A three-piece wheel hub structure

Abstract

The utility model provides a three -segment type wheel hub structure, including first wheel rim disc, connecting cylinder and second wheel rim disc, first wheel rim disc is detachably connected on the one end surface of connecting cylinder through a plurality of first bolt, second wheel rim disc is detachably connected on the other end surface of connecting cylinder through a plurality of second bolt, first wheel rim disc and second wheel rim disc structure are same and symmetrically set connecting cylinder both ends, and the outer peripheral wall of first wheel rim disc and second wheel rim disc is evenly distributed with a plurality of positioning portion with rotational moulding wheel inner peripheral wall positional cooperation. The utility model's advantage this structure breaks through integral structure size rigidity constraint through three -segment type bolt connection, and through the cooperation of positioning portion and rotational moulding wheel inner peripheral wall, avoids the axial movement due to the lack of positioning, reduces the relative friction of rotational moulding layer and wheel hub, prolongs the life, and first wheel rim disc and second wheel rim disc damage can be replaced alone, need not overall scrapping, solves the problem of high maintenance cost of integral structure.

Description

Technical Field

[0001] This utility model relates to the field of wheel hub technology, and more specifically, to a three-section wheel hub structure. Background Technology

[0002] Existing wheel hub structures are generally one-piece designs. The rigidity limitations of this design are not only reflected in its inability to accommodate rotational molding layers of varying thicknesses, but also in the rigid constraints of matching the spoke and rim dimensions. For example, when equipment needs to be replaced with spokes of greater load-bearing capacity, because the rim and spokes are molded as a single piece, the entire wheel hub must be replaced simultaneously, leading to a surge in equipment upgrade costs. Furthermore, the thickness of the rotational molding layer often varies depending on load requirements. The fixed cavity dimensions of a one-piece rim result in cracking where the rotational molding layer is too thin and poor adhesion to the wheel hub where it is too thick, exacerbating localized wear. Additionally, damage to the one-piece structure necessitates complete replacement, increasing operating costs. Utility Model Content

[0003] This invention aims to solve the technical problems of difficult adjustment and high maintenance costs of existing integrated wheel hub structures. To overcome the above-mentioned defects of the prior art, this invention provides a three-section connection structure formed by bolts through a first wheel rim, a connecting cylinder, and a second wheel rim. This structure allows for flexible adjustment, ensures high-strength connection, and eliminates the need for overall scrapping, thereby reducing maintenance costs.

[0004] To achieve the purpose of this utility model, the following technical solution is adopted:

[0005] A three-section wheel hub structure includes a first wheel rim, a connecting cylinder, and a second wheel rim. The first wheel rim is detachably connected to one end face of the connecting cylinder by several first bolts, and the second wheel rim is detachably connected to the other end face of the connecting cylinder by several second bolts. The first and second wheel rims have identical structures and are symmetrically arranged at both ends of the connecting cylinder. Several positioning parts are evenly distributed circumferentially on the outer peripheral walls of the first and second wheel rims, which are positioned and cooperate with the inner peripheral wall of the rotomolded wheel. The three-section bolted connection overcomes the dimensional rigidity constraints of a one-piece structure; the bolted connection is more stable, reducing the risk of loosening under high-frequency impact; the positioning parts cooperate with the inner peripheral wall of the rotomolded wheel, avoiding axial movement caused by lack of positioning, reducing relative friction between the rotomolded layer and the wheel hub, and extending service life; furthermore, the first and second wheel rims can be replaced individually when damaged, without the need for complete scrapping, solving the problem of high maintenance costs associated with one-piece structures.

[0006] Preferably, all first bolts are evenly distributed circumferentially on one end face of the connecting cylinder, and all second bolts are evenly distributed circumferentially on the other end face of the connecting cylinder, with the first and second bolts symmetrically distributed. Circumferential distribution disperses the force on the bolts, preventing individual bolts from loosening due to concentrated force; symmetrical distribution ensures balanced force at both ends of the connecting cylinder, reducing axial off-center loads, further suppressing the rim disc's movement along the central axis, improving overall structural stability, and reducing the risk of deformation caused by uneven force distribution.

[0007] Preferably, the positioning part is a rim positioning concave surface formed by bending the outer peripheral wall of the rim disc inward. The rim positioning concave surface and the inner peripheral wall of the rotomolded wheel form a complementary fit, improving the bonding accuracy between the hub and the rotomolded layer and reducing relative displacement. Furthermore, the inward bending molding process enhances the rigidity of the outer peripheral wall of the rim disc, making it more impact-resistant than a flat edge and reducing the risk of deformation of the rim disc due to external forces. Positioning also prevents direct friction between the rotomolded layer and the hub, solving the problem of shortened rotomolded layer lifespan caused by incomplete positioning.

[0008] Preferably, the rim positioning concave surface is stepped, comprising a first stepped concave surface near the connecting cylinder and a second stepped concave surface away from the connecting cylinder. The first stepped concave surface is located inside the second stepped concave surface, and the length of the first stepped concave surface is less than that of the second stepped concave surface. This stepped structure allows for the adaptation of rotomolded layers with different inner circumferential contours, expanding the applicability of the wheel hub and further solving the difficulty of structural adjustment. The multi-level concave surface increases the positioning contact area, disperses contact stress, reduces localized wear, and simultaneously enhances the tightness of the connection between the wheel hub and the rotomolded wheel, suppressing loosening.

[0009] Preferably, the outer edges of the first and second wheel rims are bent outwards to form a bent and fitted portion that fits against the inner circumferential wall of the rotomolded wheel. The bent and fitted portion fits tightly against the inner circumferential wall of the rotomolded wheel, reducing gaps and preventing foreign objects from entering or cracking caused by excessive local stress on the rotomolded layer; the outward bending structure enhances the deformation resistance of the outer edge of the wheel rim, improves the overall load-bearing strength of the wheel rim, and adapts to high-frequency impact scenarios.

[0010] Preferably, the bending and bonding portion includes a first bending and bonding surface disposed on each positioning portion and a second bending and bonding surface disposed between two adjacent positioning portions; the second bending and bonding surface is located inside the first bending and bonding surface. By distinguishing the bonding surfaces between the positioning portions and adjacent positioning portions, the differentiated structure of the inner circumference of the rotomolding wheel is adapted, improving the overall bonding degree; the inner second bending and bonding surface provides additional support, disperses the force on the outer circumference, and avoids wear or deformation of the local bonding surface due to load concentration.

[0011] Preferably, the first wheel rim has a circular limiting convex surface bent outward at the center of its bottom; the outer peripheral wall of the limiting convex surface fits against the inner peripheral wall of the connecting cylinder. By engaging the limiting convex surface with the inner peripheral wall of the connecting cylinder, the radial relative movement between the wheel rim and the connecting cylinder is restricted, ensuring assembly coaxiality and reducing rotational imbalance caused by eccentricity; additional radial constraint prevents the risk of loosening when bolts only bear axial force, thus improving overall connection strength.

[0012] Preferably, the connecting cylinder has weight-reducing sections spaced circumferentially inside; each weight-reducing section includes a large arc-shaped through hole and a small arc-shaped through hole, with a bolt connection portion for bolt fixing provided on the inner wall of the large arc-shaped through hole. The through-hole structure reduces material usage, lowers the overall weight of the wheel hub, and saves energy; the bolt connection portion of the large arc-shaped through hole ensures the structural strength of the bolt fixing position, avoiding connection failure caused by weight reduction, and resolving the contradiction between "lightweight design and high strength."

[0013] Preferably, the system also includes a rotomolded wheel and a tire fitted onto the wheel hub structure; a mounting ring is provided circumferentially in the center of the rotomolded wheel; tire positioning protrusions are evenly distributed circumferentially on the mounting ring; the tire is fitted onto the mounting ring, and a positioning groove matching the tire positioning protrusion is provided inside the tire; a first blade and a second blade are respectively distributed circumferentially on both sides of the rotomolded wheel located on the mounting ring; the first blade and the second blade are interposed. The engagement of the tire positioning protrusions with the grooves prevents the tire from slipping relative to the rotomolded wheel, especially enhancing grip in heavy-load or emergency stopping scenarios; the first blade and the second blade enhance the structural rigidity of the rotomolded wheel and may also assist in heat dissipation, extending the service life of the rotomolded wheel; the overall connection between the tire and the rotomolded wheel is optimized to avoid localized wear caused by relative movement.

[0014] Preferably, the outer peripheral wall of the connecting cylinder is provided with cylindrical positioning concave surfaces spaced apart circumferentially; the inner peripheral wall of the rotomolding wheel is provided with cylindrical positioning protrusions that position and cooperate with the cylindrical positioning concave surfaces circumferentially; and the inner peripheral wall of the rotomolding wheel is provided with positioning mating surfaces that position and cooperate with the rim positioning concave surfaces circumferentially. Through the cooperation of the cylindrical positioning concave surfaces and cylindrical positioning protrusions of the connecting cylinder and the rotomolding wheel, and the cooperation of the rim positioning concave surface-positioning mating surface of the rotomolding wheel, a dual positioning constraint is formed, comprehensively restricting radial and axial relative movement; multiple positioning further reduces friction and wear between components, improving the overall collaborative lifespan of the hub and the rotomolding wheel.

[0015] The advantages of this utility model are:

[0016] 1. Overcome structural adjustment limitations and improve adaptability:

[0017] The three-section detachable design of the first rim, connecting cylinder and second rim breaks through the size rigidity constraints of the traditional one-piece structure, avoids the problem of scrapping the entire wheel hub when the spokes are replaced, and reduces the cost of equipment upgrades; the stepped rim positioning concave surface and double bending bonding surface and other structures further expand the range of compatibility with the inner circumferential contour of the rotomolded wheel.

[0018] 2. Enhance connection strength and stability, and reduce failure risk: The use of circumferentially distributed and symmetrical bolt connection method disperses the force to reduce stress concentration and reduces the risk of loosening and swaying under high-frequency impact; the fit between the limiting convex surface and the inner circumferential wall of the connecting cylinder, and the dual positioning of the cylinder and the rotomolding wheel (concave-convex fit) and other structures limit radial and axial movement, avoid wear caused by relative friction between components, and improve the overall structural resistance to deformation.

[0019] 3. Optimize maintenance convenience and reduce usage costs: The three-section detachable structure allows components such as the rim disc and connecting cylinder to be replaced individually without the need for complete scrapping, solving the problem of high maintenance costs for integrated structures; the weight-reducing parts of the connecting cylinder (large arc through hole and small arc through hole) achieve lightweighting while ensuring the strength of bolt connections, reducing material waste and energy consumption, and further reducing long-term usage costs.

[0020] 4. Enhance component synergy and extend overall lifespan: The rotomolded wheel and tire are closely coordinated through the positioning protrusion-slot mating, and the rotomolded wheel and wheel hub are closely coordinated through multiple positioning structures (rim positioning concave surface-positioning mating surface, cylindrical positioning concave surface-cylinder positioning protrusion), avoiding relative slippage or wobbling; the blade design of the rotomolded wheel enhances structural rigidity, reduces local stress concentration, and significantly extends the service life of the rotomolded layer, tire and other components, adapting to the usage requirements of high-frequency heavy-load scenarios. Attached Figure Description

[0021] Figure 1 is a front view of the three-section wheel hub structure of this utility model. Figure 2 is a rear view of the three-section wheel hub structure of this utility model. Figure 3 is an exploded view of the three-section wheel hub structure of this utility model. Figure 4 is a cross-sectional view of the wheel hub disc of this utility model. Figure 5 is a structural schematic diagram of the three-section wheel hub structure (with rotomolded wheel) of this utility model. Figure 6 is a structural schematic diagram of the rotomolded wheel of this utility model. Figure 7 is a structural schematic diagram of the tire of this utility model. Explanation of reference numerals:

[0022] 1. First rim disc; 11. Limiting convex surface; 2. Connecting cylinder; 20. Cylinder positioning concave surface; 21. Large arc through hole; 22. Small arc through hole; 23. Bolt connection part; 3. Second rim disc; 4. First bolt; 5. Second bolt; 6. Rim positioning concave surface; 61. First step concave surface; 62. Second step concave surface; 7. First bending mating surface; 8. Second bending mating surface; 9. Rotomolded wheel; 91. Mounting convex ring; 92. Tire positioning convex block; 93. First blade; 94. Second blade; 95. Cylinder positioning convex block; 96. Positioning mating surface; 10. Tire; 101. Positioning slot. Detailed Implementation

[0023] First, those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the embodiments of this application and are not intended to limit the scope of protection of the embodiments of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0024] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0025] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0026] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0027] like Figures 1 to 7As shown, a three-section wheel hub structure includes a first wheel rim 1, a connecting cylinder 2, and a second wheel rim 3. The first wheel rim 1 is detachably connected to the left end face of the connecting cylinder 2 by several first bolts 4, and the second wheel rim 3 is detachably connected to the right end face of the connecting cylinder 2 by several second bolts 5. The first wheel rim 1 and the second wheel rim 3 have the same structure and are symmetrically arranged at both ends of the connecting cylinder 2. Six positioning parts that are evenly distributed circumferentially on the outer peripheral walls of the first wheel rim 1 and the second wheel rim 3, and are positioned and cooperate with the inner peripheral wall of the rotomolded wheel 9, are distributed along the circumference. The three-section bolt connection breaks through the rigid constraints of the integral structure size; the detachable bolt connection replaces the integral connection method, making the connection more stable and reducing the risk of loosening under high-frequency impact; it enhances positioning stability: the cooperation between the positioning parts and the inner peripheral wall of the rotomolded wheel 9 avoids axial movement caused by lack of positioning, reduces the relative friction between the rotomolded layer and the wheel hub, and extends the service life; and the first wheel rim 1 and the second wheel rim 3 can be replaced separately when damaged, without the need for overall scrapping, solving the problem of high maintenance costs of integral structures.

[0028] like Figure 1 and Figure 2 As shown, three first bolts 4 are evenly distributed circumferentially on one end face of the connecting cylinder 2, and three second bolts 5 are evenly distributed circumferentially on the other end face of the connecting cylinder 2, with the first bolts 4 and the second bolts 5 being symmetrically distributed. The circumferential distribution disperses the force on the bolts, preventing individual bolts from loosening due to concentrated force; the symmetrical distribution ensures balanced force at both ends of the connecting cylinder 2, reducing axial off-center load, further suppressing the rim disc's movement along the central axis, improving overall structural stability, and reducing the risk of deformation caused by uneven force distribution.

[0029] like Figure 3 and Figure 4 As shown, the positioning part is a rim positioning concave surface 6 formed by bending the outer peripheral wall of the rim disc inward. The rim positioning concave surface 6 complements the inner peripheral wall of the rotomolded wheel 9, improving the fit accuracy between the hub and the rotomolded layer and reducing relative displacement. Furthermore, the inward bending molding process enhances the rigidity of the outer peripheral wall of the rim disc, making it more impact-resistant than a flat edge and reducing the risk of deformation due to external forces. Positioning also prevents direct friction between the rotomolded layer and the hub, solving the problem of shortened rotomolded layer lifespan caused by incomplete positioning. The rim positioning concave surface 6 is stepped, including a first stepped concave surface 61 near the connecting cylinder 2 and a second stepped concave surface 62 away from the connecting cylinder 2. The first stepped concave surface 61 is located inside the second stepped concave surface 62, and the length of the first stepped concave surface 61 is less than that of the second stepped concave surface 62. The stepped structure allows for adaptation of rotational molding layers with different inner circumferential contours, expanding the applicability of the wheel hub and further solving the difficulty of structural adjustment; the multi-level concave surface increases the positioning contact area, disperses contact stress, reduces local wear, and at the same time enhances the tightness of the connection between the wheel hub and the rotational molding wheel 9, suppressing loosening.

[0030] like Figure 3 and Figure 4 The outer edges of the first rim disc 1 and the second rim disc 3 are bent outward to form a bent fitting portion that fits against the inner peripheral wall of the rotomolded wheel 9. The bent fitting portion fits tightly against the inner peripheral wall of the rotomolded wheel 9, reducing gaps and preventing foreign objects from entering or cracking caused by excessive local stress on the rotomolded layer. The outward bending structure enhances the deformation resistance of the outer edge of the rim disc, improves the overall load-bearing strength of the rim disc, and adapts to high-frequency impact scenarios. The bent fitting portion includes a first bent fitting surface 7 provided on the outer edge of each positioning part and a second bent fitting surface 8 provided on the outer edge between two adjacent positioning parts. The first bent fitting surface 7 is nearly parallel to the bottom of the rim disc; the second bent fitting surface 8 is nearly parallel to the bottom of the rim disc, and the second bent fitting surface 8 is located inside the first bent fitting surface 7. By differentiating the bending and bonding surfaces between the positioning part and the adjacent positioning part, the differentiated structure of the inner circumference of the rotational molding wheel 9 is adapted to improve the overall fit; the second bending and bonding surface 8 on the inner side provides additional support, disperses the force on the outer circumference, and avoids wear or deformation of the local bonding surface due to load concentration.

[0031] like Figure 3 and Figure 4 As shown, a circular limiting protrusion 11 is provided at the center of the bottom of the first wheel rim 1, bent outwards; the outer peripheral wall of the limiting protrusion 11 fits against the inner peripheral wall of the connecting cylinder 2. By cooperating with the inner peripheral wall of the connecting cylinder 2, the radial relative wobble of the wheel rim 11 and the connecting cylinder 2 is restricted, ensuring assembly coaxiality and reducing rotational imbalance caused by eccentricity; it also provides radial constraint, avoiding the risk of loosening when the bolts only bear axial force, and improving the overall connection strength.

[0032] like Figure 3 As shown, weight-reducing sections are spaced out along the circumference inside the connecting cylinder 2. These sections include a large arc-shaped through-hole 21 and a small arc-shaped through-hole 22. A bolt connection portion 23 for bolt fixing is provided on the inner wall of the large arc-shaped through-hole 21. The through-hole structure reduces material usage, lowers the overall weight of the wheel hub, and saves energy. The bolt connection portion 23 of the large arc-shaped through-hole 21 ensures the structural strength of the bolt fixing position, preventing connection failure caused by weight reduction and resolving the contradiction between "lightweight design and high strength."

[0033] like Figures 5 to 7As shown, the system also includes a rotomolded wheel 9 and a tire 10 fitted onto the wheel hub structure. A mounting ring 91 is circumferentially arranged in the center of the rotomolded wheel 9. Tire positioning protrusions 92 are evenly distributed circumferentially on the mounting ring 91. The tire 10 is fitted onto the mounting ring 91, and a positioning groove 101 matching the tire positioning protrusions 92 is provided inside the tire 10. First blades 93 and second blades 94 are circumferentially distributed on both sides of the mounting ring 91 of the rotomolded wheel 9. The first blades 93 and second blades 94 are arranged laterally parallel, and are staggered and interlocked. The tire positioning protrusions 92 cooperate with the grooves to prevent the tire 10 from slipping relative to the rotomolded wheel 9, especially enhancing grip in heavy-load or emergency-stop scenarios. The interlocking distribution of the first blades 93 and second blades 94 enhances the structural rigidity of the rotomolded wheel 9 and may also assist in heat dissipation, extending the service life of the rotomolded wheel 9. The overall connection between the tire 10 and the rotomolded wheel 9 is optimized to avoid localized wear caused by relative movement. The outer circumferential wall of the connecting cylinder 2 is provided with cylindrical positioning concave surfaces 20 at intervals along the circumferential direction; the inner circumferential wall of the rotomolded wheel 9 is provided with cylindrical positioning protrusions 95 that are positioned and engaged with the cylindrical positioning concave surfaces 20 along the circumferential direction; the inner circumferential wall of the rotomolded wheel 9 is provided with positioning mating surfaces 96 that are positioned and engaged with the rim positioning concave surfaces 6 along the circumferential direction. By the engagement of the connecting cylinder 2 with the cylindrical positioning concave surfaces 20 and cylindrical positioning protrusions 95 of the rotomolded wheel 9, and the engagement of the rim disc with the rim positioning concave surfaces 6 and positioning mating surfaces 96 of the rotomolded wheel 9, a double positioning constraint is formed, which comprehensively restricts radial and axial relative movement; the multiple positioning further reduces friction and wear between components, solves the problem of cross-movement caused by single positioning, and improves the overall service life of the hub and the rotomolded wheel 9.

[0034] In summary, the advantages of this utility model are:

[0035] 1. Strong structural flexibility and adaptability: The three-section bolt connection (first wheel rim 1, connecting cylinder 2, second wheel rim 3) breaks through the dimensional rigidity constraints of the integrated structure and solves the problem that traditional structures are difficult to adapt to diverse rotational molding layers.

[0036] 2. Improved Connection Stability and Loosening Resistance: The use of detachable bolt connections replaces the integrated connection method. Combined with a circumferentially distributed (3 bolts per end) and symmetrically distributed design, the bolt stress is dispersed and balanced at both ends, preventing individual bolts from loosening due to concentrated stress. This reduces the risk of loosening under high-frequency impacts and suppresses rim disc movement along the central axis, lowering the risk of deformation caused by uneven stress. The limiting convex surface 11 fits against the inner circumferential wall of the connecting cylinder 2, limiting radial relative sway, ensuring assembly coaxiality, supplementing radial constraint, avoiding the risk of loosening when bolts only bear axial force, and improving overall connection strength.

[0037] 3. Enhanced Positioning Accuracy and Stability: The outer peripheral walls of the first wheel rim 1 and the second wheel rim 3 are equipped with six positioning parts (rim positioning concave surfaces), which complement each other with the inner peripheral wall of the rotomolded wheel 9. Combined with the cylindrical positioning concave surface 20 of the connecting cylinder 2 and the cylindrical positioning protrusion 95 of the rotomolded wheel 9, a double positioning constraint is formed, comprehensively restricting radial and axial relative movement, avoiding axial movement caused by lack of positioning, and reducing relative friction between the rotomolded layer and the hub. The bent fitting part fits tightly with the inner peripheral wall of the rotomolded wheel 9, reducing gaps, adapting to the differentiated structure of the inner peripheral wall of the rotomolded wheel, improving overall fit, and preventing cracking caused by foreign objects entering or excessive local stress on the rotomolded layer.

[0038] 4. Extended service life: The fit between the positioning part and the rotomolded wheel 9 avoids direct friction between the rotomolded layer and the wheel hub, solving the problem of shortened rotomolded layer life caused by missing positioning. The inwardly bent rim positioning concave surface 6 and the outwardly bent bend fitting part enhance the rigidity and impact resistance of the outer peripheral wall of the rim disc, reducing the risk of rim disc deformation due to external forces.

[0039] 5. Reduced maintenance costs: The first wheel rim 1 and the second wheel rim 3 are detachable and can be replaced individually when damaged, without the need for the whole structure to be scrapped, thus solving the problem of high maintenance costs for integrated structures.

[0040] 6. Balancing lightweight and high strength: The connecting cylinder 2 is equipped with a large arc through hole 21 and a small arc through hole 22 as weight-reducing parts, reducing material usage and lowering the overall weight of the wheel hub; at the same time, the inner wall of the large arc through hole 22 is equipped with a bolt connection part 23 to ensure the structural strength of the bolt fixing position, thus solving the contradiction of "difficulty in balancing lightweight and high strength".

[0041] In the description of the embodiments of this application, it should be noted that the terms "inner" and "outer" and other terms indicating direction or positional relationship are based on the direction or positional relationship shown in the drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this application.

[0042] In the description of this application, the references to terms such as "an embodiment," "some embodiments," "in this embodiment," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0043] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A three-section wheel hub structure, characterized in that, It includes a first rim disc (1), a connecting cylinder (2), and a second rim disc (3). The first rim disc (1) is detachably connected to one end face of the connecting cylinder (2) by several first bolts (4). The second rim disc (3) is detachably connected to the other end face of the connecting cylinder (2) by several second bolts (5). The first rim disc (1) and the second rim disc (3) have the same structure and are symmetrically arranged at both ends of the connecting cylinder (2). The outer peripheral walls of the first rim disc (1) and the second rim disc (3) are evenly distributed with several positioning parts that are positioned and cooperate with the inner peripheral wall of the rotomolded wheel (9).

2. The three-section hub structure according to claim 1, characterized in that, All first bolts (4) are evenly distributed circumferentially on one end face of the connecting cylinder (2), and all second bolts (5) are evenly distributed circumferentially on the other end face of the connecting cylinder (2), with the first bolts (4) and the second bolts (5) being symmetrically distributed.

3. The three-section hub structure according to claim 1, characterized in that, The positioning part is a rim positioning concave surface (6) formed by bending the outer peripheral wall of the rim disc inward.

4. The three-section wheel hub structure according to claim 3, characterized in that, The rim positioning concave surface (6) is stepped. The rim positioning concave surface (6) includes a first step concave surface (61) near the connecting cylinder (2) and a second step concave surface (62) away from the connecting cylinder (2). The first step concave surface (61) is located inside the second step concave surface (62), and the length of the first step concave surface (61) is less than that of the second step concave surface (62).

5. The three-section wheel hub structure according to claim 1 or 4, characterized in that, The outer edges of the first wheel rim (1) and the second wheel rim (3) are bent outward to form a bent and fitted part that fits against the inner circumferential wall of the rotomolded wheel (9).

6. The three-section wheel hub structure according to claim 5, characterized in that, The bending and bonding part includes a first bending and bonding surface (7) disposed on each positioning part and a second bending and bonding surface (8) disposed between two adjacent positioning parts; the second bending and bonding surface (8) is located inside the first bending and bonding surface (7).

7. The three-section wheel hub structure according to claim 1, characterized in that, The first wheel rim disc (1) has a circular limiting convex surface (11) that is bent outward at the center of the bottom of the disc; the outer peripheral wall of the limiting convex surface (11) is in contact with the inner peripheral wall of the connecting cylinder (2).

8. The three-section wheel hub structure according to claim 1, characterized in that, The connecting cylinder (2) is provided with weight-reducing parts distributed circumferentially inside; the weight-reducing parts include a large arc through hole (21) and a small arc through hole (22) that are inserted into the cylinder, and a bolt connection part (23) for bolt fixing is provided on the inner wall of the large arc through hole (21).

9. The three-section wheel hub structure according to claim 3, characterized in that, It also includes a rotomolded wheel (9) and a tire (10) fitted onto the hub structure; a mounting ring (91) is provided in the middle of the rotomolded wheel (9) along the circumferential direction; tire positioning protrusions (92) are evenly distributed on the mounting ring (91) along the circumferential direction; the tire (10) is fitted onto the mounting ring (91), and a positioning groove (101) matching the tire positioning protrusion (92) is provided inside the tire (10); a first blade (93) and a second blade (94) are respectively distributed along the circumferential direction on both sides of the mounting ring (91) of the rotomolded wheel (9); the first blade (93) and the second blade (94) are inserted into each other.

10. The three-section wheel hub structure according to claim 9, characterized in that, The outer peripheral wall of the connecting cylinder (2) is provided with cylindrical positioning concave surfaces (20) spaced apart along the circumferential direction; the inner peripheral wall of the rotomolded wheel (9) is provided with cylindrical positioning protrusions (95) that are positioned and cooperate with the cylindrical positioning concave surfaces (20) along the circumferential direction; the inner peripheral wall of the rotomolded wheel (9) is provided with positioning mating surfaces (96) that are positioned and cooperate with the rim positioning concave surfaces (6) along the circumferential direction.

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