Hub with dynamic balance adjusting structure

Abstract

The utility model discloses a hub with a dynamic balance adjusting structure, which comprises a rim, a plurality of spokes and a hub part, a valve hole is arranged on the inner side of the rim in the radial direction, at least two or more adjusting grooves adjacent to the valve hole are arranged on the rim, and the adjusting grooves are in central symmetry by taking the valve hole as the center. According to the hub provided by the utility model, the adjusting groove is formed in the rim, so that the weight of the area beside the valve hole is reduced in advance, the weight of the part is consistent with the weight of a tire at other parts after a tire valve is mounted, and the overall dynamic balance of the tire is not changed. Therefore, in the hub production process, the working procedures can be reduced, the production efficiency is improved, and the surface of the hub can be prevented from being scratched when the working procedures are increased for carrying the hub.

Description

Technical Field

[0001] The utility model relates to a wheel hub, and more specifically, to a wheel hub with a dynamic balance adjustment structure. Background Art

[0002] As a key component of vehicles such as automobiles and motorcycles, the performance of the wheel hub is directly related to the safety, stability and driving efficiency of the vehicle. With the rapid development of the automotive industry and the continuous improvement of consumers' requirements for vehicle performance, the design and manufacture of wheel hubs are also facing more and more challenges.

[0003] In the design of wheel hubs, the valve stem is an indispensable component for connecting the tire and allowing gas to enter and exit. However, the valve stem itself has a certain weight, resulting in the tire at this position being about 20 grams heavier than the tire at the position symmetric to the center of the wheel hub center, which may affect the dynamic balance of the wheel hub.

[0004] Chinese Patent CN202223574515.1 provides an aluminum alloy wheel hub with a stepped groove, including a rim. The left and right ends of the rim are integrally connected with an inner rim and an outer rim. A wheel disc is arranged at the center of the outer rim. A spoke is integrally connected between the wheel disc and the outer rim. A valve stem hole is arranged on the outer rim, and a stepped groove is arranged on the side of the valve stem hole away from the spoke. Through the setting of the stepped groove, the tire pressure monitoring module can be mostly or completely accommodated in the area between the stepped groove and the tire, without occupying the space of other positions. While meeting the tire pressure monitoring, the service life of the wheel hub and the tire and the driving safety are improved. However, after a period of use, it is found that the setting of the stepped groove brings new problems, which increases the difficulty of adjusting the dynamic balance of the wheel hub and affects the driving stability of the vehicle and the service life of the wheel hub and the tire.

[0005] In order to balance the weight increase caused by the valve stem on the wheel hub, the following methods can be adopted: 1. Precise design of the valve stem position: The position of the valve hole with the valve stem on the wheel hub is designed as the lightest point on the entire circumference of the wheel hub, so that the weight of the valve stem can be partially offset by placing the valve stem at the lightest position to affect the dynamic balance; 2. Dynamic balance correction: Before the wheel hub leaves the factory and is ready to install the valve stem, dynamic balance correction is usually carried out. This process compensates for the unbalanced weight by adding counterweights to the wheel hub, including the weight increase caused by the valve stem. The counterweights can be pasted on the inner side of the wheel hub or hung on the outer side of the wheel hub to achieve the best dynamic balance effect.

[0006] Currently, dynamic balance correction is mostly used to balance the weight increase caused by the valve stem on the wheel hub, but the efficiency is too low and the balance effect is not stable enough. Summary of the Utility Model

[0007] The main purpose of the present utility model is to address the above-mentioned defects and deficiencies and solve the problem of too slow dynamic balance correction rate of the hub in the prior art.

[0008] A hub with a dynamic balance adjustment structure includes a rim, a plurality of spokes, and a hub portion. A valve hole is provided in the radial direction inside the rim. An adjustment groove is provided on the rim adjacent to the valve hole. The adjustment groove is a plurality of at least 2, and is centrosymmetric with the valve hole as the center.

[0009] In the present utility model, the inner side and the outer side refer to making a circular ring with the center of the hub and the rim as the boundary. The position opposite to the center of the circle is the inner side, and the position opposite to the center of the circle is the outer side. For example, the spokes and the hub portion are the inner side, and the installation position of the tire is the outer side, and so on. The present utility model sets an adjustment groove beside the valve hole, that is, reduces the weight of the area beside the valve hole in advance, so that the weight of this part is consistent with the weight of other parts of the tire after installing the tire valve, and the overall dynamic balance of the tire will not change. In this way, the process can be reduced during the production of the hub, the valve can be directly installed, the production efficiency can be improved, and the scraping of the hub surface during the handling of the hub due to the addition of processes can also be avoided.

[0010] Further, let the circumference of the rim be L, and the proportion of the adjustment groove on the rim circumference is 1 / 18 - 1 / 20L.

[0011] Further, let the circumference of the rim be L, and the proportion of the adjustment groove on the rim circumference is 1 / 19L.

[0012] Further, the size of the adjustment groove is a circumference of 50 - 60 mm, a width of 14 - 15 mm, and a depth of 1.5 - 2.5 mm.

[0013] Further, the size of the adjustment groove is a circumference of 55 mm, a width of 14.5 mm, and a depth of 2 mm.

[0014] Through the size setting of the adjustment groove of the present utility model, the hub can be paired with the valve in terms of weight during production, meeting the technical requirements of dynamic balance use, without the need for dynamic balance adjustment, effectively improving production efficiency, and at the same time ensuring the stability of the balance effect.

[0015] Further, the valve hole is provided at the center of the connection position of the front and rear two spokes and the rim; the adjustment groove is two, and the two adjustment grooves are respectively provided on the front side and the rear side of the valve hole.

[0016] In the present invention, the front side and rear side refer to the forward direction of the tire after the wheel hub is installed, the rear side contacts the ground first, and the front side contacts the ground later. The valve hole is arranged between two adjacent wheel spokes, so that the weight of the valve mouth borne by the valve hole can be borne by the adjacent wheel spokes.

[0017] Furthermore, an array of protrusions is provided at the bottom of the adjustment groove.

[0018] The protrusions are tiny protrusions that can be formed by stamping the bottom of the groove. The tiny, array-shaped protrusions make it more stable to add counterweights when adjusting the dynamic balance of the wheel hub, and can increase the focus points for the counterweights, making them less likely to fall off the contour.

[0019] Furthermore, the width of the adjustment groove along the radial direction of the rim is smaller than the width of the valve hole along the radial direction of the rim.

[0020] In addition, when the wheel hub of the utility model is used, if the dynamic balance needs to be corrected, the weight block can be rotated in the adjustment groove because of the existence of the adjustment groove. The number of the adjustment grooves is plural and distributed symmetrically, which is conducive to the adjustment of the dynamic balance of the wheel hub when it is used.

[0021] When adjusting the dynamic balance, in most cases, a counterweight is added within the width of the valve hole along the radial direction of the rim. Therefore, adjusting the width of the adjustment groove to be consistent with it can reduce the workload of adjusting the dynamic balance and improve work efficiency.

[0022] Furthermore, the bump is a diamond-shaped bump, and the angle ratio between two adjacent corners of the diamond-shaped bump is 1:1-1:1.5.

[0023] The wheel hub provided by the utility model reduces the weight of the area near the valve hole in advance by setting an adjustment groove on the wheel rim, so that the weight of this area is consistent with the weight of other parts of the tire after the tire valve is installed, and the overall dynamic balance of the tire will not change. In this way, the number of processes can be reduced in the production of the wheel hub, the production efficiency can be improved, and the scratches on the wheel hub surface during the transportation of the wheel hub can be avoided, and the stability of the balancing effect can be guaranteed.

[0024] The present invention will be further described below in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a schematic diagram of the utility model;

[0026] Figure 2 It is a partial enlarged view of the schematic diagram of the utility model;

[0027] Figure 3Schematic diagram of the back side of the utility model;

[0028] Figure 4 Partial enlarged view of the valve hole;

[0029] Figure 5 Partial enlarged view of the adjustment groove;

[0030] Figure 6 Cross-sectional view of the convex block. Detailed implementation manners

[0031] The present invention will be further explained and described below through specific implementation manners. It should be understood that the purpose of the following implementation manners is to make the technical solution of the present invention clearer and easier to understand, and does not limit the protection scope of the claims.

[0032] The present invention will be further described below through specific embodiments. Embodiment 1

[0033] As Figure 1 shown, this embodiment provides a hub 1 with an adjustment dynamic balance structure, including a rim 2, five irregularly shaped spokes 3, and a hub portion 4. A valve hole 21 is provided in the radial direction of the rim 2. An adjustment groove 22 is provided on the rim 2 adjacent to the valve hole. The adjustment grooves 22 are two or a plurality, and are centrosymmetric with the valve hole 21 as the center.

[0034] As Figure 2 shown, the valve hole is provided at the center of the connection positions of the front and rear two spokes 31 and 32 and the rim 2; the adjustment grooves are two, and the two adjustment grooves 221 and 222 are respectively provided on the front side and the rear side of the valve hole 2. In this embodiment, the adjustment grooves are provided on the outer side of the rim. Embodiment 2

[0035] This embodiment provides a hub with an adjustment dynamic balance structure that is the same as that in Embodiment 1. The difference is that, as Figure 3 , 4 shown, the adjustment groove 22 is provided on the back side of the rim 2. Particularly preferably, as Figure 6 , 5 , an array of convex blocks 223 is provided at the bottom of the adjustment groove 22.

[0036] Optionally, in the embodiment, the width of the adjustment groove 22 in the radial direction of the rim 2 is smaller than the width of the valve hole 21 in the radial direction of the rim 2.

[0037] Optionally, in the embodiment, the convex block is a rhombic convex block, and the angles of adjacent two corners of the rhombic convex block are both 90°. Embodiment 3

[0038] This embodiment provides a wheel hub with an adjustable dynamic balance structure that is the same as that in Embodiment 1 or Embodiment 2. The difference is that, further, let the circumference of the rim be L, and the proportion of the adjustment groove on the rim circumference is 1 / 19L. Embodiment 4

[0039] This embodiment provides a wheel hub with an adjustable dynamic balance structure that is the same as that in Embodiment 1 or Embodiment 2. The difference is that, further, let the circumference of the rim be L, and the proportion of the adjustment groove on the rim circumference is 1 / 18L. Embodiment 5

[0040] This embodiment provides a wheel hub with an adjustable dynamic balance structure that is the same as that in Embodiment 1 or Embodiment 2. The difference is that, further, let the circumference of the rim be L, and the proportion of the adjustment groove on the rim circumference is 1 / 20L. Embodiment 6

[0041] This embodiment provides a wheel hub with an adjustable dynamic balance structure that is the same as that in Embodiment 1 or Embodiment 2. The difference is that, further, the size of the adjustment groove is a circumference of 55 mm, a width of 14.5 mm, and a depth of 2 mm. Embodiment 7

[0042] This embodiment provides a wheel hub with an adjustable dynamic balance structure that is the same as that in Embodiment 1 or Embodiment 2. The difference is that, further, the size of the adjustment groove is a circumference of 50 mm, a width of 14 mm, and a depth of 1.5 mm. Embodiment 8

[0043] This embodiment provides a wheel hub with an adjustable dynamic balance structure that is the same as that in Embodiment 1 or Embodiment 2. The difference is that, further, the size of the adjustment groove is a circumference of 60 mm, a width of 15 mm, and a depth of 2.5 mm.

[0044] Performance Test

[0045] The mechanical properties of the wheel hubs in Embodiments 3 - 8 were tested. The test requirements are as follows: Dynamic balance requirement (B + C mode): For the painted finished product, B ≤ 30 g, C ≤ 45 g, B + C ≤ 65 g; Air tightness requirement: Pressure ≥ 0.55 Mpa, and no air leakage for more than 30 seconds; Mechanical property requirement: Tensile strength ≥ 210 N / mm, elongation rate ≥ 8% (front wheel flange). The results show that the wheel hubs in Embodiments 3 - 8 can meet the requirements of the dynamic balance experiment, air tightness experiment, and mechanical property experiment, and the tests are qualified.

[0046] The present invention is described by way of examples, but does not limit the present invention. With reference to the description of the present invention, other variations of the disclosed embodiments, which are readily conceivable to those skilled in the art, should fall within the scope defined by the claims of the present invention.

Claims

1. A wheel hub with a dynamic balancing adjustment structure, comprising a wheel rim, a plurality of wheel spokes and a hub, wherein a valve hole is provided in the radial direction of the wheel rim, and characterized in that: The wheel rim is provided with an adjustment groove adjacent to the valve hole, and the adjustment grooves are at least 2 in number and are centrally symmetrical with the valve hole as the center.

2. The wheel hub according to claim 1, characterized in that: The valve hole is arranged at the center of the connection position between the front and rear two spokes and the rim; there are two adjustment grooves, and the two adjustment grooves are respectively arranged at the front side and the rear side of the valve hole.

3. The wheel hub according to claim 1, characterized in that: Assuming that the circumference of the rim is L, the proportion of the adjustment groove on the circumference of the rim is 1 / 18-1 / 20L.

4. The wheel hub according to claim 3, characterized in that: Assuming that the circumference of the rim is L, the proportion of the adjustment groove on the circumference of the rim is 1 / 19L.

5. The wheel hub according to claim 1, characterized in that: The dimensions of the adjustment groove are 50-60 mm in circumference, 14-15 mm in width, and 1.5-2.5 mm in depth.

6. The wheel hub according to claim 5, characterized in that: The dimensions of the adjustment groove are 55 mm in circumference, 14.5 mm in width and 2 mm in depth.

7. The wheel hub according to claim 2, characterized in that: The width of the adjustment groove along the radial direction of the rim is smaller than the width of the valve hole along the radial direction of the rim.

8. The wheel hub according to claim 7, characterized in that: The bottom of the adjustment groove is provided with array-shaped protrusions.

9. The wheel hub according to claim 8, characterized in that: The protrusion is a diamond-shaped protrusion, and the angle ratio of two adjacent corners of the diamond-shaped protrusion is 1:1-1:1.5.

Images