Anti-deformation structure for automobile hub during running

Abstract

The utility model relates to the technical field of automobile hubs, and discloses an automobile hub running anti-deformation structure which comprises a hub body and an anti-deformation detection mechanism arranged in the hub body. The anti-deformation detection mechanism comprises a limiting sleeve arranged in the hub body, a threaded lead screw rotationally connected to the interior of the limiting sleeve and a mounting block welded to the threaded lead screw, a threaded groove is formed in the limiting sleeve, and the section of the mounting block is shaped like a regular hexagon. Through the arrangement of the anti-deformation detection mechanism, a threaded lead screw can be driven to move by rotating the threaded lead screw in a limiting sleeve, so that the threaded lead screw is attached to the inner wall of the hub body, and one end of the threaded lead screw is attached to the inner wall of the hub body; therefore, the additional supporting effect on the hub body is achieved through the multiple sets of threaded lead screws, and the phenomenon that the hub body deforms on the severe terrain is avoided.

Description

Technical Field

[0001] This application relates to the technical field of automobile wheels, and specifically relates to an anti-deformation structure for automobile wheels during driving. Background Technique

[0002] The automobile wheel hub is the part where the axle is installed in the center of the wheel, and is also known as the "rim", "steel rim", "wheel" or "tyre rim", etc., depending on the region and language habits. Its main function is to support the tire, buffer external impacts, achieve the contact between the tire and the road surface, and ensure the driving performance of the vehicle. According to different materials, automobile wheel hubs are mainly divided into the following types: Steel wheel hubs: The main advantages of steel wheel hubs are simple manufacturing process, relatively low cost, and strong resistance to metal fatigue. However, the disadvantages are that the appearance is relatively simple, the weight is large, the inertial resistance is large, the heat dissipation is poor, and it is easy to rust. Alloy wheel hubs: Alloy wheel hubs are lighter, with small inertial resistance and high manufacturing precision. They have small deformation during high-speed rotation, which is beneficial to improving the straight-line driving performance of the vehicle, reducing the rolling resistance of the tire, and thus reducing fuel consumption. At the same time, the thermal conductivity of the alloy material is about three times that of steel, and the heat dissipation is good. Magnesium alloy wheel hubs: The main material of magnesium alloy wheel hubs is magnesium, and other metal materials are added. This material is the lightest, has good shock absorption performance, is easy to dissipate heat, and is corrosion-resistant. Carbon fiber composite material wheel hubs: Carbon fiber composite material wheel hubs are made of composite materials, with high cost, but good anti-noise performance, and are easy to repair even if damaged.

[0003] Overloading, speeding or frequently driving on bad road conditions of the vehicle will cause excessive pressure on the wheel hub, making it unable to support the weight and deform. In addition, when the vehicle is parked on an uneven ground for a long time, it will also cause uneven stress on the wheel hub and deform. Content of the Utility Model

[0004] The purpose of this application is to provide an anti-deformation structure for automobile wheels during driving, so as to solve the problem that overloading, speeding or frequently driving on bad road conditions of the vehicle will cause excessive pressure on the wheel hub, making it unable to support the weight and deform as mentioned in the above background technique.

[0005] To achieve the above purpose, this application provides the following technical solution: An anti-deformation structure for automobile wheels during driving, including: a wheel hub main body and an anti-deformation detection mechanism. The anti-deformation detection mechanism is arranged inside the wheel hub main body. The anti-deformation detection mechanism includes a limiting sleeve arranged inside the wheel hub main body, a threaded screw rod rotatably connected inside the limiting sleeve, and a mounting block welded on the threaded screw rod. A threaded groove is opened inside the limiting sleeve, and the cross-sectional shape of the mounting block is a regular hexagon.

[0006] By adopting the above technical solution, an effective supporting effect can be achieved on the wheel hub main body.

[0007] Preferably, the anti-deformation detection mechanism further has an annular block integrally formed with the central part inside the hub body, and a small annular plate for limiting is integrally formed at one end of the annular block.

[0008] By adopting the above technical solution, it can prevent the internal structure from falling off during rotation.

[0009] Preferably, the anti-deformation detection mechanism further includes a connecting block rotatably connected to the annular block, and a plurality of groups of limiting sleeves are welded to the outer wall of the connecting block at equal angles.

[0010] By adopting the above technical solution, it can enable the rotation between structures, thus not affecting the installation of the screws of the hub body.

[0011] Preferably, the anti-deformation detection mechanism further includes a positioning block welded to the other side of the mounting block, and a groove is formed inside the positioning block.

[0012] By adopting the above technical solution, it can provide stable movement of the internal structure.

[0013] Preferably, the anti-deformation detection mechanism further includes a pressing block slidably connected inside the groove of the positioning block, and the pressing block is in contact with the inner wall of the hub body.

[0014] By adopting the above technical solution, by being in contact with the inner wall of the hub body, it can achieve an effective supporting effect.

[0015] Preferably, the anti-deformation detection mechanism further has a limiting baffle welded inside the groove of the positioning block, and the cross-sectional shape of the limiting baffle is annular.

[0016] By adopting the above technical solution, it can prevent the structure inside the groove from falling off during displacement.

[0017] Preferably, the anti-deformation detection mechanism further includes a pressure detector fixedly arranged at the inner bottom of the positioning block, and one side of the pressure detector is in contact with the pressing block.

[0018] By adopting the above technical solution, it can detect the pressure value of the supporting part in real time, thus achieving the effect of real-time monitoring.

[0019] In summary, the present application has the following beneficial effects: By providing an anti-deformation detection mechanism, the threaded screw inside the limiting sleeve can be rotated, thereby driving the threaded screw to displace, so as to fit on the inner wall of the hub body. The fitting of one end of the threaded screw with the inner wall of the hub body, thus through a plurality of groups of threaded screws, an additional supporting effect on the hub body is achieved, and the phenomenon of deformation of the hub body is avoided in harsh terrains. Brief Description of the Drawings

[0020] Figure 1 It is a three-dimensional structure diagram of the present application;

[0021] Figure 2 It is a three-dimensional sectional structure diagram of the present application;

[0022] Figure 3 It is a three-dimensional structure diagram of the anti-deformation detection mechanism of the present application;

[0023] Figure 4 It is a three-dimensional sectional structure diagram of the anti-deformation detection mechanism of the present application.

[0024] In the figure: 1, hub main body; 2, anti-deformation detection mechanism; 201, annular block; 202, connecting block; 203, limiting sleeve; 204, threaded lead screw; 205, mounting block; 206, positioning block; 207, extrusion block; 208, limiting baffle; 209, pressure detector. Detailed Description of the Embodiments

[0025] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0026] The following will be further described in detail with reference to the attached Figures 1-4 This application example is further described in detail.

[0027] Embodiment 1

[0028] Please refer to Figures 1-4 , this embodiment provides a technical solution: an anti-deformation structure for an automobile wheel during driving, including: a hub main body 1 and an anti-deformation detection mechanism 2;

[0029] The hub main body 1, the main advantage of the steel hub main body 1 is that the manufacturing process is simple, the cost is relatively low, and the ability to resist metal fatigue is very strong. The anti-deformation detection mechanism 2 is arranged inside the hub main body 1. The anti-deformation detection mechanism 2 can support the inner wall of the hub main body 1, so that when driving on a bad road surface, it can effectively support the hub main body 1.

[0030] The anti-deformation detection mechanism 2 includes an annular block 201 integrally formed with the central part inside the hub body 1. The annular block 201 can provide a stable structure on the outer wall for angle change, so that when the subsequent hub body 1 is installed on the vehicle by screws, it will not be affected. One end of the annular block 201 is integrally formed with a small annular plate for limiting, which can prevent the structure on the outer wall from deviating during rotation. A connecting block 202 is rotatably connected to the annular block 201. The connecting block 202 can drive the structure connected to the outer wall to synchronously change the angle through angle change during rotation. A number of limiting sleeves 203 are welded to the outer wall of the connecting block 202 at equal angles. The limiting sleeves 203 can effectively limit the internal structure during displacement. A threaded groove is provided inside the limiting sleeve 203, which can enable the internal structure to perform displacement work during rotation.

[0031] A threaded lead screw 204 rotatably connected inside the limiting sleeve 203. During rotation, the threaded lead screw 204 can synchronously drive the structure connected to one end to perform displacement. An installation block 205 is welded to the threaded lead screw 204, and the cross-section of the installation block 205 is in the shape of a regular hexagon. The shape of the installation block 205 facilitates the personnel to rotate it by clamping with a wrench, so as to quickly drive the threaded lead screw 204 to perform rotational displacement work.

[0032] When the hub body 1 is installed on the vehicle, the connecting block 202 is rotatably connected to the annular block 201. During the rotation of the connecting block 202, the limiting sleeves 203 on the outer wall of the connecting block 202 will not block the reserved installation holes of the hub body 1. When the installation of the hub body 1 is completed, the personnel hold a wrench to clamp and rotate the installation block 205, so as to drive the threaded lead screw 204 to rotate and displace inside the limiting sleeve 203, thus facilitating the subsequent support and fixation of the inner wall of the hub body 1.

[0033] Embodiment 2

[0034] Please refer to Figures 1-4 , this embodiment provides a technical solution: an anti-deformation structure for an automobile wheel during driving, including: a positioning block 206, a pressing block 207, a limiting baffle 208 and a pressure detector 209;

[0035] The positioning block 206 is welded to the other side of the mounting block 205, and a groove is provided inside the positioning block 206. The groove provided in the positioning block 206 can provide internal structure for displacement to avoid the phenomenon of shaking inside the groove. The extrusion block 207 is slidably connected inside the groove of the positioning block 206. The extrusion block 207 can support multiple points on the inner wall of the hub body 1 by fitting with the inner wall of the hub body 1 during the synchronous displacement process, thus playing a role in supporting and protecting the hub body 1. The limit baffle 208 is welded inside the groove of the positioning block 206. The limit baffle 208 can provide a small range of movement for the extrusion block 207 inside the groove of the positioning block 206 while avoiding the phenomenon of falling off. Moreover, the cross-sectional shape of the limit baffle 208 is annular, which can not affect the movement of the extrusion block 207.

[0036] The pressure detector 209 is fixedly arranged at the inner bottom of the positioning block 206, and one side of the pressure detector 209 is in contact with the extrusion block 207. The pressure detector 209 is a device used to measure and detect the pressure change generated when an object is squeezed. Its main function is to capture the pressure data generated during the squeezing process through sensors or other measuring elements and convert these data into readable numerical values or signal outputs.

[0037] During the movement of the mounting block 205, the extrusion block 207 inside the positioning block 206 connected to one side will move synchronously, so that the extrusion block 207 is in contact with the inner wall of the hub body 1, thus playing a role in squeezing and supporting the inner wall of the extrusion block 207 and the hub body 1. The extrusion block 207 can avoid large-amplitude shaking through the limit baffle 208 inside the positioning block 206. When the extrusion block 207 is reversely squeezed due to the deformation of the hub body 1, the extrusion block 207 transmits the force to the pressure detector 209, which is convenient for personnel to quickly detect the change of the hub body 1.

[0038] The implementation principle of an anti-deformation structure for an automobile wheel during driving in this application is as follows:

[0039] First of all, when the hub body 1 is installed on the vehicle, the connecting block 202 is rotationally connected to the annular block 201. During the rotation of the connecting block 202, the limit sleeve 203 on the outer wall of the connecting block 202 will not block the reserved mounting holes of the hub body 1.

[0040] Secondly, when the installation of the hub body 1 is completed, a person holds a wrench to engage and rotate the installation block 205, thereby driving the threaded lead screw 204 to rotate and displace inside the limit sleeve 203. During the movement of the installation block 205, the extrusion block 207 inside the positioning block 206 connected to one side will be driven to move synchronously, so that the extrusion block 207 will be in contact with the inner wall of the hub body 1, thus achieving the extrusion and support of the inner wall of the extrusion block 207 and the hub body 1. The extrusion block 207 can avoid large-amplitude shaking through the limit baffle 208 inside the positioning block 206.

[0041] Finally, when the extrusion block 207 is reversely extruded due to the deformation of the hub body 1, the extrusion block 207 transmits the force to the pressure detector 209, which facilitates the personnel to quickly detect the change of the hub body 1.

[0042] For those skilled in the art, it is obvious that the present application is not limited to the details of the above exemplary embodiments, and the present application can be implemented in other specific forms without departing from the spirit or basic characteristics of the present application. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present application is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present application. Any reference signs in the claims should not be regarded as limiting the claimed rights.

Claims

1. A vehicle wheel hub anti-deformation structure during driving, characterized in that: include: Hub body (1); The anti-deformation detection mechanism (2) is arranged inside the wheel hub body (1), and comprises a limit sleeve (203) arranged inside the wheel hub body (1), a threaded screw (204) rotatably connected inside the limit sleeve (203), and a mounting block (205) welded to the threaded screw (204), wherein a threaded groove is provided inside the limit sleeve (203), and the cross-section of the mounting block (205) is a regular hexagon.

2. The anti-deformation structure of a vehicle wheel hub during driving according to claim 1, characterized in that: The anti-deformation detection mechanism (2) further comprises an annular block (201) integrally formed with the central portion of the hub body (1), and a small annular plate for limiting is integrally formed at one end of the annular block (201).

3. The anti-deformation structure of a vehicle wheel hub during driving according to claim 2, characterized in that: The anti-deformation detection mechanism (2) further comprises a connecting block (202) rotatably connected to the annular block (201), and a plurality of groups of limiting sleeves (203) are welded at equal angles on the outer wall of the connecting block (202).

4. The anti-deformation structure of a vehicle wheel hub during driving according to claim 3, characterized in that: The anti-deformation detection mechanism (2) further comprises a positioning block (206) welded to the other side of the mounting block (205), and a groove is provided inside the positioning block (206).

5. The anti-deformation structure of a vehicle wheel hub during driving according to claim 4, characterized in that: The anti-deformation detection mechanism (2) further comprises an extrusion block (207) slidably connected to the interior of the groove of the positioning block (206), and the extrusion block (207) is in contact with the inner wall of the hub body (1).

6. The anti-deformation structure of a vehicle wheel hub during driving according to claim 5, characterized in that: The anti-deformation detection mechanism (2) further comprises a limit baffle (208) welded in the groove of the positioning block (206), and the cross-section of the limit baffle (208) is in the shape of a ring.

7. The anti-deformation structure of a vehicle wheel hub during driving according to claim 6, characterized in that: The anti-deformation detection mechanism (2) further comprises a pressure detector (209) fixedly arranged on the inner bottom of the positioning block (206), and one side of the pressure detector (209) is in contact with the extrusion block (207).

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