KR200419056Y1 - wheel assembly in a car - Google Patents

Abstract

The present invention relates to a wheel assembly for a vehicle wheel, and more specifically, to improve the riding comfort of the vehicle, and to minimize vibrations felt by the driver and passenger, and to reduce the noise as much as possible. Relates to a wheel assembly.

To this end, the present invention is the tire is mounted along the outer circumferential surface, the rim of the interior empty; A hub installed at an inner central portion of the rim and having an axle coupled thereto; A plurality of spokes having one end coupled to a circumferential surface of the hub and the other end coupled to an inner circumferential surface of the rim, and spirally wound to form a coil shape and capable of buffering; A first departure preventing part preventing departure from the coupling site between each spoke and the rim; And, there is provided a wheel assembly of a wheel for a vehicle, characterized in that it comprises a second departure prevention portion: for preventing the separation of the engaging portion between each spoke and the hub.

Vehicle, wheels, wheel assembly, spokes

Description

Wheel assembly in a car

1 is a perspective view showing a wheel assembly of a wheel for a vehicle according to a first embodiment of the present invention

2 is a front view showing a wheel assembly of a wheel for a vehicle according to a first embodiment of the present invention;

3 is a cross-sectional view showing the internal structure of a wheel assembly of a wheel for a vehicle according to a first embodiment of the present invention

4 is a front view showing an operating state of a wheel assembly of a wheel for a vehicle according to a first embodiment of the present invention;

5 is a perspective view showing a wheel assembly of a wheel for a vehicle according to a second embodiment of the present invention;

6 is a front view showing a wheel assembly of a wheel for a vehicle according to the first embodiment of the present invention;

Explanation of symbols for the main parts of the drawings

110. Rim 111. Border

112. Seating 120. Hub

122. Resting part 130. Spoke

140. First departure prevention part 150. Second departure prevention part

160. Seat

The present invention relates to a wheel assembly for a vehicle wheel, in particular, to improve the riding comfort of the vehicle while minimizing the vibration felt by the driver and passengers, and to a wheel assembly of the vehicle wheel of the new structure to minimize the noise as possible It is about.

Generally, wheels used in a vehicle include a tire in contact with a road surface and a wheel assembly to which the tire is coupled.

In this case, the tire is configured to not only absorb the shock transmitted from the road surface while driving, but also to prevent slipping due to proper friction with the road surface during braking, driving and turning.

In addition, the wheel assembly is configured to receive a driving force from the axle to perform the role of rotating the tire.

In particular, the wheel assembly described above consists of a rim, a hub and a number of spokes.

The rim is a portion in which the tire is mounted along its outer circumferential surface, and the outer circumferential portion protrudes to the outside, and the center portion is formed in a relatively concave shape.

In addition, the hub is installed at the central portion of the rim, and is a portion that is axially coupled with the axle of the vehicle.

Each spoke serves to connect the rim with the hub and to support the weight applied to the rim.

In this case, each spoke is radially installed between the rim and the hub.

However, the wheel assembly for a vehicle according to the prior art as described above, although the shock transmitted from the road surface during the driving of the vehicle is primarily absorbed by the tire, the shock vibration that is not mitigated by the tire is provided to the rim.

In particular, since the spokes are integrally formed with the rim and the hub, the vibration transmitted from the tire through the rim may be provided to the vehicle body through the axle after the spokes and the hub are sequentially transmitted.

Therefore, in the related art, as the impact vibration provided to the vehicle body becomes large, the riding comfort is deteriorated.

In addition, the noise generated when the vehicle is driven due to the vibration is also inevitably high, and the fatigue of the driver is also large.

Of course, the domestic Utility Model Publication No. 20-1990-0007780, the domestic registered Patent Publication No. 10-0326375, the domestic Utility Model Publication No. 20-2001-000865, such as to provide a separate buffer structure inside the spoke Although the contents have been suggested, the above-described conventional techniques also have a slight impact absorption effect because the spokes are formed integrally with the rim and the hub.

In addition, although the Korean Utility Model Publication No. 20-1998-044673 has been made to form the spokes themselves as a spring to improve the ride comfort, the prior art described above does not effectively prevent the bending of the spring, the rapid rotation Or there is a problem that the risk of safety accidents, such as overturning of the vehicle due to the separation of the tire during braking.

The present invention has been made to solve the above-mentioned problems, the object of the present invention is to prevent the risk of safety accidents, such as the separation of the tire and the impact vibration generated during the operation of the vehicle to the hub It is to provide a wheel assembly of a new structure of the vehicle wheel to minimize the transmission to the axle through which can improve the ride comfort, reduce noise, and reduce the fatigue of the driver.

According to the wheel assembly of the wheel for a vehicle according to the present invention for achieving the above object is a tire mounted along the outer circumferential surface, the rim of the empty state; A hub installed at an inner central portion of the rim and having an axle coupled thereto; A plurality of spokes having one end coupled to a circumferential surface of the hub and the other end coupled to an inner circumferential surface of the rim, and spirally wound to form a coil shape and capable of buffering; A first departure preventing part preventing departure from the coupling site between each spoke and the rim; And, it characterized in that it comprises a second departure preventing portion for preventing the separation of the coupling portion between each spoke and the hub.

Here, the spokes are characterized in that the winding interval is configured to form a range between 0.01mm to 5.0mm.

In addition, the spokes are characterized in that each of them is determined by the number capable of supporting a load of 1/32 or more with respect to the maximum allowable load of the vehicle, including the passenger.

In addition, the first departure prevention portion is formed by a fastening bolt that is fastened and fixed through the rim, characterized in that the portion of the first departure prevention portion is formed to protrude to reach the inside of the spoke.

In this case, the length of the first departure preventing portion protruding into the spoke is preferably about 1/5 to 1/3 of the distance between the rim and the hub.

In addition, the second departure prevention portion is formed by a fastening bolt that is fastened and fixed through the hub, a portion of the second departure prevention portion is characterized in that it is formed to protrude to reach the inside of the spoke.

In this case, the length of the second departure preventing portion protruding into the spoke is preferably about 1/5 to 1/3 of the distance between the rim and the hub.

The first release preventing part is formed of a fastening bolt which is fastened and fixed through the rim, and a part thereof is formed to protrude up to the inside of the spoke, and the second release preventing part is fastened through the hub. It is formed of a fastening bolt that is fixed and a part of which is formed to protrude to reach the inside of the spoke, the sum of the length of the first escape prevention portion and the second escape prevention portion protrudes into the spoke between the rim and the hub It is characterized in that it is formed to form about 2/3 to 1/3 of the distance.

Hereinafter, preferred embodiments of the wheel assembly of a vehicle wheel according to the present invention described above will be described in more detail with reference to FIGS. 1 to 6.

As shown in FIGS. 1 and 2, the wheel assembly of the wheel for a vehicle according to the first embodiment of the present invention has a large rim 110, a hub 120, a plurality of spokes 130, and a first departure preventing part. 140 and the second departure preventing unit 150 is configured.

This will be described for each component as follows.

First, the rim 110 will be described with reference to FIG. 1.

The rim 110 is a portion on which the tire 1 is mounted along the outer circumferential surface.

At this time, the circumference of the outer circumference of the rim 110 is formed with a rim 111 protruding to the outside so that the tire 1 can be stably mounted on the central portion of the outer circumference of the rim 110. In this case, the rim 111 and the rim 110 may be manufactured in one piece with each other, or may be manufactured in a separate configuration from each other and then processed to form a single piece.

That is, the central portion of the outer circumferential surface of the rim 110 is formed in a relatively concave shape compared to the circumference of the outer peripheral surface end.

Next, the hub 120 will be described with reference to FIG. 1.

The hub 120 is installed at the inner central portion of the rim 110 and is a portion to which the axle (not shown) of the vehicle is coupled.

In this case, the hub 120 is formed in a substantially cylindrical shape.

Next, the spokes 130 will be described with reference to FIG. 1.

Each spoke 130 plays a role of connecting the rim 110 and the hub 120 with each other and supports the weight applied to the rim 110.

In particular, each spoke 130 according to the first embodiment of the present invention serves to attenuate while the shock vibration provided from the tire 1 is transmitted to the hub 120 through the rim 110. Do this.

The spokes 130 are installed at equal intervals radially between the rim 110 and the hub 120, one end of which is coupled to the outer circumferential surface of the hub 120, and the other end of the spoke 130 is rim 110. ) Is coupled to the inner circumferential surface. At this time, the spokes 130, the hub 120 and the rim 110 may be combined only in a close contact, rather than using a separate configuration.

In addition, each spoke 130 is wound in a spiral to form a coil shape while being capable of buffering. That is, as the spokes 130 are wound and formed in a coil shape, the vibration is far from the distance between the rim 110 and the hub 120, so that the vibration is straight to the hub 120. Instead of being provided, attenuation can be achieved during delivery along the spoke 130.

In particular, the winding interval of each spoke 130 is preferably configured to form a range between 0.01mm to 5.0mm.

When the winding interval of each spoke 130 is less than or equal to 0.01 mm, the effect of making the transmission distance of vibration far apart becomes extremely small as the space between each wound portion is substantially in close contact, and the winding of each spoke 130 If the distance is 0.5mm or more, since the spokes can be easily bent in a direction perpendicular to the axial direction of the spokes 130, the vehicle may be overturned due to the separation between the rim 110 and the hub 120 during rapid rotation of the vehicle. Because it has a problem.

Of course, in the state in which the spokes 130 are separated from the rim 110 and the hub 120, the winding interval is wider than the aforementioned range, and the spokes 130 are disposed between the rim 110 and the hub 120. When combined, it is desirable to achieve the above-mentioned range.

In addition, the spokes 130 according to the first embodiment of the present invention described above are preferably provided in an appropriate number.

That is, when the number of the spokes 130 is excessively large, the manufacturing cost is increased, the number of labor for assembly work is increased, and the vibration provided from the rim 110 can be transmitted to the hub 120 mostly. In this case, when the number of the spokes 130 is relatively small, there is a problem in that the weight of the vehicle may not be sufficiently supported and detachment may occur between the hub 120 and the rim 110.

Accordingly, in the first embodiment of the present invention, it is preferable that the number of the spokes 130 is determined as the number capable of supporting a load between 1/36 and 1/40 with respect to the maximum allowable load of the vehicle.

That is, it is preferable to configure the wheels to be provided in a number of 6 to 10 each.

In particular, the number of each spoke 130 is configured to be provided to each of the eight wheels is most preferable because the state of the wheel assembly can be smoothly maintained perpendicular to the ground surface during the operation of the vehicle, in this case the spokes 130 The load each can support is determined to be approximately 30 kgf to 50 kgf based on the passenger car.

Next, the first departure prevention unit 140 will be described with reference to FIGS. 1 and 2.

The first departure preventing unit 140 serves to prevent the separation of the coupling portion between the spokes 130 and the rim 110.

In the first exemplary embodiment of the present invention, the first departure preventing part 140 penetrates the rim 110 and a part thereof protrudes to reach the inside of the spoke 130. It is proposed to consist of a fastening bolt that is fastened fixed.

In this case, the length L1 of the first departure preventing part 140 protruding into the spoke 130 is 1/5 to 1/3 of the distance H between the rim 110 and the hub 120. It is desirable to determine the length of the degree.

This is the second departure prevention part 150 which will be described later when the protruding length L1 of the first departure prevention part 140 is 1/3 or more of the distance H between the rim 110 and the hub 120. When the contact with the contact point may be caused, and when less than 1/5 of the distance between the rim 110 and the hub 120, when the bending of the spoke 130 occurs, excessive bending of the spoke 130 may not be prevented. This can be caused.

Of course, although not shown, the first departure prevention part 140 may be integrally formed on the inner circumferential surface of the rim 110, or may be formed to surround the end of the spoke 130 located at the corresponding portion. have.

Next, the second departure prevention unit 150 will be described with reference to FIGS. 1 and 2.

The second departure preventing unit 150 serves to prevent separation of the coupling portion between the spokes 130 and the hub 120.

In the first exemplary embodiment of the present invention, the second departure preventing part 150 penetrates through the hub 120 and a part thereof protrudes to reach the inside of the spoke 130. It is proposed to consist of a fastening bolt that is fastened fixed.

In this case, the length L2 at which the second departure preventing part 150 protrudes into the spoke 130 is 1/5 to 1/3 of the distance H between the rim 110 and the hub 120. It is desirable to determine the length of the degree.

This may occur when the protruding length of the second departure preventing part 150 is one third or more of the distance between the rim 110 and the hub 120. If less than 1/5 of the distance between the rim 110 and the hub 120 may cause a problem that the excessive bending of the spoke 130 can not be prevented when the spoke 130 is bent. to be.

Of course, although not shown, the second departure prevention part 150 may be integrally formed on the outer circumferential surface of the hub 120, or may be formed to surround the end of the spoke 130 located at the corresponding portion. have.

Particularly, in the first embodiment of the present invention, the sum of the lengths of the first departure preventing part 140 and the second departure preventing part 150 protruding into the spoke 130 is equal to the rim 110 and the hub. It is proposed to form between 2/3 and 1/3 of the distance between the 120.

Such a configuration is to minimize the bending deformation of the spokes 130 during the rapid rotation of the vehicle and to prevent the contact between the departure prevention parts 140 and 150 even when the road surface is irregular.

In addition, the first departure preventing part 140 and the second departure preventing part 150 may be formed to have a size enough to have a predetermined distance from the inner circumferential surface of the spoke 130 as well as the spoke 130 It may be formed to a size that can be in close contact with the inner peripheral surface of the).

The wheel assembly according to the first embodiment of the present invention described above performs the operation as described below.

That is, when the vehicle is driven, the first vibration of the tire 1 with the road surface is reduced, and vibrations that are not completely alleviated by the tire 1 are transferred to each spoke 130 through the rim 110. Delivered.

However, since the spoke 130 is wound in a state in which the overall length (total length of the unwound state) is significantly longer than the distance between the rim 110 and the hub 120, the vibration is the spoke ( It is mostly buffered during delivery along 130). That is, vibrations are attenuated by outside air or other external conditions while traveling along a relatively long distance.

In addition, considering that each spoke 130 is wound in a coil shape, the vibration provided along the spoke 130 is attenuated more smoothly because the spokes 130 repeatedly perform substantial spring operation, that is, compressive deformation and restoring deformation. .

Due to this, only the vibration in a relatively attenuated state is provided to the hub 120, and the vibration thus provided is transmitted to the axle coupled to the hub 120 (not shown), and then additionally between the axle and the body. The vibration damped again by various attenuation mechanisms (not shown) provided therein may result in a slight vibration felt by a vehicle occupant such as an actual driver, and the steering wheel may be easily operated due to the reduction of the vibration.

In particular, even when the vehicle travels on a fairly irregular road surface, the spokes 130 positioned at a portion contacting with the ground are cushioned and deformed, so that the impact due to the irregular road surface is not provided directly to the hub 120, but is buffered. Provided as a state.

As a result, the fatigue degree substantially felt by a passenger, such as a driver, even for a long time by the above-described series of operations is significantly reduced compared to when driving a vehicle to which the prior art is applied.

In addition, the vibration provided to the vehicle body through the axle can be reduced as much as possible by the relaxation of the vibrations by the spokes 130, and the noise caused by the vibration is also reduced.

On the other hand, in the wheel assembly of the vehicle wheel according to the first embodiment of the present invention described above, both ends of the spoke form a flat surface, whereas the inner circumferential surface of the rim and the outer circumferential surface of the hub form a curved surface.

As a result, in the process of coupling the spoke 130 between the rim 110 and the hub 120 may be a problem that it is difficult to be located at the correct coupling site. That is, even when the spoke 130 is coupled between the rim 110 and the hub 120, the spoke 130 is extremely small because the contact portion between the spoke 130 and the rim 110 and the hub 120 is extremely small. ) May cause deviations caused by self-resilience.

Therefore, in the second embodiment of the present invention as shown in Figure 5 and 6 attached to the outer peripheral surface of the hub 120 and the inner circumferential surface of the rim 110 of the seating portion forming a plane on the contact area (112, 122) is further formed.

At this time, the size (width) of the seating portion (112, 122) is most preferably formed to approximately the same as the diameter of the spoke (130).

Due to the series of structures according to the second embodiment of the present invention as described above, the assembling work of the spoke 130 can be made smoothly.

As described above, the wheel assembly of a vehicle wheel according to each embodiment of the present invention has various effects as described below.

First, the wheel assembly of the wheel for the vehicle according to each embodiment of the present invention is formed by forming the spoke coiled to minimize the shock vibration generated during the operation of the vehicle transmitted to the axle through the hub to obtain an improved ride comfort, noise It reduces the fatigue and reduces the driver's fatigue.

Second, the wheel assembly of the wheel for the vehicle according to the embodiment of the present invention by adjusting the number of windings and the number of the spokes appropriately can be more smoothly performed by the spokes can be carried out the effect of improving the riding comfort Has

Third, the wheel assembly of the wheel for a vehicle according to each embodiment of the present invention, even if the vehicle is rapidly turned by the structural features of the first departure prevention portion and the second departure prevention portion by minimizing the bending of the spokes between the rim and the hub while driving Removal is prevented has the effect that a more stable running can be achieved.

Fourth, the wheel assembly of the wheel for the vehicle according to the second embodiment of the present invention is convenient to assemble because the coupling is made in the state seated on the seating portion of the rim and the hub in coupling the spoke between the rim and the hub Has the effect that it can be done.

Claims (9)

A rim in which the tire is mounted along the outer circumferential surface and the interior of which is empty; A hub installed at an inner central portion of the rim and having an axle coupled thereto; One end is in close contact with the peripheral surface of the hub and the other end is in close contact with the inner circumferential surface of the rim, the plurality of spokes are formed spirally wound to form a coil shape; A first departure preventing part preventing departure from the coupling site between each spoke and the rim; And, And a second departure preventing portion formed separately from the first departure preventing portion and preventing separation of the coupling portion between the spokes and the hub. The method of claim 1, The spokes Wheel assembly of a vehicle wheel, characterized in that the winding interval is configured to range between 0.01mm to 5.0mm. The method of claim 1, The spokes Installed at equal intervals between the rim and the hub, A wheel assembly of a wheel for a vehicle, characterized in that each of them is determined to be capable of supporting a load between 1/36 and 1/40 with respect to the maximum allowable load of the vehicle including the passenger. The method of claim 1, The first departure prevention portion is formed of a fastening bolt that is fastened and fixed through the rim, Part of the first departure prevention portion is a wheel assembly of a vehicle wheel, characterized in that formed to protrude to reach the inside of the spoke. The method of claim 4, wherein The length of the first departure preventing portion protruding into the spoke Wheel assembly of a vehicle wheel, characterized in that the length of about 1/5 to 1/3 of the distance between the rim and the hub. The method of claim 1, The second departure prevention portion is formed of a fastening bolt that is fastened and fixed through the hub, Part of the second departure prevention portion is a wheel assembly of a vehicle wheel, characterized in that formed to protrude to reach the inside of the spoke. The method of claim 6, The length of the second departure preventing portion protruding into the spoke Wheel assembly of a vehicle wheel, characterized in that the length of about 1/5 to 1/3 of the distance between the rim and the hub. The method of claim 1, The first departure prevention part is formed with a fastening bolt which is fastened and fixed through the rim, and a part thereof is formed to protrude to reach the inside of the spoke, The second departure prevention part is formed of a fastening bolt which is fastened and fixed through the hub and a part thereof is formed to protrude to reach the inside of the spoke, The sum of the lengths of the first departure preventing part and the second departure preventing part protruding into the spokes is formed to form about 2/3 to 1/3 of the distance between the rim and the hub. The method according to any one of claims 1 to 8, The wheel assembly of the vehicle wheel, characterized in that the portion of the outer circumferential surface of the hub and the inner circumferential surface of the rim in close contact with the spoke is further formed.

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