Automobile wheel hub profile steel

Abstract

The utility model relates to a kind of automobile wheel hub section steels, belong to automobile parts field, including section steel body one end is equipped with first bending part, the other end is equipped with second bending part, middle part is connecting part, connecting part one end is equipped with first bending part, first bending part is bent and extends to section steel body one side, the other end of connecting part is equipped with second bending part, two bending parts are bent and extend to the other side of section steel body;Section steel body further includes positioning guide structure, shock-absorbing buffer structure, strength reinforcing structure, heat dissipation structure and anticorrosion reinforcing layer;The utility model realizes wheel hub assembly accurate assembly, cooperate built-in elastic shock-absorbing cavity effectively absorbs road impact, prolongs wheel hub fatigue life, the utility model's structure integrated positioning, shock-absorbing, strengthening, heat dissipation and anticorrosion function, comprehensively optimizes wheel hub comprehensive performance, improves vehicle driving safety and durability.

Description

Technical fields:

[0001] This utility model relates to the field of automotive parts, specifically to a type of automotive wheel hub steel. Background technology:

[0002] As a key component of automobiles, the performance of automotive wheel hubs directly affects driving safety and comfort. Existing automotive wheel hub steel profiles have several shortcomings: firstly, the lack of an effective positioning structure during assembly makes precise assembly of the steel profile with other wheel hub components difficult, affecting the overall balance of the wheel hub; secondly, poor shock absorption performance, directly transmitting vibrations from road impacts and reducing ride comfort; and thirdly, the lack of reinforcement measures in key stress-bearing areas makes them prone to fatigue deformation, shortening the wheel hub's service life. Therefore, developing a special-shaped steel structure for automotive wheel hubs that integrates positioning, shock absorption, and reinforcement functions is of great significance. To this end, this utility model proposes an automotive wheel hub steel profile to address the shortcomings and deficiencies of existing technologies. Utility Model Content:

[0003] The purpose of this utility model is to overcome the shortcomings of the existing technology and provide a type of steel for automobile wheel hubs.

[0004] The technical solution adopted in this utility model is as follows:

[0005] A type of automotive wheel hub steel profile includes a steel body, one end of which has a first bend, and the other end of which has a second bend. A connecting portion is located in the middle, with one end of the connecting portion connected to the first bend, which bends and extends toward one side of the steel body. The other end of the connecting portion is connected to the second bend, which bends and extends toward the other side of the steel body. The steel body also includes a positioning and guiding structure, a shock-absorbing and buffering structure, a strength-enhancing structure, a heat dissipation structure, and an anti-corrosion strengthening layer.

[0006] Preferably, the positioning guide structure consists of at least two positioning bosses disposed on the outer side wall of the first bend, the positioning bosses being semi-cylindrical and spaced apart along the length of the steel body.

[0007] Preferably, the shock-absorbing and buffering structure comprises a cylindrical shock-absorbing cavity and elastic shock-absorbing columns embedded in the cylindrical shock-absorbing cavity. At least three cylindrical shock-absorbing cavities penetrating the width direction of the steel body are provided inside the connecting part, and the cylindrical shock-absorbing cavities are evenly distributed along the length direction of the steel body.

[0008] Preferably, each of the cylindrical damping cavities is fitted with an elastic damping column, which is made of polyurethane elastomer.

[0009] Preferably, the strength-enhancing structure is a reinforcing rib, and the inner sidewall of the second bend is provided with the reinforcing rib.

[0010] Preferably, the heat dissipation structure is a heat-conducting fin, which is disposed on the side wall of the second bend.

[0011] Preferably, the anti-corrosion reinforcement layer is a zinc-aluminum-magnesium alloy coating, and the outer surface of the steel body is coated with the zinc-aluminum-magnesium alloy coating.

[0012] The beneficial effects of this utility model are as follows: This utility model achieves precise assembly of the wheel hub assembly through a positioning boss, effectively absorbs road impacts with the built-in elastic damping cavity, and strengthens key stress-bearing parts through reinforcing ribs, extending the fatigue life of the wheel hub. The structure of this utility model integrates positioning, shock absorption, reinforcement, heat dissipation, and corrosion protection functions, comprehensively optimizing the overall performance of the wheel hub and improving vehicle driving safety and durability. Attached image description:

[0013] Figure 1 : Front view of this utility model.

[0014] Figure 2 : A three-dimensional structural diagram of this utility model from a first-person perspective.

[0015] Figure 3 : A three-dimensional structural schematic diagram of the present invention from a second perspective.

[0016] Figure 4 : A schematic diagram of the structure of this utility model (after the elastic shock-absorbing column is removed). Detailed implementation method:

[0017] The accompanying drawings are for illustrative purposes only and should not be construed as limiting the scope of this patent. To better illustrate this embodiment, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0018] like Figure 1-4 As shown, a type of automotive wheel hub steel includes a steel body 001, one end of which has a first bent portion 002, and the other end has a second bent portion 003. A connecting portion 004 is located in the middle. One end of the connecting portion 004 is connected to the first bent portion 002, which bends and extends towards one side of the steel body 001. The other end of the connecting portion 004 is connected to the second bent portion 003, which bends and extends towards the other side of the steel body 001. The steel body 001 also includes a positioning and guiding structure 005, a shock-absorbing and buffering structure 006, a strength-reinforcing structure 007, a heat dissipation structure 008, and an anti-corrosion reinforcing layer 009.

[0019] Further optimizations to this solution include: Figure 1-4As shown, the positioning guide structure 005 consists of at least two positioning protrusions 501 on the outer wall of the first bending part 002. The positioning protrusions 501 are semi-cylindrical and distributed at intervals along the length of the steel body 001. The positioning protrusions 501 have both positioning and weight reduction functions.

[0020] Further optimizations to this solution include: Figure 1-4 As shown, the shock absorption and buffer structure 006 consists of a cylindrical shock absorption cavity 601 and elastic shock absorption columns 602 embedded in the cylindrical shock absorption cavity 601. At least three cylindrical shock absorption cavities 601 penetrating the width direction of the steel body 001 are provided inside the connecting part 004. The cylindrical shock absorption cavities 601 are evenly distributed along the length direction of the steel body 001.

[0021] Further optimizations to this solution include: Figure 1-4 As shown, each cylindrical damping cavity 601 is fitted with an elastic damping column 602. The elastic damping column 602 is made of polyurethane elastomer material, which ensures damping performance while reducing material consumption.

[0022] Further optimizations to this solution include: Figure 1-4 As shown, the strength-enhancing structure 007 is a reinforcing rib 701, and the inner wall of the second bending part 003 is provided with a reinforcing rib 701.

[0023] Further optimizations to this solution include: Figure 1-4 As shown, the heat dissipation structure 008 is a heat-conducting fin 801, which is disposed on the side wall of the second bend 003. The heat-conducting fin 801 is integrated into the aluminum alloy body of the second bend and forms a dense heat dissipation channel through a precision casting process.

[0024] Further optimizations to this solution include: Figure 1-4 As shown, the anti-corrosion reinforcement layer 009 is a zinc-aluminum-magnesium alloy coating 901, and the outer surface of the steel body 001 is coated with the zinc-aluminum-magnesium alloy coating 901.

[0025] The positional relationships described in the figures are for illustrative purposes only and should not be construed as limiting this patent. Clearly, the above embodiments of this utility model are merely examples to clearly illustrate the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the scope of protection of the claims of this utility model.

Claims

1. A type of automotive wheel hub steel, characterized in that: The steel body (001) includes a first bending portion (002) at one end and a second bending portion (003) at the other end, and a connecting portion (004) in the middle. The first bending portion (002) is connected to one end of the connecting portion (004), and the first bending portion (002) bends and extends toward one side of the steel body (001). The second bending portion (003) is connected to the other end of the connecting portion (004), and the second bending portion bends and extends toward the other side of the steel body (001). The steel body (001) also includes a positioning and guiding structure (005), a shock-absorbing and buffering structure (006), a strength-strengthening structure (007), a heat dissipation structure (008), and an anti-corrosion strengthening layer (009).

2. The automotive wheel hub steel according to claim 1, characterized in that: The positioning guide structure (005) consists of at least two positioning bosses (501) on the outer wall of the first bend (002). The positioning bosses (501) are semi-cylindrical and are spaced apart along the length of the steel body (001).

3. The automotive wheel hub steel according to claim 1, characterized in that: The shock-absorbing and buffering structure (006) consists of a cylindrical shock-absorbing cavity (601) and elastic shock-absorbing columns (602) embedded in the cylindrical shock-absorbing cavity (601). At least three cylindrical shock-absorbing cavities (601) penetrating the width direction of the steel body (001) are provided inside the connecting part (004). The cylindrical shock-absorbing cavities (601) are evenly distributed along the length direction of the steel body (001).

4. The automotive wheel hub steel according to claim 3, characterized in that: Each of the cylindrical damping cavities (601) is fitted with an elastic damping column (602), which is made of polyurethane elastomer.

5. The automotive wheel hub steel according to claim 1, characterized in that: The strength-enhancing structure (007) is a reinforcing rib (701), and the inner wall of the second bending part (003) is provided with the reinforcing rib (701).

6. The automotive wheel hub steel according to claim 1, characterized in that: The heat dissipation structure (008) is a heat-conducting fin (801), which is disposed on the side wall of the second bend (003).

7. The automotive wheel hub steel according to claim 1, characterized in that: The anti-corrosion reinforcement layer (009) is a zinc-aluminum-magnesium alloy coating (901), and the outer surface of the steel body (001) is coated with the zinc-aluminum-magnesium alloy coating (901).

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