Hub capable of reducing dynamic balance adjustment in production

Abstract

The utility model discloses a hub capable of reducing dynamic balance adjustment in production, which comprises a hub part, a plurality of spokes and a rim, the rim is provided with a valve hole, the valve hole is arranged between two adjacent spokes, and the distances between the joints of the two spokes and the rim and the valve hole are equal; two weight increasing spokes are arranged at the positions, opposite to the two spokes, of the rim, each weight increasing spoke is provided with a weight increasing area, and the weight increasing areas and the weight increasing spokes are integrally formed. The weight increasing spoke is arranged at the position opposite to the valve hole, and after the tire is installed, the dynamic balance of the whole tire does not need to be corrected. The whole hub and tire production process is simplified, the production efficiency is greatly improved, and meanwhile, the hub can be effectively prevented from being collided due to repeated carrying.

Description

Technical Field

[0001] The utility model relates to a wheel hub, and more specifically, to a wheel hub that can reduce dynamic balance adjustment during production. Background Art

[0002] 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. In the design of wheel hubs, the valve stem is an indispensable component, which is used to connect the tire and allow 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 symmetrically centered on the center of the wheel hub, which may affect the dynamic balance of the wheel hub.

[0003] The dynamic balance of a wheel hub refers to the evenness of the weight distribution when the wheel rotates. If a certain part of the wheel is heavier than other parts, it will cause imbalance, resulting in jitter and bumpiness during driving. Over time, it will also accelerate tire wear and affect the suspension system.

[0004] To balance the weight increase caused by the valve stem on the wheel hub, dynamic balance correction is usually adopted. Specifically, during the production process of installing the valve stem on the wheel hub, counterweights are added to the wheel hub to compensate for the unbalanced weight, including the weight increase caused by the valve stem. The counterweights can be attached to the inner side of the wheel hub or hung on the outer side of the wheel hub to achieve the best dynamic balance effect.

[0005] However, this method not only has low production efficiency, but also is prone to damage the surface of the wheel hub due to excessive handling. At the same time, after a period of use, dynamic balance adjustment needs to be done again, affecting the user experience. Summary of the Utility Model

[0006] The main purpose of the present utility model is to address the above-mentioned defects and deficiencies and solve the technical problem of too slow dynamic balance correction rate during the production of wheel hubs in the prior art.

[0007] A wheel hub that can reduce dynamic balance adjustment during production, including a hub portion, a plurality of spokes, and a rim. A valve hole is provided on the rim. It is characterized in that: the valve hole is arranged between two adjacent spokes, and the distances from the connections of the two spokes to the rim to the valve hole are equal; at positions on the rim opposite to the two spokes, two weight-increasing spokes are provided, and each weight-increasing spoke is provided with a weight-increasing area, and the weight-increasing area is integrally formed with the weight-increasing spoke.

[0008] In the present utility model, parameters not mentioned for the hub portion, spokes, and rim can be achieved using existing technologies. By providing weight-increasing spokes at the relative position of the valve hole, it is equivalent to adding weight in advance to the relative position of the valve hole. In this way, after the tire is installed, the dynamic balance of the entire tire does not need to be corrected. The production process of the entire wheel hub and tire is simplified, greatly improving production efficiency. At the same time, the wheel hub can effectively avoid collisions caused by multiple handling. Moreover, the present utility model uses two weight-increasing spokes, which can disperse the added weight for bearing, being more conducive to the weight balance of the entire wheel hub. The weight of the weight-increasing area is determined according to the valve nozzle to be installed.

[0009] Specifically, in the present application, through the mode of integrally processing and forming the weight-increasing area and the weight-increasing spokes, after the processes of wheel hub casting, machining, painting, etc. are completed, it can be directly installed and used by the vehicle factory, fully meeting the dynamic balance technical requirements for the high-speed movement of automotive wheel hubs. There is no need to additionally attach balance weights made of other materials to each wheel hub rim to achieve dynamic balance, eliminating the additional cost of the process of attaching balance weights and purchasing balance weights. At the same time, compared with additionally attaching metal material weights to the wheel hub rim, the integrally formed method can make the whole more stable and have a longer service life.

[0010] Furthermore, the weight-increasing areas of the two weight-increasing spokes are equal in weight and consistent in shape.

[0011] Furthermore, the weight-increasing area is arranged in the back cavity of the weight-increasing spoke.

[0012] Furthermore, the shape and size of the weight-increasing area are relatively consistent with the shape of the spoke.

[0013] Through the above settings, the overall stability of the wheel hub during driving can be maintained.

[0014] Furthermore, the average depth of the weight-increasing spoke is increased by 0.5 - 2 mm relative to the average thickness of the spoke, and the increased thickness is the thickness of the weight-increasing area.

[0015] Furthermore, the weight of the weight-increasing area is 9 - 11 g.

[0016] In view of the prior art, the weight of the valve nozzle is approximately 20 grams, so it is more appropriate that the weight of a single weight-increasing area is 9 - 11 grams, which can meet the requirements of dynamic balance settings for most wheel hubs.

[0017] Through the present utility model, a wheel hub structure can be produced with the advantages of increasing the service life of the tire, ensuring the straight-line stability of the vehicle, and enhancing driving safety. At the same time, the weight-increasing area and the weight-increasing spokes can be integrally formed through a mold, enabling dynamic balance adjustment during the production process and greatly improving the production efficiency of the wheel hub.

[0018] The present invention will be further described below in conjunction with the accompanying drawings. Description of the Drawings

[0019] Figure 1 It is a schematic diagram of the front of the present utility model;

[0020] Figure 2 It is a sectional view of the side of the present utility model with a valve installed;

[0021] Figure 3 It is a schematic diagram of the back of the present utility model. Detailed Embodiment

[0022] The present invention will be further explained and described below through specific embodiments. It should be understood that the purpose of the following embodiments 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.

[0023] The present invention will be further described below through specific examples. Example 1

[0024] This example provides a wheel hub that can reduce dynamic balance adjustment during production, such as Figure 1 , including a hub portion 1, a plurality of spokes 2, and a rim 3. A valve hole 31 is provided on the rim 3, and the valve hole 31 is disposed between a previous spoke 21 and a subsequent spoke 22 that are adjacent to each other. The distances from the connection points of the two spokes to the rim 3 to the valve hole 31 are equal; at positions on the rim 3 opposite to the two spokes, there are provided two weight-increasing spokes 23, 24. Such as Figure 2 , each weight-increasing spoke is provided with a weight-increasing area 25, and the weight-increasing area is integrally formed with the weight-increasing spoke. The valve 4 is installed as Figure 2 .

[0025] Similar to the two spokes, the distances from the two weight-increasing spokes to the valve hole are also the same.

[0026] Furthermore, the weight-increasing areas of the two weight-increasing spokes are equal in weight and identical in shape.

[0027] Furthermore, the weight-increasing area is provided in the back cavity of the weight-increasing spoke.

[0028] Furthermore, the shape and size of the weight-increasing area are relatively consistent with the shape of the spoke.

[0029] Through the above settings, the overall stability of the wheel hub during driving can be maintained. Example 2

[0030] This embodiment provides a hub that has the same structure as that of Embodiment 1 and can reduce the dynamic balance adjustment during production. The difference is that, further, the average depth of the weight-adding spoke is increased by 0.5 mm relative to the average thickness of the spoke, and the increased thickness is the thickness of the weight-adding area. Embodiment 3

[0031] This embodiment provides a hub that has the same structure as that of Embodiment 1 and can reduce the dynamic balance adjustment during production. The difference is that, further, the average depth of the weight-adding spoke is increased by 1 mm relative to the average thickness of the spoke, and the increased thickness is the thickness of the weight-adding area. Embodiment 4

[0032] This embodiment provides a hub that has the same structure as that of Embodiment 1 and can reduce the dynamic balance adjustment during production. The difference is that, further, the average depth of the weight-adding spoke is increased by 1.5 mm relative to the average thickness of the spoke, and the increased thickness is the thickness of the weight-adding area. Embodiment 5

[0033] This embodiment provides a hub that has the same structure as that of Embodiment 1 and can reduce the dynamic balance adjustment during production. The difference is that, further, the average depth of the weight-adding spoke is increased by 2 mm relative to the average thickness of the spoke, and the increased thickness is the thickness of the weight-adding area. Embodiment 6

[0034] This embodiment provides a hub that has the same structure as that of Embodiment 1 and can reduce the dynamic balance adjustment during production. The difference is that, further, the weight of the weight-adding area is 9 g. Embodiment 7

[0035] This embodiment provides a hub that has the same structure as that of Embodiment 1 and can reduce the dynamic balance adjustment during production. The difference is that, further, the weight of the weight-adding area is 10 g. Embodiment 8

[0036] This embodiment provides a hub that has the same structure as that of Embodiment 1 and can reduce the dynamic balance adjustment during production. The difference is that, further, the weight of the weight-adding area is 11 g. Embodiment 9

[0037] This embodiment provides a hub that has the same structure as that of Embodiment 1 and can reduce the dynamic balance adjustment during production. The difference is that, further, the weight of the weight-adding area is 9.5 g. Embodiment 10

[0038] This embodiment provides a hub that has the same structure as that of Embodiment 1 and can reduce the dynamic balance adjustment during production. The difference is that, further, the weight of the weight-adding area is 10.5 g.

[0039] The mechanical properties of the wheels in Examples 2-10 were tested, and the test requirements were as follows: Dynamic balance requirement (B+C mode): for the painted finished product, B≤35g, C≤50g, B+C≤75g; airtightness requirement: pressure ≥0.55Mpa, and no air leakage for more than 30 seconds; mechanical property requirement: tensile strength ≥210N / mm, elongation ≥8% (front wheel rim). The results showed that the wheels in Examples 2-10 could meet the requirements of the dynamic balance test, airtightness test, and mechanical property test, and the tests were qualified.

[0040] 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 easily conceivable by those skilled in the art, should fall within the scope defined by the claims of the present invention.

Claims

1. A wheel hub capable of reducing dynamic balancing adjustments during production, comprising a hub, a plurality of spokes and a rim, wherein a valve hole is provided on the rim, and characterized in that: The valve hole is arranged between two adjacent spokes, and the connection between the two spokes and the rim is equidistant from the valve hole; two weight-increasing spokes are arranged on the rim at positions opposite to the two spokes, and each weight-increasing spoke is provided with a weight-increasing area, and the weight-increasing area is integrally formed with the weight-increasing spoke.

2. The wheel hub according to claim 1, characterized in that: The weighted areas of the two weighted spokes are equal in weight and shape.

3. The wheel hub according to claim 2, characterized in that: The weight-increasing area is arranged in the back cavity of the weight-increasing spoke.

4. The wheel hub according to claim 1, characterized in that: The shape and size of the weighted area are relatively consistent with the shape of the spokes.

5. The wheel hub according to claim 4, characterized in that: The average depth of the weighted spokes is increased by 0.5-2 mm relative to the average thickness of the spokes, and the increased thickness is the thickness of the weighted area.

6. The wheel hub according to claim 1, characterized in that: The weight of the weighted area is 9-11 g.

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