Antiskid gear ring for vehicle hub

Abstract

The utility model provides an anti-skidding gear ring for a vehicle hub, which is formed by splicing more than two arc-shaped gear ring sections and comprises a first welding part and a second welding part which are used for being connected with the vehicle hub in a welding manner, a main body part for keeping connection between the tire and the hub after tire burst is formed between the first welding part and the second welding part, and a plurality of outer grooves are formed in the main body part around the anti-skid gear ring at intervals, so that a plurality of anti-skid tooth single bodies are formed on the main body part. According to the structure, the arc-shaped gear ring sections can be independently cast and formed, a whole-circle anti-skid gear ring is formed through splicing, a large mold for casting a hub does not need to be opened again, the manufacturing cost is greatly reduced, the tire bead part can be sunk into the outer groove due to the arrangement of the outer groove, the friction force between the tire bead and the main body part can be effectively increased, and the service life of the tire is prolonged. The tire bead is prevented from being separated from the anti-skid gear ring.

Description

Technical Field

[0001] The utility model relates to the technical field of wheels, in particular to an anti-skid gear ring used on a vehicle wheel hub. Background Art

[0002] Since vacuum tires are safer than tires with inner tubes and are easier to install and maintain, low-load motor vehicles mostly use vacuum tires. However, when the vehicle is traveling at high speed, if the vacuum tire suddenly bursts and becomes completely deflated, and the car is not equipped with an intelligent run-flat tire system, the circumference of the wheel becomes smaller after the burst, resulting in a shorter rolling distance at the same speed. The coaxial wheels will have a speed difference, which will cause the vehicle's center of gravity to change, causing the vehicle to tilt and yaw to a large extent. The time left for the driver to handle the situation is extremely short and must be handled properly, otherwise the vehicle will easily drive into the adjacent lane, rush into the guardrail, etc., causing serious traffic accidents.

[0003] In order to prevent tire blowout or reduce the occurrence of traffic accidents even after a tire blowout, people have tried every possible way to improve tires and wheel hubs. Regarding the improvement of wheel hubs, a tire blowout safety wheel hub is disclosed in a patent document with an authorization announcement number of CN217396108U. The solution includes a wheel hub body, the wheel hub body has an outer ring surface and a first side surface and a second side surface arranged oppositely on both sides of the outer ring surface: a first wheel rim and a second wheel rim are arranged oppositely on both sides of the outer ring surface, a tire mounting seat is formed between the first wheel rim and the second wheel rim, an anti-slip collar is arranged on the tire mounting seat, the anti-slip collar is an annular convex ring arranged along the outer ring surface, the anti-slip collar is arranged concentrically with the outer ring surface, a toothed structure is arranged on the surface of the anti-slip collar, the toothed structure includes a plurality of convex teeth and tooth grooves arranged at intervals, the convex teeth are protrusions extending outward from the surface of the anti-slip collar, the tooth grooves are grooves recessed inward from the surface of the anti-slip collar, and the outer diameter of the convex teeth is larger than the diameter of the tire bead matched with the tire mounting seat. When a tire of the tire-burst safety hub provided by the solution is punctured, the anti-slip collar can clamp the tire and support the tire lip at the same time, so that the punctured tire can continue to rotate with the hub, thereby reducing the yaw amplitude of the car.

[0004] However, it is not easy to obtain a tire blowout safety wheel hub with an anti-slip collar. If the existing forged blanks on the market are used to process the tire blowout safety wheel hub, the traditional forged blanks do not have a processing allowance for processing the anti-slip collar, so the forged blanks can only be made separately. Due to the wide variety and models of wheel hubs and the high cost of each set of forging blank molds, it is impossible to obtain a forging blank that meets the requirements by redoing all forging blank molds; if an integrated forging mold (referred to as die forging) is used, similarly, one mold can only produce one specification of wheel hub. In addition, with an integrated forging mold, the tooth structure part cannot be formed on one side, so the tooth structure needs to be processed separately, which increases the production cost. Summary of the invention

[0005] The technical problem to be solved by the utility model is how to design and manufacture an anti-skid gear ring with a tire anti-slip function.

[0006] In order to solve the problems existing in the prior art, the utility model provides an anti-skid gear ring for a vehicle wheel hub, the anti-skid gear ring is formed by splicing two or more arc-shaped gear ring segments, the anti-skid gear ring includes a first welding portion and a second welding portion for welding and connecting with the vehicle wheel hub, the first welding portion and the second welding portion are respectively located on both sides of the anti-skid gear ring, and the radial cross-sectional diameter of the first welding portion is greater than the radial cross-sectional diameter of the second welding portion;

[0007] A main body is formed between the first welding part and the second welding part to keep the tire connected to the wheel hub after a tire burst. A plurality of outer grooves are arranged around the anti-skid gear ring at intervals on the main body, so that a plurality of anti-skid tooth units are formed on the main body.

[0008] The anti-skid gear ring is formed by splicing two or more arc-shaped gear ring segments, that is, the arc-shaped gear ring segments can be die-cast or cast separately, and a full circle of anti-skid gear ring is formed by splicing. Then, the casting mold of the arc-shaped gear ring segment can be designed according to the size of the wheel hub that needs to be adapted, and there is no need to open a large mold for casting the wheel hub again, which greatly reduces the manufacturing cost. In addition, since the wheel hub and the arc-shaped gear ring segment are generally made of aluminum alloy, the aluminum alloy itself has ductility. When the arc-shaped gear ring segment is installed on the wheel hub, a certain pressure can be applied to the arc-shaped gear ring segment to cause a certain deformation of the arc-shaped gear ring segment to adapt to the size of the wheel hub. The length of the arc-shaped gear ring segment can be cut according to the need. In this way, an arc-shaped gear ring segment of such a size can be adapted to a variety of wheel hubs.

[0009] The anti-skid tooth unit is formed by setting an outer groove. Since the tire bead has a certain elasticity, the setting of the outer groove can make part of the tire bead sink into the outer groove, which can effectively increase the friction between the tire bead and the main body, and further prevent the tire bead from detaching from the anti-skid gear ring. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is a schematic diagram of the structure of an embodiment of the utility model;

[0011] Figure 2 It is a schematic diagram of the exploded structure of an embodiment of the utility model;

[0012] Figure 3 It is a front view of an embodiment of the utility model;

[0013] Figure 4 for Figure 3 Sectional view of the middle AA plane;

[0014] Figure 5 for Figure 4Enlarged view of point B in the middle;

[0015] Figure 6 This is a schematic diagram of the structure of an embodiment of the utility model installed on a vehicle wheel hub. DETAILED DESCRIPTION

[0016] The utility model is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0017] like Figures 1 to 6 As shown, an anti-skid gear ring used on a vehicle wheel hub, the anti-skid gear ring 1 is formed by splicing more than two arc-shaped gear ring segments 10.

[0018] like Figure 5 As shown, the anti-skid gear ring 1 includes a first welding portion 11 and a second welding portion 12 for welding connection to the vehicle wheel hub, the first welding portion 11 and the second welding portion 12 are respectively located on both sides of the anti-skid gear ring 1, and the radial cross-sectional diameter of the first welding portion 11 is greater than the radial cross-sectional diameter of the second welding portion 12.

[0019] like Figure 5 As shown, a main body 13 is formed between the first welding portion 11 and the second welding portion 12 to keep the tire connected to the wheel hub after a tire burst, and the main body 13 includes an arcuate protrusion 130, and a first oblique transition portion 131 is provided on the side of the arcuate protrusion 130 close to the first welding portion 11, and a second oblique transition portion 132 is provided on the side of the arcuate protrusion 130 close to the second welding portion 12, and the radial cross-sectional diameter of the first oblique transition portion 131 decreases from the arcuate protrusion 130 to the first welding portion 11; the radial cross-sectional diameter of the second oblique transition portion 132 decreases from the arcuate protrusion 130 to the second welding portion 12, and the maximum outer diameter of the arcuate protrusion 130 is greater than the maximum outer diameter of the convex peak.

[0020] According to the above arrangement, the first oblique transition portion 131 can gradually clamp the tire, and the second oblique transition portion 132 transitionally connects the second welding portion 12 and the arc-shaped protrusion 130 to prevent stress concentration and facilitate the disassembly and assembly of the tire. The first welding portion 11 is connected to the convex peak of the wheel hub, and the second welding portion 12 is connected to the rim of the wheel hub. When the tire bursts, even if the tire bead passes over the convex peak, the tire bead will fall onto the anti-skid gear ring 1. The maximum outer diameter of the arc-shaped protrusion 130 provided on the main body 13 is greater than the maximum outer diameter of the convex peak, and the tire bead is difficult to pass over the arc-shaped protrusion 130. In this way, the tire can continue to rotate with the wheel hub, reducing the yaw amplitude of the vehicle.

[0021] A plurality of outer grooves 14 are arranged at intervals on the main body 13 around the anti-slip gear ring 1 , so that a plurality of anti-slip gear units 15 are formed on the main body 13 .

[0022] In this embodiment, the outer grooves 14 are evenly distributed on the outer circumference of the anti-skid gear ring 1, so that the anti-skid tooth units 15 are evenly distributed on the outer circumference of the anti-skid gear ring 1. Since the tire bead has a certain elasticity, the above setting of the outer grooves 14 can make part of the tire bead sink into the outer grooves 14, which can effectively increase the friction between the tire bead and the main body 13, and further prevent the tire bead from separating from the anti-skid gear ring 1.

[0023] A plurality of inner grooves 16 are arranged at intervals around the inner ring of the anti-skid gear ring 1 . The inner grooves 16 extend toward the anti-skid gear units 15 . The inner grooves 16 correspond to the anti-skid gear units 15 one by one.

[0024] In this embodiment, the inner grooves 16 are evenly distributed on the inner circumference of the anti-slip gear ring 1. Providing the inner grooves 16 can reduce weight and facilitate slight deformation of the arcuate gear ring segment 10 when installing the arcuate gear ring segment 10 on the wheel hub, thereby facilitating installation.

[0025] In this embodiment, the anti-skid gear ring 1 is formed by splicing three arc-shaped gear ring segments 10. When the arc-shaped gear ring segment 10 is welded to the vehicle wheel hub, the three arc-shaped gear ring segments 10 are pressed against the vehicle wheel rim by a special clamp. The anti-skid gear ring 1 is formed by splicing three arc-shaped gear ring segments 10. In this way, the length of a single arc-shaped gear ring segment 10 is not too long, which can effectively reduce the manufacturing cost of the mold.

[0026] In order to prevent the edge of the outer groove 14 from cutting the tire bead, chamfers are provided around the outer groove 14 and the inner groove 16 .

[0027] Usually, the wheel hub is cast from aluminum alloy. In order to ensure the reliability of welding, the arc-shaped gear ring segment 10 is also cast from aluminum alloy.

[0028] In the above scheme, the anti-skid gear ring 1 is formed by splicing two or more arc-shaped gear ring segments 10, that is, the arc-shaped gear ring segment 10 can be die-cast or cast separately, and a full circle of anti-skid gear ring 1 is formed by splicing. Then, the casting mold of the arc-shaped gear ring segment 10 can be designed according to the size of the wheel hub to be adapted, and there is no need to open a large mold for casting the wheel hub, which greatly reduces the manufacturing cost. In addition, since the wheel hub and the arc-shaped gear ring segment 10 are generally made of aluminum alloy, the aluminum alloy itself has ductility. When the arc-shaped gear ring segment 10 is installed on the wheel hub, it can be The gear ring segment 10 applies a certain pressure to make the arcuate gear ring segment 10 deform to adapt to the size of the wheel hub. The length of the arcuate gear ring segment 10 can be cut according to the need, so that the arcuate gear ring segment 10 of such a size can adapt to a variety of wheel hubs; the anti-skid tooth unit 15 is formed by setting the outer groove 14. Since the tire bead has a certain elasticity, the setting of the outer groove 14 can make part of the tire bead sink into the outer groove 14, which can effectively increase the friction between the tire bead and the main body 13, and further prevent the tire bead from separating from the anti-skid gear ring 1.

Claims

1. An anti-skid gear ring for a vehicle wheel hub, characterized in that: The anti-skid gear ring is formed by splicing two or more arc-shaped gear ring segments, and the anti-skid gear ring includes a first welding portion and a second welding portion for welding and connecting with the vehicle wheel hub, the first welding portion and the second welding portion are respectively located on both sides of the anti-skid gear ring, and the radial cross-sectional diameter of the first welding portion is greater than the radial cross-sectional diameter of the second welding portion; A main body is formed between the first welding part and the second welding part to keep the tire connected to the wheel hub after a tire burst. A plurality of outer grooves are arranged around the anti-skid gear ring at intervals on the main body, so that a plurality of anti-skid tooth units are formed on the main body.

2. The anti-skid gear ring for a vehicle wheel hub according to claim 1, characterized in that: A plurality of inner grooves are arranged on the inner ring of the anti-skid gear ring and are spaced around the anti-skid gear ring. The inner grooves extend toward the anti-skid tooth units, and the inner grooves correspond to the anti-skid tooth units one by one.

3. The anti-skid gear ring for a vehicle wheel hub according to claim 1, characterized in that: The anti-skid gear ring is formed by splicing three arc-shaped gear ring segments. When the arc-shaped gear ring segments are welded to the vehicle wheel hub, the three arc-shaped gear ring segments are pressed tightly onto the vehicle wheel rim by a special clamp.

4. The anti-skid gear ring for a vehicle wheel hub according to claim 1, characterized in that: The main body portion includes an arc-shaped protrusion, a first oblique transition portion is provided on the side of the arc-shaped protrusion close to the first welding portion, and a second oblique transition portion is provided on the side of the arc-shaped protrusion close to the second welding portion. The radial cross-sectional diameter of the first oblique transition portion decreases successively from the arc-shaped protrusion to the first welding portion; the radial cross-sectional diameter of the second oblique transition portion decreases successively from the arc-shaped protrusion to the second welding portion.

5. The anti-skid gear ring for a vehicle wheel hub according to claim 2, characterized in that: The outer grooves are evenly distributed on the outer circumference of the anti-skid gear ring, so that the anti-skid tooth units are evenly distributed on the outer circumference of the anti-skid gear ring; the inner grooves are evenly distributed on the inner circumference of the anti-skid gear ring.

6. The anti-skid gear ring for a vehicle wheel hub according to claim 2, characterized in that: Chamfers are arranged around the outer groove and around the inner groove.

7. The anti-skid gear ring for a vehicle wheel hub according to claim 1, characterized in that: The arc-shaped gear ring segment is formed by die-casting of aluminum alloy.

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