avoids the increase of the weight of the wheel, thereby influencing the controllability of the vehicle, and avoids a series of casting performance problems caused by the increase of the thickness of the wheel rim.

Another aspect of the application provides an alloy wheel hub, including wheel hub body 1, wheel hub body 1 includes rim body 11, rim 12 and spoke 13, wheel hub body 1's middle part is equipped with shaft hole 10, spoke 13 connect in the both sides of shaft hole 10, rim 12 connect in the both sides of spoke 13, rim body 11 connect in rim 12.

This scheme provides an alloy wheel hub, as shown in fig. 1, the center of wheel tire is provided with wheel hub body 1, because the middle part of wheel hub body 1 is equipped with shaft hole 10, through shaft hole 10 is installed on the car axletree. Because the wheel rim body 11 is connected with the wheel rim 2, the joint surface of the wheel rim body 11 and the wheel tire is convenient to swing by an angle alpha, the joint condition of the wheel tire and the wheel rim is greatly improved, and the stress position and the stress size of the wheel rim are basically not changed.

Preferably, the inner side wall of the rim 12 is provided with a weight 120. As shown in fig. 1, since the mass of the tire and the hub cannot be guaranteed to be uniform during the manufacturing process of the wheel, and the mass deviation is increased due to the weight of the valve and the weight of some tire pressure monitoring systems, if the wheel is not in dynamic balance, the wheel may be shaken during high-speed driving, and then the balance weight 120 with the same mass placed on the corresponding side of the unbalanced position may generate a counter-acting force to counteract the shaking.

Preferably, the spoke 13 is provided with a screw hole 130, and the screw hole 130 is located at one side of the shaft hole 10. Specifically, as shown in fig. 1, since the spoke 13 is provided with the screw hole 130, the screw hole 130 is located at one side of the shaft hole 10, and the arrangement of the screw hole 130 facilitates the use of a screw to fix the hub body 1 to an automobile axle.

Preferably, the connection between the spoke 13 and the rim 12 is provided with a valve hole 2. Specifically, as shown in fig. 1, since the connecting portion of the spoke 13 and the rim 12 is provided with the valve hole 2, the valve is mounted on the valve hole 2, and the tire of the wheel is inflated and deflated through the valve, so that the airtightness of the interior of the tire of the wheel is maintained.

Preferably, the outer side wall of the rim 12 is provided with a hump 121 and a bead seat 122. Specifically, as shown in fig. 1, the convex peak 121 is provided to prevent the wheel from slipping after the tire is punctured during road running, and thus, the occurrence of safety accidents is reduced. The bead seats 122 are arranged to be in contact with the surface of the wheel tire, support the wheel tire, and prevent the wheel tire from falling off during the driving process of the wheel.

The technical principle of the present invention has been described above with reference to specific embodiments. The description is made for the purpose of illustrating the principles of the invention and should not be construed in any way as limiting the scope of the invention. Based on the explanations herein, those skilled in the art will be able to conceive of other embodiments of the present invention without any inventive effort, which would fall within the scope of the present invention.

Claims (6)

1. The utility model provides a rim structure that crack control was opened which characterized in that: including the rim body, the rim body is enclosed by outside limit, topside and inboard side, follows the extension line and the gravity perpendicular line of outside limit form contained angle alpha, contained angle alpha is greater than 0 and less than or equal to 3.

2. An alloy hub using an anti-cracking rim structure according to claim 1, wherein: including the wheel hub body, the wheel hub body includes rim body, rim and spoke, the middle part of wheel hub body is equipped with the shaft hole, the spoke connect in the both sides in shaft hole, the rim connect in the both sides of spoke, rim body connect in the rim.

3. An alloy hub according to claim 2, wherein: and a balance block is arranged on the inner side wall of the rim.

4. An alloy hub according to claim 2, wherein: the spoke is equipped with the screw hole, the screw hole is located one side in shaft hole.

5. An alloy hub according to claim 2, wherein: and an air valve hole is formed at the joint of the spoke and the rim.

6. An alloy hub according to claim 2, wherein: the outer side wall of the wheel rim is provided with a convex peak and a bead seat.

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