Automobile hub compensation pad

Abstract

The utility model belongs to automobile accessories, and particularly relates to an automobile hub compensation pad which comprises a brake disc, the top of the brake disc is fixedly connected with a first compensation pad, and the top of the first compensation pad is provided with a second compensation pad. The ceramic coating at the bottom of the wear-resistant layer enables the wear-resistant layer to be in contact with the first compensation pad, so that abrasion is reduced, and the first damping layer, the first strength layer, the second damping layer, the second strength layer and the third damping layer have high anti-corrosion performance through covering of the wear-resistant layer and the anti-corrosion layer. The strength of the first damping layer, the strength of the second damping layer and the strength of the third damping layer are improved to a certain degree through the second strength layer and the first strength layer, overall vibration is reduced through the third damping layer, the first damping layer and the second damping layer, noise generated by the device is reduced, and the effect of reducing noise and vibration is achieved; the problem that in the running process of an automobile, the hub compensation pad can generate vibration and noise in the rotating process is solved.

Description

Technical Field

[0001] The utility model relates to the field of automotive parts, in particular to an automotive wheel hub compensation pad. Background Technique

[0002] An automotive wheel hub compensation pad is a thin sheet made of metal or composite material installed between the automotive wheel hub and the axle, used to enhance the connection tightness, stability and sealing performance between the wheel hub and the axle. With the continuous development of the automotive industry, the automotive wheel hub compensation pad has also experienced a development process from simple to complex and from single function to multi-function. The compensation pad can fill the tiny gap between the wheel hub and the axle to prevent the leakage of lubricating oil or fluid. In some cases, the wheel hub compensation pad can also be used to adjust the wheel track to meet specific vehicle performance or appearance requirements.

[0003] Currently, automotive wheel hub compensation pads are commonly used to adjust the wheel track. According to different situations, the thickness of the compensation pad is adjusted, such as adding or replacing brake calipers. Since it is added on the original compensation pad, it may damage the original balance state of the wheel, resulting in problems such as vibration and noise during the rotation of the wheel. Content of the Utility Model

[0004] In order to make up for the deficiencies of the prior art, during the operation of the vehicle, the wheel hub compensation pad will have problems of vibration and noise. The utility model provides an automotive wheel hub compensation pad.

[0005] The technical solution adopted by the utility model to solve its technical problems is: an automotive wheel hub compensation pad, including a brake disc. A first compensation pad is fixedly connected to the top of the brake disc. A second compensation pad is arranged on the top of the first compensation pad. Five threaded rods are fixedly connected to the top of the brake disc. A positioning block is fixedly connected to the top of the first compensation pad. A number of first threaded holes are opened on the top of the first compensation pad. The second compensation pad is sleeved on the surface of the threaded rod. The second compensation pad is sleeved on the surface of the positioning block.

[0006] The second compensation pad includes a wear-resistant layer located on the top of the first compensation pad. A first shock-absorbing layer is fixedly connected to the top of the wear-resistant layer. A first strength layer is fixedly connected to the top of the first shock-absorbing layer. A second shock-absorbing layer is fixedly connected to the top of the first strength layer. A second strength layer is fixedly connected to the top of the second shock-absorbing layer. A third shock-absorbing layer is fixedly connected to the top of the second strength layer. The surface of the threaded rod penetrates through the wear-resistant layer, the first shock-absorbing layer, the first strength layer, the second shock-absorbing layer, the second strength layer and the third shock-absorbing layer respectively.

[0007] Preferably, an anti-corrosion layer is fixedly connected to the top of the wear-resistant layer, and the anti-corrosion layer is fixedly connected to the surfaces of the first shock-absorbing layer, the first strength layer, the second shock-absorbing layer, the second strength layer, and the third shock-absorbing layer.

[0008] Preferably, second threaded holes are provided on the surfaces of the wear-resistant layer, the first shock-absorbing layer, the first strength layer, the second shock-absorbing layer, the second strength layer, and the third shock-absorbing layer. The number of the second threaded holes is the same as that of the first threaded holes, and the second threaded holes are located on the top of the first threaded holes.

[0009] Preferably, a screw is threadedly connected inside the third shock-absorbing layer, and the wear-resistant layer, the first shock-absorbing layer, the first strength layer, the second shock-absorbing layer, the second strength layer, the third shock-absorbing layer, and the first compensation pad are connected by screws.

[0010] Preferably, positioning holes are provided on the surfaces of the wear-resistant layer, the first shock-absorbing layer, the first strength layer, the second shock-absorbing layer, the second strength layer, and the third shock-absorbing layer. The wear-resistant layer, the first shock-absorbing layer, the first strength layer, the second shock-absorbing layer, the second strength layer, and the third shock-absorbing layer are all sleeved on the surface of the positioning block through the positioning holes.

[0011] Preferably, the materials of the third shock-absorbing layer, the first shock-absorbing layer, and the second shock-absorbing layer are aluminum alloy materials, and the materials of the second strength layer and the first strength layer are carbon fiber composite materials.

[0012] Preferably, the materials of the wear-resistant layer and the anti-corrosion layer are stainless steel materials. A ceramic coating is applied to the bottom of the wear-resistant layer, and an epoxy resin is applied to the surface of the anti-corrosion layer.

[0013] The beneficial effects of the present utility model are as follows:

[0014] Due to the ceramic coating at the bottom of the wear-resistant layer of the present utility model, the wear generated by the contact between the wear-resistant layer and the first compensation pad is reduced. Due to the coverage of the wear-resistant layer and the anti-corrosion layer, the first shock-absorbing layer, the first strength layer, the second shock-absorbing layer, the second strength layer, and the third shock-absorbing layer have high anti-corrosion performance. Due to the second strength layer and the first strength layer, the strength of the first shock-absorbing layer, the second shock-absorbing layer, and the third shock-absorbing layer is improved to a certain extent. Due to the third shock-absorbing layer, the first shock-absorbing layer, and the second shock-absorbing layer, the overall vibration is reduced, and the noise generated by the device is reduced, achieving the effect of reducing noise and vibration, and solving the problem that the hub compensation pad generates vibration and noise during the rotation process when the vehicle is running. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0016] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0017] Figure 2 It is a schematic diagram of the disassembled connection structure of the anti-corrosion layer and the threaded rod of the present invention;

[0018] Figure 3 It is a schematic diagram of the wear-resistant layer and the second threaded hole of the present invention;

[0019] Figure 4 It is a schematic diagram of the first compensation pad and the first threaded hole of the present invention;

[0020] Figure 5 It is a schematic diagram of the structure of the wear-resistant layer and the anti-corrosion layer of the present invention.

[0021] In the figure: 1, brake disc; 2, second compensation pad; 201, wear-resistant layer; 202, first shock-absorbing layer; 203, first strength layer; 204, second shock-absorbing layer; 205, second strength layer; 206, third shock-absorbing layer; 207, anti-corrosion layer; 208, positioning hole; 209, screw; 210, second threaded hole; 3, threaded rod; 4, positioning block; 5, first threaded hole; 6, first compensation pad. Detailed implementation manners

[0022] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0023] The following combines the attached Figures 1-5 to further elaborate on this application.

[0024] This application embodiment discloses an automotive wheel hub compensation pad. Refer to Figure 1 and Figure 4, An automotive wheel compensation pad, comprising a brake disc 1, a first compensation pad 6 fixedly connected to the top of the brake disc 1, a second compensation pad 2 provided on the top of the first compensation pad 6, a threaded rod 3 fixedly connected to the top of the brake disc 1, the number of the threaded rods 3 being five, a positioning block 4 fixedly connected to the top of the first compensation pad 6, a first threaded hole 5 opened on the top of the first compensation pad 6, the number of the first threaded holes 5 being several, the second compensation pad 2 sleeved on the surface of the threaded rod 3, and the second compensation pad 2 sleeved on the surface of the positioning block 4;

[0025] The second compensation pad 2 includes a wear-resistant layer 201, the wear-resistant layer 201 being located on the top of the first compensation pad 6, a first shock-absorbing layer 202 fixedly connected to the top of the wear-resistant layer 201, a first strength layer 203 fixedly connected to the top of the first shock-absorbing layer 202, a second shock-absorbing layer 204 fixedly connected to the top of the first strength layer 203, a second strength layer 205 fixedly connected to the top of the second shock-absorbing layer 204, a third shock-absorbing layer 206 fixedly connected to the top of the second strength layer 205, and the surface of the threaded rod 3 respectively penetrating through the wear-resistant layer 201, the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206.

[0026] Refer to Figure 2 , a corrosion-resistant layer 207 is fixedly connected to the top of the wear-resistant layer 201, and the corrosion-resistant layer 207 is fixedly connected to the surfaces of the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206. Through the corrosion-resistant layer 207, the connection of the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206 is made more compact, preventing the inability to be used normally due to the damage of one of the parts;

[0027] Refer to Figure 3 and Figure 4 , second threaded holes 210 are opened on the surfaces of the wear-resistant layer 201, the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206. The number of the second threaded holes 210 is the same as that of the first threaded holes 5, and the second threaded holes 210 are located on the top of the first threaded holes 5. Through the arrangement of the second threaded holes 210 and the first threaded holes 5, the wear-resistant layer 201, the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206 can be connected to the first compensation pad 6, thereby thickening the compensation pad;

[0028] Refer to Figure 1 and Figure 2, the inner part of the third shock-absorbing layer 206 is threadedly connected with a screw 209. The wear-resistant layer 201, the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205, the third shock-absorbing layer 206 and the first compensation pad 6 are connected by the screw 209. Through the screw 209, the first compensation pad 6 is tightly connected with the wear-resistant layer 201, the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206, preventing the wear-resistant layer 201, the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206 from shaking due to being unfixed during vehicle operation and problems such as generating noise;

[0029] Refer to Figure 3 and Figure 4 , positioning holes 208 are provided on the surfaces of the wear-resistant layer 201, the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206. The wear-resistant layer 201, the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206 are all sleeved on the surface of the positioning block 4 through the positioning holes 208. Through the setting of the positioning holes 208, the wear-resistant layer 201, the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206 can be adjusted to the corresponding positions more accurately, thus facilitating installation;

[0030] Refer to Figure 2 , the materials of the third shock-absorbing layer 206, the first shock-absorbing layer 202 and the second shock-absorbing layer 204 are aluminum alloy materials, and the materials of the second strength layer 205 and the first strength layer 203 are carbon fiber composite materials. Aluminum alloy is one of the most commonly used materials in wheel manufacturing. This material has high strength, is lightweight, and has good seismic resistance. The aluminum alloy material can effectively reduce vibration and noise, while the carbon fiber material is lightweight but has high strength and is a common material for high-strength components;

[0031] Refer to Figure 2 and Figure 5 , the materials of the wear-resistant layer 201 and the anti-corrosion layer 207 are stainless steel materials. The bottom of the wear-resistant layer 201 is coated with a ceramic coating, and the surface of the anti-corrosion layer 207 is coated with epoxy resin. The ceramic coating has high hardness and can effectively resist wear and extend the service life of the equipment. The stainless steel material has high corrosion resistance, and the stainless steel material coated with epoxy resin can provide higher corrosion resistance and effectively prevent the structure inside the anti-corrosion layer 207 from being damaged due to corrosion.

[0032] Working principle: When in use, the staff needs to first align the positioning hole 208 in the middle of the wear-resistant layer 201 with the position of the positioning block 4, and then the wear-resistant layer 201 drives the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205, the third shock-absorbing layer 206 and the anti-corrosion layer 207 downward, and then screw the screw 209 into the second threaded hole 210, so that the bottom of the screw 209 surface reaches the inside of the first threaded hole 5, and then the wheel hub can be installed for normal use. The ceramic coating at the bottom of the wear-resistant layer 201 makes the wear-resistant layer 201 and the first The wear of the compensation pad 6 due to friction is reduced, and the first shock-absorbing layer 202, the first strength layer 203, the second shock-absorbing layer 204, the second strength layer 205 and the third shock-absorbing layer 206 have higher anti-corrosion performance through the covering of the wear-resistant layer 201 and the anti-corrosion layer 207. The strength of the first shock-absorbing layer 202, the second shock-absorbing layer 204 and the third shock-absorbing layer 206 is improved through the carbon fiber material of the second strength layer 205 and the first strength layer 203. The overall noise and vibration are reduced through the aluminum alloy material of the first shock-absorbing layer 202, the second shock-absorbing layer 204 and the third shock-absorbing layer 206.

[0033] The above shows and describes the basic principle, main features and advantages of the utility model. Those skilled in the art should understand that the utility model is not limited by the above embodiments, and the above embodiments and descriptions are only for explaining the principle of the utility model. Without departing from the spirit and scope of the utility model, the utility model may have various changes and improvements, and these changes and improvements fall within the scope of the utility model to be protected.

Claims

1. An automobile wheel hub compensation pad, characterized in that: The invention comprises a brake disc (1), wherein a first compensation pad (6) is fixedly connected to the top of the brake disc (1), a second compensation pad (2) is arranged on the top of the first compensation pad (6), a threaded rod (3) is fixedly connected to the top of the brake disc (1), the number of the threaded rods (3) is five, a positioning block (4) is fixedly connected to the top of the first compensation pad (6), a first threaded hole (5) is opened on the top of the first compensation pad (6), the number of the first threaded holes (5) is several, the second compensation pad (2) is sleeved on the surface of the threaded rod (3), and the second compensation pad (2) is sleeved on the surface of the positioning block (4); The second compensation pad (2) comprises a wear-resistant layer (201), the wear-resistant layer (201) is located on the top of the first compensation pad (6), the top of the wear-resistant layer (201) is fixedly connected to a first shock-absorbing layer (202), the top of the first shock-absorbing layer (202) is fixedly connected to a first strength layer (203), the top of the first strength layer (203) is fixedly connected to a second shock-absorbing layer (204), the top of the second shock-absorbing layer (204) is fixedly connected to a second strength layer (205), the top of the second strength layer (205) is fixedly connected to a third shock-absorbing layer (206), and the surface of the threaded rod (3) passes through the wear-resistant layer (201), the first shock-absorbing layer (202), the first strength layer (203), the second shock-absorbing layer (204), the second strength layer (205) and the third shock-absorbing layer (206), respectively.

2. The automobile wheel hub compensation pad according to claim 1, characterized in that: The top of the wear-resistant layer (201) is fixedly connected with an anti-corrosion layer (207), and the anti-corrosion layer (207) is fixedly connected to the surfaces of the first shock-absorbing layer (202), the first strength layer (203), the second shock-absorbing layer (204), the second strength layer (205) and the third shock-absorbing layer (206).

3. The automobile wheel hub compensation pad according to claim 1, characterized in that: Second threaded holes (210) are provided on the surfaces of the wear-resistant layer (201), the first shock-absorbing layer (202), the first strength layer (203), the second shock-absorbing layer (204), the second strength layer (205) and the third shock-absorbing layer (206); the number of the second threaded holes (210) is the same as that of the first threaded holes (5); and the second threaded holes (210) are located at the top of the first threaded holes (5).

4. The automobile wheel hub compensation pad according to claim 1, characterized in that: The inner thread of the third shock-absorbing layer (206) is connected with a screw (209), and the wear-resistant layer (201), the first shock-absorbing layer (202), the first strength layer (203), the second shock-absorbing layer (204), the second strength layer (205), the third shock-absorbing layer (206) and the first compensation pad (6) are connected via the screw (209).

5. The automobile wheel hub compensation pad according to claim 1, characterized in that: Positioning holes (208) are provided on the surfaces of the wear-resistant layer (201), the first shock-absorbing layer (202), the first strength layer (203), the second shock-absorbing layer (204), the second strength layer (205) and the third shock-absorbing layer (206); the wear-resistant layer (201), the first shock-absorbing layer (202), the first strength layer (203), the second shock-absorbing layer (204), the second strength layer (205) and the third shock-absorbing layer (206) are sleeved on the surface of the positioning block (4) through the positioning holes (208).

6. The automobile wheel hub compensation pad according to claim 1, characterized in that: The third shock-absorbing layer (206), the first shock-absorbing layer (202) and the second shock-absorbing layer (204) are made of aluminum alloy, and the second strength layer (205) and the first strength layer (203) are made of carbon fiber composite materials.

7. The automobile wheel hub compensation pad according to claim 1, characterized in that: The wear-resistant layer (201) and the anti-corrosion layer (207) are made of stainless steel. The bottom of the wear-resistant layer (201) is coated with a ceramic coating, and the surface of the anti-corrosion layer (207) is coated with epoxy resin.

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