Hub for preventing vehicle from being out of control after tire burst

Abstract

The utility model provides a wheel hub for preventing a vehicle from being out of control after tire burst, which comprises a rim and a spoke, a first wheel flange is arranged on one side of the rim, a second wheel flange is arranged on the other side of the rim, the rim comprises a first bead seat and a first convex peak, an anti-skidding gear ring is arranged on one side of the first convex peak, and a second bead seat is arranged on the other side of the second convex peak. The antiskid gear ring is formed by splicing more than two arc-shaped gear ring sections, and the antiskid gear ring is connected with the rim in a welding mode. According to the structure, when the tire is punctured, the bead falls onto the anti-skid gear ring, and the tire can continuously rotate along with the hub, so that the yaw amplitude of an automobile is reduced; the antiskid gear ring is formed by splicing more than two arc-shaped gear ring sections, a large die for casting the hub does not need to be opened again, the manufacturing cost is greatly reduced, and after the arc-shaped gear ring sections are pressed on the hub through a special clamp, the antiskid gear ring and the hub are connected in a welding mode, so that the connecting strength between the antiskid gear ring and the hub is high.

Description

Technical Field

[0001] The utility model relates to the technical field of wheels, in particular to a wheel hub which can prevent a vehicle from losing control after a tire burst. 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 will also increase the production cost. Summary of the invention

[0005] The technical problem to be solved by the utility model is how to form an anti-dropping clamping ring on an existing wheel hub.

[0006] In order to solve the problems existing in the prior art, the utility model provides a wheel hub for preventing a vehicle from losing control after a tire blowout, comprising a wheel hub body, wherein the wheel hub body comprises a rim and spokes, a first wheel rim is provided on one side of the rim, a second wheel rim is provided on the other side of the rim, the spokes are connected to the first wheel rim, the rim comprises a first bead seat and a first convex peak which are arranged in sequence from the first wheel rim to the second wheel rim, an anti-skid gear ring is provided on the side of the first convex peak close to the second wheel rim to keep the tire and the wheel hub connected after a tire blowout, the anti-skid gear ring is spliced ​​by two or more arcuate gear ring segments, and the anti-skid gear ring is connected to the rim by welding.

[0007] The anti-skid gear ring is arranged beside the first convex peak. When the tire bursts, even if the tire bead passes over the first convex peak, the tire bead will fall onto the anti-skid gear ring, and the tire can continue to rotate with the wheel hub, reducing the yaw amplitude of the car; the anti-skid gear ring is spliced ​​by two or more arcuate gear ring segments, that is, the arcuate 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 arcuate gear ring segment 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 arcuate gear ring segment are generally made of aluminum alloy, aluminum The alloy itself is ductile. 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 to adapt to the size of the wheel hub. The length of the arc-shaped gear ring segment can be cut according to the needs, so that the arc-shaped gear ring segment of one size can be adapted to a variety of wheel hubs; after the arc-shaped gear ring segment is pressed onto the wheel hub by a special clamp, the anti-slip gear ring and the wheel hub are connected by welding, so that the strength of the connection between the anti-slip gear ring and the wheel hub is high, and after the entire circle is welded, the weight increase or decrease at the weld is balanced, and the wheel hub almost does not need to be dynamically re-balanced or only needs to be slightly adjusted. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 This is a schematic diagram of the structure of an embodiment of the utility model after an anti-slip gear ring is provided on the wheel hub;

[0009] Figure 2 This is an exploded schematic diagram of the anti-slip gear ring in the embodiment of the utility model;

[0010] Figure 3 This is a front view of the wheel hub of an embodiment of the utility model;

[0011] Figure 4 for Figure 3 Sectional view of the middle AA plane;

[0012] Figure 5 for Figure 4 Enlarged view of point B in the middle;

[0013] Figure 6 This is a schematic structural diagram of an arc-shaped gear ring segment in an embodiment of the utility model;

[0014] Figure 7 It is a schematic structural diagram of the anti-skid gear ring and the wheel hub after welding in the embodiment of the utility model. DETAILED DESCRIPTION

[0015] The utility model is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0016] like Figures 1 to 7 As shown, a wheel hub for preventing a vehicle from losing control after a tire blowout comprises a wheel hub body 2 , wherein the wheel hub body 2 comprises a rim 20 and spokes 21 .

[0017] A first wheel rim 201 is provided on one side of the rim 20 , a second wheel rim 202 is provided on the other side of the rim 20 , and the spokes 21 are connected to the first wheel rim 201 .

[0018] like Figure 4 As shown, the rim 20 also includes a first bead seat 203 and a first convex peak 204 which are arranged in sequence from the first wheel edge 201 to the second wheel edge 202. An anti-skid gear ring 1 is provided on the side of the first convex peak 204 close to the second wheel edge 202 to keep the tire connected to the wheel hub after a tire burst. The anti-skid gear ring 1 is formed by splicing more than two arcuate gear ring segments 10. In this embodiment, the number of the arcuate gear ring segments 10 is three, and the three arcuate gear ring segments 10 are combined to form an anti-skid gear ring 1 that surrounds the rim 20 in a full circle.

[0019] like Figure 5 As shown, the anti-skid gear ring 1 has a first connecting portion 11 for connecting to the rim 20 at the first convex peak 204; the anti-skid gear ring 1 has a second connecting portion 12 connected to the rim 20, and a main body 13 is formed between the first connecting portion 11 and the second connecting portion 12. In this embodiment, the main body 13 includes an arc-shaped protrusion 130, and the maximum outer diameter of the arc-shaped protrusion 130 is greater than the maximum outer diameter of the first convex peak 204.

[0020] With the above arrangement, when a tire bursts, even if the tire bead passes over the first convex peak 204, the tire bead will fall onto the anti-skid gear ring 1. Since the maximum outer diameter of the arc-shaped protrusion 130 provided on the main body 13 is larger than the maximum outer diameter of the first convex peak 204, it is difficult for the tire bead to pass over the arc-shaped protrusion 130. In this way, the tire can continue to rotate with the wheel hub, thereby reducing the yaw amplitude of the vehicle.

[0021] like Figure 2 and Figure 6As shown, in order to further increase the friction between the tire bead and the main body 13, a plurality of outer grooves 14 are arranged on the main body 13 around the anti-skid gear ring 1, so that a plurality of anti-skid tooth units 15 are formed on the main body 13. Since the tire bead has a certain elasticity, the above arrangement 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 being separated from the anti-skid gear ring 1.

[0022] A plurality of inner grooves 16 are arranged at intervals around the inner ring of the anti-skid gear ring 1, and the inner grooves 16 extend toward the anti-skid gear units 15, and the inner grooves 16 correspond to the anti-skid gear units 15 one by one. The inner grooves 16 can reduce weight and facilitate slight deformation of the arc-shaped gear ring segment 10 when the arc-shaped gear ring segment 10 is installed on the wheel hub, so as to facilitate installation.

[0023] like Figure 5 As described above, a receiving groove 205 for receiving the anti-skid gear ring 1 is provided on the wheel rim 20. The receiving groove 205 can be used to position the second connecting portion 12, and the anti-skid gear ring 1 is embedded in the receiving groove 205. When the anti-skid gear ring 1 is impacted, the anti-skid gear ring 1 is not easy to escape from the receiving groove 205, and the receiving groove 205 can further improve the strength of the connection between the anti-skid gear ring 1 and the wheel hub.

[0024] The anti-skid gear ring 1 is connected to the rim 20 by welding. In this embodiment, the first connecting portion 11 is welded to the first convex peak 204 by friction stir welding; the second connecting portion 12 is welded to the rim 20 by friction stir welding. Friction stir welding is a mature prior art, and its specific principle is not described here.

[0025] Before welding, the three arcuate gear ring segments 10 are pressed onto the rim 20 by a special fixture. The special fixture can be a robot or other device that can apply a certain force to the arcuate gear ring segment 10 to tightly connect the arcuate gear ring segment 10 to the wheel hub.

[0026] Figure 7 The weld area formed after welding is shown in FIG.

[0027] like Figure 4 As shown, the rim 20 further includes a second bead seat 206 and a second convex peak 207 sequentially arranged from the second wheel edge 202 to the first wheel edge 201, a first convex rib 208 is arranged on the side of the second convex peak 207 close to the second bead seat 206, and a second convex rib 209 is arranged on the side of the second bead seat 206 close to the second convex peak 207. The first convex rib 208 and the second convex rib 209 can prevent the bead on the other side from being separated from the wheel hub.

[0028] 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.

[0029] In the above arrangement, the anti-skid gear ring 1 is formed by splicing two or more arcuate gear ring segments 10, that is, the arcuate gear ring segments 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 arcuate 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 arcuate gear ring segment 10 are generally made of aluminum alloy, the aluminum alloy itself has ductility. When the arcuate gear ring segment 10 is installed on the wheel hub, it can be A certain pressure is applied to the segment 10, so that the arc-shaped gear ring segment 10 undergoes a certain deformation to adapt to the size of the wheel hub. The length of the arc-shaped gear ring segment 10 is cut according to the need, so that the arc-shaped gear ring segment 10 of such a size can be adapted to a variety of wheel hubs; after the arc-shaped gear ring segment 10 is pressed onto the wheel hub by a special clamp, the anti-skid gear ring 1 and the wheel hub are connected by welding, so that the strength of the connection between the anti-skid gear ring 1 and the wheel hub is high, and after the whole circle is welded, the weight increase or decrease at the weld is balanced, and the wheel hub almost does not need to be dynamically balanced again or only needs to be slightly adjusted.

Claims

1. A wheel hub for preventing a vehicle from losing control after a tire burst, comprising a wheel hub body, the wheel hub body comprising a rim and a spoke, a first wheel rim is provided on one side of the wheel rim, a second wheel rim is provided on the other side of the wheel rim, the spoke is connected to the first wheel rim, the wheel rim comprises a first bead seat and a first convex peak arranged in sequence from the first wheel rim to the second wheel rim, characterized in that: An anti-skid gear ring is arranged on the side of the first convex peak close to the second wheel rim to keep the tire connected to the wheel hub after a tire burst. The anti-skid gear ring is formed by splicing more than two arc-shaped gear ring segments and is connected to the wheel rim by welding.

2. The wheel hub for preventing a vehicle from losing control after a tire blowout according to claim 1, characterized in that: The anti-skid gear ring has a first connection portion for connecting to the rim at the first convex peak; the anti-skid gear ring has a second connection portion connected to the rim, a main body portion is formed between the first connection portion and the second connection portion, and the maximum outer diameter of the main body portion is greater than the maximum outer diameter of the first convex peak; A plurality of outer grooves are arranged at intervals on the main body around the anti-skid tooth ring, so that a plurality of anti-skid tooth units are formed on the main body.

3. The wheel hub for preventing a vehicle from losing control after a tire blowout according to claim 2, 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.

4. The wheel hub for preventing a vehicle from losing control after a tire blowout according to claim 1, characterized in that: An accommodating groove for accommodating an anti-skid gear ring is provided on the wheel rim.

5. The wheel hub for preventing a vehicle from losing control after a tire blowout according to claim 2, characterized in that: The first connection portion and the first convex peak are welded together by friction stir welding; and the second connection portion and the rim are welded together by friction stir welding.

6. The wheel hub for preventing a vehicle from losing control after a tire blowout according to claim 1, characterized in that: The anti-skid gear ring is formed by splicing three arc-shaped gear ring segments. During welding, the three arc-shaped gear ring segments are pressed tightly onto the wheel rim by a special clamp.

7. The wheel hub for preventing a vehicle from losing control after a tire blowout according to claim 1, characterized in that: The rim also includes a second bead seat and a second convex peak arranged in sequence from the second wheel edge to the first wheel edge, a first convex rib ring is arranged on the side of the second convex peak close to the second bead seat, and a second convex rib ring is arranged on the side of the second bead seat close to the second convex peak.

8. The wheel hub for preventing a vehicle from losing control after a tire blowout 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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