Disc wheel structure of layered double-air-inlet process

Abstract

The utility model provides a disc wheel structure adopting a layered double-air-inlet process, which is characterized by comprising a wheel rim main body, reinforcing side covers on two sides and a hub mounting seat which are integrally formed, and the two sides of the wheel rim main body and the hub mounting seat are connected through the reinforcing side covers. The wheel rim body, the reinforcing side covers on the two sides and the hub mounting seat are formed by attaching corresponding disc wheel preforms to the surface of an air bag set to be pressurized and heated, the air bag set comprises a first air bag and a second air bag, the first air bag is used for forming the wheel rim body, the second air bag is used for forming the reinforcing side covers, the pressure of air introduced into the first air bag is P1, and the pressure of air introduced into the second air bag is P2. And the pressure of gas introduced into the second gas bag is P1. The disc wheel is manufactured through a carbon cloth heating forming method, a gluing process is not needed, efficiency is improved, the disc wheel is manufactured through a layered double-air-inlet process, the wheel rim body and the reinforcing side covers on the two sides are formed through different gas pressures, the rigidity stability of the disc wheel can be effectively improved, and the rejection rate can be effectively reduced.

Description

Technical Field

[0001] This utility model relates to a disc wheel structure with a layered dual-intake process, which is applied to the field of bicycle wheel rims. Background Technology

[0002] A bicycle disc wheel, also known as a closed disc wheel, is a specially designed bicycle rim primarily used to improve the performance of a bicycle under specific conditions, especially in high-speed riding or racing environments.

[0003] In the field of bicycle disc wheel manufacturing, several commonly used production technologies include: Rigid material support method: In this method, the side cover of the disc wheel uses a rigid material such as PMI (polymethacrylimide) to enhance the rigidity of the rim. The production process involves single-groove molding technology, that is, the rim and side cover are combined in one molding process, and then the two are bonded together to form a complete disc wheel through a gluing process. However, these traditional manufacturing methods have some common challenges: Due to material selection and structural design, these disc wheels are often heavy, which may affect the overall performance of the bicycle, especially when climbing hills or needing rapid acceleration. Furthermore, these methods may lead to inconsistent rigidity and strength of the disc wheel, which may affect riding efficiency and safety. Low production efficiency: These processes are lengthy, involving multiple steps and processes, resulting in low production efficiency and increased manufacturing costs and time. To address these technical shortcomings, we have developed a novel disc wheel manufacturing method using a layered dual-intake process. Utility Model Content

[0004] This invention provides a disc wheel structure with a layered dual-intake process, which can effectively solve the above-mentioned problems.

[0005] This utility model is implemented as follows:

[0006] A disc wheel structure with a layered dual-intake process includes:

[0007] The wheel includes an integrally molded rim body, two reinforced side covers, and a hub mount. The rim body and the hub mount are connected by the reinforced side covers on both sides. The rim body, the two reinforced side covers, and the hub mount are respectively made by attaching corresponding disc wheel preforms to the surface of the air bag assembly under pressure and heat. The air bag assembly includes a first air bag and a second air bag. The first air bag is used to form the rim body, and the second air bag is used to form the reinforced side covers. The gas pressure entering the first air bag is P1, and the gas pressure entering the second air bag is P1.

[0008] As a further improvement, the relationship between P1 and P2 is P1:P2 = V2;KV1, where V1 is the volume of the first airbag, V2 is the volume of the second airbag, and K is a constant determined according to the different design requirements of the wheel rim body and the side cover.

[0009] As a further improvement, the constant K = 2 to 10.

[0010] As a further improvement, the disc wheel preform is made of carbon fiber composite material.

[0011] As a further improvement, the inner wall of the reinforced side cover is provided with a plurality of reinforcing ribs arranged in an equidistant annular array along the diameter direction of the mounting hole, and the width of the reinforcing ribs gradually increases along the direction from the mounting hole to the wheel rim.

[0012] As a further improvement, the inner wall of the reinforced side cover is provided with reinforcing ribs, which adopt a honeycomb structure design.

[0013] The beneficial effects of this utility model are as follows: This utility model uses a carbon cloth heating and molding method to manufacture disc wheels, which eliminates the need for gluing processes, simplifies the manufacturing process, improves production efficiency, and uses a layered dual-intake process to prepare disc wheels. The wheel rim body and the two side reinforcing covers are formed by different gas pressures, which can effectively improve the rigidity and stability of disc wheels and reduce the scrap rate, thus saving manufacturing costs. Attached Figure Description

[0014] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0015] Figure 1 This is a process flow diagram of the dual-layer air intake provided in this embodiment of the utility model.

[0016] Figure 2 This is a structural schematic diagram provided by an embodiment of the present utility model.

[0017] Figure 3 yes Figure 2 Schematic diagram of the cross-sectional structure at point AA.

[0018] Figure 4 This is a schematic diagram of the reinforcing rib of the disc wheel side cover provided in an embodiment of this utility model.

[0019] Figure 5 This is a schematic diagram of the honeycomb-shaped reinforcing ribs on the disc wheel side cover provided in this embodiment of the utility model.

[0020] The attached diagram is labeled as follows:

[0021] 10. Disc wheel pre-forms;

[0022] 20. Airbag assembly; 21. First airbag; 22. Second airbag;

[0023] 30. Mold; 31. Upper mold; 32. Lower mold;

[0024] 40. Disc wheel structure; 41. Reinforcing ribs. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model. Therefore, the following detailed description of the embodiments of this utility model provided in the accompanying drawings is not intended to limit the scope of the claimed utility model, but merely to represent selected embodiments of this utility model.

[0026] In the description of this utility model, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0027] Reference Figures 1-3 As shown, a method for manufacturing a disc wheel using a layered dual-intake process includes the following steps:

[0028] S1: First, a disc wheel preform 10 is made in one piece. The disc wheel preform 10 includes a wheel rim body, two reinforcing side covers, and a hub mounting seat. In this embodiment, the disc wheel preform 10 is made of a carbon fiber composite material.

[0029] S2: Attach the disc wheel preform 10 to the surface of the air bag assembly 20. The air bag assembly 20 includes a first air bag 21 and a second air bag 22. Both the first air bag 21 and the second air bag 22 include a bag body and an air nozzle connecting the bag body. In this embodiment, the first air bag 21 is a rim body air bag, and the second air bag 22 is a reinforced side cover air bag, so that the rim body preform is attached to the rim body air bag, and the two reinforced side cover preforms are attached to the surface of the reinforced side cover air bag. The hub mounting seat is located in the middle of the reinforced side cover air bag. In this embodiment, the first air bag 21 and the second air bag 22 are both latex air bags. If ordinary air bags are used, on the one hand, ordinary air bags may break during inflation, causing the rim to be scrapped. On the other hand, ordinary air bags may have uneven pressure. In other embodiments, the first air bag 21 is an ordinary air bag, and the second air bag 22 is a latex air bag, because compared with the side cover, the curve requirements of the rim body are not high, and its space is small. Using ordinary air bags effectively reduces costs.

[0030] S3: Place the air bag assembly 20 into the mold 30 and press the mold 30 together; the mold 30 includes an upper mold 31, a lower mold 32, and a mold core disposed between the upper mold 31 and the lower mold 32. The mold core includes several arc-shaped assembly blocks connected end to end. The arc-shaped assembly blocks are provided with first bolt holes, and the lower mold 32 is provided with second bolt holes. The first bolt holes and the second bolt holes are fixed by bolts. A positioning block is provided on the side of the arc-shaped assembly block away from the first bolt holes. The upper mold 31 is provided with a positioning groove, and the positioning block is disposed in the positioning groove, so that the arc-shaped assembly block is fixed relative to the upper mold 31 and the lower mold 32 to prevent them from rotating. The arc-shaped assembly block is provided with a through hole, and the air nozzle is disposed in the through hole, so that the air nozzle is exposed outside the mold 30. The mold 30 is pressed together using a pressing device, and the air nozzle is connected to an external air source.

[0031] S4: Gas is simultaneously introduced into the first air bag 21 and the second air bag 22. The gas pressure introduced into the first air bag 21 is P1, and the gas pressure introduced into the second air bag 22 is P2. Under the expansion of the air bag group 20, the preform of the disc wheel structure 40 fully conforms to the inner surface of the mold. In this embodiment, the relationship between P1 and P2 is P1:P2 = V2; KV1, where the volume of the first air bag 21 is V1, the volume of the second air bag 22 is V2, and K is a constant determined according to the different design concepts of the wheel rim body and the side cover. According to the gas pressure formula, PV = nRT, where n is the number of moles of gas, R is the ideal gas constant, P is the pressure, V is the volume, and T is the temperature. Therefore... Under normal circumstances, the temperature T, the number of moles n, and the ideal gas constant R in the first air bag 21 and the second air bag 22 are the same, so P1:P2=V2;V1. However, due to the different design concepts of the wheel rim body and the side cover, it is necessary to increase the constant K. In this embodiment, K=2~10.

[0032] S5: Heat and shape the mold 30 at a curing temperature of 160-200℃ for 30-40 minutes and a heating rate of 7-10℃ / min. After curing, disassemble the mold 30 and remove the air bag assembly 20 to produce the finished bicycle disc wheel structure 40.

[0033] Compared with the traditional manufacturing method of disc wheel structure 40, the advantages of this utility model are that it uses the characteristics of carbon cloth heating and molding to prepare disc wheel structure 40, eliminating the need for gluing process, shortening process time, simplifying product manufacturing process, improving production efficiency, while the disc wheel structure 40 has more stable structural rigidity, high strength, and lighter weight. In addition, it adopts a layered air intake process of first air bag 21 and second air bag 22 to reduce scrap rate and reduce manufacturing cost.

[0034] In this utility model, the disc wheel structure 40 includes an integrally formed wheel rim body, two reinforcing side covers, and a hub mounting seat. The wheel rim body and the hub mounting seat are connected on both sides by the reinforcing side covers. The wheel rim body, the two reinforcing side covers, and the hub mounting seat are respectively made by attaching corresponding disc wheel preforms to the surface of the air bag assembly and pressing and heating them. The air bag assembly includes a first air bag and a second air bag. The first air bag is used to form the wheel rim body, and the second air bag is used to form the reinforcing side covers. The gas pressure entering the first air bag is P1, and the gas pressure entering the second air bag is P2.

[0035] In a specific embodiment of this invention, a specific carbon fiber composite material is used to manufacture the preform of the disc wheel structure 40. This composite material consists of the following components: 60 parts polycarbonate resin, 25 parts polyoxymethylene resin, 7 parts carbon fiber, 5 parts compatibilizer, 1 part lubricant, and 2 parts light stabilizer. During preparation, the polycarbonate resin and polyoxymethylene resin are first dried at 100°C for 5 hours. Then, the carbon fiber is impregnated with epoxy resin and cured for 5 hours, using diethyltoluene diamine as the curing agent. Next, according to a precise ratio, the polycarbonate resin, polyoxymethylene resin, carbon fiber, compatibilizer, lubricant, and light stabilizer are added to a premixer for mixing. After kneading, melting, and homogenization, the mixture is granulated using an extruder to form carbon fiber composite material particles. Finally, these particles are processed into the shape of the disc wheel preform 10, preparing for subsequent molding steps.

[0036] This invention involves multiple performance tests on the carbon fiber composite material, and the test methods are as follows:

[0037] 1. Tensile strength: Prepare standard-sized specimens according to international standards (such as ISO, ASTM, etc.), perform tensile tests using a universal testing machine, and record the stress-strain curve of the specimen during the tensile process until fracture; Test conditions: tensile rate 10 mm / min, temperature 23℃.

[0038] 2. Impact resistance: According to ISO 180-2000 standard, the products of the examples and comparative examples underwent cantilever beam notched impact testing. The specimens were fixed on the testing device, and a hammer of a certain mass was dropped from a preset height to impact the specimens. The impact resistance was evaluated by measuring the degree of damage to the specimens after impact. The weight of the hammer was 100N.

[0039] 3. Scratch Resistance: A cross-scratch tester is used to test the scratch resistance of the injection-molded sample, with a scratch load of 10N. The scratch resistance of the material is judged by the color difference value ΔL before and after the scratch. The lower the ΔL value, the more difficult it is to detect the scratch, and the better the scratch resistance. For scratch-resistant materials, the ΔL value before and after the scratch is usually required to be less than 1.

[0040] In this embodiment, the carbon fiber composite material underwent 10 tests, and the results are shown in the table below:

[0041] Table 1 Performance test data of carbon fiber composite materials

[0042]

[0043]

[0044] According to the data in Table 1, the average tensile strength (MPa) of the carbon fiber composite material after 10 tests is 109 MPa, the average impact strength is 35.4 KJ / m2, and the scratch resistance ΔL is 0.48 mm.

[0045] Because the design concepts of the rim body and side cover of the bicycle disc wheel structure 40 are different, the required molding pressures are different. On the one hand, the rim body is the main load-bearing part of the bicycle wheel and requires higher strength and rigidity, thus requiring higher pressure to ensure the material is fully cured and the structure is intact. The main function of the side cover is to provide aerodynamic advantages, and its structural strength requirements are not as high as those of the rim, so it may require lower pressure. Furthermore, the material thickness, number of layers, and fiber direction of the rim body and side cover are different, thus requiring different molding pressures. On the other hand, using higher molding pressure will make the air bag more prone to breakage during inflation. Moreover, after the bicycle disc wheel structure 40 is molded, the air bag will adhere to the inner wall of the bicycle disc wheel structure 40. When the air bag pressure is high, it is more difficult to remove the air bag from the inner cavity of the bicycle disc wheel structure 40, especially in the side cover part of the disc wheel structure 40, where the area of ​​air bag adhesion is larger, making removal more difficult and requiring higher labor costs. If the air bag breaks, it needs to be replaced with a new one, and the customization cost of latex air bags is even higher. Therefore, if the air bag can be recycled, it will save a lot of costs. If the molding pressure of the side cover is insufficient, the molding shape of the side cover will be unstable and it will be unable to provide uniform pressure, resulting in poor overall strength and consistency of the side cover. Therefore, determining the appropriate molding pressure is the key to the design of the disc wheel structure 40 of this utility model.

[0046] Next, experiments will be conducted to verify the scientific validity of the molding pressure setting for the disc wheel structure 40 in this invention, which is prepared using a dual-intake method. The following is a comparative performance analysis experiment of the disc wheel structure 40. Both the wheel rim body and the side cover are manufactured using a general wheel rim molding gas pressure of 0.5 MPa. Material samples were taken from the wheel rim body and the side cover at equal intervals of 10 for testing. The remaining conditions were the same as those for carbon fiber composite material performance testing. The strength data of the wheel rim manufactured based on this molding gas pressure are shown in Table 2 below:

[0047] Table 2 Comparative Example 1 Disc Wheel Performance Test Data

[0048]

[0049]

[0050] The following are comparative experimental data from Example 1. The ratio of the cavity volume of the wheel rim body to the cavity volume of the side cover is V2:V1 = 50:1. This volume is also the ratio of the cavity volumes of the first air bag 21 and the second air bag 22. Therefore, according to the molding pressure formula of the first air bag 21 and the second air bag 22, P1:P2 = V2; KV1: we can obtain: In this embodiment, P1 is selected as the gas pressure commonly used in wheel rim molding, which is 0.5 MPa. The constant K = 10. Therefore, the molding pressure required for the second air bag is P2 = 0.1 MPa. The remaining molding conditions are exactly the same as those in Comparative Example 1. The strength of the wheel rim manufactured according to this molding gas pressure is shown in Table 3 below:

[0051] Table 3. Performance test data of disc wheel in Example 1

[0052]

[0053]

[0054] The following are comparative experimental data from Example 2. The ratio of the cavity volume of the wheel rim body to the cavity volume of the side cover is V2:V1 = 50:1. This volume is also the ratio of the cavity volumes of the first air bag 21 and the second air bag 22. Therefore, according to the molding pressure formula of the first air bag 21 and the second air bag 22, P1:P2 = V2; KV1: we can obtain: In this embodiment, P1 is selected as the gas pressure commonly used in wheel rim molding, which is 0.5 MPa. With constant K = 2, the molding pressure required for the second air bag 22 is P2 = 0.2 MPa. The remaining molding conditions are exactly the same as those in Comparative Example 1. The strength of the wheel rim manufactured according to this molding gas pressure is shown in Table 4 below:

[0055] Table 4. Performance test data of the disc wheel in Example 2

[0056]

[0057]

[0058] Based on the data analysis in Tables 1-4, the test structures for tensile strength, impact strength, and scratch resistance of the wheel rim body are similar to those for carbon fiber composite materials, regardless of Comparative Example 1 or Examples 1 and 2. Furthermore, the standard deviations between different locations of the wheel rim body and side caps are not significantly different. However, due to the larger area and thinner thickness of the side cap, its performance is slightly weaker compared to carbon fiber composite materials. According to the comparative analysis in Tables 2-4, the average values ​​for tensile strength, impact strength, and scratch resistance of the side caps in Examples 1 and 2 are similar. However, the standard deviation for the tensile strength of the side cap in Comparative Example 1 is 4.45, the standard deviation for the tensile strength of the side cap in Example 1 is 2.79, and the standard deviation for the tensile strength of the side cap in Example 2 is [missing data]. 3.7 The standard deviation of the impact strength of the side cover in Comparative Example 1 is 1.48, the standard deviation of the tensile strength of the side cover in Example 1 is 0.58, and the standard deviation of the tensile strength of the side cover in Example 2 is 0.66. This indicates that Examples 1 and 2 are significantly more stable in terms of tensile strength and impact strength, while their scratch resistance is similar. This shows that, according to the molding pressure setting of this example, the strength stability of the side cover is significantly better than that of Comparative Example 1. Furthermore, Comparative Example 1, due to the lack of a suitable gas pressure setting, has a significantly worse demolding efficiency and even suffers damage to the air bag. Therefore, this experiment shows that selecting a suitable molding pressure can effectively improve the strength stability of the side cover and facilitate demolding after manufacturing, preventing damage to the latex air bag.

[0059] Reference Figures 4-5 As shown, in another embodiment, a side cover is provided with a plurality of reinforcing ribs 41 arranged in a circular array at equal intervals along the diameter direction of the mounting holes. The reinforcing ribs 41 abut against the inner wall of the rim. This structure effectively increases the strength of the reinforcing side cover. In another embodiment, the width of the reinforcing ribs 41 gradually increases along the direction from the mounting holes to the rim. On the one hand, the gradually widening reinforcing ribs 41 enhance the structural strength of the outer circumference of the side cover body, and effectively reduce weight compared to reinforcing ribs with equal width. The structure is simple and practical. On the other hand, during manufacturing, the gradually widening reinforcing ribs 41 abut against the inner wall of the rim, effectively increasing the area of ​​the reinforcing ribs 41 on the inner wall of the rim, making the rim structure more stable during riding. In another embodiment, the reinforcing ribs 41 of the side cover adopt a honeycomb structure design, which also effectively increases the strength of the side cover.

[0060] The manufacturing of this structure is relatively complex and cannot be directly formed using ordinary air bags, especially the grooves between adjacent reinforcing ribs 41. Using ordinary air bags may prevent these grooves from being formed. Usually, this requires the use of custom-shaped latex air bags for inflation molding. However, custom-shaped latex air bags are expensive and have a limited number of uses. Therefore, considering cost, in one embodiment, air bag molding technology is still used. However, for the reinforcing rib 41 structure or honeycomb structure, this embodiment uses custom-made PU (polyurethane) material for molding. The PU material is attached to both sides of the second air bag 22, and the carbon composite material side cover preforms are placed on both sides of the PU material. The second air bag 22 is placed in the mold 30, and the second air bag 22 provides uniform gas pressure and heats the inside of the mold 30, so that the carbon composite material forms a side cover structure with the shape of the PU material. The reinforcing rib 41 structure or honeycomb structure produced by this method is less expensive than that produced by custom latex air bags. Since the PU material is a high-temperature resistant material and has a certain degree of toughness, it is easier to demold than that produced by latex air bag molding.

[0061] However, precise molding pressure control is required for the second air bag 22. Due to its certain toughness, excessive molding pressure will cause the reinforcing rib 41 to deform, while insufficient molding pressure may cause the second air bag 22 to fail to provide uniform pressure, resulting in stress concentration on the side cover of the disc wheel structure 40.

[0062] Therefore, the scientific validity of the molding pressure setting for the disc wheel structure 40 prepared by the dual-intake process will be verified through experiments. The following is a comparative performance analysis experiment of the disc wheel structure 40. Both the wheel body and the side cover are made with a general wheel rim molding gas pressure of 0.5 MPa. The other conditions are the same as those for the performance test of carbon fiber composite materials. The strength of the wheel rim manufactured according to this molding gas pressure is shown in Table 5 below:

[0063] Table 5 Comparative Example 2 Disc Wheel Performance Test Data

[0064]

[0065]

[0066] The following are comparative experimental data from Example 3. The ratio of the cavity volume of the wheel rim body to the cavity volume of the side cover is V2:V1 = 50:1. This volume is also the ratio of the cavity volumes of the first air bag 21 and the second air bag 22. Therefore, according to the molding pressure formula of the first air bag 21 and the second air bag 22, P1:P2 = V2; KV1: we can obtain: In this embodiment, P1 is selected as the gas pressure commonly used in wheel rim molding, which is 0.5 MPa. The constant K = 10. Therefore, the molding pressure required for the second air bag 22 is P2 = 0.1 MPa. The other conditions are the same as those in Comparative Example 2. The strength of the wheel rim manufactured according to this molding gas pressure is shown in Table 6 below:

[0067] Table 6. Performance test data of the disc wheel in Example 3.

[0068]

[0069]

[0070] The following are comparative experimental data from Example 4. The ratio of the cavity volume of the wheel rim body to the cavity volume of the side cover is V2:V1 = 50:1. This volume is also the ratio of the cavity volumes of the first air bag 21 and the second air bag 22. Therefore, according to the molding pressure formula of the first air bag 21 and the second air bag 22, P1:P2 = V2; KV1: we can obtain: In this embodiment, P1 is selected as the gas pressure commonly used in wheel rim molding, which is 0.5 MPa. The constant K = 2. Therefore, the molding pressure required for the second air bag 22 is P2 = 0.2 MPa. The other conditions are the same as those in Comparative Example 2. The strength of the wheel rim manufactured according to this molding gas pressure is shown in Table 7 below:

[0071] Table 7. Performance test data of the disc wheel in Example 4.

[0072]

[0073]

[0074] Analysis of the data in Tables 5-7 shows that the average values ​​of the tensile strength, impact resistance, and scratch resistance of the side cover in Comparative Example 2 and Examples 3 and 4 are similar. However, the standard deviation of the tensile strength of the side cover in Comparative Example 2 is 7.30, that in Example 3 is 5.16, and that in Example 4 is 4.96. The standard deviation of the impact resistance of the side cover in Comparative Example 1 is 1.41, that in Example 3 is 1.10, and that in Example 2 is 0.95. This indicates that Examples 3 and 4 are significantly more stable in terms of tensile strength and impact resistance, while their scratch resistance is similar. This suggests that the strength stability of the side cover is significantly better than that of Comparative Example 2 due to the molding pressure setting in this example. Furthermore, Comparative Example 2, due to the lack of a suitable gas pressure setting, has a significantly worse demolding efficiency and even resulted in damage to the air bag. Therefore, this experiment demonstrates that selecting a suitable molding pressure can effectively improve the strength stability of the side cover and facilitate demolding after manufacturing, preventing damage to the latex air bag.

[0075] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A disc wheel structure with a layered dual-intake process, characterized in that, include: The wheel rim body, reinforced side covers on both sides, and hub mount are integrally formed. The wheel rim body and hub mount are connected by the reinforced side covers on both sides. The wheel rim body, reinforced side covers on both sides, and hub mount are respectively formed by attaching corresponding disc wheel preforms to the surface of the air bag assembly under pressure and heat. The air bag assembly includes a first air bag and a second air bag. The first air bag is used to form the wheel rim body, and the second air bag is used to form the reinforced side covers. The gas pressure introduced into the first air bag is P1, and the gas pressure introduced into the second air bag is P2.

2. The disc wheel structure of the layered dual-intake process according to claim 1, characterized in that, The relationship between P1 and P2 is P1:P2 = V2; KV1, where V1 is the volume of the first airbag, V2 is the volume of the second airbag, and K is a constant determined according to the different design requirements of the wheel rim body and side cover.

3. The disc wheel structure for a layered dual-intake process according to claim 2, characterized in that, The constant K is between 2 and 10.

4. The disc wheel structure of the layered dual-intake process according to claim 1, characterized in that, The disc wheel preform is made of carbon fiber composite material.

5. The disc wheel structure of the layered dual-intake process according to claim 4, characterized in that, The inner wall of the reinforced side cover is provided with a plurality of reinforcing ribs arranged in an equidistant annular array along the diameter direction of the mounting hole, and the width of the reinforcing ribs gradually increases along the direction from the mounting hole to the wheel rim.

6. The disc wheel structure for a layered dual-intake process according to claim 5, characterized in that, The inner wall of the reinforced side cover is provided with reinforcing ribs, which adopt a honeycomb structure design.

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