Rib plate for hub

Abstract

The rib plate for the hub comprises a main body part and splicing parts which are integrally formed in a casting mode, the splicing parts are formed at the two ends of the main body part respectively, a cavity is formed by the inner bottom face of the main body part and the inner sides of the splicing parts, and an opening is formed in the side, away from the main body part, of the cavity. The ratio of the thickness of the main body part to the thickness of the rib plate for the hub is 1: (4-6), the ratio of the thickness of the main body part to the thickness of the splicing part is (1-1.5): 1, the ratio of the thickness of the splicing part to the length of the splicing part is 1: (3-4), and the thickness of the main body part is smaller than the length of the main body part; by changing the proportion of the rib plates, the light weight of the rib plates is better, and the strength of the rib plates is not prone to being affected.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile wheel hubs, in particular to a rib plate for a wheel hub. Background Art

[0002] The wheel hub is a cylindrical metal part with the inner contour of the tire supporting the tire and the center mounted on the shaft. It is also called a wheel rim, steel rim, wheel, or tire bell. The traditional wheel hub manufacturing method is mostly one-piece molding, melting the aluminum ingot and using low-pressure casting to form the spoke and rim components. For the integral casting process, the material generally enters through the wheel hub rib plate. In order to make the material flow as much as possible to the end of the wheel hub away from the rib plate, the material is required to reach the predetermined position before cooling. However, due to the large flow distance of the material, it is necessary to ensure that the material is in a high temperature state. It can make the material fluid for a long time, and at the same time requires the material flow channel width and thickness to be larger. When the casting temperature is high and the casting time is long, tree-like grains will be produced in the hub, and the grains will be relatively large. At the same time, pores are easily produced in the hub. Therefore, when the hub is formed and used, after being frequently vibrated, the hub is prone to cracking, which affects the quality of the hub and even brings safety hazards to the use of the hub. If the material flow channel is set to be wide and thick, the wall thickness of the formed hub will be larger, which will increase the weight of the hub.

[0003] In order to solve the above technical problems, the wheel hub is now divided into two parts for manufacturing, and then the two parts are welded together. For example, a patent document with Chinese patent application number 202110777584.3, application date 2021.07.09, and publication date 2021.08.31 discloses a process for processing automobile wheel hubs, which specifically discloses the following steps:

[0004] S1. Spoke molding: The spokes are molded using a low-temperature and low-pressure casting process.

[0005] S2, rim forming.

[0006] S3, hub forming: the spokes obtained in step S1 are compounded with the rim obtained in step S2 to obtain a compound area, and the compound area is welded to obtain a hub.

[0007] According to the above patent document, the spokes and the rim are first formed separately, and then the two are welded together. At the same time, the spokes are formed by a low-temperature and low-pressure casting process. Since the spokes are formed separately, during the casting process, the flow path of the material is relatively reduced, and the flow time of the material is shortened. This is easy to achieve using a low-temperature and low-pressure casting process. When low-temperature and low-pressure casting is used, the size of the grains becomes smaller and bubbles are not easily generated. The hub formed in this way has high strength and rigidity.

[0008] When the spokes are formed, the ribs on the hub are also formed. The ribs on the spokes mainly need to bear the pressure of the vehicle body and also need to transfer the torque of the shaft to the rim. Therefore, the ribs are mainly subjected to pressure and bending force, so the structural requirements and material requirements of the ribs are relatively high. Figure 1 As shown in the figure, it is a cross-sectional view of the spoke rib plate of the prior art. In order to meet the casting requirements and the stress requirements, the thickness of the bottom and sides of the rib plate are relatively large, and the length of the side is relatively short. Although this can meet the above-mentioned manufacturing and use requirements, for current vehicles, in order to reduce energy consumption, more and more vehicles are developing in the direction of lightweight. Obviously, the rib plate of the above-mentioned structure has no advantage in weight, and if the wall thickness of the bottom and sides is simply reduced, it will affect the strength of the rib plate. Summary of the invention

[0009] The utility model aims to provide a rib plate for a wheel hub, which can make the rib plate lighter and less likely to affect the strength of the rib plate by changing the proportion of the rib plate.

[0010] To achieve the above-mentioned purpose, a rib plate for a wheel hub comprises a main body portion and a splicing portion which are integrally cast, the splicing portions being respectively formed at both ends of the main body portion, the inner bottom surface of the main body portion and the inner side of the splicing portion forming a cavity, and an opening is provided on the side of the cavity away from the main body portion; the thickness of the main body portion and the thickness of the rib plate for the wheel hub have a ratio of 1:4~6, the thickness of the main body portion and the thickness of the splicing portion have a ratio of 1~1.5:1, the thickness of the splicing portion and the length of the splicing portion have a ratio of 1:3~4, and the thickness of the main body portion is less than the length of the main body portion.

[0011] For the hub rib plate, bending deformation is prone to occur in the length direction of the main body, but not in the thickness direction of the main body. In the present embodiment, the length of the main body is greater than the thickness of the main body. Therefore, when the thickness of the main body does not need to be too large, its bending strength will be better. In addition, the length of the splicing part is significantly greater than the thickness of the main body, that is, the length of the splicing part is 3 to 5 times the thickness of the main body. Therefore, the splicing part can also play a certain anti-bending role, so that the main body and the splicing part can jointly improve the anti-bending performance. For the compressive strength of the rib plate, although the thickness of the main body is reduced, since the length of the splicing part is significantly greater than the thickness of the main body, its cross-sectional area does not change much compared with the prior art, so it will not affect the compressive strength of the rib plate. Based on the above analysis, by changing the proportional relationship of the rib plate, its mechanical properties will not affect the normal use of the hub, but since the thickness of the main body is reduced, the weight of the rib plate is also reduced, thereby achieving lightweight of the hub.

[0012] Furthermore, the main body and the splicing part are connected by an arc. The above arrangement can increase the connection area of ​​the main body and the splicing part, and at the same time reduce the stress concentration phenomenon, thereby further improving the strength of the rib plate.

[0013] Furthermore, the ratio of the thickness of the main body to the thickness of the hub rib is 1:5, the ratio of the thickness of the main body to the thickness of the splicing part is 1:1, and the ratio of the thickness of the splicing part to the length of the splicing part is 1:4.

[0014] Furthermore, one end of the splicing portion away from the main body is arranged outwardly and inclined with respect to the main body. The above arrangement facilitates the overall shape of the rib plate to adapt to the wheel hub.

[0015] Furthermore, an inclination angle is provided between the outer side of the splicing part and the main body, and the inclination angle is 70° to 80°. The above arrangement prevents the inclination angle between the splicing part and the main body from being too small or too large to be matched with the wheel hub.

[0016] Furthermore, ribs are provided on the inner side of the joint portion, which can not only dissipate heat but also improve the strength of the rib plate. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a structural schematic diagram of the prior art.

[0018] Figure 2 A schematic diagram of the wheel hub structure.

[0019] Figure 3 It is a cross-sectional schematic diagram of the rib plate for the wheel hub of the utility model.

[0020] Figure 4 This is a schematic diagram of the structure of the wheel hub during use.

[0021] Figure 5 Another structural diagram of the rib plate for the wheel hub. DETAILED DESCRIPTION

[0022] The embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0023] like Figure 2 As shown, the wheel hub includes a rim 100 and a spoke 200. The rim 100 is connected to the spoke 200 by welding. The spoke 200 includes an axle mounting seat 201, a rib plate 202 and a spoke body 203. A plurality of rib plates 202 are provided between the axle mounting seat 201 and the spoke body 203 and are integrally cast with the axle mounting seat 201 and the spoke body 203.

[0024] like Figure 3As shown, the rib plate 202 for the hub includes a main body 1 and two splicing parts 2, the main body 1 and the two splicing parts 2 are integrally formed by low-temperature casting, and according to the cross-section of the rib plate for the hub, the two ends of the main body 1 have splicing parts 2 respectively, and the main body 1 and the splicing parts 2 are connected in a circular arc to reduce the stress concentration between the main body 1 and the splicing parts 2 and improve the strength of the rib plate; the inner bottom surface of the main body 1 and the inner sides of the two splicing parts 2 form a cavity 3, and the side of the cavity 3 away from the main body 1 is provided with an opening 4. In the present embodiment, the opening faces the inside of the hub, and the end of the splicing part 2 away from the main body 1 is inclined outwardly with the main body 1, and the splicing part 2 An inclination angle is provided between the outer side and the main body 1, and the inclination angle is 70°~80°. In the present embodiment, the inclination angle a is preferably 75°. The ratio of the thickness of the main body 1 to the thickness from the top of the main body 1 to the bottom of the splicing portion 2 is 1:4~6. In the present embodiment, the ratio of the thickness h1 of the main body 1 to the thickness h of the rib plate for the hub is 1:4~6, preferably 1:5, the ratio of the thickness h1 of the main body 1 to the thickness h2 of the splicing portion 2 is 1~1.5:1, preferably 1:1, the ratio L of the thickness h2 of the splicing portion 2 to the length of the splicing portion 2 is 1:3~4, preferably 1:4, and the thickness h1 of the main body is smaller than the length L1 of the main body. In the present invention, with the cross section as the viewing direction, the thickness of the main body 1 refers to the distance from the inner bottom surface to the outer bottom surface of the main body, the length of the main body refers to the length between the maximum distances at both ends of the main body, the thickness of the rib plate for the hub refers to the distance from the outer bottom surface of the main body 1 to the end surface of the splicing part away from the main body, the thickness of the splicing part is the distance between the inner and outer side surfaces of the splicing part, and the length of the splicing part refers to the distance from the inner bottom surface of the main body to the end surface of the splicing part away from the main body.

[0025] like Figure 4As shown, the wheel hub is used to install the tire, and the middle is used to install the transmission shaft 300. When working, the power transmits the torque to the center of the wheel hub through the transmission shaft 300, and transmits the rotational force to the rim through the rib plate 202, thereby realizing the rotation of the tire. Therefore, during operation, the rib plate needs to bear the weight of the vehicle body and also needs to transmit the rotational force. Then the rib plate is mainly subjected to pressure and bending forces. In this embodiment, since the opening is toward the inside of the wheel hub, based on the above principle and structure, the rib plate is prone to bending and deformation in the length direction of the main body, and is not easy to bend and deform in the thickness direction of the main body. In this embodiment, the length of the main body is greater than the thickness of the main body. Therefore, when the thickness of the main body does not need to be too large, its bending strength will be better. In addition, the length of the splicing part is significantly greater than the thickness of the main body, that is, the length of the splicing part is 3 to 5 times the thickness of the main body. Therefore, the splicing part can also play a certain anti-bending role, so that the main body and the splicing part can jointly improve the bending resistance. For the compressive strength of the rib plate, although the thickness of the main body is reduced, since the length of the splicing part is significantly greater than the thickness of the main body, its cross-sectional area does not change much compared with the prior art, so it will not affect the compressive strength of the rib plate. Based on the above analysis, by changing the proportional relationship of the rib plate, its mechanical properties will not affect the normal use of the wheel hub, but since the thickness of the main body is reduced, the weight of the rib plate is also reduced, thereby realizing the lightweight of the wheel hub. At the same time, when low-temperature casting is adopted, the normal processing technology will not be affected based on the reduced thickness of the main body. Therefore, the utility model solves the contradictory technical problem in the prior art that lightweighting requires a large structure thickness but a small thickness results in low strength.

[0026] As another structure of the utility model, based on the above structure, Figure 5 As shown, a plurality of ribs 400 are provided on the inner side of the splicing portion, and the cross-section of the ribs can be arc-shaped, triangular, trapezoidal, etc. The ribs 400 can dissipate heat on one hand, and can improve the strength and rigidity of the rib plate on the other hand.

[0027] As another structure, based on the above structure, a groove can be provided on the outer bottom surface of the main body to further reduce the thickness of the rib plate.

Claims

1. A rib plate for a wheel hub, characterized in that: It includes a main body part and a splicing part which are integrally cast, the splicing parts are respectively formed at both ends of the main body part, the inner bottom surface of the main body part and the inner side of the splicing part form a cavity, and the cavity is provided with an opening on the side away from the main body part; the thickness of the main body part and the thickness of the rib plate for the wheel hub have a ratio of 1:4-6, the thickness of the main body part and the thickness of the splicing part have a ratio of 1-1.5:1, the thickness of the splicing part and the length of the splicing part have a ratio of 1:3-4, and the thickness of the main body part is smaller than the length of the main body part.

2. A rib plate for a wheel hub according to claim 1, characterized in that: The main body part and the splicing part are connected by an arc.

3. The rib plate for a wheel hub according to claim 1, characterized in that: The ratio of the thickness of the main body to the thickness of the hub rib plate is 1:5, the ratio of the thickness of the main body to the thickness of the splicing part is 1:1, and the ratio of the thickness of the splicing part to the length of the splicing part is 1:

4.

4. The rib plate for a wheel hub according to claim 1, characterized in that: One end of the splicing portion away from the main body is arranged outwardly and inclined with the main body.

5. The rib plate for a wheel hub according to claim 4, characterized in that: An inclination angle is arranged between the outer side of the splicing part and the main body, and the inclination angle is 70°-80°.

6. The rib plate for a wheel hub according to claim 4, characterized in that: Ribs are arranged on the inner side of the splicing portion.

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