Rim structure

Abstract

The utility model discloses a rim structure, which belongs to the technical field of wheels and comprises a rim body, a first retainer ring and a second retainer ring, the rim body comprises a rim body first section, a rim body second section, a T-shaped spoke, a rim body third section and a rim body fourth section which are sequentially welded; the first check ring is positioned at the inner end of the first section of the rim body in a sleeving manner, the outer sides of the third section and the fourth section of the rim body are sleeved with seat rings, and the second check ring is positioned at the outer ends of the seat rings in a sleeving manner; and a locking ring is clamped between the outer edge of the seat ring and the fourth section of the rim body. The T-shaped spoke is adopted, welding is only adopted on the two sides of the wing plate of the spoke, the welding seam position is reasonably arranged, angle welding between the wing plate of the spoke and the web plate is effectively avoided, the problem of interference with a hub is avoided, the problems of strength reduction and stress concentration caused after welding seam treatment are solved, the risk of welding seam cracking is avoided, and the overall supporting strength and reliability of the rim are improved. The overall structure is simple, implementation is easy, and practicability is good.

Description

Technical Field

[0001] This utility model belongs to the field of wheel technology, specifically a wheel rim structure. Background Technology

[0002] A wheel rim, commonly known as a wheel hub, is a key component that mounts and supports the tire around the perimeter of a wheel, typically forming the wheel together with the spokes. The combination of rims and spokes takes many forms, including integral, permanently connected, and detachable designs. In the industrial sector, wheel rims play a crucial role, their performance and quality directly affecting the safety and stability of equipment operation.

[0003] In the transportation industry, different types of vehicles have different requirements for wheel rims. Passenger car wheel rims are typically exquisitely designed, emphasizing aesthetics and lightweight construction to improve driving comfort and fuel economy; commercial vehicles prioritize robustness, durability, and high load-bearing capacity to ensure reliability during long-term heavy-duty transport; while engineering vehicle wheel rims are larger and more complex in structure, needing to withstand harsh working conditions and enormous impacts. In large open-pit mining and construction projects, large engineering vehicles are widely used due to their significant load capacity. The normal operation of these vehicles relies heavily on reliable wheel rim structures.

[0004] Engineering vehicle rims primarily utilize integral steel rims, which offer advantages such as simple structure and low forming and processing costs. However, with the continuous increase in engineering construction demands, the need for rims with special shapes and specifications is becoming increasingly prominent, making integral steel rims increasingly insufficient. Against this backdrop, split steel rims have emerged. They can be manufactured into rims with complex structures, offer high support strength, and are easy to assemble and disassemble, better meeting the requirements of heavy-duty engineering vehicles and gradually becoming the mainstream choice. Currently, the most common type of split steel rim is the five-piece rim, mainly composed of a retaining ring, a seat ring, a locking ring, and a rim body, where the rim body is a welded assembly of the rim and spokes.

[0005] However, existing split-type steel rims and five-piece wheels still have many problems. Regarding spoke welding, the spokes are often fixed to the center section of the rim by fillet welding from a single round plate. To avoid interference between the weld and the hub, the weld often needs to be processed, which significantly reduces its strength. Stress concentration at the weld point easily leads to cracking, severely compromising the rim's support strength. During vehicle braking, as the vehicle load increases, the braking torque also increases, making it prone to tire and rim slippage. This not only wears down the tire sidewall bead, reducing tire reliability, but also severely degrades the overall vehicle safety. Furthermore, when the tire is under load, the axial restraint of the seat ring and second retaining ring relies solely on the locking ring. During installation, the inner flange of the locking ring needs to be embedded in the annular groove of the rim body, so its inner diameter is smaller than the outer circumferential diameter of the rim body, and it has radial openings for ease of installation. When a tire is repeatedly impacted during use, it continuously impacts the axle side. Because the rim retainer is not a completely closed annular structure, its structure lacks stability along the circumference and is easily squeezed out of the grooves in the rim during use. Once the rim retainer pops out, it will directly cause other components on the rim to burst out under the pressure of the tire, posing a significant safety risk. Utility Model Content

[0006] To address the problem that wheel spokes are often fixed to the middle section of the rim by fillet welding using a single round plate, and that to avoid interference between the weld and the hub, the weld is often machined off, which greatly reduces the weld strength, easily causes stress concentration at the weld, leading to weld cracking, and significantly reduces the supporting strength of the rim, this utility model provides a wheel rim structure.

[0007] This utility model is achieved through the following technical solution:

[0008] A wheel rim structure includes a wheel rim body, a first retaining ring, and a second retaining ring. The wheel rim body includes a first annular wheel rim body section, a second annular wheel rim body section, an annular spoke with a T-shaped cross-section, a third annular wheel rim body section, and a fourth annular wheel rim body section, which are welded sequentially. The first retaining ring is fitted and positioned at the end of the first wheel rim body section away from the second wheel rim body section. Seat rings are fitted on the outer sides of the third and fourth wheel rim body sections. The second retaining ring is fitted and positioned at the end of the seat ring away from the spoke. A locking ring is engaged between the outer edge of the seat ring and the fourth wheel rim body section. The web of the spoke is used to connect to the wheel hub.

[0009] A further improvement of this utility model is that the spokes are integrally cast or forged.

[0010] A further improvement of this utility model is that the outer diameter of the seat ring increases progressively in the direction away from the spokes.

[0011] A further improvement of this utility model is that the outer edge of the seat ring is folded outward to provide a flange that limits the second retaining ring.

[0012] A further improvement of this utility model is that a lock ring protective plate is provided on the outer side of the flange of the outer edge of the seat ring, which can stop and limit the lock ring.

[0013] A further improvement of this utility model is that the inner edge of the first section of the rim body is folded outward to provide a flange that limits the first retaining ring.

[0014] A further improvement of this utility model is that the first section of the rim body includes an integrally formed inner section and an outer section of the first section of the rim body; the outer diameters of the inner section and the outer section of the first section of the rim body are respectively arranged to increase in a direction away from the second section of the rim body, and the taper of the outer diameter of the inner section of the first section of the rim body is smaller than the taper of the outer diameter of the outer section of the first section of the rim body.

[0015] A further improvement of this utility model is that the outer diameter taper of the inner section of the first segment of the rim body is 2 degrees, and the outer diameter taper of the outer section of the first segment of the rim body is 5 degrees.

[0016] A further improvement of this utility model is that the web of the wheel spokes is provided with a ring array of mounting holes for connecting and mounting the wheel hub.

[0017] A further improvement of this utility model is that a welding bevel is provided between adjacent sections of the first section of the rim body, the second section of the rim body, the spoke flanges, the third section of the rim body, and the fourth section of the rim body.

[0018] As can be seen from the above technical solutions, the beneficial effects of this utility model are:

[0019] The wheel employs a circular spoke design with a T-shaped cross-section. Welding is only used on both sides of the spoke flanges, and the weld placement is optimized to effectively avoid fillet welds between the spoke flanges and the web, thus preventing interference with the hub and avoiding strength reduction and stress concentration issues caused by weld treatment, thereby reducing the risk of weld cracking. The T-shaped spoke structure allows for a more favorable stress distribution on the welds, reducing stress concentration and distributing some of the load, preventing excessive stress concentration at the weld, thus lowering the risk of weld cracking and improving the overall support strength and reliability of the rim. The overall structure is simple, easy to implement, and highly practical. Attached Figure Description

[0020] To more clearly illustrate the technical solution of this utility model, the drawings used in the description will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a cross-sectional isometric view of a specific embodiment of the present invention.

[0022] Figure 2 This is a cross-sectional orthographic projection schematic diagram of a specific embodiment of the present utility model.

[0023] In the attached diagram: 1. Hub, 2. Rim, 3. Valve protector, 21. Rim body, 211. First section of rim body, 2111. Inner section of first section of rim body, 2112. Outer section of first section of rim body, 212. Second section of rim body, 213. Spoke, 214. Third section of rim body, 215. Fourth section of rim body, 22. First retaining ring, 23. Second retaining ring, 24. Seat ring, 241. Lock ring protector, 25. Lock ring. Detailed Implementation

[0024] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.

[0025] like Figure 1-2 As shown, this utility model discloses a wheel rim structure. The wheel rim 2 includes a wheel rim body 21, a first retaining ring 22, and a second retaining ring 23. The wheel rim body 21 includes a first ring-shaped wheel rim body section 211, a second ring-shaped wheel rim body section 212, a ring-shaped spoke 213 with a T-shaped cross-section, a third ring-shaped wheel rim body section 214, and a fourth ring-shaped wheel rim body section 215, which are welded together sequentially from the inside to the outside (relative to the whole vehicle). The first retaining ring 22 is fitted and positioned at the inner end of the first ring-shaped wheel rim body section 211. A seat ring 24 is fitted on the outer side of the third ring-shaped wheel rim body section 214 and the fourth ring-shaped wheel rim body section 215. The second retaining ring 23 is fitted and positioned at the outer end of the seat ring 24. A locking ring 25 is engaged between the outer edge of the seat ring 24 and the fourth ring-shaped wheel rim body section 215. The web of the spoke 213 is used to connect to the wheel hub 1.

[0026] This wheel rim structure employs a circular spoke 213 with a T-shaped cross-section. Welding is only used on both sides of the flange of the spoke 213. The weld positions are rationally arranged to effectively avoid fillet welds between the flange and the web of the spoke 213, thus avoiding interference with the hub 1 and the strength reduction and stress concentration problems caused by weld treatment, and preventing the risk of weld cracking. The T-shaped spoke 213 structure allows for a more favorable stress state for the weld, reducing stress concentration and distributing part of the load, preventing excessive stress concentration at the weld, thereby reducing the risk of weld cracking and improving the overall support strength and reliability of the wheel rim. The overall structure is simple, easy to implement, and has good practicality.

[0027] The rim body 21 is constructed by sequentially welding together the first section 211, the second section 212, the spokes 213, the third section 214, and the fourth section 215 of the rim body. This integrated welded structure makes the rim body 21 a cohesive whole. The sections cooperate and share the load, allowing it to better withstand various complex loads generated during vehicle operation compared to existing structures, thus further enhancing the overall stability of the rim. Furthermore, the seat ring 24 is fitted on the outer side of the third section 214 and the fourth section 215 of the rim body, forming a stable fit between the seat ring 24 and the rim body 21. The first retaining ring 22 is fitted and positioned at the inner end of the first section 211 of the rim body, and the second retaining ring 23 is fitted and positioned at the outer end of the seat ring 24. The retaining rings provide axial limiting for the tire, ensuring the correct installation position of the tire on the rim, preventing axial movement of the tire during vehicle operation, reducing relative slippage between the tire and the rim body, effectively preventing tire rollover, reducing wear on the tire sidewall bead, improving tire lifespan and reliability, and enhancing the stability and safety of tire installation.

[0028] The outer diameter of the wheel rim 24 increases progressively away from the spokes 213. This progressively increasing outer diameter design of the wheel rim 24 better conforms to the inner contour of the tire. During tire installation, this matching shape allows the tire to fit more smoothly onto the wheel rim 24, ensuring good contact and fit between the tire and the wheel rim 24, reducing difficulties and errors during installation, and improving installation efficiency. It also provides a clear installation guide and positioning benchmark for tire installation. During installation, the tire can be accurately placed in the correct position along the direction of the gradually increasing outer diameter of the wheel rim 24, ensuring the positional accuracy of the tire on the rim and preventing the tire from being installed crookedly or offset, thereby ensuring the stability and safety of the tire during use. This effectively increases the contact area between the tire and the rim 24, increasing the friction between them. This better restrains the tire, reducing tire slippage and displacement on the rim. During vehicle operation, especially under braking, acceleration, or turning conditions, it effectively prevents tire run-off, protects the tire sidewall bead, and extends tire life. The pressure applied by the tire to the rim 24 is more evenly distributed on the surface of the rim 24, helping to avoid deformation or damage to the rim 24 caused by excessive local pressure. It also makes the force on all parts of the tire more even, improving the overall performance and reliability of the tire.

[0029] Furthermore, the wall thickness of the rim 24 increases from the inside to the outside. This enhances the overall strength and load-bearing capacity of the rim 24, allowing it to better distribute and withstand the load transmitted by the tire, reducing the risk of deformation or damage, and thus improving the structural stability and durability of the rim.

[0030] The seat ring 24 has an outwardly folded flange that limits the movement of the second retaining ring 23. During vehicle operation, the rim is subjected to various complex forces, including axial force from the tires and vehicle vibrations. Under these forces, the second retaining ring 23 tends to move axially. The flange on the outer edge of the seat ring 24 effectively limits the movement of the second retaining ring 23, preventing axial movement and keeping it in the correct position. This makes the relative positions of the rim components more stable, avoiding problems such as uneven tire wear and abnormal air pressure distribution caused by improper installation. The overall stability of the rim structure is significantly improved. When the second retaining ring 23 is limited by the flange, it can work more effectively with the seat ring 24 and other rim components. When bearing the load transmitted by the tire, the force can be more evenly distributed across the rim, preventing excessive local stress caused by the movement of the second retaining ring 23. This reduces the risk of damage to rim components, extends the rim's service life, and improves safety.

[0031] Furthermore, a locking ring guard plate 241 is connected to the outer edge of the flange of the seat ring 24 to stop and limit the locking ring 25. Due to its structural characteristics (such as radial openings) and repeated tire impacts, the locking ring 25 is prone to popping out of the groove in the rim body. Once the locking ring 25 pops out, other components on the rim may break off under tire pressure, posing a significant safety risk. The locking ring guard plate 241 effectively stops the locking ring 25 from popping out, limiting its displacement and keeping it within the groove of the rim body. This prevents the locking ring 25 from popping out and greatly improves the safety of the rim structure.

[0032] The spokes 213 have a ring array of mounting holes on their web for connecting and mounting the hub 1. Bolts and other fasteners can be used to securely connect the rim and hub 1 together, ensuring that the connection force is evenly distributed at the connection point between the spokes and hub 1. This avoids excessive localized stress, thus guaranteeing the stability of the connection between the rim and hub 1. Furthermore, it simplifies disassembly and installation, saving maintenance time and labor costs.

[0033] The spoke 213 is integrally cast or forged. This effectively ensures the overall structural strength and reliability of the spoke 213, reducing the risk of breakage or deformation during use. Compared to spokes formed by traditional welding or other methods, the integrally formed spoke 213 has no welded joints or other connecting parts, effectively avoiding problems such as stress concentration and welding defects that could affect the overall performance of the spoke.

[0034] The first section 211 of the rim body has an outwardly folded inner edge that limits the positioning of the first retaining ring 22. During vehicle operation, the rim is subjected to various complex forces, including axial force from the tires and vehicle vibrations. Under these forces, the first retaining ring 22 tends to move axially. The folded edge of the first section 211 effectively limits the axial movement of the first retaining ring 22, preventing it from shifting and keeping it in the correct position. This stabilizes the relative positions of the rim components, preventing uneven tire wear and abnormal air pressure distribution caused by improper installation, significantly improving the overall stability of the rim structure. When the first retaining ring 22 is limited by the folded edge, it can work more effectively with the first section 211 and other rim components. When bearing the load transmitted by the tires, the force is more evenly distributed across the rim, preventing excessive local stress caused by the movement of the first retaining ring 22. This reduces the risk of rim component damage, extends the rim's service life, and improves safety.

[0035] The first section 211 of the rim body includes an inner section 2111 and an outer section 2112, both integrally formed. The outer diameters of the inner and outer sections 2111 and 2112 increase progressively away from the second section 212, with the taper of the inner section 2111 being smaller than that of the outer section 2112. This design, with its increasing outer diameters and different tapers, allows for a more rational distribution of pressure based on the stress characteristics of different parts of the tire. It also better conforms to the tire's shape, particularly by reducing the angle at the smaller diameter end (smaller taper in the inner section), thereby increasing the contact area and pressure. This effectively solves the problem of tire slippage between the tire and the rim body, reduces wear on the tire sidewall bead, extends tire life, and reduces compressive stress at the rim brake, preventing brake damage. The variable angle structure design of the first section 211 of the rim body can distribute the load more evenly on the rim body, avoiding stress concentration in a certain part. Specifically, the setting of different tapers can guide the force transmission path, so that the stress is reasonably distributed between the inner section 2111 and the outer section 2112 of the first section of the rim body, thereby reducing the risk of rim damage caused by excessive local stress and improving the overall mechanical performance and durability of the rim.

[0036] Furthermore, the outer diameter taper of the inner section 2111 of the first segment of the rim body is 2 degrees, and the outer diameter taper of the outer section 2112 of the first segment of the rim body is 5 degrees. The traditional 5° design of the entire front section of the rim body results in a small contact area and low pressure between the tire bead and the rim body, making it prone to tire slippage. In this design, the outer diameter taper of the inner section 2111 of the first segment of the rim body is 2 degrees, which is smaller than the 5-degree taper of the outer section 2112. This variable-angle structure reduces the angle of the smaller diameter end (inner section), significantly increasing the contact area between the tire and the rim body, increasing the friction between them, effectively preventing tire slippage on the rim, solving the tire slippage problem, reducing wear on the tire sidewall bead, and extending tire life.

[0037] The first section 211, the second section 212, the spokes 213, the third section 214, and the fourth section 215 of the rim body are provided with welding bevels at their inner and outer edges. These welding bevels provide ample space for the welding process, allowing the welding rod or wire to more easily penetrate the connection points of adjacent components, ensuring complete weld penetration. This effectively improves weld quality and reliability, and enhances welding convenience.

[0038] This wheel rim structure employs a circular spoke 213 with a T-shaped cross-section. Welding is only used on both sides of the flange of the spoke 213. The weld positions are rationally arranged to effectively avoid fillet welds between the flange and the web of the spoke 213, thus avoiding interference with the hub 1 and the strength reduction and stress concentration problems caused by weld treatment, and preventing the risk of weld cracking. The T-shaped spoke 213 structure allows for a more favorable stress state for the weld, reducing stress concentration and distributing part of the load, preventing excessive stress concentration at the weld, thereby reducing the risk of weld cracking and improving the overall support strength and reliability of the wheel rim. The overall structure is simple, easy to implement, and has good practicality.

[0039] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A rim structure comprising a rim body (21), a first flange (22) and a second flange (23), characterized in that, The rim body (21) comprises a rim body first section (211), a rim body second section (212), a spoke (213), a rim body third section (214) and a rim body fourth section (215) which are sequentially welded; the first retainer ring (22) is sleeved at one end of the rim body first section (211) away from the rim body second section (212), the seat ring (24) is sleeved outside the rim body third section (214) and the rim body fourth section (215), and the second retainer ring (23) is sleeved at one end of the seat ring (24) away from the spoke (213); the lock ring (25) is clamped between the outer edge of the seat ring (24) and the rim body fourth section (215); and the web of the spoke (213) is used for connecting the hub (1).

2. The rim structure of claim 1, wherein, The spoke (213) is integrally cast or forged.

3. The rim structure of claim 1, wherein, The outer diameter of the seat ring (24) is arranged in an increasing manner along a direction away from the spoke (213).

4. The wheel rim structure of claim 1, wherein The outer edge of the seat ring (24) is outwardly folded to form a flange for limiting the second retainer ring (23).

5. The rim structure of claim 4, wherein, The outer side of the flange of the seat ring (24) is connected with a lock ring protection plate (241) capable of stopping and limiting the lock ring (25).

6. The rim structure of claim 1, wherein, The inner edge of the rim body first section (211) is outwardly folded to form a flange for limiting the first retainer ring (22).

7. The rim structure of claim 1, wherein, The rim body first section (211) comprises a rim body first section inner section (2111) and a rim body first section outer section (2112) which are integrally formed; the outer diameters of the rim body first section inner section (2111) and the rim body first section outer section (2112) are arranged in an increasing manner along a direction away from the rim body second section (212), and the taper of the outer diameter of the rim body first section inner section (2111) is smaller than that of the rim body first section outer section (2112).

8. The rim structure of claim 7, wherein, The taper of the outer diameter of the rim body first section inner section (2111) is 2 degrees, and the taper of the outer diameter of the rim body first section outer section (2112) is 5 degrees.

9. The rim structure of claim 1, wherein, The web of the spoke (213) is annularly arrayed with mounting holes for connecting and mounting the hub (1).

10. The rim structure of claim 1, wherein, The rim body first section (211), the rim body second section (212), the wing plate of the spoke (213), the rim body third section (214) and the rim body fourth section (215) are provided with a welding bevel between adjacent sections.

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