Lightweight carbon fiber-aluminum alloy composite wheel spoke structure

Abstract

The utility model discloses a lightweight carbon fiber-aluminum alloy composite wheel spoke structure, which relates to the technical field of automobile parts, and comprises a rim body, a hub body and a spoke body, a plurality of groups of protruding ends on the outer wall of the spoke body are welded with first T-shaped blocks, a plurality of groups of protruding ends on the inner wall of the spoke body are welded with second T-shaped blocks, and the first T-shaped blocks are welded with second T-shaped blocks. A plurality of sets of lower long bases are welded to the outer wall of the hub body, a plurality of sets of upper long bases are welded to the inner wall of the rim body, and a first T-shaped groove is formed in one end of each set of upper long bases. By the adoption of the modular design, complexity and production difficulty of a mold are reduced, production efficiency is improved, and therefore production cost is effectively reduced, meanwhile, batch production can be achieved conveniently through the standardized modular design, cost is further reduced, and when a certain part in the spoke structure is damaged, the spoke structure can be replaced conveniently. Corresponding unit modules can be independently replaced, the spokes do not need to be integrally replaced, and the maintenance cost and the maintenance difficulty are greatly reduced.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and in particular to a lightweight carbon fiber-aluminum alloy composite wheel spoke structure. Background Technology

[0002] As the global automotive industry transforms towards new energy and intelligent technologies, lightweighting has become a core breakthrough for improving overall vehicle performance. As a significant component of a vehicle's unsprung mass, lightweight wheel design plays a crucial role in improving handling stability, acceleration performance, and reducing energy consumption. Carbon fiber-aluminum alloy composite wheel spokes combine the high strength and low density of carbon fiber with the excellent processing properties and toughness of aluminum alloy, effectively reducing wheel weight and enhancing vehicle handling and driving range.

[0003] However, existing carbon fiber-aluminum alloy composite wheel spokes have some problems: First, the production process of integrally molded composite wheel spokes is complex and costly, which limits their large-scale application; Second, the thermal expansion coefficients of aluminum alloy and carbon fiber are quite different, and when the temperature changes, large thermal stress is easily generated at the interface, leading to reliability problems such as debonding and cracking at the connection; Third, when the spokes are partially damaged, due to the integrity of the structure, the whole wheel spokes often need to be replaced, which is costly and inconvenient to repair. Utility Model Content

[0004] The purpose of this invention is to solve the problems existing in the prior art by proposing a lightweight carbon fiber-aluminum alloy composite wheel spoke structure.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a lightweight carbon fiber-aluminum alloy composite wheel spoke structure, comprising a rim body, a hub body, and a spoke body. Multiple sets of protruding ends on the outer wall of the spoke body are welded with a first-order T-shaped block, and multiple sets of protruding ends on the inner wall of the spoke body are welded with a second-order T-shaped block. Multiple sets of lower long seats are welded to the outer wall of the hub body, and multiple sets of upper long seats are welded to the inner wall of the rim body. Each set of upper long seats has a first-order T-shaped groove at one end, and each set of lower long seats has a second-order T-shaped groove at one end.

[0006] Preferably, the spoke body is located between the rim body and the hub body.

[0007] Preferably, a portion of each of the multiple sets of No. 1 T-blocks is embedded inside the multiple sets of No. 1 T-slots, and a portion of each of the multiple sets of No. 2 T-blocks is embedded inside the multiple sets of No. 2 T-slots.

[0008] Preferably, one end of each lower long seat is provided with a No. 1 bolt, and one end of each upper long seat is provided with a No. 2 bolt.

[0009] Preferably, a No. 1 threaded hole is provided at one end of each set of upper long seats and each set of No. 1 T-blocks, and a No. 2 threaded hole is provided at one end of each set of lower long seats and each set of No. 2 T-blocks.

[0010] Preferably, one end of each group of No. 1 bolts is threaded inside multiple groups of No. 2 threaded holes, and one end of each group of No. 2 bolts is threaded inside multiple groups of No. 1 threaded holes.

[0011] Compared with the prior art, the advantages and positive effects of this utility model are as follows:

[0012] 1. In this utility model, by adopting a modular design, the complexity of the mold and the difficulty of production are reduced, and the production efficiency is improved, thereby effectively reducing the production cost. At the same time, the standardized modular design facilitates mass production, further reducing costs. Secondly, when a part of the spoke structure is damaged, the corresponding unit module can be replaced individually without replacing the entire spoke, which greatly reduces maintenance costs and maintenance difficulty.

[0013] 2. In this utility model, the combination of the T-shaped slot and the T-shaped block and the threaded connection make the connection between each unit more stable and reliable. The insulating buffer rubber layer effectively isolates galvanic corrosion, and the reinforced connecting piece enhances the strength of the connection part. These designs together improve the reliability and stability of the wheel spokes and extend the service life of the wheel spokes. Attached Figure Description

[0014] Figure 1 This utility model provides a three-dimensional structural diagram of a lightweight carbon fiber-aluminum alloy composite wheel spoke structure;

[0015] Figure 2 A side view of a lightweight carbon fiber-aluminum alloy composite wheel spoke structure is provided for this utility model;

[0016] Figure 3 This utility model presents a schematic diagram of the spoke body structure of a lightweight carbon fiber-aluminum alloy composite wheel spoke structure;

[0017] Figure 4 This invention presents a schematic diagram of the rim body and hub body in a lightweight carbon fiber-aluminum alloy composite wheel spoke structure.

[0018] Legend: 1. Rim body; 2. Hub body; 3. Spoke body; 4. Lower long seat; 5. Upper long seat; 6. Bolt No. 1; 7. Bolt No. 2; 8. T-block No. 1; 9. T-block No. 2; 10. Threaded hole No. 1; 11. Threaded hole No. 2; 12. T-slot No. 1; 13. T-slot No. 2. Detailed Implementation

[0019] To better understand the above-mentioned objectives, features, and advantages of this utility model, the present utility model will be further described below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0020] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the present invention is not limited to the specific embodiments disclosed in the following specification.

[0021] Example 1: As Figure 1-4 As shown, this utility model provides a lightweight carbon fiber-aluminum alloy composite wheel spoke structure, including a rim body 1, a hub body 2, and a spoke body 3. Multiple sets of protruding ends on the outer wall of the spoke body 3 are welded with first-order T-blocks 8, and multiple sets of protruding ends on the inner wall of the spoke body 3 are welded with second-order T-blocks 9. Multiple sets of lower long seats 4 are welded to the outer wall of the hub body 2, and multiple sets of upper long seats 5 are welded to the inner wall of the rim body 1. Each set of upper long seats 5 has a first-order T-slot 12 at one end, and each set of lower long seats 4 has a second-order T-slot 13 at one end. The spoke body 3 is located between the rim body 1 and the hub body 2. Parts of the multiple sets of first-order T-blocks 8 are embedded inside the multiple sets of first-order T-slots 12, and parts of the multiple sets of second-order T-blocks 9 are embedded inside the multiple sets of second-order T-slots 13.

[0022] The specific settings and functions of this embodiment are described below. The spoke body 3 is integrally molded using high-strength carbon fiber composite material. Seven sets of No. 1 T-blocks 8 are evenly distributed on the outer wall and seven sets of No. 2 T-blocks 9 are evenly distributed on the inner wall.

[0023] Wheel hub body 2: aluminum alloy forging, with seven sets of lower long seats 4 welded to the outer surface, and each set of lower long seats 4 has a No. 1 T-slot 12 that matches the No. 1 T-block 8;

[0024] Wheel rim body 1: aluminum alloy spin forming, with seven sets of upper long seats 5 welded to the inner wall, and each set of upper long seats 5 has a No. 2 T-slot 13 that matches the No. 2 T-block 9;

[0025] A 0.5-1.0 mm thick modified nitrile rubber buffer layer is pasted on the contact surface between the T-block and the T-slot. The surface of the buffer layer has a microgroove structure, which can absorb vibration energy and reduce the risk of fatigue cracking.

[0026] The spoke body 3 is made of carbon fiber composite material, which has a density much lower than that of traditional metal materials. While ensuring sufficient strength and rigidity, it significantly reduces the weight of the spokes. At the same time, through the structural optimization design of components such as T-blocks and long seats (such as setting weight reduction holes and adopting hollow structures), the overall weight is further reduced without affecting the connection strength and load transmission capacity, thus achieving the goal of lightweighting the wheel, thereby reducing the unsprung mass of the vehicle and improving the vehicle's handling performance and fuel economy.

[0027] Complementary material properties: Carbon fiber possesses high strength and high modulus, effectively bearing the main load; aluminum alloy, on the other hand, has good toughness and processing performance, making it suitable for manufacturing connecting components. The combination of the two achieves complementary performance. For example, the long seat and T-slot made of aluminum alloy can adapt to certain deformations, alleviate stress concentration caused by road impacts, and protect the carbon fiber wheel spoke body.

[0028] The asymmetric design of the double T-slots enables independent bearing of radial and circumferential loads. The elastic buffer layer effectively solves the problem of mismatch in thermal expansion coefficients between carbon fiber and aluminum alloy. The modular structure supports the quick replacement of wheel spoke bodies 3 with different shapes to meet personalized needs.

[0029] When the vehicle is in motion, the weight of the vehicle body, passengers, and cargo forms a vertical load that acts on the hub body 2. This load is transmitted through the hub body 2 to the lower long seat 4, and then from the lower long seat 4 to the first T-slot 12 to the first T-block 8, and then to the spoke body 3. The spoke body 3, with its high strength and high stiffness of carbon fiber composite material, evenly distributes the vertical load and transmits it to the upper long seat 5 through the second T-block 9, and finally to the rim body 1. The rim body 1 then transmits the load to the tire, thus realizing the transfer of the vertical load from the vehicle to the ground.

[0030] During vehicle acceleration, braking, and turning, horizontal loads (such as driving force, braking force, and lateral force) are generated. Taking the lateral force during turning as an example, after the rim body 1 is subjected to the lateral force applied by the ground, it is transmitted to the upper seat 5. The upper seat 5 transmits the force to the second T-block 9 through the second T-slot 13. After the spoke body 3 receives the lateral force, it distributes the force to the first T-block 8 through the stress distribution adjustment of the internal structure. Then, it is transmitted to the lower seat 4 and the hub body 2 through the first T-slot 12. Finally, the horizontal load is effectively transmitted and distributed to ensure the stable operation of the wheel under complex working conditions.

[0031] Example 2: Figure 1 , Figure 2 , Figure 3 and Figure 4As shown, each set of lower long seat 4 has a No. 1 bolt 6 at one end, each set of upper long seat 5 has a No. 2 bolt 7 at one end, each set of upper long seat 5 and each set of No. 1 T-block 8 has a No. 1 threaded hole 10 at one end, each set of lower long seat 4 and each set of No. 2 T-block 9 has a No. 2 threaded hole 11 at one end, each set of No. 1 bolt 6 is threaded into the interior of multiple sets of No. 2 threaded holes 11, and each set of No. 2 bolt 7 is threaded into the interior of multiple sets of No. 1 threaded holes 10.

[0032] The overall effect achieved by this embodiment is that the double-threaded hole bolt fastening system consists of the following components:

[0033] Lower long seat 4: aluminum alloy forging, with a No. 1 threaded hole 10 at the end;

[0034] T-block 9: A metal insert embedded in carbon fiber composite material, with threaded hole 10 at the corresponding position;

[0035] Upper seat 5: Aluminum alloy forging, with No. 2 threaded hole 11 on the side;

[0036] T-block 8: A metal insert embedded in carbon fiber composite material, with threaded hole 11 at the corresponding position;

[0037] Bolt No. 1 (6): Made of 10.9 grade high-strength alloy steel bolt; Bolt No. 2 (7): Made of 12.9 grade titanium alloy bolt; Bolt preload: Bolt No. 1 (6) ≥ 45kN; Bolt No. 2 (7) ≥ 28kN.

[0038] The spacing between adjacent bolt holes is ≥25mm to avoid stress concentration; a 3mm thick carbon fiber reinforcement ring is set at the edge of the threaded hole to improve shear resistance; the bolt head adopts a flange design to increase the contact area; polytetrafluoroethylene anti-loosening adhesive is filled between the threads; a wave spring washer is added under the nut to provide continuous preload;

[0039] The inside of the threaded hole is coated with a graphene-modified epoxy resin coating; the bolt surface is treated with Dacromet; a rubber sealing ring is installed on the outside of the connection part, with a dustproof and waterproof rating of IP67.

[0040] Auxiliary structural design: The elastic buffer layer (such as a rubber pad) set on the contact surface between the T-block and the T-slot can absorb vibration energy, alleviate the impact caused by uneven road surface and vehicle vibration, and reduce wear and fatigue damage between components; at the same time, the use of sealant prevents dust and moisture from entering the connection parts, avoids component corrosion, and extends the service life of the wheel.

[0041] The multi-angle bolt layout (axial + radial) resists both shear and tensile loads; the composite structure of carbon fiber inserts and metal threaded holes solves the connection problem of different materials; the multi-stage anti-loosening design ensures long-term stability of preload under high-frequency vibration environment; the modular bolt group design supports quick replacement on one side, thereby reducing maintenance costs.

[0042] The usage and working principle of this device are as follows: When the spoke body 3 or other components are damaged and need to be repaired or replaced, disassembly can be achieved through reverse operation. First, use a tool to unscrew the No. 1 bolt 6 and the No. 2 bolt 7 to release the bolts from the T-block. Then, under the action of axial tension, pull the spoke body 3 out from between the rim body 1 and the hub body 2, so that the No. 1 T-block 8 is separated from the No. 1 T-slot 12 and the No. 2 T-block 9 is separated from the No. 2 T-slot 13, and the spoke body 3 can be disassembled. This modular design allows the replacement of a single component without disassembling the entire wheel structure, reducing maintenance difficulty and cost, and improving maintenance efficiency.

[0043] The above are merely preferred embodiments of this utility model and are not intended to limit the utility model in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments for application in other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of this utility model without departing from the technical solution of this utility model shall still fall within the protection scope of this utility model.

Claims

1. A lightweight carbon fiber-aluminum alloy composite wheel spoke structure, comprising a rim body (1), a hub body (2), and a spoke body (3), characterized in that: The outer wall of the spoke body (3) is welded with a No. 1 T-shaped block (8), the inner wall of the spoke body (3) is welded with a No. 2 T-shaped block (9), the outer wall of the hub body (2) is welded with a number of lower long seats (4), the inner wall of the rim body (1) is welded with a number of upper long seats (5), one end of each upper long seat (5) is provided with a No. 1 T-shaped groove (12), and one end of each lower long seat (4) is provided with a No. 2 T-shaped groove (13).

2. The lightweight carbon fiber-aluminum alloy composite wheel spoke structure according to claim 1, characterized in that: The spoke body (3) is located between the rim body (1) and the hub body (2).

3. The lightweight carbon fiber-aluminum alloy composite wheel spoke structure according to claim 2, characterized in that: A portion of each of the multiple sets of No. 1 T-blocks (8) is embedded inside the multiple sets of No. 1 T-slots (12), and a portion of each of the multiple sets of No. 2 T-blocks (9) is embedded inside the multiple sets of No. 2 T-slots (13).

4. The lightweight carbon fiber-aluminum alloy composite wheel spoke structure according to claim 1, characterized in that: Each lower long seat (4) is equipped with a No. 1 bolt (6) at one end, and each upper long seat (5) is equipped with a No. 2 bolt (7) at one end.

5. The lightweight carbon fiber-aluminum alloy composite wheel spoke structure according to claim 4, characterized in that: Each set of upper long seat (5) and each set of No. 1 T-block (8) has a No. 1 threaded hole (10) at one end, and each set of lower long seat (4) and each set of No. 2 T-block (9) has a No. 2 threaded hole (11) at one end.

6. The lightweight carbon fiber-aluminum alloy composite wheel spoke structure according to claim 4, characterized in that: One end of each group of No. 1 bolts (6) is threaded inside multiple groups of No. 2 threaded holes (11), and one end of multiple groups of No. 2 bolts (7) is threaded inside multiple groups of No. 1 threaded holes (10).

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