Anti-collision hub
By designing the structure of anti-collision parts and buffer parts in the wheel hub, the problem of existing wheel hubs being easily damaged after bumping is solved, achieving higher impact resistance and lower risk of damage.
Patent Information
- Application Number
- CN202421725300.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-19
- Publication Date
- 2025-05-23
- Estimated Expiration
- 2034-07-19
AI Technical Summary
Existing wheel hubs are prone to damage or deformation of spokes or rims during car driving, and lack effective anti-collision measures.
A anti-bumping hub is designed, adopting a structure including spokes, rim, intermediate ring and anti-collision member. The anti-collision member is slidably arranged along the central axis of the intermediate ring, and a buffer member is provided with an anti-disengagement structure to prevent the anti-collision member from falling apart.
By setting up anti-collision parts and buffer parts, the risk of spokes or rim breaking after bumping is effectively reduced, and the impact resistance of the wheel hub is improved.
Smart Images
Figure CN222891837U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of wheel hubs, and more specifically to an anti-collision wheel hub. Background Art
[0002] The wheel hub is a metal part that is centrally mounted on the axle and has a tire on its outer rim.
[0003] Our company currently has a wheel hub, such as Figure 1 and Figure 2 As shown, it includes a wheel spoke 90 and a wheel rim 91. The wheel rim 91 has a through inner hole. The wheel spoke 90 is located at one end of the inner hole, and the outer wall of the wheel spoke 90 is welded to the hole wall of the inner hole. One side of the wheel spoke 90 and the inner hole together form a receiving cavity 92. The receiving cavity 92 provides a space for placing a brake disc. When installed, the side of the wheel spoke 90 away from the receiving cavity 92 is exposed. However, during the driving of the car, due to improper driving or unexpected events, the side of the wheel spoke 90 away from the receiving cavity 92 and the outer edge of one side of the wheel rim 91 provided with the wheel spoke 90 may collide with fixed obstacles such as road piers on the roadside, causing the wheel spoke 90 or the wheel rim 91 to be damaged or deformed.
[0004] Therefore, there is a need to provide a collision-proof hub with an anti-collision member that helps to reduce the risk of damage to the spoke or rim after collision. Summary of the invention
[0005] The main purpose of the present application is to provide an anti-collision wheel hub, wherein the anti-collision wheel hub includes a spoke, a rim, an intermediate ring and an anti-collision member, the rim having a through first inner hole, the spoke being located at one end of the first inner hole, and the outer side wall of the spoke being fixedly connected to the hole wall of the first inner hole, the intermediate ring being located between the spoke and the rim, and the intermediate ring being fixedly connected to the spoke and the rim respectively, the anti-collision member being arranged at one end of the rim having the spoke, and the anti-collision member being slidably arranged on the intermediate ring along the central axis direction of the intermediate ring, a buffer member being arranged between the anti-collision member and the intermediate ring, and the anti-collision member having a plurality of anti-slip structures, by arranging the anti-collision member and arranging the buffer member between the anti-collision member and the intermediate ring, the advantage of helping to reduce the risk of damage of the spoke or rim after collision is achieved.
[0006] Another object of the present application is to provide a bump-proof wheel hub, wherein the side of the intermediate ring close to the anti-collision member has a plurality of first bosses arranged in a ring shape, each of the first bosses has a sliding cavity and a guide hole, the aperture of the guide hole is smaller than the maximum radial dimension of the sliding cavity, the sliding cavity has a second boss, the side of the anti-collision member close to the intermediate ring has a plurality of third bosses, each of the third bosses has a receiving hole and a plurality of bending sections, the bending section passes through the guide hole and is slidably arranged in the sliding cavity, and the third boss is slidably arranged in the receiving hole, so as to realize the sliding arrangement of the anti-collision member on the intermediate ring and specifically realize the anti-slip structure.
[0007] In order to achieve at least one of the above-mentioned invention purposes, the present application provides an anti-collision wheel hub, wherein the anti-collision wheel hub comprises:
[0008] a spoke; and
[0009] a rim, the rim having a through first inner hole, the spoke being located at one end of the first inner hole, and the outer side wall of the spoke being fixedly connected to the hole wall of the first inner hole; and
[0010] an intermediate ring, the intermediate ring being located between the wheel spokes and the wheel rim, and the intermediate ring being fixedly connected to the wheel spokes and the wheel rim respectively; and
[0011] An anti-collision member is arranged at one end of the rim where the spoke is arranged, and the anti-collision member is slidably arranged on the intermediate ring along the central axis direction of the intermediate ring, a buffer member is arranged between the anti-collision member and the intermediate ring, and the anti-collision member has a plurality of anti-slip structures.
[0012] In one or more embodiments of the present application, the intermediate ring has a second inner hole, the intermediate ring is sleeved on the spoke, and the hole wall of the second inner hole is fixedly connected to the spoke, and the outer wall of the intermediate ring is fixedly connected to the hole wall of the first inner hole.
[0013] In one or more embodiments of the present application, the side of the intermediate ring close to the anti-collision member has a plurality of first bosses arranged in a ring shape, each of the first bosses has a sliding cavity and a guide hole, the aperture of the guide hole is smaller than the maximum radial dimension of the sliding cavity, the sliding cavity has a second boss, the side of the anti-collision member close to the intermediate ring has a plurality of third bosses, each of the third bosses has a accommodating hole and a plurality of bending sections, the bending section passes through the guide hole and is slidably disposed in the sliding cavity, and the third boss is slidably disposed in the accommodating hole.
[0014] In one or more embodiments of the present application, the buffer member includes a plurality of springs, one spring is disposed in each of the accommodating holes, and two ends of the spring respectively abut against the bottom wall of the accommodating hole and the second protrusion.
[0015] In one or more embodiments of the present application, the buffer component also includes a plurality of spring sheets and a plurality of first buffer pads, the anti-collision component has a plurality of first grooves on the side close to the spoke, each of the first grooves is provided with a spring sheet, one side of the first buffer pad is connected to the end vertex of the spoke, and the other side of the first buffer pad is against the corresponding spring sheet.
[0016] In one or more embodiments of the present application, the buffer component further includes a second buffer pad, and the anti-collision component has an annular groove on one side close to the rim, and the second buffer pad is arranged in the annular groove.
[0017] In one or more embodiments of the present application, the spoke has a plurality of heat dissipation holes.
[0018] In one or more embodiments of the present application, the anti-collision component has a plurality of exchange holes, and the exchange holes are located between the first groove and the third protrusion.
[0019] In an embodiment of the present application, the anti-collision wheel hub includes a spoke, a rim, an intermediate ring and an anti-collision member. The rim has a through first inner hole, the spoke is located at one end of the first inner hole, and the outer side wall of the spoke is fixedly connected to the hole wall of the first inner hole. The intermediate ring is located between the spoke and the rim, and the intermediate ring is respectively fixedly connected to the spoke and the rim. The anti-collision member is arranged at one end of the rim where the spoke is provided, and the anti-collision member is slidably arranged on the intermediate ring along the central axis direction of the intermediate ring. A buffer member is arranged between the anti-collision member and the intermediate ring, and the anti-collision member has a number of anti-slip structures. By arranging the anti-collision member and arranging the buffer member between the anti-collision member and the intermediate ring, the advantage of helping to reduce the risk of damage to the spoke or rim after collision is achieved. BRIEF DESCRIPTION OF THE DRAWINGS
[0020] These and / or other aspects and advantages of the present application will become clearer and easier to understand from the following detailed description of the embodiments of the present application in conjunction with the accompanying drawings, in which:
[0021] Figure 1 The figure shows a structural schematic diagram of an existing wheel hub at a certain angle;
[0022] Figure 2 The figure shows a structural schematic diagram of an existing wheel hub at another angle;
[0023] Figure 3 The figure shows a cross-sectional view of an anti-collision wheel hub of the utility model;
[0024] Figure 4 Picture shows Figure 3 A partial enlarged view of point C. DETAILED DESCRIPTION
[0025] The terms and words used in the following specification and claims are not limited to the literal meanings, but are merely used by the inventor to enable a clear and consistent understanding of the present application. Therefore, it will be apparent to those skilled in the art that the following description of various embodiments of the present application is provided for illustrative purposes only and not for the purpose of limiting the present application as defined by the appended claims and their equivalents.
[0026] It is to be understood that the term "one" should be understood as "at least one" or "one or more", that is, in one embodiment, the number of an element may be one, while in another embodiment, the number of the element may be multiple, and the term "one" should not be understood as a limitation on the quantity.
[0027] Although ordinals such as "first," "second," and the like will be used to describe various components, those components are not limited herein. The term is used only to distinguish one component from another. For example, a first component may be referred to as a second component, and likewise, a second component may be referred to as a first component without departing from the teachings of the utility model concept. The term "and / or" as used herein includes any and all combinations of one or more associated listed items.
[0028] The terms used herein are only used for the purpose of describing various embodiments and are not intended to be limiting. As used herein, singular forms are intended to also include plural forms, unless the context clearly indicates an exception. In addition, it will be understood that the terms "including" and / or "having" when used in this specification specify the presence of the described features, numbers, steps, operations, components, elements or combinations thereof, without excluding the presence or addition of one or more other features, numbers, steps, operations, components, elements or groups thereof.
[0029] Schematic anti-collision wheel hub,
[0030] refer to Figure 3 to Figure 4 According to a preferred embodiment of the utility model, a collision-proof wheel hub includes a spoke 10, a rim 20, an intermediate ring 30 and an anti-collision member 40.
[0031] Specifically, Figure 3 As shown, the rim 20 has a through first inner hole 201, the spoke 10 is located at one end of the first inner hole 201, and the outer wall of the spoke 10 is fixedly connected to the hole wall of the first inner hole 201, and the fixed connection method includes but is not limited to welding. The spoke 10 and the hole wall of the first inner hole 201 together form a accommodating cavity, which provides space for placing the brake disc.
[0032] In addition, if Figure 3 As shown, the intermediate ring 30 is located between the wheel spoke 10 and the wheel rim 20, and the intermediate ring 30 is respectively fixedly connected to the wheel spoke 10 and the wheel rim 20. Specifically, the intermediate ring 30 has a second inner hole 301, the intermediate ring 30 is sleeved on the wheel spoke 10, and the hole wall of the second inner hole 301 is fixedly connected to the wheel spoke 10, and the outer side wall of the intermediate ring 30 is fixedly connected to the hole wall of the first inner hole 201, and the fixed connection method includes but is not limited to welding.
[0033] It should be noted that, by providing the intermediate ring 30 , the spoke 10 and the rim 20 are further connected together, thereby improving the structural strength of one end of the rim 20 near the outer edge.
[0034] In addition, if Figure 3 As shown, the anti-collision member 40 is arranged at one end of the rim 20 where the spoke 10 is provided, and the anti-collision member 40 is slidably arranged on the intermediate ring 30 along the central axis direction of the intermediate ring 30, a buffer member 50 is provided between the anti-collision member 40 and the intermediate ring 30, and the anti-collision member 40 has a plurality of anti-slip structures.
[0035] It should be noted that, by making the anti-collision member 40 be slidably arranged on the intermediate ring 30, when the anti-collision member 40 collides with an external fixed object, the anti-collision member 40 can slide a predetermined distance toward the rim 20 after being subjected to force, so as to avoid further expansion of the damage caused by the collision, and because a buffer member 50 is provided between the anti-collision member 40 and the intermediate ring 30, the force transmitted by the anti-collision member 40 to the spoke 10 and the rim 20 will be absorbed and buffered by the buffer member 50, thereby reducing the risk of damage to the spoke 10 and the rim 20. It is obvious that, compared with the prior art, the embodiment of the present application has the advantage of having an anti-collision member, which helps to reduce the risk of damage to the spoke or rim after collision; in addition, due to the provision of the anti-detachment structure, the anti-collision member 40 is prevented from detaching from the intermediate ring 30.
[0036] Furthermore, in order to realize that the anti-collision member 40 is slidably arranged on the intermediate ring 30, as shown in FIG. Figure 3 and Figure 4As shown, the side of the intermediate ring 30 close to the anti-collision member 40 has a plurality of first bosses 301 arranged in an annular shape, each of the first bosses 301 has a sliding cavity 3011 and a guide hole 3012, the aperture of the guide hole 3012 is smaller than the maximum radial dimension of the sliding cavity 3011, the sliding cavity 3011 has a second boss 60, the side of the anti-collision member 40 close to the intermediate ring 30 has a plurality of third bosses 70, each of the third bosses 70 has a receiving hole 701 and a plurality of bending sections 702, the bending section 702 passes through the guide hole 3012 and is slidably disposed in the sliding cavity 3011, and the third boss 70 is slidably disposed in the receiving hole 701, and the bending section 702 and the sliding cavity 3011 and the guide hole 3012 are connected at the shoulder to form the anti-slip structure.
[0037] It should be noted that each of the guide holes 3012 has a conical surface at one end away from the sliding cavity 3011, and the maximum radial dimension of the bending section 702 under normal conditions is greater than the maximum radial dimension of the guide hole 3012. When the bending section 702 passes through the guide hole 3012, the bending section 702 contacts the conical surface, and as the bending section 702 gradually extends into the guide hole 3012, the bending section 702 is elastically deformed by force and bends a predetermined distance in the direction of the central axis of the third convex column 70, so as to facilitate the bending section 702 to pass through the guide hole 3012. After the bending section 702 enters the sliding cavity 3011, the bending section 702 restores its state before deformation under the action of its own elastic force, and connects with the sliding cavity 3011 and the guide hole 3012. The anti-collision member 40 abuts against the shoulder to prevent it from separating from the middle ring 30; it should also be noted that the material of the third boss 70 is preferably spring steel, and the third boss 70 is welded to the body of the anti-collision member 40 by welding; it should also be noted that the distance between the outer wall of the portion of the third boss 70 extending into the guide hole 3012 and the hole wall of one end of the guide hole 3012 close to the sliding cavity 3011 is less than the thickness of the bending section 702, which further prevents the anti-collision member 40 from separating from the middle ring 30; it should also be pointed out that when the bending section 702 abuts against the connecting shoulder of the sliding cavity 3011 and the guide hole 3012, the end of the third boss 70 is spaced a predetermined distance from the bottom wall of the sliding cavity 3011, which provides space for the anti-collision member 40 to slide downward after being subjected to force.
[0038] Furthermore, if Figure 4 As shown, the buffer member 50 includes a plurality of springs 501 . A spring 501 is disposed in each of the receiving holes 701 , and two ends of the spring 501 abut against the bottom wall of the receiving hole 701 and the second protruding column 60 , respectively.
[0039] It should be noted that when the anti-collision component 40 is subjected to force and moves in the direction of the middle ring 30, the bottom wall of the accommodating hole 701 applies pressure to the spring 501. Since the other end of the spring 501 is supported by the second protrusion 60, the spring 501 is compressed and provides a certain buffering and energy absorption effect.
[0040] Furthermore, if Figure 3 and Figure 4 As shown, the buffer component 50 also includes a plurality of spring pieces 502 and a plurality of first buffer pads 503. The anti-collision component 40 has a plurality of first grooves 401 on the side close to the spoke 10. Each of the first grooves 401 is provided with a spring piece 502. One side of the first buffer pad 503 is connected to the end vertex of the spoke 10, and the other side of the first buffer pad 503 is against the corresponding spring piece 502.
[0041] It should be noted that, in the embodiment of the present application, the spring piece 502 is in a wave shape with a certain arc bottom, and the bottom wall of the first groove 401 has a plurality of profiling holes (not marked in the figure), and the side of the spring piece 502 close to the bottom wall of the first groove 401 extends into the profiling hole, and the first buffer pad 503 is preferably a rubber pad. When the anti-collision member 40 is forced to move toward the middle ring 30, the spring piece 502 is deformed to a flat shape on both sides. By providing the spring piece 502 and the first buffer pad 503, the anti-collision member 40 is in flexible contact with the highest point of the end of the spoke 10, reducing the risk of damage or deformation of the spoke 10 after being compressed.
[0042] Furthermore, if Figure 3 and Figure 4 As shown, the buffer member 50 further includes a second buffer pad 504. The side of the anti-collision member 40 close to the rim 20 also has an annular groove (not shown in the figure), and the second buffer pad 504 is arranged in the annular groove. It should be noted that the second buffer pad 504 is annular, preferably a rubber pad. By providing the second buffer pad 504, the anti-collision member 40 and the rim 20 are in flexible contact, which can effectively reduce the risk of damage or deformation of the rim 20 after being compressed.
[0043] Furthermore, to facilitate heat dissipation of the external brake disc, as Figure 4As shown, the spoke 10 has a plurality of heat dissipation holes 101 arranged in an annular shape. In addition, the anti-collision member 40 has a plurality of exchange holes 402, and the exchange holes 402 are located between the first groove 401 and the third protrusion 70. It should be noted that by providing the exchange holes 402 connected to the heat dissipation holes 101, the external brake disc can achieve heat exchange with the outside air.
[0044] In summary, the anti-collision wheel hub based on the embodiment of the present application is explained, which provides the anti-collision wheel hub with anti-collision parts, helps to reduce the risk of damage to the spokes or rims after collisions, and other advantages.
[0045] It is worth mentioning that in the embodiment of the present application, the anti-collision wheel hub has a simple structure, does not involve complex manufacturing processes and expensive materials, and has high economic efficiency. At the same time, for manufacturers, the anti-collision wheel hub provided by the present application is easy to produce and has low cost, which is more conducive to controlling production costs and further conducive to product promotion and use.
[0046] It should be understood by those skilled in the art that the embodiments of the present invention described above and shown in the accompanying drawings are only examples and do not limit the present invention. The purpose of the present invention has been fully and effectively achieved. The functional and structural principles of the present invention have been demonstrated and explained in the embodiments, and the embodiments of the present invention may be deformed or modified in any way without departing from the principles.
Claims
1. A bump-proof wheel hub, characterized in that: The anti-collision wheel hub comprises One spoke; as well as a rim, the rim having a through first inner hole, the spoke being located at one end of the first inner hole, and the outer side wall of the spoke being fixedly connected to the hole wall of the first inner hole; and an intermediate ring, the intermediate ring being located between the wheel spokes and the wheel rim, and the intermediate ring being fixedly connected to the wheel spokes and the wheel rim respectively; and An anti-collision member is arranged at one end of the rim where the spoke is arranged, and the anti-collision member is slidably arranged on the intermediate ring along the central axis direction of the intermediate ring, a buffer member is arranged between the anti-collision member and the intermediate ring, and the anti-collision member has a plurality of anti-slip structures.
2. The anti-collision wheel hub according to claim 1, characterized in that: The intermediate ring has a second inner hole, the intermediate ring is sleeved on the spoke, and the hole wall of the second inner hole is fixedly connected to the spoke, and the outer side wall of the intermediate ring is fixedly connected to the hole wall of the first inner hole.
3. The anti-collision wheel hub according to claim 2, characterized in that: The side of the intermediate ring close to the anti-collision part has a plurality of first bosses arranged in a ring shape, each of the first bosses has a sliding cavity and a guide hole, the aperture of the guide hole is smaller than the maximum radial dimension of the sliding cavity, the sliding cavity has a second boss, the side of the anti-collision part close to the intermediate ring has a plurality of third bosses, each of the third bosses has a receiving hole and a plurality of bending sections, the bending section passes through the guide hole and is slidably set in the sliding cavity, and the third boss is slidably set in the receiving hole.
4. The anti-collision wheel hub according to claim 3, characterized in that: The buffer member includes a plurality of springs. A spring is disposed in each of the accommodating holes, and two ends of the spring are respectively against the bottom wall of the accommodating hole and the second protruding column.
5. The anti-collision wheel hub according to claim 4, characterized in that: The buffer component also includes a plurality of spring sheets and a plurality of first buffer pads. The anti-collision component has a plurality of first grooves on one side close to the spoke. Each of the first grooves is provided with a spring sheet. One side of the first buffer pad is connected to the end vertex of the spoke, and the other side of the first buffer pad abuts against the corresponding spring sheet.
6. The anti-collision wheel hub according to claim 5, characterized in that: The buffer component also includes a second buffer pad. The side of the anti-collision component close to the rim also has an annular groove, and the second buffer pad is arranged in the annular groove.
7. The anti-collision wheel hub according to claim 5 or 6, characterized in that: The spokes have a plurality of heat dissipation holes.
8. The anti-collision wheel hub according to claim 7, characterized in that: The anti-collision component has a plurality of exchange holes, and the exchange holes are located between the first groove and the third protrusion.