Automobile hub with damping structure

Abstract

The utility model discloses an automobile hub with a damping structure, and belongs to the technical field of automobile hubs, the automobile hub with the damping structure is characterized by comprising a hub body and a hub shaft, and the hub shaft is arranged in the hub body. A drying plate embedded in the inner wall of the interior of the fixing sleeve can absorb moisture which may permeate, the moisture is effectively prevented from being accumulated in the fixing sleeve, metal parts are prevented from being rusted and corroded due to damp, and long-term stable operation of the damping structure is guaranteed; according to the damping device, the fixing sleeves are arranged on the damping rods, so that the damping rods slide in the fixing sleeves more stably and have good elastic restoring force, various vibrations and impacts from the road surface can be efficiently absorbed and buffered in the automobile running process, the stability and comfort of automobile running are remarkably improved, and through reasonable design, the service life of the damping rods is prolonged. The stability of the damping spring in the working process is guaranteed, and the reliability and durability of the whole damping structure are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile wheels, and particularly relates to an automobile wheel with a shock absorption structure. Background Art

[0002] An automobile wheel is an important part of automobile components. Along with the growth of the Chinese automobile component industry, the wheel industry has gradually developed and grown. A wheel is the part where the axle is installed in the center of the wheel, that is, the rim or steel ring that people often mention.

[0003] With the improvement of living standards, the number of automobiles has increased linearly. When an automobile is driving, it often bumps due to bad road conditions, making people in the car feel uncomfortable. And because the wheel is constantly subjected to the impact generated by bumps, coupled with the poor strength of the wheel itself, stress concentration will occur in the wheel, resulting in wheel deformation, and it will also cause damage to the tire. Severe bumps may even lead to car accidents;

[0004] The existing patent (Publication No.: CN214984591U) discloses an automobile wheel with a buffer shock absorption structure. The utility model provides an automobile wheel with a buffer shock absorption structure, which includes a wheel axle and a wheel body. A thickening disc is installed in the middle of the wheel axle. Six groups of buffer components are equidistantly installed on the wheel axle on both sides of the thickening disc. Each of the six groups of buffer components includes an outer support arm and an inner support arm. A buffer spring is installed inside the outer support arm. A blocking ring is arranged at the upper end opening of the outer support arm. A limiting ring is installed at the lower end of the inner support arm. The lower end of the inner support arm and the limiting ring are both located inside the outer support arm, and the upper end of the inner support arm is connected to the wheel body. Six shock absorption components are equidistantly arranged on the side of the thickening disc. Each of the six shock absorption components includes a contact block and a shock absorption spring. One end of the shock absorption spring is connected to the side of the thickening disc, and the other end of the shock absorption spring is connected to the contact block. It is an automobile wheel with a buffer and shock absorption structure. Through double-layer buffer shock absorption, the stability performance of the automobile wheel is effectively improved, and the safety is increased.

[0005] In view of the above problems, the existing patent gives a solution. However, during the driving process of existing automobiles, the automobile wheels often come into contact with various complex road conditions and environments, including rainwater, muddy water, etc. And the buffer and shock absorption structures arranged inside the wheels are not effectively waterproofed. After long-term use, moisture is easily permeated into the internal structure. The presence of moisture will cause metal parts to rust and corrode, thereby affecting the performance and service life of the shock absorption buffer structure.

[0006] Therefore, an automobile wheel with a shock absorption structure is proposed. Utility Model Content

[0007] The purpose of the present utility model is to provide an automobile wheel hub with a shock absorption structure, which can solve the problem that during the driving process of an automobile, the automobile wheel hub often comes into contact with various complex road conditions and environments, including rainwater, muddy water, etc., and the buffer and shock absorption structures arranged inside the wheel hub are not effectively waterproofed. After long-term use, moisture easily penetrates into the internal structure, and the presence of moisture will cause the metal components to rust and corrode, thereby affecting the performance and service life of the shock absorption and buffer structures.

[0008] To achieve the above purpose, the present utility model provides the following technical solutions: An automobile wheel hub with a shock absorption structure, including a wheel hub body and a wheel hub shaft. The wheel hub shaft is arranged inside the wheel hub body. An efficient shock absorption component is arranged between the wheel hub body and the wheel hub shaft. An efficient buffer component is arranged between the wheel hub body and the wheel hub shaft. The efficient buffer component includes a buffer sleeve fixedly connected to the outside of the wheel hub shaft, and a sliding sleeve is slidably connected to the outside of the inside of the buffer sleeve;

[0009] The efficient shock absorption component includes a fixed sleeve fixedly connected to the outside of the wheel hub shaft. A drying plate is embedded in the inner wall of the inside of the fixed sleeve. A shock absorption rod is slidably connected to the outside of the inside of the fixed sleeve. A limiting disc is fixedly connected to the outside of the shock absorption rod. The limiting disc is slidably connected to the outside of the inside of the fixed sleeve. The outside of the limiting disc is in contact with the outside of the inside of the fixed sleeve. A shock absorption spring is fixedly connected to the inside of the inside of the fixed sleeve. The outside of the shock absorption spring is in contact with the inside of the limiting disc. The shock absorption spring is located outside the shock absorption rod.

[0010] Preferably, double support rods are fixedly connected to the outside of the sliding sleeve, and the outside of the double support rods is fixedly connected to the inner wall of the inside of the wheel hub body.

[0011] Preferably, a telescopic rod is fixedly connected to the outside of the inside of the sliding sleeve, and the telescopic end of the telescopic rod is fixedly connected to the inside of the inside of the buffer sleeve.

[0012] Preferably, a buffer spring is arranged outside the telescopic rod. The outside of the buffer spring is in contact with the outside of the inside of the sliding sleeve, and the inside of the buffer spring is in contact with the inside of the inside of the buffer sleeve.

[0013] Preferably, a shielding sleeve is bolted to the outside of the fixed sleeve, and the shielding sleeve is slidably connected to the outside of the shock absorption rod.

[0014] Preferably, a sealing sleeve is fixedly connected to the inside of the shielding sleeve, and the inside of the sealing sleeve is in contact with the outside of the shock absorption rod.

[0015] Preferably, embedding grooves are provided on both the front side and the rear side of the wheel hub body, and shock absorption and buffer blocks are fixedly connected to the inside of the embedding grooves.

[0016] Preferably, a circulation hole is provided on the outer side of the shock absorber rod, and the circulation hole is in the shape of a circular hole groove.

[0017] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0018] 1. By setting up an efficient shock absorption component in this application, the drying plate embedded in the inner wall of the fixed sleeve can absorb the moisture that may seep in, effectively preventing the accumulation of moisture inside, avoiding the rust and corrosion of metal components due to moisture, and ensuring the long-term stable operation of the shock absorption structure. The cooperation of the shock absorption spring and the limit disc makes the sliding of the shock absorber rod in the fixed sleeve smoother and has a good elastic restoring force. In this way, during the driving of the vehicle, various vibrations and impacts from the road surface can be efficiently absorbed and buffered, significantly improving the smoothness and comfort of vehicle driving. Through reasonable design, the stability of the shock absorption spring during operation is ensured, and the reliability and durability of the entire shock absorption structure are improved;

[0019] 2. By setting up an efficient buffer component in this application, the hub body can be further reinforced and supported, and at the same time, it assists the efficient shock absorption component to further disperse and absorb the impact forces from different directions, reducing the risk of structural damage to the hub due to excessive instantaneous force under complex road conditions, playing a good protective role for the hub body and the hub shaft, and extending the service life of the hub. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is an overall structure diagram of an automotive hub with a shock absorption structure of the present utility model;

[0021] Figure 2 is a planar structure schematic diagram of the hub body of the present utility model;

[0022] Figure 3 is a structural schematic diagram of the hub shaft of the present utility model;

[0023] Figure 4 is a structural schematic diagram of the efficient shock absorption component of the present utility model;

[0024] Figure 5 is a structural schematic diagram of the efficient buffer component of the present utility model;

[0025] Figure 6 is a structural schematic diagram of the shielding sleeve of the present utility model.

[0026] In the figure, 1 is the hub body; 2 is the hub shaft; 3 is the high-efficiency shock-absorbing component; 301 is the fixing sleeve; 302 is the drying plate; 303 is the shock-absorbing rod; 304 is the limiting disc; 305 is the shock-absorbing spring; 4 is the high-efficiency buffering component; 401 is the buffering sleeve; 402 is the sliding sleeve; 403 is the double support rod; 404 is the telescopic rod; 405 is the buffering spring; 5 is the embedding groove; 6 is the shock-absorbing and buffering block; 7 is the shielding sleeve; 8 is the sealing sleeve; 9 is the circulation hole. Detailed implementation mode

[0027] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

[0028] Please refer to Figures 1-5 , the present invention provides a technical solution:

[0029] An automobile hub with a shock-absorbing structure includes a hub body 1 and a hub shaft 2. The hub shaft 2 is arranged inside the hub body 1. A high-efficiency shock-absorbing component 3 is arranged between the hub body 1 and the hub shaft 2. A high-efficiency buffering component 4 is arranged between the hub body 1 and the hub shaft 2. The high-efficiency buffering component 4 includes a buffering sleeve 401 fixedly connected to the outside of the hub shaft 2. A sliding sleeve 402 is slidably connected to the outside of the inside of the buffering sleeve 401;

[0030] The high-efficiency shock-absorbing component 3 includes a fixing sleeve 301 fixedly connected to the outside of the hub shaft 2. A drying plate 302 is embedded in the inner wall of the inside of the fixing sleeve 301. A shock-absorbing rod 303 is slidably connected to the outside of the inside of the fixing sleeve 301. A limiting disc 304 is fixedly connected to the outside of the shock-absorbing rod 303. The limiting disc 304 is slidably connected to the outside of the inside of the fixing sleeve 301. The outside of the limiting disc 304 is in contact with the outside of the inside of the fixing sleeve 301. A shock-absorbing spring 305 is fixedly connected to the inside of the inside of the fixing sleeve 301. The outside of the shock-absorbing spring 305 is in contact with the inside of the limiting disc 304. The shock-absorbing spring 305 is located outside the shock-absorbing rod 303.

[0031] In this embodiment: Through the high-efficiency shock-absorbing component 3, when the wheel hub body 1 is subjected to vibration and impact, the vibration energy is transmitted to the shock-absorbing rod 303. The shock-absorbing rod 303 then slides on the outer side inside the fixed sleeve 301, driving the limit disc 304 to move towards the inside of the fixed sleeve 301. The movement of the limit disc 304 compresses the shock-absorbing spring 305, causing the shock-absorbing spring 305 to undergo elastic deformation. During the compression process of the shock-absorbing spring 305, the vibration energy is converted into elastic potential energy and stored. When the vibration weakens or disappears, the shock-absorbing spring 305 releases the elastic potential energy, pushing the limit disc 304 and the shock-absorbing rod 303 to move in the reverse direction and return to the initial position. In this way, the shock-absorbing spring 305 effectively buffers and dampens the vibration by continuously absorbing and releasing energy. At the same time, the drying plate 302 embedded in the inner wall of the fixed sleeve 301 plays a key role in waterproofing and moisture-proofing. During the driving process of the vehicle, even if a small amount of moisture seeps into the inside of the fixed sleeve 301 through the gap between the wheel hub body 1 and the wheel hub shaft 2, the drying plate 302 can quickly absorb this moisture and maintain a dry environment inside the fixed sleeve 301. This effectively prevents the shock-absorbing spring 305, the limit disc 304, and other metal components from rusting and corroding due to moisture, ensuring that they can stably perform their shock-absorbing functions for a long time and extending the service life of the entire structure. And during this process, the high-efficiency buffer component 4 further strengthens and supports the wheel hub body 1, and at the same time further disperses and absorbs the impact forces from different directions, reducing the risk of structural damage to the wheel hub due to excessive instantaneous force under complex road conditions, playing a good protective role for the wheel hub body 1 and the wheel hub shaft 2, and extending the service life of the wheel hub.

[0032] Specifically, as Figure 5 shown, a double strut 403 is fixedly connected to the outer side of the sliding sleeve 402, and the outer side of the double strut 403 is fixedly connected to the inner wall inside the wheel hub body 1.

[0033] Specifically, as Figure 5 shown, a telescopic rod 404 is fixedly connected to the outer side inside the sliding sleeve 402, and the telescopic end of the telescopic rod 404 is fixedly connected to the inner side inside the buffer sleeve 401.

[0034] Specifically, as Figure 5 shown, a buffer spring 405 is arranged on the outer side of the telescopic rod 404. The outer side of the buffer spring 405 is in contact with the outer side inside the sliding sleeve 402, and the inner side of the buffer spring 405 is in contact with the inner side inside the buffer sleeve 401.

[0035] In this embodiment: When the wheel hub body 1 is impacted, the impact energy is first transmitted to the double strut 403, and the force is transmitted to the sliding sleeve 402 through the double strut 403. After the sliding sleeve 402 is acted upon by the force, on the one hand, it will slide along the outer side inside the buffer sleeve 401, and on the other hand, it will compress the telescopic rod 404 and cause the buffer spring 405 to undergo elastic deformation. Moreover, when the sliding sleeve 402 slides inside the buffer sleeve 401, it is completely in a sealed state, which can greatly avoid the penetration of water vapor. And when the sliding sleeve 402 slides, due to the relative movement between it and the buffer sleeve 401, sliding friction will be generated, and this part of the sliding friction can consume a part of the impact energy and convert it into heat energy and dissipate it. At the same time, the telescopic rod 404 will also store a certain amount of elastic potential energy when it is compressed, and the elastic deformation of the buffer spring 405 further absorbs and stores the impact energy. When the impact ends, the elastic potential energy stored in the telescopic rod 404 and the buffer spring 405 will be gradually released, pushing the sliding sleeve 402 back to its initial position.

[0036] Specifically, as Figure 3 、 Figure 6 shown, a shielding sleeve 7 is bolted to the outer side of the fixed sleeve 301, and the shielding sleeve 7 is slidably connected to the outer side of the shock-absorbing rod 303.

[0037] Specifically, as Figure 3 、 Figure 6 shown, a sealing sleeve 8 is fixedly connected to the inner side of the shielding sleeve 7, and the inner side of the sealing sleeve 8 is in contact with the outer side of the shock-absorbing rod 303.

[0038] In this embodiment: By providing the shielding sleeve 7, the main function of the shielding sleeve 7 is to form an external protective barrier to prevent dust, debris, sediment, etc. from the outside from directly entering the inside of the fixed sleeve 301. At the same time, the function of the sealing sleeve 8 is to ensure the sealing performance when the shock-absorbing rod 303 enters the fixed sleeve 301, effectively preventing the infiltration of liquid and maintaining a dry environment inside the fixed sleeve 301.

[0039] Specifically, as Figure 1 、 Figure 2 shown, embedding grooves 5 are provided on both the front side and the rear side of the wheel hub body 1, and shock-absorbing buffer blocks 6 are fixedly connected to the inside of the embedding grooves 5.

[0040] Specifically, as Figure 1 、 Figure 2 shown, a circulation hole 9 is provided on the outer side of the shock-absorbing rod 303, and the circulation hole 9 is in the shape of a circular hole groove.

[0041] In this embodiment: The shock-absorbing buffer blocks 6 distributed in the front and rear slots 5 of the wheel hub body 1 can provide additional buffering when the wheel hub is subjected to impacts and vibrations from different directions, and by opening a circulation hole 9 on the outer side of the shock-absorbing rod 303, a certain air pressure balance channel can be formed between the shock-absorbing rod 303 and the external environment to ensure the normal and stable use of the shock-absorbing rod 303.

[0042] Working principle: During the use of the vehicle, when the wheel hub body 1 is impacted by the road surface, the impact energy will be quickly transmitted to the sliding sleeve 402 through the double struts 403. Since the outer sides of the double struts 403 are fixedly connected to the inner wall inside the wheel hub body 1, and the outer side of the sliding sleeve 402 is fixedly connected to the double struts 403, the impact energy will cause the sliding sleeve 402 to slide relatively on the outer side inside the buffer sleeve 401. During the process of the sliding sleeve 402 sliding inside the buffer sleeve 401, on the one hand, the telescopic rod 404 fixedly connected to the outer side inside the sliding sleeve 402 will be compressed. The telescopic end of the telescopic rod 404 is fixedly connected to the inner side inside the buffer sleeve 401. When the sliding sleeve 402 slides, it will drive the telescopic end of the telescopic rod 404 to move towards the inside of the buffer sleeve 401, thereby causing the entire telescopic rod 404 to be compressed. On the other hand, the buffer spring 405 arranged on the outer side of the telescopic rod 404 will also be compressed. The outer side of the buffer spring 405 is in contact with the outer side inside the sliding sleeve 402, and the inner side is in contact with the inner side inside the buffer sleeve 401. When the sliding sleeve 402 slides, the buffer spring 405 will be compressed between the sliding sleeve 402 and the buffer sleeve 401. During this process, the relative sliding between the sliding sleeve 402 and the buffer sleeve 401 generates sliding friction, and the sliding friction will consume a part of the impact energy and convert it into heat energy. At the same time, the compressed telescopic rod 404 stores a certain amount of elastic potential energy, and the buffer spring 405 also converts the impact energy into its own elastic potential energy during the compression process. When the impact energy weakens or disappears, the elastic potential energy stored in the telescopic rod 404 and the buffer spring 405 will be gradually released, pushing the sliding sleeve 402 back to its initial position, thereby realizing the buffering of the impact energy. At the same time, the vibration and impact received by the wheel hub body 1 will also be transmitted to the high-efficiency shock-absorbing component 3. The outer side of the shock-absorbing rod 303 is connected to the wheel hub body 1. When the wheel hub body 1 vibrates, the shock-absorbing rod 303 will slide on the outer side inside the fixed sleeve 301. The sliding of the shock-absorbing rod 303 drives the outer limiting disc 304 to slide on the outer side inside the fixed sleeve 301. When the limiting disc 304 moves towards the inside of the fixed sleeve 301, it will compress the shock-absorbing spring 305 on the inner side inside the fixed sleeve 301. During the process of the shock-absorbing spring 305 being compressed, it stores the vibration energy as elastic potential energy. When the vibration weakens or disappears, the shock-absorbing spring 305 releases the elastic potential energy, pushing the limiting disc 304 and the shock-absorbing rod 303 back to their initial positions, thereby realizing the shock-absorbing effect on the vibration. At the same time, the drying plate 302 embedded in the inner wall of the fixed sleeve 301 plays an important role in keeping the inside dry. During the driving process of the vehicle, even if a small amount of water seeps into the inside of the fixed sleeve 301 through the gap between the wheel hub body 1 and the wheel hub shaft 2, the drying plate 302 can quickly absorb this water, preventing the water from causing rust and corrosion to metal components such as the shock-absorbing spring 305 and the limiting disc 304, and ensuring that each structure can stably play the shock-absorbing function for a long time. In summary, it improves the driving smoothness and comfort of the vehicle, and at the same time ensures the long-term reliable use of the wheel hub.

[0043] The above are only the preferred embodiments of the present utility model, and are not intended to limit the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An automobile wheel hub with a shock absorbing structure, comprising a wheel hub body (1) and a wheel hub shaft (2), characterized in that: The hub shaft (2) is arranged inside the hub body (1), a high-efficiency shock-absorbing assembly (3) is arranged between the hub body (1) and the hub shaft (2), a high-efficiency buffer assembly (4) is arranged between the hub body (1) and the hub shaft (2), and the high-efficiency buffer assembly (4) comprises a buffer sleeve (401) fixedly connected to the outside of the hub shaft (2), and a sliding sleeve (402) is slidably connected to the outside of the buffer sleeve (401); The high-efficiency shock-absorbing component (3) comprises a fixed sleeve (301) fixedly connected to the outside of the hub shaft (2); a drying plate (302) is embedded in the inner wall of the fixed sleeve (301); a shock-absorbing rod (303) is slidably connected to the outside of the inside of the fixed sleeve (301); a limiting plate (304) is fixedly connected to the outside of the shock-absorbing rod (303); the limiting plate (304) is slidably connected to the outside of the inside of the fixed sleeve (301); the outside of the limiting plate (304) contacts the outside of the inside of the fixed sleeve (301); a shock-absorbing spring (305) is fixedly connected to the inside of the fixed sleeve (301); the outside of the shock-absorbing spring (305) contacts the inside of the limiting plate (304); and the shock-absorbing spring (305) is located on the outside of the shock-absorbing rod (303).

2. The automobile wheel hub with a shock absorbing structure according to claim 1, characterized in that: The outer side of the sliding sleeve (402) is fixedly connected to a double support rod (403), and the outer side of the double support rod (403) is fixedly connected to the inner wall inside the hub body (1).

3. The automobile wheel hub with a shock absorbing structure according to claim 1, characterized in that: A telescopic rod (404) is fixedly connected to the outer side of the interior of the sliding sleeve (402), and a telescopic end of the telescopic rod (404) is fixedly connected to the inner side of the interior of the buffer sleeve (401).

4. The automobile wheel hub with a shock absorbing structure according to claim 3, characterized in that: A buffer spring (405) is arranged on the outer side of the telescopic rod (404), the outer side of the buffer spring (405) contacts the outer side of the interior of the sliding sleeve (402), and the inner side of the buffer spring (405) contacts the inner side of the interior of the buffer sleeve (401).

5. The automobile wheel hub with a shock absorbing structure according to claim 1, characterized in that: A shielding sleeve (7) is bolted to the outside of the fixing sleeve (301), and the shielding sleeve (7) is slidably connected to the outside of the shock absorbing rod (303).

6. The automobile wheel hub with a shock absorbing structure according to claim 5, characterized in that: A sealing sleeve (8) is fixedly connected to the inner side of the shielding sleeve (7), and the inner side of the sealing sleeve (8) is in contact with the outer side of the shock absorbing rod (303).

7. The automobile wheel hub with a shock absorbing structure according to claim 1, characterized in that: The front and rear sides of the hub body (1) are both provided with embedding grooves (5), and a shock-absorbing buffer block (6) is fixedly connected inside the embedding groove (5).

8. The automobile wheel hub with a shock absorbing structure according to claim 1, characterized in that: A circulation hole (9) is provided on the outer side of the shock absorbing rod (303), and the circulation hole (9) is in the shape of a circular hole groove.

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