Automobile steel wheel structure

Abstract

This utility model discloses an automotive steel rim structure, including a rim and spokes. Retaining rings are symmetrically arranged at both ends of the rim. The diameter of the retaining rings is larger than the diameter of the rim, and the height of the retaining rings is greater than the height of the tire bead, used to increase the contact area and provide better support. A tire bead groove is formed between the two retaining rings for the tire bead to be inserted. The spokes are fixed to one end of the rim. The spokes are discs with an axially formed axle hole in their center for fitting an automotive axle. Multiple mounting holes are formed around the axle hole. The width of the tire bead groove is equal to or greater than the width between the outer walls of the two tire beads. The diameter of the axle hole matches the diameter of the automotive axle, and the two are seamlessly fitted. Multiple heat dissipation holes are formed around the mounting holes. The axial height of the spokes is equal to or less than the axial height of the retaining rings located at the same end. This utility model can reduce tire bulges and vibrations, resulting in a smoother ride and reducing tire wear due to sliding friction.

Description

Technical Field

[0001] This utility model relates to the field of steel wheel technology, specifically to an automotive steel wheel structure. Background Technology

[0002] Car wheels are often referred to as steel rims in colloquial or informal settings, especially on earlier or lower-spec models, because traditional wheels were mostly made of steel. However, with technological advancements, modern wheel materials have become more diverse.

[0003] During vehicle operation, the inner and outer sides of the front tires experience significant wear, a condition known as "tire unevenness." This is particularly noticeable in heavy vehicles such as trucks and buses. The front tires typically show noticeable unevenness after about three months of driving. This causes vibration. Even after swapping the front and rear tires, the unevenness reappears on the front tires after a period of use. Ultimately, this results in uneven tire height throughout the vehicle, exacerbating the vibration. The vibration, in turn, accelerates the wear of chassis components, creating a vicious cycle that leads to a uncomfortable driving experience, increased chassis wear, higher fuel consumption, and higher maintenance costs.

[0004] Utility model patent application CN201095274Y discloses an automobile wheel hub. It includes a rim and radially distributed spokes connected at one end to the bottom of the wheel. The other end of each spoke forms a center plate for connection to an axle or brake disc. The center plate has multiple mounting holes for connecting the brake disc and the axle. This automobile wheel hub can actively accelerate the cooling of the wheel hub and braking system during vehicle operation.

[0005] Existing steel rims, when installed on car wheel axles, have poor concentricity, making the tires prone to wobbling and shaking during driving; the inner and outer sides of the front tires are prone to wear; the heat dissipation of the steel rims needs further improvement, which can easily cause tire overheating; the area of ​​the retaining ring supporting the tire bead is small, making the tires prone to bulges. Summary of the Invention

[0006] In order to at least overcome one of the technical problems existing in the prior art, this utility model provides a car steel wheel structure that can reduce tire bulges and vibrations, make driving smoother, and reduce tire wear due to sliding friction.

[0007] A car rim structure includes a rim and spokes. Retaining rings are symmetrically arranged at both ends of the rim. The diameter of the retaining rings is larger than the diameter of the rim, and the height of the retaining rings is greater than the height of the tire bead, to increase the contact area and provide better support. A tire bead groove is formed between the two retaining rings for the tire bead to be inserted. A spoke is fixed to one end of the rim and is a disc with an axially formed axle hole in its center for fitting a car axle. Multiple mounting holes are formed around the axle hole and are evenly distributed radially on the spoke. The width of the tire bead groove is equal to or greater than the width between the outer walls of the two tire beads. The diameter of the axle hole matches the diameter of the car axle, and the two are in a transition fit. Multiple heat dissipation holes are formed around the mounting holes and are evenly distributed radially on the spoke. The axial height of the spoke is equal to or less than the axial height of the retaining rings located at the same end.

[0008] In some embodiments, the center of each mounting hole is equidistant from the center of the axle hole, the center of each heat dissipation hole is equidistant from the center of the axle hole, and the mounting holes and two adjacent heat dissipation holes are distributed in an isosceles triangle.

[0009] In some embodiments, the retaining ring and the rim are stepped to fit tightly against the outer wall of the tire bead and prevent it from falling off, and the top of the retaining ring is conical to fit tightly against the tire sidewall.

[0010] In some embodiments, an air nozzle hole is provided on the outer wall of the wheel rim.

[0011] Compared with the prior art, the technical solution of this utility model has the following advantages:

[0012] 1. The height of the retaining ring is greater than the height of the tire bead, which is used to increase the contact area and provide better support, supporting more of the tire sidewall and reducing tire bulges;

[0013] 2. The tire tread is flatter and wider, resulting in a smoother ride, reduced tire wear due to sliding friction, and extended tire life;

[0014] 3. The diameter of the axle hole matches the diameter of the car axle, and the two are seamlessly fitted, which makes the concentricity of the two high and reduces the swaying and vibration of the tire during driving;

[0015] 4. Multiple heat dissipation holes are evenly distributed around the mounting holes. The mounting holes and adjacent heat dissipation holes are distributed in an isosceles triangle, which can disperse pressure and improve structural strength, and has good heat dissipation.

[0016] Additional aspects and advantages of this invention will continue to be set forth in the description which follows, and in part will be obvious from the description or may be learned by practice of this invention. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0018] Figure 1 This is a schematic diagram of the main view structure of this application;

[0019] Figure 2 This is a schematic diagram showing the distribution of mounting holes and heat dissipation holes;

[0020] Figure 3 This is a schematic diagram of the left-side structure of this application;

[0021] Figure 4 This is a cross-sectional structural diagram of a tire;

[0022] Figure 5 This is a cross-sectional structural diagram of the present application when combined with a tire;

[0023] Figure 6 This is a schematic diagram of the tire's planar structure;

[0024] Figure 7 This application is a cross-sectional structural diagram when combined with tires and automobile axles.

[0025] Figure label:

[0026] 1. Wheel rim, 2. Spoke, 3. Bezel, 4. Tire, 40. Tire bead, 41. Groove, 2. Tire

[0027] 5. Lip groove; 6. Axle hole; 7. Automobile axle; 8. Mounting hole; 9. Heat dissipation hole;

[0028] Trapezoidal 10, conical 11, air nozzle hole 12. Detailed Implementation

[0029] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0030] In the description of this utility model, it should be understood that the directional descriptions, such as the terms "up," "down," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0031] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" or "second" is used in the description, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0032] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0033] Reference Figures 1-7 A type of automotive steel rim structure includes a rim 1 and a spoke 2. Retaining rings 3 are symmetrically arranged at both ends of the rim 1. The diameter of the retaining rings 3 is larger than the diameter of the rim 1, and the height of the retaining rings 3 is larger than the height of the tire bead 40. This is to increase the contact area and provide better support. The retaining rings 3 are also called locking rings. The above structural design can also support more tire sidewalls and reduce tire bulges. The tire bead 40 and the sidewall of the tire 4 form an annular groove 41.

[0034] An annular tire bead groove 5 is formed between the two retaining rings 3 for the tire bead 40 to be inserted into; the spoke 2 is fixed to one end of the wheel rim 1. The spoke 2 is a disc with an axle hole 6 opened axially in the middle for fitting the car wheel axle 7; multiple mounting holes 8 are opened around the axle hole 6, 6 of which are shown in the figure. They are evenly distributed radially on the spoke 2. Screws are locked into each mounting hole 8 to fasten it to the car wheel axle 7.

[0035] The width of the tire bead groove 5 is equal to or slightly greater than (e.g., 0.1 to 1 mm) the width between the outer walls of the two tire bead 40. After the tire 4 is inflated, it automatically expands outward, which can achieve a tight fit between the tire and the steel rim. At the same time, the steel rim is widened to make the tread bb flatter and wider, resulting in a smoother ride and reducing sliding friction and tire wear. In existing steel rims, the width of the tire bead groove 5 is smaller than the width between the outer walls of the two tire bead 40. This design causes severe tire compression after the tire is inflated, making it prone to bulges. The steel rim restricts the tread, and after inflation, the middle is higher and the two sides are lower. Therefore, the lower part does not make tight contact with the ground when rolling, causing sliding friction and tire wear, which shortens the tire's service life.

[0036] The diameter of the axle hole 6 matches the diameter of the car axle 7, and the two are seamlessly fitted, which makes them highly concentric and reduces swaying during driving. The diameter of the axle hole 6 of the existing steel wheel is larger than the diameter of the car axle 7. Although it is convenient to install, during installation, due to its own weight, the lower outer wall of the car axle 7 will fit against the axle hole 6, while the upper end will have a large gap, which will lead to misalignment and make the tires prone to shaking and vibration during driving.

[0037] Multiple heat dissipation holes 9 are provided around the multiple mounting holes 8, 12 of which are shown in the figure, to improve heat dissipation performance. The multiple heat dissipation holes 9 are evenly distributed radially on the spoke 2. The axial height of the spoke 2 is equal to or less than the axial height of the retaining ring 3 located at the same end. This design is to solve the installation problem. Because this steel rim is wider than the existing original steel rim, it can make the tire inflate evenly and avoid the sides from being crushed. However, if the high-top widened part is used like the original steel rim, it will extend inward, causing it to hit the tie rod ball joint or brake pump on most vehicles. Therefore, this application adopts a flat-top steel rim, so that the steel rim will neither hit the ball joint or brake pump nor crush the sides.

[0038] In some embodiments, the center of each mounting hole 8 is equidistant from the center of the axle hole 6, so that the force is uniform; the center of each heat dissipation hole 9 is equidistant from the center of the axle hole 6, so that the heat dissipation is uniform; the mounting holes 8 and the two adjacent heat dissipation holes 9 are distributed in an isosceles triangle, which can disperse the pressure and improve the structural strength.

[0039] In some embodiments, the retaining ring 3 and the wheel rim 1 are stepped 10, also known as L-shaped, to fit tightly against the outer wall of the tire bead 40 and prevent it from falling off. The top of the retaining ring 3 is tapered 11 to fit and fit tightly against the tire sidewall.

[0040] In some embodiments, an air valve hole 12 is provided on the outer wall of the rim 1 for inflating the inner tube.

[0041] Tires come in different widths and sizes, and normally, they need to be matched with corresponding steel rims. For convenience, current manufacturers use a single steel rim for different tire sizes and widths. For example, the tread width of a 12R22.5 tire varies from 23 to 24 cm depending on the brand; 295 / 80R22.5 has a tread width of 24 to 25 cm; 315 / 80R22.5 has a tread width of 24 to 26 cm; and 315 / 70R22.5 has a tread width of 26 to 27 cm. Currently, manufacturers use a 9.00*22.5 steel rim for all four tire sizes and widths. However, the effective inner space of this rim is only 22.5 cm. Tires of different widths are squeezed into a narrower space, restricting the tire and causing the center of the tire's contact patch to be higher than the sides after inflation. When a vehicle is loaded, the higher center section sags under pressure, causing the lower sides to slide and rub against the ground, resulting in uneven tire wear. This is why, even with proper alignment and chassis, tire wear is concentrated on the sides instead of the center. Furthermore, tire wear is determined by the ratio of rim width to tire width; the wider the tire and the narrower the rim, the more pronounced the wear. Uneven tire wear causes vibration, making driving bumpy and uncomfortable, a problem that plagues countless car owners.

[0042] The effective inner width of this steel rim is slightly greater than or equal to the tread width of the tire, just like how shoes fit the right size foot. Inflating the tire ensures a flat tread, resulting in stable driving and braking, without uneven wear on the sides, making the tire more durable and reducing vibration.

[0043] To match the width of the tires, this steel rim is wider than the original manufacturer's standard rim. However, because the rim is wider, when it is installed on the vehicle, the extra part extends inward and may hit the tie rod ball joint or brake caliper. Therefore, the rim is designed with a flat top instead of the existing convex top, so that the widened part extends outward and will not hit the tie rod ball joint or brake caliper when installed on the vehicle.

[0044] The existing steel rims, for ease of installation and removal, have an excessively large axle hole 6. During assembly, this results in excessive clearance between the rim and the car's axle 7. Due to gravity, the upper part fits seamlessly with the axle 7, while the lower part does not, causing excessive clearance and resulting in an out-of-round fit. When a circle reaches a certain speed, the centrifugal force generated by the eccentricity is amplified, resulting in shaking concentricity. This application adopts a transition or interference fit to solve the eccentricity problem.

[0045] Besides uneven tire wear and accidental damage, the biggest culprit for tire failures on the road is tire overheating. Bulges, cracks, and even tire blowouts are all related to high temperatures. The inner tire is closest to the brake drum, the heat source. The hotter the tire, the more trapped it becomes, causing the rubber to separate from the steel wires, resulting in a bulge. Prolonged exposure to high temperatures hardens and brittles the tire, making it prone to cracking and damaging the tire bead during installation and removal. We must do everything possible to reduce tire temperature and ensure good ventilation between the rim and brake drum, allowing air to carry away some of the heat and reducing the probability of tire failure. This application uses a design with small but numerous holes, which does not affect the strength of the rim while achieving good heat dissipation, thus reducing the failure rate of the same tire.

[0046] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification. Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. An automotive wheel structure comprising a wheel rim and spokes, characterized by: The wheel rim has symmetrical retaining rings at both ends. The diameter of the retaining rings is larger than the diameter of the wheel rim, and the height of the retaining rings is greater than the height of the tire bead, which increases the contact area and provides better support. A tire bead groove is formed between the two retaining rings for the tire bead to be inserted. A spoke is fixed to one end of the wheel rim. The spoke is a disc with an axially oriented axle hole in its center for fitting the car axle. Multiple mounting holes are formed around the axle hole and are evenly distributed radially on the spoke. The width of the tire bead groove is equal to or greater than the width between the outer walls of the two tire beads. The diameter of the axle hole matches the diameter of the car axle, and the two are in a transition fit. Multiple heat dissipation holes are formed around the mounting holes and are evenly distributed radially on the spoke. The axial height of the spoke is equal to or less than the axial height of the retaining rings located at the same end.

2. The automobile wheel structure of claim 1 wherein: The center of each mounting hole is equidistant from the center of the axle hole, and the center of each heat dissipation hole is equidistant from the center of the axle hole. The mounting holes and adjacent heat dissipation holes are arranged in an isosceles triangle.

3. The automotive steel wheel structure as described in claim 2, characterized in that: The retainer ring is stepped between the wheel rim and the tire bead to ensure a tight fit and prevent it from falling off. The top of the retainer ring is tapered to ensure a tight fit with the tire sidewall.

4. The automobile wheel structure of claim 3 wherein: Air valve holes are provided on the outer wall of the wheel rim.

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