Wheel hubs and two-wheeled vehicles

Abstract

This utility model discloses a wheel hub and a two-wheeled vehicle. The wheel hub includes spokes, each spoke having an outer spoke ring, an inner spoke ring, multiple first spoke structures, and multiple second spoke structures. A first end of each first spoke structure is connected to the inner wall of the outer spoke ring, a second end of each first spoke structure is connected to the outer wall of the inner spoke ring, and a first end of each second spoke structure is connected to the inner wall of the outer spoke ring. The second end of each second spoke structure extends to the inner side of the outer wall of the inner spoke ring. The solution disclosed in this utility model can solve the problem that the structural strength of existing wheel hubs is insufficient to meet the needs of various road conditions and recreational driving.

Description

Technical Field

[0001] This utility model belongs to the technical field of transportation vehicles, specifically relating to a wheel hub and a two-wheeled vehicle. Background Technology

[0002] In the transportation sector, the wheel hub, as a crucial component connecting the tire and axle, directly impacts vehicle safety and handling stability. Existing wheel hub structures predominantly utilize aluminum alloys due to their lightweight properties. However, with increasing market demands for cost control, more and more manufacturers are exploring the use of lower-cost materials such as iron to manufacture wheel hubs. While iron wheel hubs offer cost advantages, they often fall short of aluminum alloy wheel hubs in terms of weight and strength, particularly under bending, torsional, and radial loads, making them less effective in off-road conditions such as steep slopes, mountain roads, and muddy terrain. As two-wheeled vehicles increasingly serve recreational purposes beyond commuting, the demand for various driving maneuvers in recreational driving places higher demands on the structural strength of the wheel hubs.

[0003] In other words, existing wheel hub technologies suffer from structural strength limitations that cannot meet the demands of various road conditions and recreational driving. Utility Model Content

[0004] Therefore, the technical problem to be solved by this utility model is how to improve the structural strength of the wheel hub to meet the needs of various road conditions and recreational driving.

[0005] To solve the above-mentioned technical problems, this utility model provides a wheel hub, including: a spoke, the spoke having an outer spoke ring, an inner spoke ring, a plurality of first spoke structures and a plurality of second spoke structures, a first end of the first spoke structure being connected to the inner wall surface of the outer spoke ring, a second end of the first spoke structure being connected to the outer wall surface of the inner spoke ring, a first end of the second spoke structure being connected to the inner wall surface of the outer spoke ring, and a second end of the second spoke structure extending to the inner side of the outer wall surface of the inner spoke ring.

[0006] Optionally, the wheel hub satisfies at least one of the following:

[0007] The extension direction of the second spoke structure is set at an angle to the radial direction of the outer ring of the spoke. This design enables the spokes to generate greater resistance when subjected to external forces, preventing the hub from twisting or being damaged when rotating at high speed or encountering road impacts.

[0008] The ratio of the length of the second spoke structure extending on the inner rim of the spoke to the total length of the second spoke structure is greater than or equal to 0.4 and less than or equal to 0.6. This design can better distribute and resist torque, reduce hub torsion, extend its service life, and improve the vehicle's control performance when turning or during sudden acceleration or deceleration.

[0009] Multiple first spoke structures and multiple second spoke structures are spaced apart. This staggered distribution can distribute the force more evenly, reduce local stress, and thus protect the wheel hub from damage.

[0010] Optionally, the hub also includes a rim, which is located outside the outer ring of the spokes. The plane containing the center ring of the rim is the first plane, and the maximum vertical distance h1 from the second spoke structure to the first plane is greater than the maximum vertical distance h2 from the first spoke structure to the first plane. This arrangement increases the axial distribution layers of the hub, which is beneficial for optimizing the stress distribution of the hub.

[0011] Optionally, the highest point of the spokes is higher than the highest point of the second spoke structure, and the height difference d1 between the highest point of the spokes and the highest point of the second spoke structure is greater than or equal to 4 mm and less than or equal to 8 mm; and / or the highest point of the second spoke structure is higher than the highest point of the first spoke structure, and the height difference d2 between the highest point of the second spoke structure and the highest point of the first spoke structure is greater than or equal to 10 mm and less than or equal to 15 mm. This arrangement helps to optimize the transmission path of internal forces in the wheel hub, distribute the force on the wheel hub, and at the same time ensure the aesthetics and lightweight design of the wheel hub.

[0012] Optionally, the surface of the first spoke structure furthest from the first plane has a first included angle α with the first plane, and the surface of the second spoke structure furthest from the first plane has a second included angle β with the first plane, wherein the first included angle α is smaller than the second included angle β. This arrangement helps to optimize the structural strength and stiffness of the wheel hub, effectively disperse stress, avoid local overload, and improve driving safety.

[0013] Optionally, the angle difference between the first included angle α and the second included angle β is greater than or equal to 4° and less than or equal to 8°. This setting helps to distribute the force more evenly across the wheel hub, avoids stress concentration, enhances the overall structural strength and rigidity, and improves its stability and durability under complex road conditions.

[0014] Optionally, the wheel hub also includes a bushing, which passes through the inner ring of the spokes and is coaxial with the inner ring of the spokes. One end of the bushing is provided with a disc brake disc mounting surface, and the minimum distance h3 from the disc brake disc mounting surface to the first plane is greater than half the width of the rim. This design can avoid interference between the caliper and the wheel hub, facilitate the installation and removal of the caliper, and simplify the maintenance process.

[0015] Optionally, the ratio of the minimum distance h3 from the disc brake mounting surface to the first plane to half the width of the rim is greater than or equal to 1.5 and less than or equal to 2. This setting reduces interference between the caliper and the wheel hub structure during caliper installation and accommodates disc brake discs and caliper specifications of various diameters, improving wheel hub versatility across different vehicle models.

[0016] Optionally, the outer spoke ring, the inner spoke ring, multiple first spoke structures, and multiple second spoke structures are integrally formed; and / or the outer spoke ring, the inner spoke ring, the multiple first spoke structures, and the multiple second spoke structures have the same thickness throughout. This design simplifies the forming process, reduces the difficulty of raw material preparation, and saves on forming engineering processes and time costs, while ensuring the overall strength and rigidity of the wheel hub.

[0017] Optionally, the wheel hub also includes a reinforcing member disposed on one side of the spokes and connected to the inner ring of the spokes. The connection point between the reinforcing member and the inner ring of the spokes is located between the second end of the first spoke structure and the second end of the second spoke structure; and / or the inner ring of the spokes has a protrusion, which is spaced apart from the outer wall surface of the inner ring of the spokes, with the second end of the first spoke structure spaced apart from the protrusion, and the second spoke structure intersecting with the protrusion. This arrangement increases the welding width of the reinforcing member, ensuring the strength of the wheel hub and the axle mounting portion, and reducing the risk of deformation or breakage of the wheel hub under high-speed driving or complex road conditions.

[0018] Optionally, the ratio of the diameter of the protrusion to the diameter of the inner ring of the spoke is greater than or equal to 0.6 and less than or equal to 0.9; and / or the reinforcement is welded to the protrusion, and the ratio of the total weld width of the reinforcement to the circumference of the protrusion is greater than or equal to 0.35 and less than or equal to 0.54. This arrangement helps to distribute stress, avoid stress concentration, and maintain the overall structural rigidity of the hub.

[0019] According to this utility model, a two-wheeled vehicle is also provided, including the aforementioned wheel hub.

[0020] The technical solution provided by this utility model has the following advantages:

[0021] The wheel hub provided by this utility model includes spokes. The spokes have an outer spoke ring, an inner spoke ring, a plurality of first spoke structures, and a plurality of second spoke structures. The first end of the first spoke structure is connected to the inner wall surface of the outer spoke ring, the second end of the first spoke structure is connected to the outer wall surface of the inner spoke ring, the first end of the second spoke structure is connected to the inner wall surface of the outer spoke ring, and the second end of the second spoke structure extends to the inner side of the outer wall surface of the inner spoke ring.

[0022] Through the specific layout of the first and second spoke structures, a dense support network is formed, making the entire hub structure more stable. This effectively disperses and resists externally applied forces, reduces stress concentration, and effectively increases the structural strength of the spokes. Consequently, it increases the load-bearing capacity of the hub under different working conditions, effectively improving the structural strength of the hub. This allows the hub to maintain good stability and safety when subjected to heavy loads and complex road conditions, effectively reducing deformation and damage. Attached Figure Description

[0023] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0024] Figure 1 A schematic diagram of the structure of a wheel hub at one angle according to an optional embodiment of the present invention is shown;

[0025] Figure 2 It shows Figure 1 A structural diagram of the center hub from another angle;

[0026] Figure 3 It shows Figure 1 A structural diagram of the center hub from another angle;

[0027] Figure 4 It shows Figure 1 A structural diagram of the center hub from another angle;

[0028] Figure 5 It shows Figure 1 A structural schematic diagram of the center spoke at one angle;

[0029] Figure 6 It shows Figure 1 A structural diagram of the center spoke from another angle;

[0030] Figure 7 A schematic diagram of the structure of a wheel hub at one angle according to an optional embodiment of the present invention is shown;

[0031] Figure 8 It shows Figure 7 View from AA direction;

[0032] Figure 9 It shows Figure 7 BB-direction view;

[0033] Figure 10 A force simulation diagram of a wheel hub according to an optional embodiment of the present invention is shown.

[0034] Explanation of reference numerals in the attached figures:

[0035] 10. Spoke; 11. Outer ring of spoke; 12. Inner ring of spoke; 121. Protrusion; 122. Outer wall surface; 13. First spoke structure; 14. Second spoke structure; 20. Rim; 30. Bushing; 31. Disc brake mounting surface; 40. Reinforcing member; 50. First plane. Detailed Implementation

[0036] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. The present utility model will be described in detail below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0037] It should be noted that the terms "first," "second," etc., in the specification, claims, and drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0038] In this utility model, unless otherwise stated, directional terms such as "upper," "lower," "top," and "bottom" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction of the component itself; similarly, for ease of understanding and description, "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0039] To address the problem that the structural strength of existing wheel hubs is insufficient to meet the needs of various road conditions and recreational driving, this utility model provides a wheel hub and a two-wheeled vehicle.

[0040] In some alternative implementations, please refer to Figures 1 to 10 The wheel hub includes spokes 10, which have an outer spoke ring 11, an inner spoke ring 12, multiple first spoke structures 13, and multiple second spoke structures 14. Through the specific arrangement of the first spoke structures 13 and the second spoke structures 14, a dense support network is formed, making the entire wheel hub structure more stable. This effectively disperses and resists externally applied forces, reduces stress concentration, and effectively increases the structural strength of the spokes 10. Consequently, it increases the load-bearing capacity of the wheel hub under different working conditions, effectively improving the structural strength of the wheel hub. This allows the wheel hub to maintain good stability and safety when subjected to heavy loads and complex road conditions, effectively reducing deformation and damage.

[0041] In some alternative embodiments, by setting the positional relationship between the first spoke structure 13, the second spoke structure 14, and the outer spoke ring 11 and the inner spoke ring 12, weight reduction can be achieved while improving the strength of the wheel hub structure. Specifically, the first end of the first spoke structure 13 is connected to the inner wall surface of the outer spoke ring 11, the second end of the first spoke structure 13 is connected to the outer wall surface 122 of the inner spoke ring 12, the first end of the second spoke structure 14 is connected to the inner wall surface of the outer spoke ring 11, and the second end of the second spoke structure 14 extends to the inner side of the outer wall surface 122 of the inner spoke ring 12.

[0042] By extending the second end of the second spoke structure 14 to the inner side of the outer wall surface 122 of the inner spoke ring 12, the connection area between the second spoke structure 14 and the inner spoke ring 12 is effectively increased, which can significantly improve the strength of the wheel hub when subjected to bending and torsional forces. At the same time, by connecting the second end of the first spoke structure 13 to the outer wall surface 122 of the inner spoke ring 12, the length of the first spoke structure 13 is reduced, which in turn helps to reduce the weight of the spoke 10, thus contributing to the lightweighting of the spoke 10 while ensuring its structural strength.

[0043] In some alternative embodiments, both the first spoke structure 13 and the second spoke structure 14 are elongated structures, which enhance the aesthetic design of the wheel hub while maintaining high strength. The elimination of the traditional bend design makes the spoke lines smoother and more aesthetically pleasing, while also reducing the manufacturing difficulty of the spokes 10. Furthermore, the elongated structure in this application distributes stress more evenly and makes the wheel hub structure more stable. Please refer to [link to relevant documentation]. Figure 10 The stress simulation diagram of the wheel hub in this application shows that the wheel hub is subjected to uniform stress.

[0044] In some alternative implementations, the wheel hub is made of iron. Although iron itself may be heavier, by optimizing the positional relationship between the first spoke structure 13, the second spoke structure 14 and the outer spoke ring 11 and the inner spoke ring 12, not only can the weight difference in materials be compensated, but also the cost advantage of iron can be utilized to reduce the overall production cost and improve the product's competitiveness in the market, while ensuring strength and function.

[0045] In some alternative implementations, please refer to Figure 5 The extension direction of the second spoke structure 14 is angled to the radial direction of the outer spoke ring 11. That is, the second spoke structure 14 does not extend along the radial direction of the outer spoke ring 11. This angled extension provides additional resistance to deformation when the hub is subjected to torsional or bending deformation. This design allows the spokes to generate greater resistance when subjected to external forces, preventing the hub from twisting or being damaged during high-speed rotation or road impacts. The intersection of the extension direction of the second spoke structure 14 with the radial direction of the outer spoke ring 11 also distributes the force more evenly across multiple points on the hub, reducing stress concentration and more effectively dispersing radial and lateral forces encountered by the hub during operation, thereby improving the overall stability and durability of the hub.

[0046] Furthermore, the second spoke structure 14, which intersects the outer spoke ring 11 in the radial direction, not only improves the structural stability of the wheel hub but also brings new aesthetic elements to the wheel hub design. This design breaks away from the traditional straight-line arrangement of spokes, increasing the visual complexity and dynamism of the wheel hub and meeting the high requirements of modern vehicles for exterior design.

[0047] In some alternative embodiments, the ratio of the length of the second spoke structure 14 extending on the inner ring 12 of the spokes to the total length of the second spoke structure 14 is greater than or equal to 0.4 and less than or equal to 0.6. This arrangement means that the second spoke structure 14 occupies a considerable proportion of the inner ring 12 of the spokes, which helps to improve the torsional strength of the wheel hub. When the wheel hub is under stress, this design can better distribute and resist torque, reduce wheel hub torsion, extend its service life, and improve the vehicle's control performance during cornering or sudden acceleration and deceleration. At the same time, by constraining the length of the second spoke structure 14 extending on the inner ring 12 of the spokes, the load on the wheel hub can be more rationally distributed, reducing stress concentration and improving the durability and reliability of the wheel hub under complex road conditions.

[0048] In some alternative implementations, please refer to Figure 5 Multiple first spoke structures 13 and multiple second spoke structures 14 are spaced apart. The spaced-apart first spoke structures 13 and second spoke structures 14 form an interlaced support grid inside the hub. This grid structure not only increases the hub's radial and axial rigidity but also improves its resistance to bending and torsion. When the hub is subjected to external pressure, this interlaced distribution can more evenly distribute the force, reducing localized stress and thus protecting the hub from damage. Under different operating conditions, such as straight-line acceleration, cornering, and emergency braking, when the hub is subjected to forces in various directions, the spaced arrangement of the first spoke structures 13 and second spoke structures 14 can better absorb and disperse these forces, ensuring that the hub maintains good structural stability and safety under various complex operating conditions.

[0049] Optionally, the region between two adjacent first spoke structures 13 has at least one second spoke structure 14.

[0050] Preferably, the area between two adjacent first spoke structures 13 has a second spoke structure 14, and the area between two adjacent second spoke structures 14 has a first spoke structure 13. By precisely designing the spacing between the first spoke structures 13 and the second spoke structures 14, unnecessary material usage can be reduced, thereby reducing the weight of the wheel hub. This is especially important for electric vehicles, as reducing wheel hub weight can reduce energy consumption and increase the vehicle's range. Despite the spacing between the first spoke structures 13 and the second spoke structures 14, the overall strength of the wheel hub is not reduced due to the optimized layout of the spoke structures.

[0051] Furthermore, the spaced first spoke structure 13 and second spoke structure 14 increase airflow space, which is beneficial for heat dissipation during high-speed rotation of the wheel hub. Wheel hubs generate heat during use, especially after prolonged high-speed driving or frequent braking. Good heat dissipation performance can prevent safety issues caused by overheating of the wheel hub and extend its lifespan.

[0052] In some alternative implementations, please refer to Figures 1 to 4 as well as Figures 7 to 9 The wheel hub also includes a rim 20, which is located outside the outer ring 11 of the spokes. The plane containing the center ring of the rim 20 is the first plane 50. The maximum vertical distance h1 from the second spoke structure 14 to the first plane 50 is greater than the maximum vertical distance h2 from the first spoke structure 13 to the first plane 50. By setting different maximum vertical distances h1 and h2 between the second spoke structure 14 and the first plane 50, the axial distribution hierarchy of the wheel hub can be increased. This design optimizes the stress distribution of the wheel hub. When the wheel hub is under load, the stress will be distributed relatively evenly over a larger area, rather than concentrated at a certain point or in certain areas, reducing stress concentration and lowering the risk of the wheel hub breaking due to overload. Since the second spoke structure 14 is located further away from the plane containing the center ring of the rim 20, mechanically it means that it has a larger torque arm, thereby improving the wheel hub's resistance to torsion. This allows the wheel hub to effectively resist deformation during high-speed driving and sudden stops and turns, maintaining vehicle stability and improving driving safety.

[0053] In some alternative implementations, please refer to Figure 5 and Figure 6 The highest point of the spoke 10 is higher than the highest point of the second spoke structure 14. By setting a height difference between the highest point of the spoke 10 and the highest point of the second spoke structure 14, it is beneficial to optimize the transmission path of the internal force of the hub. When the hub is subjected to impact or pressure, the force can be distributed more efficiently and evenly throughout the structure, which helps to reduce stress concentration and prevent fatigue damage to the spokes or spoke 10.

[0054] Optionally, the height difference d1 between the highest point of the spoke 10 and the highest point of the second spoke structure 14 is greater than or equal to 4 mm and less than or equal to 8 mm. By constraining the height difference d1 between the highest point of the spoke 10 and the highest point of the second spoke structure 14 to be within the range of 4 mm to 8 mm, the strength of the wheel hub structure is ensured while facilitating the manufacturing of the spoke 10, and simultaneously ensuring the aesthetics and lightweight nature of the wheel hub. A larger height difference can easily increase the complexity of the internal structure of the wheel hub, while a smaller height difference is not conducive to the manufacturing of the spoke 10.

[0055] In some alternative implementations, please refer to Figures 5 to 9The highest point of the second spoke structure 14 is higher than the highest point of the first spoke structure 13. By setting the highest point of the second spoke structure 14 higher, a more complex support network can be formed inside the hub, increasing the hub's ability to resist radial and axial loads, especially under high-speed operation or heavy loads. This design can distribute stress more evenly, reducing local stress concentration, thereby enhancing the overall structural strength and durability of the hub. In addition, the higher apex of the second spoke structure 14 can provide greater torsional moment resistance. When the hub is subjected to torsional forces, it can better disperse and resist torque, reduce the degree of hub torsion, and ensure the vehicle's driving stability and safety.

[0056] Optionally, the height difference d2 between the highest point of the second spoke structure 14 and the highest point of the first spoke structure 13 is greater than or equal to 10 mm and less than or equal to 15 mm. By constraining the height difference d2 between the highest points of the second spoke structure 14 and the first spoke structure 13 to be within the range of 10 mm to 15 mm, the amount of material used can be reduced while maintaining the strength and rigidity of the wheel hub structure, thus achieving a lightweight effect.

[0057] In some alternative implementations, please refer to Figure 8 and Figure 9 The surface of the first spoke structure 13 away from the first plane 50 has a first included angle α with the first plane 50, and the surface of the second spoke structure 14 away from the first plane 50 has a second included angle β with the first plane 50, wherein the first included angle α is smaller than the second included angle β. By setting the first included angle α and the second included angle β to different values, the structural strength and stiffness of the wheel hub can be optimized to ensure that the wheel hub can more effectively distribute stress when subjected to lateral loads, avoid local overload, and thus ensure that the wheel hub can maintain good driving stability and handling under complex road conditions, thereby improving driving safety.

[0058] Specifically, the second included angle β is larger than the first included angle α, so that the second spoke structure has a greater ability to resist deformation, thereby improving the overall structural strength and rigidity of the wheel hub. The smaller first included angle α helps to maintain a tight connection between the inner spoke ring 12 and the outer spoke ring 11, providing a more stable foundation support, which in turn helps to improve the structural stability of the wheel hub.

[0059] Optionally, the angle difference between the first included angle α and the second included angle β is greater than or equal to 4° and less than or equal to 8°. In wheel hub design, spoke structures with different angles can better distribute and absorb the loads acting on the wheel hub, especially radial and torsional loads. By constraining the angle difference between the first included angle α and the second included angle β within the range of 4° to 8°, the stress on various parts of the wheel hub can be more evenly distributed, avoiding stress concentration, thereby enhancing the overall structural strength and rigidity, and improving its stability and durability under complex road conditions.

[0060] In some alternative implementations, please refer to Figure 4 The wheel hub also includes a bushing 30, which passes through the inner ring 12 of the spokes and is coaxial with the inner ring 12. One end of the bushing 30 has a disc brake disc mounting surface 31. The minimum distance from the disc brake disc mounting surface 31 to the first plane 50 is greater than half the width of the rim 20. This minimum distance means that sufficient space is provided for the caliper inside the wheel hub. This design avoids interference between the caliper and the wheel hub, ensuring free movement of the caliper and improving braking response speed and efficiency. It also facilitates the installation and removal of the caliper, simplifying the maintenance process.

[0061] Optionally, the ratio of the minimum distance from the disc brake disc mounting surface 31 to the first plane 50 to half the width of the rim 20 is greater than or equal to 1.5 and less than or equal to 2. Maintaining a certain minimum distance between the disc brake disc mounting surface 31 and the first plane 50 ensures that the brake caliper has sufficient space for installation and operation, reduces interference with the wheel hub structure during caliper installation, and makes brake system maintenance and replacement more convenient and efficient. By controlling this ratio, the wheel hub design can better accommodate the braking system requirements and rim sizes of different vehicles, improving product versatility and market adaptability, and reducing manufacturing costs and design cycles caused by vehicle model differences.

[0062] In some alternative embodiments, the outer spoke ring 11, the inner spoke ring 12, the multiple first spoke structures 13, and the multiple second spoke structures 14 are integrally formed. This integral forming technology utilizes the continuity of metals or composite materials to eliminate welding or connection points in traditionally assembled wheel hubs, which are often the weakest points in the structure. Through integral forming, the internal structure of the spokes 10 is more compact and uniform, effectively improving the overall strength and rigidity of the wheel hub and reducing the risk of deformation or breakage under high speed, high load, or complex road conditions.

[0063] Furthermore, unibody molding allows for precise control of material distribution and thickness, avoiding the use of unnecessary materials. Simultaneously, through optimized design, such as using hollow structures or reducing spoke thickness, lightweight wheel hubs can be achieved while maintaining structural strength. Compared to traditional multi-part assembly processes, unibody molding reduces assembly steps in the production process, simplifies manufacturing, and lowers production costs. In addition, unibody molding reduces material waste, such as weld filler material, further reducing manufacturing costs.

[0064] In some alternative embodiments, the outer spoke ring 11, the inner spoke ring 12, the plurality of first spoke structures 13, and the plurality of second spoke structures 14 are all of the same thickness. This uniform thickness design ensures that stress is evenly distributed across all critical areas of the hub under load, avoiding stress concentration caused by localized thinness. This uniform stress distribution effectively improves the hub's fatigue resistance, extends its service life, and maintains good performance even under prolonged use and harsh environments. The same thickness means that the rigidity of each part is approximately equivalent, which helps maintain the stability of the entire structure when the hub is subjected to various loads (such as radial, lateral, and torsional loads).

[0065] In some alternative embodiments, the wheel hub also includes a reinforcing member 40, which is disposed on one side of the spoke 10 and connected to the inner ring 12 of the spoke. The connection point between the reinforcing member 40 and the inner ring 12 is located between the second end of the first spoke structure 13 and the second end of the second spoke structure 14. By disposing the reinforcing member 40 on one side of the spoke 10 and connecting it to a specific part of the inner ring 12, the overall rigidity distribution of the wheel hub can be optimized. This localized reinforcement avoids excessive concentration of rigidity at a single point in the wheel hub, instead distributing it evenly throughout the entire wheel hub structure, which helps maintain the stability and reliability of the wheel hub under complex terrain and high-speed driving conditions.

[0066] Furthermore, the addition of reinforcement component 40 improves the wheel hub's resistance to repeated loads, reduces material fatigue caused by long-term use and vibration, and extends the wheel hub's service life. This is especially important for electric two-wheelers that frequently encounter undulating road surfaces and high-speed travel, as it can reduce the safety risks caused by wheel hub fatigue damage.

[0067] In some alternative implementations, please refer to Figure 1 , Figure 5 and Figure 6The inner ring 12 of the spokes has a protrusion 121, which is spaced apart from the outer wall surface 122 of the inner ring 12. The protrusion 121 can improve the structural strength and rigidity of the inner ring 12. The protrusion 121 can more effectively disperse and absorb the stress generated when the hub is subjected to radial and lateral loads, avoid stress concentration, and thus reduce the risk of the hub deforming or breaking under high-speed driving or complex road conditions.

[0068] In some alternative implementations, please refer to Figure 1 , Figure 5 and Figure 6 The second end of the first spoke structure 13 is spaced apart from the protrusion 121. By spaced apart from the protrusion 121 instead of directly connecting them, stress distribution can be improved. This spaced arrangement avoids the direct connection point from becoming a stress concentration area, allowing stress to be transmitted and distributed more evenly between the inner spoke ring 12 and the first spoke structure 13, thus improving the stability of the hub structure.

[0069] In some alternative implementations, please refer to Figure 1 , Figure 5 and Figure 6 The second spoke structure 14 intersects with the protrusion 121, which helps to ensure the strength of the wheel hub and reduce the risk of deformation or breakage of the wheel hub under high-speed driving or complex road conditions. As a connecting support, the protrusion 121 enables the second spoke structure 14 to be more stably supported on the inner ring 12 of the spoke when bearing load, reducing stress concentration at the connection point and improving the load-bearing capacity and durability of the wheel hub.

[0070] In summary, by setting protrusions 121 at specific locations instead of increasing the thickness across the entire surface, the amount of material used can be reduced while maintaining structural strength, thus achieving a lightweight wheel hub. By optimizing the placement of the protrusions 121 and their positional relationship with the first spoke structure 13 and the second spoke structure 14, the layering and three-dimensional effect of the wheel hub can be increased, enhancing its aesthetic appeal and design.

[0071] Furthermore, by spacing the second end of the first spoke structure 13 from the protrusion 121, and connecting the second end of the second spoke structure 14 to the protrusion 121, it is easier to weld the reinforcing member 40 to the inner ring of the spoke 12, which helps to increase the welding width between the reinforcing member 40 and the inner ring of the spoke 12, and improves the tightness of the connection between the reinforcing member 40 and the inner ring of the spoke 12.

[0072] In some alternative embodiments, the ratio of the diameter of the protrusion 121 to the diameter of the inner spoke 12 is greater than or equal to 0.6 and less than or equal to 0.9. By controlling the ratio of the diameter of the protrusion 121 to the diameter of the inner spoke 12, targeted reinforcement can be achieved while maintaining the overall structural rigidity of the wheel hub. If the ratio is too small, the protrusion 121 may not provide sufficient support; if the ratio is too large, it may lead to an increase in the weight of the wheel hub, affecting the lightweight design. Within this range, the protrusion 121 can ensure sufficient strength to distribute stress while keeping the weight of the wheel hub within a reasonable range.

[0073] In some alternative implementations, please refer to Figure 4 The wheel hub also includes a reinforcing member 40, which is disposed on one side of the spokes 10 and welded to the protrusion 121. The ratio of the total weld width of the reinforcing member 40 and the protrusion 121 to the circumference of the protrusion 121 is greater than or equal to 0.35 and less than or equal to 0.54. Controlling the ratio of the total weld width to the circumference of the protrusion 121 within this range ensures the bonding strength between the reinforcing member 40 and the wheel hub, effectively improving the structural integrity of the wheel hub under various loads (such as radial, lateral, and torsional loads) and reducing the risk of deformation. An appropriate ratio of the total weld width to the circumference of the protrusion 121 helps improve the stress distribution of the wheel hub. A ratio that is too small may not fully utilize the function of the reinforcing member 40, leading to stress concentration; while a ratio that is too large may increase unnecessary structural weight. Within a ratio range of 0.35 to 0.54, the reinforcing member 40 can effectively disperse and evenly transmit stress, avoiding excessive wear or damage to critical parts.

[0074] In some alternative embodiments, the two-wheeled vehicle includes the aforementioned wheel hub. Two-wheeled vehicles with the aforementioned wheel hub exhibit better overall performance and safety, maintaining good driving stability and handling under various operating conditions, thus improving driving safety. They also have the advantages of low manufacturing cost and a wide field of view.

[0075] Alternatively, the two-wheeled vehicle may be a two-wheeled electric vehicle.

[0076] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0077] 1. By arranging the first spoke structure 13 and the second spoke structure 14, the externally applied forces can be effectively dispersed and resisted, stress concentration can be reduced, and the structural strength of the wheel hub can be effectively increased, so that the wheel hub can maintain good stability and safety when subjected to heavy loads and complex road conditions.

[0078] 2. The wheel hub is made of iron, and by optimizing the structure of the first spoke structure 13 and the second spoke structure 14, the cost is reduced while ensuring the strength of the wheel hub structure, thereby improving the product's competitiveness in the market.

[0079] 3. The use of elongated first spoke structure 13 and second spoke structure 14 improves the aesthetics of the wheel hub.

[0080] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, those skilled in the art can make other variations or modifications without creative effort, and all such variations or modifications should fall within the protection scope of this utility model.

Claims

1. A wheel hub, characterized in that include: The wheel spoke (10) has an outer spoke ring (11), an inner spoke ring (12), a plurality of first spoke structures (13) and a plurality of second spoke structures (14). The first end of the first spoke structure (13) is connected to the inner wall surface of the outer spoke ring (11), the second end of the first spoke structure (13) is connected to the outer wall surface (122) of the inner spoke ring (12), the first end of the second spoke structure (14) is connected to the inner wall surface of the outer spoke ring (11), and the second end of the second spoke structure (14) extends to the inner side of the outer wall surface (122) of the inner spoke ring (12).

2. The wheel hub of claim 1, wherein, The wheel hub satisfies at least one of the following: The extension direction of the second spoke structure (14) is set at an angle to the radial direction of the outer ring of the spoke (11); The ratio of the length of the second spoke structure (14) extending on the inner ring (12) of the spoke to the total length of the second spoke structure (14) is greater than or equal to 0.4 and less than or equal to 0.6; Multiple first spoke structures (13) and multiple second spoke structures (14) are spaced apart.

3. The wheel hub according to claim 1, characterized in that, The hub also includes a rim (20), which is located on the outside of the outer ring (11) of the spokes. The plane where the center ring of the rim (20) is located is the first plane (50). The maximum vertical distance h1 from the second spoke structure (14) to the first plane (50) is greater than the maximum vertical distance h2 from the first spoke structure (13) to the first plane (50).

4. The wheel hub according to claim 3, characterized in that, The highest point of the spoke (10) is higher than the highest point of the second spoke structure (14), and the height difference d1 between the highest point of the spoke (10) and the highest point of the second spoke structure (14) is greater than or equal to 4 mm and less than or equal to 8 mm; and / or The highest point of the second spoke structure (14) is higher than the highest point of the first spoke structure (13), and the height difference d2 between the highest point of the second spoke structure (14) and the highest point of the first spoke structure (13) is greater than or equal to 10 mm and less than or equal to 15 mm.

5. The wheel hub of claim 3, wherein, The surface of the first spoke structure (13) away from the first plane (50) has a first included angle α with the first plane (50), and the surface of the second spoke structure (14) away from the first plane (50) has a second included angle β with the first plane (50), and the first included angle α is smaller than the second included angle β.

6. The wheel hub of claim 5, wherein, The angle difference between the first included angle α and the second included angle β is greater than or equal to 4° and less than or equal to 8°.

7. The wheel hub of claim 3, wherein, The hub also includes a bushing (30), which passes through the inner ring (12) of the spokes and is coaxial with the inner ring (12). One end of the bushing (30) is provided with a disc brake mounting surface (31), and the minimum distance h3 from the disc brake mounting surface (31) to the first plane (50) is greater than half the width of the rim (20).

8. The wheel hub of claim 7, wherein, The ratio of the minimum distance h3 from the disc brake mounting surface (31) to the first plane (50) to half the width of the rim (20) is greater than or equal to 1.5 and less than or equal to 2.

9. The wheel hub according to claim 1, characterized in that, The outer spoke ring (11), the inner spoke ring (12), the plurality of first spoke structures (13), and the plurality of second spoke structures (14) are integrally formed; and / or The outer spoke ring (11), the inner spoke ring (12), the plurality of first spoke structures (13), and the plurality of second spoke structures (14) all have the same thickness.

10. The wheel hub according to any one of claims 1 to 9, characterized in that, The hub also includes a reinforcing member (40), which is disposed on one side of the spoke (10) and connected to the inner ring (12) of the spoke. The connection position between the reinforcing member (40) and the inner ring (12) of the spoke is located between the second end of the first spoke structure (13) and the second end of the second spoke structure (14); and / or The inner ring of the spoke (12) has a protrusion (121), the protrusion (121) is spaced apart from the outer wall surface (122) of the inner ring of the spoke (12), the second end of the first spoke structure (13) is spaced apart from the protrusion (121), and the second spoke structure (14) intersects with the protrusion (121).

11. The wheel hub according to claim 10, characterized in that, The ratio of the diameter of the protrusion (121) to the diameter of the inner ring of the spoke (12) is greater than or equal to 0.6 and less than or equal to 0.9; and / or The reinforcing member (40) is welded to the protrusion (121), and the ratio of the total weld width of the reinforcing member (40) and the protrusion (121) to the perimeter of the protrusion (121) is greater than or equal to 0.35 and less than or equal to 0.

54.

12. A two-wheeled vehicle characterized by comprising: The wheel hub includes any one of claims 1 to 11.

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