A passenger and freight car wheel hub with one side set of anti-derailment flanges

Abstract

The utility model provides a kind of passenger car wheel hub with anti-falling tooth ring on one side, including rim, first rim is equipped in one side of rim, second rim is equipped in the other side of rim, rim includes first lip groove and first taper portion in order from first rim to second rim, anti-falling tooth ring is equipped on first taper portion, a plurality of recesses for increasing friction force are equipped on anti-falling tooth ring around anti-falling tooth ring with interval.This scheme, by setting anti-falling tooth ring, the lip of tire in normal position at first lip groove, after tire burst, the lip of tire will be offset to second rim under the pressure of passenger car, anti-falling tooth ring can support the lip, prevent the lip from offsetting to second rim, give driver more time to take emergency measures, set recess on anti-falling tooth ring can increase friction, further prevent the lip from offsetting to second rim, keep the lip of tire on anti-falling tooth ring, make tire and wheel hub keep synchronous rotation.

Description

Technical Field

[0001] This utility model relates to the field of wheel technology, specifically to a passenger and freight vehicle wheel hub with a single-sided anti-loosening tooth ring. Background Technology

[0002] Because tubeless tires do not deflate completely immediately when punctured by a nail, they are safer than tires with inner tubes, and are easier to install and maintain. Therefore, tubeless tires are now widely used in passenger cars, and even some heavy-duty buses and trucks use them.

[0003] However, when a vehicle is traveling at high speed, if a tubeless tire suddenly blows out and completely deflates, and the passenger or freight vehicle is not equipped with an intelligent run-flat tire system, the circumference of the wheel decreases after the blowout, resulting in a shorter rolling distance at the same rotation speed. The two wheels on the same axle will rotate and create a displacement difference, causing the vehicle's center of gravity to change, thus causing the vehicle to tilt and yaw significantly. The driver has very little time to react and must handle the situation properly, otherwise the vehicle is very likely to drift into the adjacent lane, crash into the guardrail, or cause a serious traffic accident.

[0004] To prevent tire blowouts or reduce traffic accidents even after a blowout, people have tried various methods to improve tires and rims. Regarding improvements to rims, the applicant disclosed a blowout-safe rim in patent document CN217396108U. This solution includes a rim with an outer ring surface and a first and a second side surface opposite to each other on both sides of the outer ring surface. A first and a second rim are opposite to each other on both sides of the outer ring surface, forming a tire mounting seat between them. An anti-slip ring is provided on the tire mounting seat. The anti-slip ring is an annular convex ring arranged along the outer ring surface, concentrically positioned with the outer ring surface. The surface of the anti-slip ring has a toothed structure, including several spaced-apart protrusions and grooves. The protrusions are protrusions extending outward from the surface of the anti-slip ring, and the grooves are recesses inward from the surface of the anti-slip ring. The outer diameter of the protrusions is larger than the diameter of the tire bead that fits the tire mounting seat. The tire blowout safety rim solution provides a tire safety feature where, when a tire blows out, the anti-loosening ring can hold the tire in place and support the tire bead, allowing the blown tire to continue rotating with the rim and reducing the vehicle's yaw rate.

[0005] The above design is specifically for passenger cars. However, there are significant differences between the wheel rims of passenger cars and those of vans. Passenger cars, in pursuit of comfort, have a smaller aspect ratio (i.e., a lower profile), while vans, designed for heavy loads, have a larger aspect ratio, resulting in relatively smaller wheel rim diameters. Additionally, to meet load requirements, vans typically have two rear wheels arranged side-by-side, necessitating a narrower wheel rim design. Furthermore, vans have grooves on their wheel rims for valve stem mounting. While these grooves facilitate tire installation, they also pose a risk of tire blowouts in vans. When a tire blows out in a passenger or freight vehicle, the tire bead slides inward into the valve stem mounting groove, causing the tire and rim to not rotate synchronously. This results in the rim spinning freely while the tire does not rotate relative to the ground. Furthermore, because the diameter of the tire on the blown side suddenly becomes much smaller, the displacement of the wheel on that side deviates significantly from the other side. This causes the passenger or freight vehicle to veer off course, making the vehicle difficult to control and potentially leading to a traffic accident. In conclusion, because the structure of passenger or freight vehicle rims differs from that of passenger cars, it is necessary to redesign the structure and placement of the anti-slip ring to prevent accidents caused by tire blowouts in passenger or freight vehicles. Summary of the Invention

[0006] The present invention aims to solve the technical problem that the anti-detachment tooth rings and their placement positions used in the prior art for passenger car wheel hubs cannot meet the requirements for preventing tire detachment in passenger and freight vehicle wheel hubs.

[0007] To solve the above-mentioned technical problems, this utility model provides a passenger and freight vehicle wheel hub with a single-sided anti-slip tooth ring, including a rim and spokes. A first rim flange is provided on one side of the rim, and a second rim flange is provided on the other side of the rim. The spokes are located inside the rim on the side of the first rim flange. The rim includes a first tire bead groove and a first conical portion from the first rim flange to the second rim flange. An anti-slip tooth ring is provided on the first conical portion to keep the tire and the wheel hub rotating synchronously after a tire blowout. The anti-slip tooth ring includes a mating surface that fits with the first conical portion, a blocking surface for limiting the tire, and a guide surface for facilitating tire installation. The radial cross-sectional diameter at the intersection of the blocking surface and the guide surface is greater than or equal to the radial cross-sectional diameter at the intersection of the blocking surface and the mating surface. Multiple grooves for increasing friction are provided around the anti-slip tooth ring at intervals.

[0008] The above structure, by setting an anti-slip ring with a blocking surface and a guide surface on the first conical part adjacent to the first tire bead groove, prevents the tire bead, normally located at the first tire bead groove, from shifting towards the second rim under the pressure of a passenger or freight vehicle after a tire blowout. The blocking surface supports the tire bead, preventing it from shifting towards the second rim, or extending the time it takes for the tire bead to shift towards the second rim, giving the driver more time to take emergency measures. The groove on the anti-slip ring increases the friction between the tire bead and the anti-slip ring, further preventing the tire bead from shifting towards the second rim and keeping the tire bead on the anti-slip ring, ultimately allowing the tire and rim to rotate synchronously. The guide surface provides guidance for the tire bead during tire installation, making it easier to install the tire bead on the first tire bead groove. The radial cross-sectional diameter at the intersection of the blocking surface and the guide surface is larger than the radial cross-sectional diameter at the intersection of the blocking surface and the mating surface, making it more difficult for the tire bead to cross the anti-slip ring, further improving the anti-slip effect. Attached Figure Description

[0009] Figure 1 This is a schematic diagram of the structure of a general-purpose passenger and freight vehicle wheel hub in an embodiment of this utility model;

[0010] Figure 2 This is a schematic diagram of the structure of a passenger and freight vehicle wheel hub with an anti-tooth ring provided on one side in an embodiment of this utility model;

[0011] Figure 3 This is a schematic diagram of the anti-loosening tooth ring in an embodiment of this utility model;

[0012] Figure 4 This is a front view of the wheel hub in an embodiment of this utility model;

[0013] Figure 5 for Figure 4 Sectional view of plane AA;

[0014] Figure 6 for Figure 5 Enlarged view of section B in the middle. Detailed Implementation

[0015] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0016] like Figures 1 to 5 As shown, Figure 1 The image shows a general-purpose passenger and freight vehicle wheel hub, including a rim 11 and spokes 12. A first rim 111 is provided on one side of the rim 11, and a second rim 112 is provided on the other side of the rim 11. The spokes 12 are located inside the rim 11 on the side of the first rim 111. The rim 11 includes, from the first rim 111 to the second rim 112, a first tire bead groove 113, a first tapered portion 114, a first straight cylindrical portion 115, and a valve stem mounting groove 116.

[0017] like Figure 2 As shown, a passenger and freight vehicle wheel hub with an anti-slip tooth ring 2 on one side is provided on the first conical part 114.

[0018] like Figure 3 As shown, the anti-slip ring 2 includes a mating surface 20 that fits against the first conical portion 114, a blocking surface 21 for limiting the tire, and a guide surface 22 for facilitating tire installation.

[0019] In this embodiment, the bonding surface 20, the blocking surface 21, and the guide surface 22 form an anti-slip ring 2 with an obtuse-angled triangular cross-section. The cross-section referred to here is the section passing through the axis of the anti-slip ring 2. Of course, the cross-section of the anti-slip ring 2 is not limited to an obtuse triangle; it can also be a quadrilateral or other shape that both resists tire bead movement and facilitates tire installation.

[0020] The radial section diameter at the intersection of the blocking surface 21 and the guide surface 22 is greater than or equal to the radial section diameter at the intersection of the blocking surface 21 and the mating surface 20. In this embodiment, the radial section diameter at the intersection of the blocking surface 21 and the guide surface 22 is equal to the radial section diameter at the intersection of the blocking surface 21 and the mating surface 20.

[0021] By providing an anti-slip tooth ring 2 with a blocking surface 21 and a guide surface 22 on the first conical portion 114 adjacent to the first tire bead groove 113, the tire bead of the tire, which is normally located at the first tire bead groove 113, will shift to the second wheel flange 112 side under the pressure of the passenger and freight vehicle after a tire blowout. The presence of the blocking surface 21 can support the tire bead and prevent it from shifting to the second wheel flange 112 side, or in other words, it can prolong the time for the tire bead to shift to the second wheel flange 112, giving the driver more time to take emergency measures.

[0022] Because the aspect ratio (i.e., the aspect ratio) of passenger and freight vehicles is relatively large, meaning that the tires of passenger and freight vehicles are relatively high, as long as the tire bead remains on the anti-slip ring 2 and does not fall into the valve stem mounting groove 116, even if a tire blows out, the tire itself can support the passenger and freight vehicle to a certain extent. The displacement deviation between the tire on the blown side and the tire on the other side will not be large, which greatly reduces the degree of deviation of the passenger and freight vehicle and reduces the risk of accidents.

[0023] like Figure 3 As shown, multiple grooves 23 are provided around the anti-slip ring 2 at intervals to increase friction. The grooves 23 can increase the friction between the tire bead and the anti-slip ring 2, further preventing the tire bead from shifting to the second rim 112 side, keeping the tire bead on the anti-slip ring 2, and ultimately making the tire and the rim rotate synchronously.

[0024] The guide surface 22 can provide guidance for the tire bead when installing the tire, making it easier to install the tire bead on the first tire bead groove 113.

[0025] As another implementation, the radial section diameter at the intersection of the blocking surface 21 and the guide surface 22 is larger than the radial section diameter at the intersection of the blocking surface 21 and the mating surface 20, which makes it more difficult for the tire bead to pass over the anti-slip ring 2, further improving the anti-slip effect.

[0026] Typically, the rim 11 is a steel rim, and the anti-slip tooth ring 2 is a steel anti-slip tooth ring. The anti-slip tooth ring 2 is an integral structure. The groove 23 is pre-cut on the anti-slip tooth ring 2. After the anti-slip tooth ring 2 surrounds the first conical part 114, it is connected to the rim 11 by welding. Before welding, the anti-slip tooth ring 2 is pressed onto the vehicle rim by a special clamp.

[0027] Of course, the rim 11 can also be an alloy rim, and the anti-slip tooth ring 2 is an alloy anti-slip tooth ring. The groove 23 and the anti-slip tooth ring 2 are integrally cast. The anti-slip tooth ring 2 is made of two or more arc-shaped tooth ring segments spliced ​​together. The anti-slip tooth ring 2 is connected to the rim 11 by welding. Before welding, the two arc-shaped tooth ring segments are pressed onto the vehicle rim using a special clamp. Of course, the number of arc-shaped tooth ring segments spliced ​​into the anti-slip tooth ring 2 is not limited to two segments.

[0028] In both of the above schemes, the side where the blocking surface 21 intersects with the mating surface 20 is laser-welded to the first tire bead groove 113; the side where the guide surface 22 intersects with the mating surface 20 is laser-welded to the first cylindrical section. Using laser welding results in a small weld seam, which does not affect tire installation or sealing. Figure 6 Points C and D in the middle indicate the welding positions.

[0029] Finally, a chamfer is provided on the edge where the groove 23 intersects with the blocking surface 21 and the guide surface 22 to prevent a cutting effect on the tire.

[0030] This solution is specifically designed for passenger and freight vehicles. The anti-slip ring 2 can limit the tire after a tire blowout in passenger and freight vehicles, preventing the tire bead from falling into the valve stem mounting groove 116, so that the tire and the wheel hub rotate synchronously, reducing the displacement difference caused by the rolling of the wheels on both sides, which can effectively prevent accidents when a tire blowout occurs in passenger and freight vehicles.

Claims

1. A passenger / freight vehicle wheel hub with a single-sided anti-slip tooth ring, comprising a rim and spokes, a first rim flange on one side of the rim, a second rim flange on the other side of the rim, spokes disposed within the rim on the side of the first rim flange, and the rim comprising a first tire bead groove and a first tapered portion sequentially from the first rim flange to the second rim flange, characterized in that: An anti-slip ring is provided on the first conical part to keep the tire and the wheel hub rotating synchronously after a tire blowout. The anti-slip ring includes a mating surface that fits into the first conical part, a blocking surface for limiting the tire, and a guide surface for facilitating tire installation. The radial section diameter at the intersection of the blocking surface and the guide surface is greater than or equal to the radial section diameter at the intersection of the blocking surface and the mating surface; Multiple grooves are provided around the anti-loosening tooth ring at intervals to increase friction.

2. The passenger and freight vehicle wheel hub with a single-sided anti-detachment tooth ring as described in claim 1, characterized in that: The rim also includes a first cylindrical portion and a valve mounting groove from the first tapered portion to the second rim.

3. The passenger and freight vehicle wheel hub with a single-sided anti-detachment tooth ring as described in claim 2, characterized in that: The rim is an alloy rim, and the anti-detachment toothed ring is an alloy anti-detachment toothed ring. The anti-detachment toothed ring is composed of two or more arc-shaped toothed ring segments spliced ​​together, and the anti-detachment toothed ring is connected to the rim by welding.

4. The passenger and freight vehicle wheel hub with a single-sided anti-detachment tooth ring as described in claim 2, characterized in that: The rim is a steel rim, and the anti-detachment toothed ring is a steel anti-detachment toothed ring. The anti-detachment toothed ring is an integral structure, and after the anti-detachment toothed ring surrounds the first conical part, it is connected to the rim by welding.

5. The passenger / freight vehicle wheel hub with a single-sided anti-detachment tooth ring as described in claim 3 or 4, characterized in that: The side where the blocking surface intersects with the mating surface is welded to the first tire lip groove; the side where the guide surface intersects with the mating surface is welded to the first straight section.

6. The passenger and freight vehicle wheel hub with a single-sided anti-detachment tooth ring as described in claim 5, characterized in that: The welding method is laser welding.

7. The passenger and freight vehicle wheel hub with a single-sided anti-detachment tooth ring as described in claim 1, characterized in that: The mating surface, blocking surface, and guide surface form an anti-detachment tooth ring with an obtuse-angled triangle shape in the cross section.

8. The passenger and freight vehicle wheel hub with a single-sided anti-detachment tooth ring as described in claim 1, characterized in that: A chamfer is provided on the edge where the groove intersects with the blocking surface and the guide surface.

Images