Multi-spoke aluminum alloy wheel

Abstract

The utility model discloses a multi-spoke aluminum alloy wheel, which has the main design concept that weight increment is applied to an area with higher sensitivity, so that the lateral rigidity can be improved to the greatest extent, and the aim of lightweight design is indirectly achieved. Specifically, a cap opening of the wheel is determined as the sensitive area, the weight increment of the wheel is designed by increasing the thickness of the cap opening, and in order to guarantee that the whole wheel still meets the light weight standard, on the premise that the cap opening is thickened, the window fillet and the spoke thickness are adaptively reduced and adjusted, and therefore the curvature of the back face of the spoke is optimized; the inner side of the flange plate of the wheel is provided with a plurality of weight reduction pits in specific shapes, and the aluminum alloy material is combined, so that various index requirements of reducing vibration noise and ensuring lateral rigidity and light weight are met, the production process and the shape requirements of the wheel are met, the energy consumption of a vehicle is reduced, and the effects of energy conservation and emission reduction are achieved; and the real use experience of the wheel and the whole vehicle is obviously improved.

Description

Technical Field

[0001] The utility model relates to the field of automobile wheels, in particular to a multi-spoke aluminum alloy wheel. Background Art

[0002] With the rise of the new energy market, shortening the development cycle and reducing R&D costs have become the mainstream demands of new energy OEMs, in order to achieve the purpose of rapid listing and seizing the market. Based on this, the development cycle of wheels (wheels: rotating bearings between tires and axles, usually composed of two main components, rims and spokes, which can be integral, permanently connected or detachable) as components is also gradually shortened. It is difficult to meet the growing performance requirements of wheel weight, wheel lateral stiffness, etc. based on traditional experience, so optimization methods need to be applied to daily development. However, most of the optimization methods are currently in the manual stage, and the settings required for different optimization methods are quite different and cumbersome, with high operating thresholds and low efficiency, and cannot be effectively used in the development of key and difficult projects with shorter and shorter development cycles.

[0003] To elaborate, as automobile energy consumption has received more and more attention, lightweight design and NVH performance are becoming more and more popular in automobile design. However, in the design of aluminum alloy wheels, in order to meet the performance requirements of wheel impact strength, radial fatigue, bending fatigue, etc., it is difficult to take into account both lightweight wheel design and improved lateral stiffness (which can optimize NVH performance). In order to meet the performance requirements such as impact strength, the R angle of the outer shape can be increased or the spoke thickness (width) can be increased, but increasing the R angle of the modeling surface will change the wheel shape or fail to meet the original design intention; increasing the spoke thickness (or increasing the width) will increase the wheel mass, which will waste aluminum alloy materials and increase the vehicle mass, resulting in increased vehicle energy consumption. Improving lateral stiffness requires increasing the axial thickness and radial length, but both increase the wheel mass and cannot meet the demand for lightweight vehicles.

[0004] The tire optimization methods currently used are mostly iterative methods that use CAS surface data, generate entities, model, analyze, optimize, regenerate 3D models, and reanalyze. The wheel structure designed in this way is illustrated by a motor vehicle aluminum alloy wheel hub with a back cavity having weight-reducing dimples: the wheel hub includes a wheel disc and a rim, and the wheel disc includes a flange, a flange peripheral portion, and a spoke; the spoke includes a spoke main arm on the side close to the flange, and two spoke support arms extend from the spoke main arm; the spoke includes a spoke weight-reducing dimple on one side of the back cavity, and the spoke weight-reducing dimple is V-shaped; the spoke includes five flange peripheral portion weight-reducing dimples evenly distributed around the circumference of the flange on the back of the flange peripheral portion; the flange includes a flange weight-reducing dimple between the bolt holes on one side of the back cavity.

[0005] From the perspective of practitioners in this field, it can be known that the above-mentioned wheel scheme is achieved by designing a specific shape of wheel hub back cavity weight-reducing recess for a specific wheel hub front shape, and setting the size of the weight-reducing recess, so as to reduce the weight of the wheel hub, and the wheel hub after weight reduction still has excellent mechanical properties. However, its disadvantage is that it only considers the lightweight design under the conditions of meeting the requirements of impact strength, radial fatigue, and bending fatigue performance, and ignores the demand for NVH performance, which is also a very important link lacking in traditional wheel design. From the above, the utility model believes that a very important indicator for improving NVH performance is how to improve the lateral stiffness of the wheel. Utility Model Content

[0006] In view of the above, the present invention aims to provide a multi-spoke aluminum alloy wheel to solve the above-mentioned technical problems.

[0007] The technical solution adopted by the utility model is as follows:

[0008] The utility model provides a multi-spoke aluminum alloy wheel, comprising:

[0009] A thickened area is formed at the cap mouth of the wheel, and the thickness of the thickened area is at least 0.1 mm; a plurality of weight-reducing recesses are provided on the inner side of the flange of the wheel, and the weight-reducing recesses are distributed at equal angles to a plurality of bolt holes on the flange, and the weight-reducing recesses have a central circular portion and strip portions symmetrically formed on both sides of the central circular portion.

[0010] In at least one possible implementation, the specification of the aluminum alloy wheel is 20×8.5J, and the thickness of the cap mouth is increased to 27 mm.

[0011] In at least one possible implementation manner, the thickness of the spokes of the aluminum alloy wheel is reduced to 24.6 mm, and the radius of the window corners is reduced to 3.75 mm.

[0012] In at least one possible implementation, the weight-reducing recesses are five inner weight-reducing recesses evenly distributed around the circumference of the flange, the angle formed between adjacent weight-reducing recesses is 72°, and the angle between the weight-reducing recesses and the adjacent bolt holes is 36°.

[0013] In at least one possible implementation manner, the width of the strip-shaped portion is 8 to 10 mm, the radius of the groove bottom fillet of the strip-shaped portion is 2 to 4 mm, and the maximum axial depth is 2 to 4 mm.

[0014] In at least one possible implementation, the inner side of the central circular portion is cylindrical and the outer side is conical, the radius of the central circular portion is 10-14 mm, the axial depth of the cylinder is 10-12 mm, and the axial depth of the cone is 6-8 mm.

[0015] In at least one possible implementation manner, the material model of the aluminum alloy wheel is T6061.

[0016] Compared with the prior art, the main design concept of the utility model is to apply the weight increase to the area with higher sensitivity, thereby maximizing the lateral stiffness and indirectly achieving the goal of lightweight design. Specifically, the wheel cap is determined as the aforementioned sensitive area, and the weight increase of the wheel is designed by increasing its thickness. In order to ensure that the wheel as a whole still meets the lightweight standard, the window fillet and spoke thickness are adaptively reduced and adjusted under the premise of thickening the cap, thereby optimizing the curvature of the back of the spoke; and a number of weight reduction pockets with specific shapes are designed on the inner side of the wheel flange, and combined with aluminum alloy material, thereby achieving the requirements of various indicators such as reducing vibration and noise, ensuring lateral stiffness and lightweight, while meeting the wheel production process and styling requirements, reducing vehicle energy consumption, achieving energy-saving and emission reduction effects, and significantly improving the actual use experience of the wheel and the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to make the purpose, technical solution and advantages of the utility model clearer, the utility model will be further described below in conjunction with the accompanying drawings, in which:

[0018] Figure 1 A schematic diagram of the front (outer) structure of a wheel provided in an embodiment of the utility model;

[0019] Figure 2 A schematic diagram of the back (inner) structure of a wheel provided in an embodiment of the present utility model. DETAILED DESCRIPTION

[0020] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be interpreted as limiting the present invention.

[0021] By analyzing the first-order lateral modes of the wheel, the differences in sensitivity of the increased weight in different areas of the wheel to the lateral stiffness of the wheel were found, and by analyzing different areas, the area where the increased weight is most sensitive to the lateral stiffness of the wheel was determined. Based on the previous work, the utility model believes that this sensitive area is generally near the wheel cap. Based on this, it is determined that increasing the thickness and radial length of the cap area can significantly improve the lateral stiffness of the wheel, while also avoiding ineffective weight increase in other positions, taking into account the goal of lightweighting the wheel.

[0022] The utility model provides an embodiment of a multi-spoke aluminum alloy wheel. Specifically, Figure 1 and Figure 2 As shown, it includes: a thickened area is formed at the cap mouth 1 of the wheel 100, and the thickness value of the thickened area includes at least 0.1 mm; a plurality of weight-reducing recesses 4 are provided on the inner side of the flange 200 of the wheel 100, and the weight-reducing recesses 4 are distributed at equal angles to the plurality of bolt holes 300 on the flange 200, and the weight-reducing recesses 4 have a central circular portion 41 and strip portions 42 symmetrically formed on both sides of the central circular portion 41.

[0023] Regarding the design process of increasing the weight of the sensitive area of ​​the wheel mentioned above, it can be explained that, based on the reference example of a wheel specification of 20×8.5J, the utility model implemented at least two attempts: ① Based on the unchanged overall shape of the wheel, according to the original parameters such as the cap thickness of 26.9mm, the spoke thickness of 25.4mm, and the window radius R4.2mm, the back cavity curvature was optimized to the design limit, which made it difficult to achieve the lateral stiffness requirements of the wheel; ② Based on the unchanged overall shape of the wheel, the cap thickness was adjusted, and the spoke thickness and window radius were changed accordingly, and then the back cavity line was optimized with a smooth transition, and it was found that the design requirement of a lateral stiffness of 70kN / mm could be met.

[0024] The above attempts have resulted in an aluminum alloy wheel with an optimized curvature of the back of the spoke and a weight-reducing recess in the back cavity. Specifically, the thickness of the cap opening 1 is increased to 27mm (26.9mm→thickened by 0.1mm), and in order to adapt to the change in the thickness of the cap opening 1, the thickness of the spoke 2 is reduced to 24.6mm (thinned by 0.8mm), and the window fillet 3 is reduced from R4.2mm to R3.75mm (the window fillet refers to the transition arc structure at the bottom of the window formed between the spokes, which is only for illustration in the figure), so that the back of the spoke has a more gentle curvature trend, ensuring that the lateral stiffness and NVH experience are improved while reducing the weight of the wheel.

[0025] Next, for the wheel back cavity, a number of weight-reducing recesses 4 are designed on the inner side of the flange 200, and the weight-reducing recesses 4 specifically include five inner weight-reducing grooves evenly distributed around the circumference of the flange, and the weight-reducing recesses 4 have a central circular portion 41 and strip portions 42 symmetrically located on both sides of the central circular portion 41, that is, in terms of shape, the weight-reducing recesses 4 can be regarded as a watch shape, and are distributed at equal angles with the wheel bolt holes 300, that is, the weight-reducing recesses 4 on the inner side of the flange have an angle of 72° themselves, and an angle of 36° with the wheel bolt holes 300; further, the overall width of the strip portion 42 is set to 8-10mm, the radius of the two rounded corners at the bottom of the recess is 2-4mm, and the maximum axial depth (that is, the groove depth) is 2-4mm; the inner side of the central circular portion 41 is cylindrical and the outer side is conical, and its radius is set to 10-14mm, the axial depth of the cylindrical shape is 10-12mm, and the axial depth of the conical shape is 6-8mm. The unique design of the position, shape and parameters of the vibration damping sockets are all designed to match the weight increase design of the cap opening area and the optimization of the back cavity curvature, so as to comprehensively meet the requirements of NVH and lightweight for this embodiment.

[0026] That is, through the structural optimization design of the wheel spoke form and the weight-reducing dimples in the back cavity for the specific wheel shape, the reasonable number, position and size of the weight-reducing dimples are determined, thereby achieving a reduction in wheel weight. Practical verification shows that the optimized weight of the above embodiment is 15.7kg, achieving a weight reduction of 0.4kg. The thickened wheel disc also improves the lateral stiffness of the wheel, meeting the NVH requirements for reducing noise and improving the experience of the wheel. The lightweight wheel still has excellent mechanical properties, meeting industry requirements such as impact strength, radial fatigue, and bending fatigue.

[0027] In summary, the main design concept of the utility model is to apply the weight increase to the area with higher sensitivity, thereby maximizing the lateral stiffness and indirectly achieving the goal of lightweight design. Specifically, the wheel cap is determined as the aforementioned sensitive area, and the weight increase of the wheel is designed by increasing its thickness. In order to ensure that the wheel as a whole still meets the lightweight standard, the window fillet and spoke thickness are adaptively reduced and adjusted under the premise of thickening the cap, thereby optimizing the curvature of the back of the spoke; and a number of weight reduction pockets with specific shapes are designed on the inner side of the wheel flange, and combined with aluminum alloy material, thereby achieving the various indicators of reducing vibration and noise, ensuring lateral stiffness and lightweight, while meeting the wheel production process and styling requirements, reducing vehicle energy consumption, achieving energy-saving and emission reduction effects, and significantly improving the actual use experience of the wheel and the entire vehicle.

[0028] If the expressions of orientation are mentioned in the embodiments of the present invention, they are relative concepts based on the embodiments. In addition, "at least one" refers to one or more, and "plurality" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent the existence of A alone, the existence of A and B at the same time, and the existence of B alone. Among them, A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b and c can be represented by: a, b, c, a and b, a and c, b and c, or a and b and c, wherein a, b, c can be single or multiple.

[0029] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings, but the above is only a preferred embodiment of the present invention. It should be noted that the technical features involved in the above embodiments and their preferred methods can be reasonably combined and matched into a variety of equivalent schemes by those skilled in the art without departing from or changing the design concept and technical effects of the present invention; therefore, the present invention is not limited to the scope of implementation as shown in the drawings, and all changes made in accordance with the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which still do not exceed the spirit covered by the specification and drawings, should be within the protection scope of the present invention.

Claims

1. A multi-spoke aluminum alloy wheel, characterized in that: A thickened area is formed at the cap mouth of the wheel, and the thickness of the thickened area is at least 0.1 mm; a plurality of weight-reducing recesses are provided on the inner side of the flange of the wheel, and the weight-reducing recesses are distributed at equal angles to a plurality of bolt holes on the flange, and the weight-reducing recesses have a central circular portion and strip portions symmetrically formed on both sides of the central circular portion.

2. The multi-spoke aluminum alloy wheel according to claim 1, characterized in that: The specification of the aluminum alloy wheel is 20×8.5J, and the thickness of the cap mouth is increased to 27 mm.

3. The multi-spoke aluminum alloy wheel according to claim 2, characterized in that: The thickness of the spokes of the aluminum alloy wheel is reduced to 24.6 mm, and the radius of the window fillet is reduced to 3.75 mm.

4. The multi-spoke aluminum alloy wheel according to claim 1, characterized in that: The weight-reducing recesses are five inner weight-reducing recesses evenly distributed around the circumference of the flange, the angle formed between adjacent weight-reducing recesses is 72°, and the angle between the weight-reducing recesses and the adjacent bolt holes is 36°.

5. The multi-spoke aluminum alloy wheel according to claim 4, characterized in that: The width of the strip-shaped portion is 8 to 10 mm, the radius of the groove bottom fillet of the strip-shaped portion is 2 to 4 mm, and the maximum axial depth is 2 to 4 mm.

6. The multi-spoke aluminum alloy wheel according to claim 5, characterized in that: The inner side of the central circular portion is cylindrical and the outer side is conical. The radius of the central circular portion is 10-14 mm, the axial depth of the cylinder is 10-12 mm, and the axial depth of the cone is 6-8 mm.

7. The multi-spoke aluminum alloy wheel according to any one of claims 1 to 6, characterized in that: The material model of the aluminum alloy wheel is T6061.

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