Automobile wheel and automobile

Abstract

The utility model relates to an automobile wheel and an automobile. The automobile wheel comprises a hub provided with a center hole matched with the axle; the rim surrounds the hub, is coaxial with the central hole and is configured to support the tire; the rim comprises a tire ring, an outer wheel flange and an inner wheel flange, wherein the outer wheel flange and the inner wheel flange are located at the two ends of the tire ring. The outer side face of the position, close to the outer wheel flange, of the tire ring is provided with a convex peak protruding outwards. The multiple spokes surround the center hole and are evenly distributed, one end of each spoke is connected with the hub, and the other end of each spoke is connected with the rim; the inner side, connected with the spoke, of the rim is provided with a weight reduction groove, and the weight reduction groove is opposite to the convex peak in an inside-outside mode. The weight reduction grooves are recessed in the inner wall of the rim in the direction away from the center hole. The multiple weight reduction grooves are distributed in the circumferential direction of the rim at intervals. According to the technical scheme, the weight of the wheel can be reduced on the premise that the strength and the stability of the wheel are increased or not changed.

Description

[0001] Related Applications

[0002] This application claims priority to Chinese patent application number 2024206481485, filed on April 1, 2024, entitled “A Weight-Reduced Aluminum Alloy Wheel,” the entire text of which is hereby incorporated by reference. Technical Field

[0003] The present application relates to the field of wheel manufacturing, and in particular to an automobile wheel and an automobile. Background Art

[0004] The automobile wheel is a rigid wheel that fixes the tire edge, supports the tire and bears the load together with the tire. The automobile wheel may include a rim, a spoke and a hub.

[0005] In order to improve the performance of the car, the research and development of wheel lightweight technology needs to be continued under the premise of increasing or keeping the wheel strength and stability unchanged. In order to make the wheel lightweight, the wheel will be equipped with many weight-reducing structures, such as weight-reducing grooves and weight-reducing holes. However, there is still room for improvement in the current wheel lightweight technology. Utility Model Content

[0006] In view of this, the present application provides a vehicle wheel and a vehicle to solve at least one problem existing in the background technology.

[0007] To achieve the above purpose, the technical solution of this application is implemented as follows:

[0008] In a first aspect, an embodiment of the present application provides a vehicle wheel, which is applied to a vehicle, wherein the vehicle comprises an axle, a wheel and a tire, and the vehicle wheel comprises:

[0009] a wheel hub having a center hole that cooperates with the axle;

[0010] A rim surrounds the wheel hub and is coaxial with the center hole, and is configured to support the tire; the rim includes a tire ring and an outer wheel rim and an inner wheel rim located at two ends of the tire ring, and an outer side surface of the tire ring near the outer wheel rim has a convex peak protruding outward;

[0011] There are multiple spokes, which surround the center hole and are evenly distributed. One end of each spoke is connected to the hub and the other end is connected to the rim. A weight-reducing groove is provided on the inner side where the rim connects to the spokes, and the weight-reducing groove is opposite to the inner and outer sides of the convex peaks. The weight-reducing groove is recessed on the inner wall of the rim in a direction away from the center hole. There are multiple weight-reducing grooves, which are distributed at intervals in the circumferential direction of the rim.

[0012] In conjunction with the first aspect of the present application, in an optional implementation manner, the weight reduction groove includes:

[0013] A first weight-reducing groove is located in the range where the rim and the spokes meet in the circumferential direction;

[0014] The second weight-reducing groove is located in a region between two of the spokes in the circumferential direction.

[0015] In combination with the first aspect of the present application, in an optional embodiment, the wall thickness of the side walls around the second weight-reducing groove is greater than the wall thickness of the side walls around the first weight-reducing groove.

[0016] In conjunction with the first aspect of the present application, in an optional implementation, the rim includes:

[0017] An inflation hole is provided on the tire ring and corresponds to the side wall of the second weight-reducing groove; the wall thickness of the side wall around the second weight-reducing groove with the inflation hole is greater than the wall thickness of the side wall around the second weight-reducing groove without the inflation hole.

[0018] In combination with the first aspect of the present application, in an optional embodiment, the junction between the bottom wall and the side wall of the weight-reducing groove is configured as an arc surface.

[0019] In combination with the first aspect of the present application, in an optional embodiment, the junction between the side wall and the top end surface of the weight-reducing groove is configured as an arc surface.

[0020] In combination with the first aspect of the present application, in an optional embodiment, at least one reinforcing rib is provided in the weight-reducing groove, and two ends of the reinforcing rib are respectively connected to two side walls of the weight-reducing groove.

[0021] In combination with the first aspect of the present application, in an optional implementation manner, a hollow first window is opened in the middle of the spoke to reduce the weight of the spoke.

[0022] In combination with the first aspect of the present application, in an optional embodiment, a plurality of third weight-reducing grooves are formed on the inner end surface of the hub, and the third weight-reducing grooves surround the center hole and are evenly distributed.

[0023] In a second aspect, an embodiment of the present application provides a car, including:

[0024] Axles;

[0025] tire;

[0026] Any one of the above-mentioned vehicle wheels.

[0027] The automobile wheel and automobile provided in the embodiments of the present application include: a wheel hub, having a center hole that cooperates with the axle; a rim, surrounding the wheel hub and being coaxial with the center hole, and configured to support the tire; the rim includes a tire ring and an outer rim and an inner rim located at both ends of the tire ring, and the outer side surface of the tire ring near the outer rim has a convex peak protruding outward; there are a plurality of spokes, which surround the center hole and are evenly distributed, and the spokes are connected to the wheel hub at one end and to the rim at the other end; a weight-reducing groove is provided on the inner side where the rim is connected to the spokes, and the weight-reducing groove is opposite to the inner and outer sides of the convex peak; the weight-reducing groove is recessed on the inner wall of the rim in a direction away from the center hole; there are a plurality of weight-reducing grooves, which are distributed at intervals in the circumferential direction of the rim. It can be seen that the automobile wheel and automobile of the embodiment of the present application have a weight-reducing groove on the inner side where the rim and the spoke meet, and the groove is opposite to the inner and outer sides of the convex peak. In this way, the reduction of the rim strength is limited, which meets the requirements of wheel strength. There are multiple weight-reducing grooves, which are distributed at intervals in the circumferential direction of the rim. In this way, the size of the weight-reducing groove can be controlled according to different circumferential positions, so as to reduce the weight of the wheel while increasing or keeping the wheel strength and stability unchanged. Therefore, the automobile wheel and automobile of the embodiment of the present application can reduce the weight of the wheel while increasing or keeping the wheel strength and stability unchanged.

[0028] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0030] Figure 1 A schematic diagram of a vehicle wheel provided in an embodiment of the present application;

[0031] Figure 2 A cross-sectional view of a vehicle wheel provided in an embodiment of the present application Figure 1 (section through the first weight-reducing groove);

[0032] Figure 3 A cross-sectional view of a vehicle wheel provided in an embodiment of the present application Figure 2 (section through the second weight-reducing slot);

[0033] Figure 4 A cross-sectional view of a vehicle wheel provided in an embodiment of the present application Figure 3 (The section passes through the second weight-reducing groove where the inflation hole is provided);

[0034] Figure 5 A schematic diagram of a weight-reducing groove in a vehicle wheel provided in an embodiment of the present application.

[0035] Description of reference numerals:

[0036] 10. Hub; 11. Center hole; 12. Third weight-reducing groove; 20. Rim; 21. Bead ring; 211. Peak; 212. Bead ring segment; 22. Outer rim; 23. Inner rim; 24. First weight-reducing groove; 25. Second weight-reducing groove; 26. Inflating hole; 251. Transverse rib; 252. Vertical rib; 30. Spoke; 31. First window; 40. Second window. DETAILED DESCRIPTION

[0037] In order to make the technical solutions and beneficial effects of the present application more obvious and easy to understand, the following is a detailed description by listing specific embodiments. The drawings are not necessarily drawn to scale, and local features may be enlarged or reduced to more clearly show the details of the local features; unless otherwise defined, the technical and scientific terms used herein have the same meanings as those in the technical field to which the present application belongs.

[0038] In the description of the present application, terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "height", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicating orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are only for the convenience of simplified description of the present application, and do not indicate that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and should not be understood as a limitation on the present application.

[0039] In this application, the terms "first" and "second" are used only for the purpose of clear description and should not be understood as the relative importance of the indicated features or the number of the indicated technical features. Therefore, the features defined as "first" and "second" can explicitly include at least one of the features. In the description of this application, "multiple" means at least two, such as two, three, etc.; "several" means at least one, such as one, two, three, etc., unless otherwise clearly and specifically defined.

[0040] In this application, unless otherwise clearly defined, the terms "install", "connect", "connect", "fix", "set", etc. should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0041] In the present application, unless otherwise clearly defined, a first feature being “on”, “above”, “above”, “below”, “below”, “below” or “below” a second feature may mean that the first feature is in direct contact with the second feature, or the first feature and the second feature are in indirect contact with each other through an intermediate medium. Moreover, a first feature being “on”, “above” or “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the horizontal height of the first feature is higher than the horizontal height of the second feature. A first feature being “below”, “below” or “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the horizontal height of the first feature is lower than the horizontal height of the second feature.

[0042] In order to thoroughly understand the present application, detailed steps and detailed structures will be presented in the following description to illustrate the technical solution of the present application. The preferred embodiments of the present application are described in detail below, but in addition to these detailed descriptions, the present application may also have other implementation methods.

[0043] In view of the technical problems in the related art, the embodiment of the present application provides a vehicle wheel, wherein the vehicle comprises an axle, a wheel and a tire, Figure 1-Figure 4 , the automobile wheel comprises:

[0044] A wheel hub 10 having a center hole 11 that cooperates with the axle;

[0045] The rim 20 surrounds the wheel hub 10 and is coaxial with the center hole 11, and is configured to support the tire; the rim 20 includes a tire ring 21 and an outer rim 22 and an inner rim 23 located at two ends of the tire ring 21, and the outer side surface of the tire ring 21 near the outer rim 22 has a convex peak 211 protruding outwards;

[0046] There are multiple spokes 30, which surround the center hole 11 and are evenly distributed. One end of each spoke 30 is connected to the hub 10 and the other end is connected to the rim 20. A weight-reducing groove is provided on the inner side of the rim 20 where it is connected to the spokes 30, and the weight-reducing groove is opposite to the inner and outer sides of the convex peak 211. The weight-reducing groove is concave in the inner wall of the rim 20 away from the center hole 11. There are multiple weight-reducing grooves, which are distributed at intervals in the circumferential direction of the rim 20. It can be understood that in addition to the axle, wheel and tire, there are many other parts, which will not be described in detail.

[0047] It is understandable that, since most current wheels are formed in one piece, such as by casting, the hub 10, rim 20 and spoke 30 are sometimes collectively referred to as the hub 10. In the introduction of this article, the three are expressed separately.

[0048] Generally speaking, the wheel hub 10 is a disc that can be seen directly on the outside of the car, and is generally provided with through holes to fix the wheel hub 10 on the axle by bolts. The wheel hub 10 generally needs to be equipped with brakes and other parts, which will not be described in detail.

[0049] The rim 20 supports the tire, or the tire is mounted on the outer periphery of the rim 20. The outer rim 22 and the inner rim 23 of the rim 20 are used to position and fix the two sides of the tire so that the axial position of the tire is relatively fixed, and after the tire is inflated, the tire expands and sticks to the outer rim 22 and the inner rim 23 to achieve a sealing effect.

[0050] Specifically, the axial direction of the outer circumference between the outer rim 22 and the inner rim 23 of the rim 20 is not flat, but undulating, for example, a convex peak 211 is provided, that is, the generatrix of the outer circumference between the outer rim 22 and the inner rim 23 of the rim 20 is not a straight line. In this way, the strength of the rim 20 can be improved due to work hardening. It can be understood that the convex peak 211 can also be provided in multiple places.

[0051] The spokes 30, also called spokes, extend in the radial direction of the wheel, and play a role in connecting the hub 10 and the rim 20, and can also increase the strength of the rim 20. Specifically, since the wheel is round, the spokes 30 can be fan-shaped, that is, one end close to the rim 20 is larger than the other end.

[0052] It is understandable that in order to reduce the weight of the wheel, a weight-reducing groove is provided. Since the weight-reducing groove is recessed in the inner wall of the rim 20 in a direction away from the center hole 11, during casting, the recessed direction of the weight-reducing groove is inconsistent with the demolding direction. Therefore, in the related art, a weight-reducing groove is generally not provided. As mentioned above, the wall thickness of the convex peak 211 corresponding to the weight-reducing groove is relatively thick, which has the problems of excess strength performance and heavy wheel weight. Alternatively, in the related art, the weight-reducing groove is obtained by cutting after casting. In this way, the processing time is increased, materials are wasted, and the cost is increased. In addition, the weight-reducing groove obtained by cutting is a circumferential circle, and a plurality of spaced weight-reducing grooves cannot be provided. In addition, since the wall thickness of the convex peak 211 is relatively thick, it is more likely to produce defects such as shrinkage cavities and shrinkage during casting, which affects the product quality. The present application creatively proposes to set a plurality of circumferentially spaced weight-reducing grooves, so that, on the one hand, weight-reducing grooves of different sizes can be set for different parts, for example, the weight-reducing grooves for the rim 20 near the valve hole are smaller so that the rim 20 near the valve hole has sufficient strength, while the weight-reducing grooves for the rim 20 in other places can be larger to reduce the weight of the wheel while maintaining sufficient strength. On the other hand, multiple core pulls can be set in the design of the casting mold to facilitate demoulding.

[0053] The weight-reducing groove and the convex peak 211 are opposite to each other inside and outside, which means that the weight-reducing groove and the convex peak 211 are located on both sides of the rim sidewall, wherein the convex peak is on the outside and the weight-reducing groove is on the inside, and the two correspond to each other radially.

[0054] The automobile wheel of the embodiment of the present application is provided with a weight-reducing groove on the inner side where the rim 20 and the spoke 30 meet, and the groove is opposite to the inner and outer sides of the convex peak 211. In this way, the reduction in the strength of the rim 20 is limited, which meets the strength requirement of the wheel. There are multiple weight-reducing grooves, which are distributed at intervals in the circumferential direction of the rim 20. In this way, the size of the weight-reducing groove can be controlled according to different circumferential positions, so as to reduce the weight of the wheel while increasing or maintaining the strength and stability of the wheel.

[0055] In some other embodiments of the present application, the weight reduction groove includes:

[0056] The first weight-reducing groove 24 is located in the range where the rim 20 and the spoke 30 are connected in the circumferential direction;

[0057] The second weight-reducing groove 25 is located in a region between two of the spokes 30 in the circumferential direction.

[0058] Specifically, within the range where the rim 20 and the spoke 30 meet, the arc length of the first lightening groove 24 in the circumferential direction of the rim 20 may be smaller than the arc length at the junction of the spoke 30 and the rim 20 .

[0059] In this way, the first lightening groove 24 and the second lightening groove 25 are circumferentially spaced apart with a side wall of sufficient thickness, which has a relatively small impact on the strength of the rim 20 , especially the strength of the rim 20 connected to the spoke 30 .

[0060] In some other embodiments of the present application, the wall thickness of the side walls around the second weight-reducing groove 25 is greater than the wall thickness of the side walls around the first weight-reducing groove 24 .

[0061] Since the rim 20 where the second weight-reducing groove 25 is located is not connected to the spoke 30, the strength of the rim at this location is increased by increasing the wall thickness. Figure 2 , Figure 3 The side wall above the middle groove is marked with wall thickness by T1 and T2 in the attached drawings. In this embodiment, T2>T1. The surrounding side walls also include the side walls between adjacent second weight-reducing grooves, or the side walls between the second weight-reducing groove and the first weight-reducing groove, which will not be described in detail, and the same applies below.

[0062] In other embodiments of the present application, reference Figure 4 , the rim 20 comprises:

[0063] The inflation hole 26 is opened on the tire ring and corresponds to the side wall of the second weight-reducing groove 25 ; the wall thickness of the side wall around the second weight-reducing groove 25 with the inflation hole 26 is greater than the wall thickness of the side wall around the second weight-reducing groove 25 without the inflation hole 26 .

[0064] Since the air filling hole 26 is provided, the strength of the rim at this location is adversely affected. Therefore, the strength of the rim at this location is increased by increasing the wall thickness. That is, T3>T2, T2, T3 refer to Figure 3 , Figure 4 .

[0065] In some other embodiments of the present application, the junction between the bottom wall and the side wall of the first weight-reducing groove 24 is configured as an arc surface.

[0066] In this way, the stress concentration at the junction of the bottom wall and the side wall can be reduced, thereby increasing the overall strength of the wheel.

[0067] Specifically, the bottom wall of the first weight-reducing groove 24 can be a plane or a curved surface, and can be set accordingly according to the shape of the outer surface of the rim 20 to maintain sufficient wall thickness or make the wall thickness more uniform.

[0068] In some other embodiments of the present application, the junction between the side wall and the top end surface of the first weight-reducing groove 24 is configured as an arc surface.

[0069] Similarly, the stress concentration at the junction of the side wall and the top end surface can also be reduced, thereby increasing the overall strength of the wheel.

[0070] In some other embodiments of the present application, the wall thickness of the rim 20 at the outer rim 22 and the inner rim 23 is greater than the wall thickness at the tire ring 21 .

[0071] Compared with other parts, the outer rim 22 and the inner rim 23 need to additionally withstand the lateral extrusion of the outer edge of the tire, and therefore, require sufficient wall thickness to increase strength.

[0072] In some other embodiments of the present application, a tire ring segment 212 is located between the convex peak 211 and the inner wheel rim 23 ; and the wall thickness of the convex peak 211 is greater than the wall thickness of the tire ring segment 212 .

[0073] Since the convex peak 211 is protruding relative to the convex ring segment, it is easy to cause stress concentration, especially under stress, so there may be a local weak strength area. Therefore, it is necessary to improve the local weak strength area by increasing the wall thickness.

[0074] In other embodiments of the present application, reference Figure 5 At least one reinforcing rib is arranged in the weight-reducing groove, and the two ends of the reinforcing rib are respectively connected to the two side walls of the weight-reducing groove.

[0075] In this way, the strength of the weight-reducing groove can be increased, thereby increasing the overall strength of the wheel.

[0076] Specifically, the reinforcing ribs may include transverse ribs 251 parallel to the circumferential direction, and vertical ribs 252 perpendicular to the transverse ribs 251 , so that the strength of the weight-reducing groove can be increased in two mutually perpendicular directions.

[0077] In some other embodiments of the present application, a hollow first window 31 may be opened in the middle of the spoke 30. In this way, when the strength of the spoke 30 meets the corresponding requirements, the weight of the wheel can be further reduced.

[0078] It can be understood that, in order to distinguish from the first window 31 , the hollow area between adjacent spokes 30 can be referred to as a second window 40 . The area of ​​the second window 40 can be greater than that of the first window 31 .

[0079] In some other embodiments of the present application, a plurality of third weight-reducing grooves 12 are formed on the inner end surface of the hub 10 , and the third weight-reducing grooves 12 surround the central hole 11 and are evenly distributed.

[0080] In this way, on the one hand, the weight of the wheel can be further reduced. On the other hand, since the wheel hub 10 has a sufficient wall thickness, the third weight-reducing groove 12 has a relatively small effect on the strength of the wheel hub 10. That is, under the influence of the third weight-reducing groove 12, the strength of the entire wheel can still meet the corresponding requirements.

[0081] The embodiment of the present application further provides a car, the car comprising:

[0082] Axles (not shown);

[0083] Tires (not shown);

[0084] The vehicle wheel described above.

[0085] That is, the automobile wheel supports the tire through the rim 20 and is installed on the axle through the hub 10.

[0086] In view of the beneficial effects of the above-mentioned automobile wheel, the automobile including the same also has the same beneficial effects.

[0087] It should be understood that the above embodiments are exemplary and are not intended to include all possible implementations included in the claims. Various modifications and changes may be made on the basis of the above embodiments without departing from the scope disclosed in the present application. Similarly, the various technical features of the above embodiments may be arbitrarily combined to form other embodiments of the present application that may not be explicitly described. Therefore, the above embodiments only express several implementations of the present application and do not limit the scope of protection of the patent of this application.

Claims

1. A vehicle wheel, applied to a vehicle, the vehicle comprising an axle, a wheel and a tire, characterized in that: The automobile wheel comprises: a wheel hub having a center hole that cooperates with the axle; A rim surrounds the wheel hub and is coaxial with the center hole, and is configured to support the tire; the rim includes a tire ring and an outer wheel rim and an inner wheel rim located at two ends of the tire ring, and an outer side surface of the tire ring near the outer wheel rim has a convex peak protruding outward; There are multiple spokes, which surround the center hole and are evenly distributed. One end of each spoke is connected to the hub and the other end is connected to the rim. A weight-reducing groove is provided on the inner side where the rim connects to the spokes, and the weight-reducing groove is opposite to the inner and outer sides of the convex peaks. The weight-reducing groove is recessed on the inner wall of the rim in a direction away from the center hole. There are multiple weight-reducing grooves, which are distributed at intervals in the circumferential direction of the rim.

2. The vehicle wheel according to claim 1, characterized in that: The weight reduction tank comprises: A first weight-reducing groove is located in the range where the rim and the spokes meet in the circumferential direction; The second weight-reducing groove is located in a region between two of the spokes in the circumferential direction.

3. The vehicle wheel according to claim 2, characterized in that: The wall thickness of the side walls around the second weight-reducing groove is greater than the wall thickness of the side walls around the first weight-reducing groove.

4. The vehicle wheel according to claim 2, characterized in that: The rim comprises: An inflation hole is provided on the tire ring and corresponds to the side wall of the second weight-reducing groove; the wall thickness of the side wall around the second weight-reducing groove with the inflation hole is greater than the wall thickness of the side wall around the second weight-reducing groove without the inflation hole.

5. The vehicle wheel according to claim 1, characterized in that: The junction between the bottom wall and the side wall of the weight-reducing groove is configured as an arc surface.

6. The vehicle wheel according to claim 1, characterized in that: The junction between the side wall and the top end surface of the weight-reducing groove is configured as an arc surface.

7. The automobile wheel according to any one of claims 1 to 6, characterized in that: At least one reinforcing rib is arranged in the weight-reducing groove, and two ends of the reinforcing rib are respectively connected to two side walls of the weight-reducing groove.

8. The vehicle wheel according to any one of claims 1 to 6, characterized in that: A first hollow window is provided in the middle of the spoke to reduce the weight of the spoke.

9. The automobile wheel according to any one of claims 1 to 6, characterized in that: The inner end surface of the hub is provided with a plurality of third weight-reducing grooves, and the third weight-reducing grooves surround the central hole and are evenly distributed.

10. An automobile, characterized in that: include: Axles; tire; The vehicle wheel according to any one of claims 1 to 9.

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