Automobile wheel ring applied to wheel hub and mounting structure thereof

Abstract

The utility model discloses a kind of automobile wheel ring and its mounting structure applied to wheel hub, it is related to the technical field of automobile accessories, including the wheel ring body that can be partially embedded in wheel hub to be fixedly arranged in the side of wheel hub axial direction, the through hole being set on wheel ring body and / or the abutting block body being set on the radial edge of wheel ring body and extending along axial direction to be in abutment with the radial edge of wheel hub.The wheel ring body can be partially embedded in wheel hub to be fixedly installed, and the wheel ring body is provided with through hole and abutting block body, which can reduce air turbulence, play the role of dynamic heat dissipation, reduce wind resistance and improve performance, achieve the effect of saving energy consumption and protect the original vehicle wheel hub, and the abutting block body is provided to make the wheel hub connected with the automobile wheel ring have a border, which plays the role of reverse pressure and prevents loosening.

Description

Technical Field

[0001] This utility model belongs to the field of automotive parts technology, specifically relating to an automotive wheel ring applied to a wheel hub and its mounting structure. Background Technology

[0002] A wheel hub cover is a cover installed on the outside of a wheel hub, serving both decorative and protective functions. During vehicle operation, the wheel hub generates heat and wind resistance, which can negatively impact driving, such as increasing energy consumption. The connection between the wheel hub and the wheel hub cover makes it susceptible to loosening when exposed to external objects such as impacts. Furthermore, bolt-fastening the cover to the wheel hub is complex. To address these technical issues, it is necessary to develop an automotive wheel ring and its mounting structure for use with wheel hubs. Utility Model Content

[0003] The purpose of this utility model is to provide an automotive wheel ring and its mounting structure for use in wheel hubs, in order to solve the above-mentioned technical problems. The wheel ring body can be partially fitted into the wheel hub for installation and fixation. The wheel ring body is provided with a through hole and abutment block, which can reduce air turbulence, achieve dynamic heat dissipation, reduce wind resistance and improve performance, achieve energy saving and protect the original wheel hub. The abutment block provides the wheel hub connected to the automotive wheel ring with an edge, which plays a role in counter-pressure and anti-loosening fixation.

[0004] To achieve the above-mentioned objectives, the technical solution adopted by this utility model is as follows:

[0005] A car wheel ring for use in a wheel hub includes a wheel ring body that can be partially fitted into the wheel hub for fixed installation on one side of the wheel hub in the axial direction, a through hole on the wheel ring body, and / or an abutting block located on the radial edge of the wheel ring body and extending axially to abut against the radial edge of the wheel hub. The wheel ring body can be partially fitted into the wheel hub for installation and fixation. The through hole and abutting block on the wheel ring body reduce air turbulence, achieving dynamic heat dissipation, reducing wind resistance, improving performance, saving energy, and protecting the original wheel hub. The side of the car wheel ring away from the wheel hub is a smooth surface, which itself creates a more controllable airflow environment. The airflow channels designed in this controllable environment enhance heat dissipation and can operate efficiently without failing due to surrounding turbulence. The efficient heat dissipation channel, i.e., the through hole, orderly introduces and leads airflow out, itself reducing air turbulence within the wheel well, which in turn further helps to reduce wind resistance. The abutment block is designed to provide a rim for the wheel hub connected to the car wheel ring, which serves as a counter-pressure and anti-loosening fixing function. That is, the abutment block provides a reverse support force to the wheel hub. It utilizes the elastic deformation of the abutment block to generate a reverse locking force, thereby preventing the car wheel ring from loosening under vibration.

[0006] Preferably, the wheel ring body has a first circumferential edge and a second circumferential edge at both ends from near the center to the edge, and the through hole is disposed between the first circumferential edge and the second circumferential edge;

[0007] The abutting block is located on the side of the second circumferential edge away from the first circumferential edge. The diameter of the first circumferential edge is smaller than the diameter of the second circumferential edge; wherein the diameter of the second circumferential edge is smaller than the diameter of the wheel hub coaxially mounted thereon. A through hole is provided within the wheel ring body, and an abutting block is provided at the radially outer edge, i.e., the second circumferential edge, to abut against the radial edge of the wheel hub. This provides a rim around the wheel hub, serving as a counter-pressure anti-loosening fixation mechanism. The abutting block exerts a reverse supporting force on the wheel hub, and its elastic deformation and rebound generate a reverse locking force, thereby preventing the wheel ring from loosening under vibration.

[0008] Preferably, multiple through holes are arranged circumferentially with the axis of the wheel ring body as the center.

[0009] Preferably, the abutting blocks are continuously arranged circumferentially around the axis of the wheel ring body, or multiple blocks are arranged circumferentially at intervals. In this technical solution, the blocks are continuously arranged circumferentially around the axis of the wheel ring body.

[0010] Preferably, the through hole includes a first through hole and a second through hole that are alternately arranged circumferentially around the axis of the wheel ring body. The first through hole and the second through hole are alternately arranged at intervals around the axis of the wheel ring body. Providing the first through hole and the second through hole provides a heat dissipation channel for the wheel hub on which the automotive wheel ring is installed.

[0011] Preferably, a snap-fit ​​portion is provided on one side of the wheel ring body in the axial direction, which can extend into the interior of the wheel hub to connect with the spokes, and the through hole passes through the snap-fit ​​portion. Specifically, the snap-fit ​​portion extends into the interior of the wheel hub, passes through the third through hole, and its end abuts against the side of the spokes near the inner side of the wheel hub. The snap-fit ​​portion also passes through the fourth through hole, thereby completing the connection and fixation between the wheel hub and the wheel ring body. This fixing method is simple and reliable. During the connection process between the snap-fit ​​portion and the wheel hub, the snap-fit ​​portion is fixed by mutual interlocking and the end abutting, which can effectively prevent the wheel ring body from shaking or loosening after connection.

[0012] Preferably, multiple snap-fit ​​parts are arranged circumferentially around the wheel ring body as the axis. The multiple circumferentially arranged snap-fit ​​parts provide the wheel ring body with multiple positions for connection to the wheel hub, further improving connection stability.

[0013] Preferably, the engaging portion includes a first frame fixedly disposed on one side along the axial direction of the wheel rim body and capable of engaging with a through hole disposed between the spokes, and a buckle fixedly disposed on the end of the first frame away from the wheel rim body and capable of abutting against one side of the spoke along the axial direction of the hub; the first through hole penetrates the first frame. The first frame extends through the third through hole from the outside of the hub toward the inside of the hub, thus the first frame penetrates between the spokes and extends into the hub, allowing the buckle to abut against and engage with the side of the spoke near the inside of the hub, thereby preventing the connected wheel rim from detaching from the inside to the outside of the hub. If the wheel rim needs to move from the outside to the inside of the hub, its movement is blocked by the hub. Thus, the wheel rim is fixedly connected to the hub through the engaging portion.

[0014] Preferably, the buckles are symmetrically arranged with the centerline of the first frame as the axis of symmetry. Multiple buckles are symmetrically arranged; in this technical solution, four buckles are arranged, with two buckles forming a group symmetrically arranged on both sides of the end of the first frame. The axis of symmetry of each group of buckles passes through the center of the wheel ring body. This ensures that buckles are provided on both sides of the first through hole, resulting in a more balanced buckling position with the wheel spokes at the same third through hole location, thus improving connection stability.

[0015] Preferably, the snap-fit ​​portion further includes a second frame fixedly disposed on one side along the axial direction of the wheel ring body and capable of engaging with a through hole disposed between the spokes, the second through hole penetrating the second frame. Multiple sets of the first and second frames are alternately arranged along the circumference of the wheel ring body; wherein the second frame engages with the fourth through hole, further improving the connection stability between the wheel ring body and the hub.

[0016] This technical solution also provides an installation structure for an automotive wheel ring, including a wheel hub, with an automotive wheel ring fixedly mounted on the outer side of the wheel hub along the axial direction of the wheel hub. In this technical solution, the wheel ring body is coaxially and fixedly connected to the outer side of the wheel hub.

[0017] Preferably, the diameter of the first circumferential edge is AA, the diameter of the second circumferential edge is BB, and the diameter of the hub is CC, satisfying AA < BB ≤ CC.

[0018] Preferably, the diameter of the first circumferential edge is AA, the diameter of the second circumferential edge is BB, and the diameter of the wheel hub is CC, satisfying 1 / 2CC≤AA<BB≤CC. This design ensures that only a portion of the outer surface of the wheel hub is covered by the wheel ring body along the axial direction, resulting in a hollow structure. This reduces the number of components used in the automotive wheel ring, contributing to a lightweight design.

[0019] Preferably, the hub has spokes on one side near the inner side of the hub that can be connected to a buckle, and a third through hole that can be penetrated by the first frame and a fourth through hole that can be penetrated by the second frame are provided between the spokes;

[0020] The through hole is connected to the third through hole, and the through hole is connected to the fourth through hole;

[0021] The abutting block abuts against the radial edge of the wheel hub, and the abutting edge is provided in the radial direction of the wheel hub. The abutting edge abuts against the inner side of the abutting block along the radial direction of the wheel ring body. After the wheel hub and the car wheel ring are assembled, when projected along the axial direction of the wheel hub, the projection of the first through hole falls into the projection of the third through hole, and the second through hole falls into the projection of the fourth through hole; wherein the snap-fit ​​part penetrates through the third through hole and abuts against the side of the wheel spoke that is close to the inner side of the wheel hub. The third and fourth through holes are alternately arranged along the circumference of the wheel hub, with the number of third through holes equal to the number of first through holes, and the number of fourth through holes equal to the number of second through holes. Specifically, the first and third through holes are connected, with the first frame fitting into the third through hole, and the buckle at the end of the first frame abutting against the side of the wheel spoke near the inner side of the wheel hub. The second frame fits into the fourth through hole, making the car wheel ring coaxially connected to the wheel hub. The second and fourth through holes are connected, and the second frame fits into the second through hole. The third and fourth through holes are connected to the through holes, and have abutting edges that can abut against the abutting blocks, which can reduce air turbulence, achieve dynamic heat dissipation, reduce wind resistance, improve performance, save energy, and protect the original wheel hub. The side of the car wheel ring away from the wheel hub is a smooth surface, which itself creates a more controllable airflow environment. The airflow channel designed in this controllable environment can work efficiently due to increased heat dissipation and will not fail due to surrounding turbulence. The efficient heat dissipation channel, or through-hole, orderly introduces and exits airflow, reducing air turbulence within the wheel well and further aiding in reducing wind resistance. The abutment block provides a rim seal to the wheel hub connected to the wheel ring, acting as a counter-pressure and anti-loosening fixing mechanism. The abutment block exerts a reverse supporting force on the wheel hub, utilizing its elastic deformation to generate a reverse locking force, thereby preventing the wheel ring from loosening under vibration.

[0022] Preferably, along the axial direction of the wheel hub, a washer and / or shim are provided between one side of the wheel ring body and one side of the wheel hub. This avoids direct contact between the outer surface of the wheel hub in the axial direction and the wheel ring body, thus reducing noise and vibration. Combined with the contact block's contact with the wheel hub, it provides a counter-pressure and anti-loosening fixing function. That is, the contact block exerts a reverse supporting force on the wheel hub, utilizing the elastic deformation of the contact block to generate a reverse locking force, thereby preventing the wheel ring from loosening under vibration.

[0023] Preferably, the washers are arranged continuously in a circumferential direction or multiple washers are assembled with intervals in a circumferential direction. The washers are positioned close to the contact edge of the outer side of the wheel hub. The wheel hub has a first contact plane near its edge that can contact one side of the washer, and the wheel ring body has a first mounting groove near the second circumferential edge that can contact the other side of the washer. Along the radial direction of the wheel ring body, the first mounting groove is positioned between the contact block and the contact platform, facilitating the installation of the washer at a predetermined position, reducing installation difficulty and improving efficiency. After the washer is fixed by the contact, because one side is limited by the contact block in the radial direction, and the other side has an inclined bearing groove and contact platform, the washer is limited in the radial direction after installation, improving installation stability. In this technical solution, multiple washers are assembled with intervals in a circumferential direction, with four washers having the same center and an arc shape.

[0024] Preferably, the shim is positioned between the center of the wheel hub and the washer along the radial direction of the wheel hub. The shim and washer are used simultaneously but located in different positions to improve the vibration damping and noise reduction effect.

[0025] Preferably, one end of the gasket abuts against the inner side of the first frame along the axial direction of the wheel ring body, and the other end of the gasket abuts against the outer side of the wheel hub in the axial direction.

[0026] The shim is positioned near the edge of the wheel hub. Specifically, projecting along the axial direction of the wheel hub, the shim abuts against the side of the first frame away from the center of the wheel ring body in the radial direction. Correspondingly, on the outer surface of the wheel hub, on the side of the third through hole away from the center of the wheel hub in the radial direction,

[0027] Preferably, a bearing groove is provided on the outer side of the hub near the location of the third through hole, and an abutting platform is provided on one side of the first frame. Along the axial direction of the hub, both ends of the gasket are respectively abutted between the bearing groove and the abutting platform. The abutting platform is inclined downwards from near the second circumferential edge to the center of the wheel ring body. Along the radial direction of the hub, the bearing groove is located between the third through hole and the abutting edge. The abutting platform is located on the side of the first frame away from the center of the wheel ring body along the radial direction. The bearing groove facilitates the installation of the gasket. During installation, the gasket is placed into the bearing groove, and then the abutting platform abuts against the side of the gasket away from the bearing groove, thus completing the abutting and fixed connection. This installation method is simple and effectively avoids the problem of the gasket falling off during installation. After installation, the edge of the bearing groove limits the gasket, effectively preventing the gasket from falling off after installation and improving connection stability.

[0028] Preferably, in the cross-section along the axial direction of the hub, both the bearing groove and the contact platform are inclined, and the inclination angles of the bearing groove and the contact platform are the same.

[0029] This application has achieved beneficial technical effects:

[0030] The wheel ring body of this utility model can be partially fitted into the wheel hub for installation and fixation. The wheel ring body is provided with a through hole and abutting block, which can reduce air turbulence, achieve dynamic heat dissipation, reduce wind resistance and improve performance, achieve energy saving effect and protect the original wheel hub. The abutting block provides the wheel hub connected to the car wheel ring with an edge, which plays a role in counter-pressure and anti-loosening fixation. Attached Figure Description

[0031] Figure 1 The image shown is one of the schematic diagrams of the installation structure of a car wheel ring;

[0032] Figure 2 As shown Figure 1 A schematic diagram of the AA-direction cross-section structure;

[0033] Figure 3 As shown Figure 1 Schematic diagram of the BB-direction cross-section structure;

[0034] Figure 4 The second schematic diagram shows the installation structure of a car wheel ring.

[0035] Figure 5 The third diagram shows the installation structure of a car wheel ring;

[0036] Figure 6 The image shown is one of the exploded structural diagrams of a car wheel rim and hub;

[0037] Figure 7 The image shown is the second exploded structural diagram of a car wheel rim and hub;

[0038] Figure 8 The diagram shown is a structural schematic of the wheel hub;

[0039] Figure 9 The diagram shown is a structural schematic of a car wheel ring.

[0040] Figure Labels

[0041] 1-Hub; 2-Wheel ring body; 21-Through hole; 22-Abutting block; 23-First circumferential edge; 24-Second circumferential edge; 211-First through hole; 212-Second through hole; 25-First frame; 26-Snap fastener; 27-Second frame; 11-Wheel spoke; 13-Third through hole; 14-Fourth through hole; 3-Washer; 4-Gasket; 17-Bearing groove; 29-Abutting platform. Detailed Implementation

[0042] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the specific implementation methods of this utility model will be described below with reference to the accompanying drawings. Obviously, the drawings described below are merely some embodiments of this utility model. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without any creative effort.

[0043] The technical solution of this utility model will be described in detail below with specific embodiments.

[0044] Reference Figures 1 to 9 As shown, an automotive wheel ring for use in a wheel hub includes a wheel ring body 2 that can be partially fitted into a wheel hub 1 for fixed installation on one side of the wheel hub 1 in the axial direction, a through hole 21 provided on the wheel ring body 2, and / or an abutting block 22 provided on the radial edge of the wheel ring body 2 and extending axially to abut against the radial edge of the wheel hub 1. The wheel ring body 2 can be partially fitted into the wheel hub 1 for installation and fixation. The through hole 21 and the abutting block 22 on the wheel ring body 2 reduce air turbulence, achieve dynamic heat dissipation, reduce wind resistance, improve performance, save energy, and protect the original wheel hub. The side of the automotive wheel ring away from the wheel hub 1 is a smooth surface, which itself creates a more controllable airflow environment. The airflow channels designed in this controllable environment enhance heat dissipation and can work efficiently without failing due to surrounding turbulence. The efficient heat dissipation channel, i.e., the through hole 21, introduces and leads airflow in an orderly manner, which itself reduces air turbulence within the wheel well, further contributing to reduced wind resistance. The abutment block 22 is provided so that the wheel hub 1 connected to the car wheel ring has a rim, which plays a role in counter-pressure and anti-loosening fixation. That is, the abutment block 22 has a reverse support force on the wheel hub 1. It uses the elastic deformation of the abutment block 22 to generate a reverse locking force, thereby preventing the car wheel ring from loosening under vibration.

[0045] The wheel ring body 2 is provided with a first circumferential edge 23 and a second circumferential edge 24 at both ends from near the center to the edge, and the through hole 21 is provided between the first circumferential edge 23 and the second circumferential edge 24;

[0046] The abutting block 22 is disposed on the side of the second circumferential edge 24 away from the first circumferential edge 23. The diameter of the first circumferential edge 23 is smaller than the diameter of the second circumferential edge 24; wherein the diameter of the second circumferential edge 24 is smaller than the diameter of the wheel hub 1 coaxially mounted thereon. A through hole 21 is provided within the range of the wheel ring body 2, and an abutting block 22 is provided at the radially outer edge, i.e., the second circumferential edge 24, to abut against the radial edge of the wheel hub 1. This provides the wheel hub 1 with an edge, serving as a counter-pressure anti-loosening fixation function. That is, the abutting block 22 exerts a reverse supporting force on the wheel hub 1. The elastic deformation of the abutting block 22 generates a reverse locking force, thereby preventing the wheel ring from loosening under vibration.

[0047] Multiple through holes 21 are arranged circumferentially with the axis of the ring body 2 as the center.

[0048] The contact blocks 22 are either continuously arranged circumferentially around the axis of the wheel ring body 2, or multiple blocks are arranged circumferentially at intervals. In this technical solution, they are continuously arranged circumferentially around the axis of the wheel ring body.

[0049] The through hole 21 includes a first through hole 211 and a second through hole 212 alternately arranged circumferentially around the axis of the wheel ring body 2. The first through hole 211 and the second through hole 212 are alternately arranged at intervals around the axis of the wheel ring body 2. The first through hole 211 and the second through hole 212 provide heat dissipation channels for the wheel hub on which the automobile wheel ring is installed.

[0050] One side of the wheel ring body 2 in the axial direction is provided with a snap-fit ​​part that can extend into the interior of the wheel hub 1 to connect with the spokes 11. The through hole 21 passes through the snap-fit ​​part. The snap-fit ​​part extends into the interior of the wheel hub 1. Specifically, the snap-fit ​​part passes through the third through hole 13 and its end abuts against the side of the spokes near the inner side of the wheel hub 1. The snap-fit ​​part passes through the fourth through hole 14, thereby completing the connection and fixation between the wheel hub and the wheel ring body. This fixing method is simple and reliable. During the connection process between the snap-fit ​​part and the wheel hub, the snap-fit ​​part is fixed by mutual interlocking and the end abutting, which can effectively avoid the problem of the wheel ring body 2 shaking or loosening after connection.

[0051] Multiple snap-fit ​​parts are arranged circumferentially around the wheel ring body 2 as the axis. The multiple circumferential snap-fit ​​parts provide the wheel ring body 2 with multiple positions that can be connected to the wheel hub 1, further improving the connection stability.

[0052] The locking part includes a first frame 25 fixedly disposed on one side along the axial direction of the wheel ring body 2 and capable of engaging with a through hole disposed between the spokes 11, and a buckle 26 fixedly disposed on one end of the first frame 25 away from the wheel ring body 2 and capable of abutting against one side of the spokes 11 along the axial direction of the hub 1; the first through hole 211 penetrates the first frame 25. The first frame 25 penetrates from the outside of the hub 1 toward the inside of the hub 1 through the third through hole 13, thereby the first frame 25 penetrates between the spokes 11 and extends into the hub 1, so that the buckle 26 can abut against and engage with the side of the spokes 11 near the inside of the hub 1, thereby preventing the connected car wheel ring from coming off from the inside of the hub 1 to the outside of the hub 1. If the car wheel ring needs to move from the outside of the hub 1 to the inside of the hub 1, its movement is blocked by the hub 1. Thus, the car wheel ring is fixedly connected to the hub 1 through the locking part.

[0053] The buckles 26 are symmetrically arranged with the centerline of the first frame 25 as the axis of symmetry. Multiple buckles 26 are symmetrically arranged; in this technical solution, four buckles 26 are arranged, with two buckles forming a group symmetrically arranged on both sides of the end of the first frame 25. The axis of symmetry of each group of buckles 26 passes through the center of the wheel ring body 2. This ensures that buckles 26 are provided on both sides of the first through hole 211, resulting in a more balanced engagement position with the wheel spokes at the same location in the third through hole 13, thus improving connection stability.

[0054] The snap-fit ​​part further includes a second frame 27 fixedly disposed on one side along the axial direction of the wheel ring body 2 and capable of engaging with the through hole disposed between the spokes 11, the second through hole 212 penetrating the second frame 27. Multiple sets of the first frame 25 and the second frame 27 are alternately arranged along the circumference of the wheel ring body 2; the second frame 27 engages with the fourth through hole 14, further improving the connection stability between the wheel ring body 2 and the hub 1.

[0055] This technical solution also provides an installation structure for an automotive wheel ring, including a wheel hub, with an automotive wheel ring fixedly mounted on the outer side of the wheel hub 1 along the axial direction of the wheel hub 1. In this technical solution, the wheel ring body is coaxially and fixedly connected to the outer side of the wheel hub.

[0056] The diameter of the first circumferential edge 23 is AA, the diameter of the second circumferential edge 24 is BB, and the diameter of the hub 1 is CC, satisfying AA<BB≤CC.

[0057] Preferably, the diameter of the first circumferential edge 23 is AA, the diameter of the second circumferential edge 24 is BB, and the diameter of the hub 1 is CC, satisfying 1 / 2CC≤AA<BB≤CC. This satisfies that the outer surface of the hub 1 is only partially covered by the wheel ring body along the axial direction, the automotive wheel ring has a hollow structure, uses fewer components, and features a lightweight design.

[0058] The hub 1 is provided with spokes 11 on one side near the inner side of the hub 1 that can be connected to the buckle 26. A third through hole 13 that can be penetrated by the first frame 25 and a fourth through hole 14 that can be penetrated by the second frame 27 are provided between the spokes 11.

[0059] The through hole 21 is connected to the third through hole 13, and the through hole 21 is connected to the fourth through hole 14;

[0060] The abutting block 22 abuts against the radial edge of the hub 1. The hub 1 is provided with an abutting edge 15 in the radial direction. The abutting edge 15 abuts against the inner side of the abutting block 22 along the radial direction of the wheel ring body 2. After the hub 1 is assembled with the car wheel ring, when projected along the axial direction of the hub 1, the projection of the first through hole 211 falls into the projection of the third through hole 13, and the second through hole 212 falls into the projection of the fourth through hole 14. The snap-fit ​​part penetrates the third through hole 13 and abuts against the side of the spoke 11 near the inner side of the hub 1. The third through hole 13 and the fourth through hole 14 are alternately arranged around the circumference of the hub 1. The number of third through holes 13 is equal to the number of first through holes 211, and the number of fourth through holes 14 is equal to the number of second through holes 212. Specifically, the first through hole 211 and the third through hole 13 are connected. The first frame 25 is fitted with the third through hole 13, and the buckle 26 at the end of the first frame 25 abuts against the side of the spoke 11 near the inner side of the hub 1. The first through hole 13 can serve as a gas inlet, providing a channel for gas to enter. The second frame 27 and the fourth through hole 14 are connected. Hole 14 fits into each other, allowing the car wheel ring to be coaxially connected to the wheel hub 1; the second through hole 212 is connected to the fourth through hole 14, and the second frame 27 fits into the second through hole 212; the third through hole 13 and the fourth through hole 14 are connected to the through hole 21, and abutting edge 15 is provided that can abut against the abutting block 22, which can reduce air turbulence, achieve dynamic heat dissipation, reduce wind resistance and improve performance, achieve energy saving and protect the original wheel hub. The side of the car wheel ring away from the wheel hub 1 is a smooth surface, which itself creates a more controllable airflow environment. The airflow channel designed in this controllable environment can work efficiently due to increased heat dissipation, and will not fail due to surrounding turbulence. The efficient heat dissipation channel, namely the through hole 21, introduces and leads airflow in an orderly manner, which also reduces air turbulence in the wheel well, and in turn further helps to reduce wind resistance. The abutment block 22 is provided so that the wheel hub 1 connected to the car wheel ring has a rim, which plays a role in counter-pressure and anti-loosening fixation. That is, the abutment block 22 has a reverse support force on the wheel hub 1. It uses the elastic deformation of the abutment block 22 to generate a reverse locking force, thereby preventing the car wheel ring from loosening under vibration.

[0061] Along the axial direction of the hub 1, a washer 3 and / or a gasket 4 are provided between one side of the wheel ring body 2 and one side of the hub 1. This prevents the outer side of the hub 1 from directly contacting the wheel ring body 2 in the axial direction, thus reducing noise and vibration. In conjunction with the abutting block 22, it provides a counter-pressure and anti-loosening fixing function against the hub 1. That is, the abutting block 22 has a reverse supporting force on the hub 1. It uses the elastic deformation of the abutting block to generate a reverse locking force, thereby preventing the car wheel ring from loosening under vibration.

[0062] The washers 3 are either continuously arranged circumferentially or multiple washers are assembled at intervals circumferentially. The washers 3 abut against the outer side of the hub 1 near the abutting edge 3. The hub 1 has a first abutting plane 16 near its edge that abuts against one side of the washers 3. The first abutting plane 16 is located on the outer side of the hub 1 in the axial direction, and it connects with the abutting edge 15. The wheel ring body 2 has a first mounting groove 28 near the second circumferential edge 24 that abuts against the other side of the washers 3. Along the radial direction of the wheel ring body 2, the first mounting groove 28 is located between the abutting block 22 and the abutting platform, facilitating the installation of the washers 3 at a predetermined position, reducing installation difficulty and improving efficiency. After the washers 3 are fixed by the abutments, because one side is limited by the abutting block 22 in the radial direction, and the other side has an inclined bearing groove and abutting platform, the washers are limited in the radial direction after installation, improving installation stability. In this technical solution, the washer 3 is a circumferentially arranged multiple spaced assembly, with a quantity of four, which have the same center and are arc-shaped.

[0063] Along the radial direction of the hub 1, the gasket 4 is disposed between the center of the hub 1 and the washer 3. The gasket 4 and the washer 3 are used simultaneously but are located in different positions to improve the effect of vibration reduction and noise reduction.

[0064] One end of the gasket 4 abuts against the inner side of the first frame 25 along the axial direction of the wheel ring body 2, and the other end of the gasket 4 abuts against the outer side of the wheel hub 1 in the axial direction.

[0065] The gasket 4 is positioned near the edge of the hub 1. Specifically, projecting along the axial direction of the hub 1, the gasket 4 is positioned against the side of the first frame 25 away from the center of the wheel ring body 2 in the radial direction. Correspondingly, on the outer surface of the hub 1, on the side of the third through hole 13 away from the center of the hub 1 in the radial direction,

[0066] A bearing groove 17 is provided on the outer side of the hub 1 near the third through hole 13, and an abutting platform 29 is provided on one side of the first frame 25. Along the axial direction of the hub 1, the two ends of the gasket 4 are respectively abutted between the bearing groove 17 and the abutting platform 29. The abutting platform 29 is inclined downward from near the second circumferential edge 24 to the center of the wheel ring body 2. Along the radial direction of the hub 1, the bearing groove 17 is provided between the third through hole 13 and the abutting edge 15. The abutting platform 29 is provided on the side of the first frame 25 away from the center of the wheel ring body 2 along the radial direction of the wheel ring body 2. The support groove 17 is provided to facilitate the installation of the gasket 4. During the installation process, the gasket 4 is placed into the support groove 17, and then the contact platform 29 contacts the side of the gasket 4 away from the support groove 17, thereby completing the contact and fixing connection. This installation method is simple and can effectively prevent the gasket 4 from falling off during the installation process. After installation, the edge of the support groove 17 limits the gasket 4, thereby effectively preventing the gasket 4 from falling off after installation and improving the connection stability.

[0067] In a cross-section along the axial direction of the hub 1, both the bearing groove 17 and the contact platform 29 are inclined, and the inclination angles of the bearing groove 17 and the contact platform 29 are the same. In an optional embodiment, the bearing groove 17 and the contact platform 29 can be horizontally arranged.

[0068] Here, E is defined as the inner side of the hub and F is defined as the outer side of the hub.

[0069] In this technical solution, the wheel hub 1 is applied to vehicles, especially automobiles.

[0070] This technical solution discloses a hollow mounting device for a snap-on type automotive wheel ring with an edge. The wheel hub is made of alloy, and the wheel ring features a lightweight design. The outer edge of the wheel hub reduces air turbulence, provides dynamic heat dissipation, lowers wind resistance, improves performance, saves energy, and protects the original wheel hub. The outer edge of the wheel ring includes an abutment block that wraps around the radial edge of the wheel hub, and works in conjunction with a wheel hub pad or washer to provide counter-pressure and prevent loosening. The pad or washer is attached to the corresponding first mounting groove 28 or abutment platform on the back of the wheel ring. The wheel ring is then snapped onto the wheel hub using a snap-on method, fastening to the corresponding spoke, thus assembling and preventing loosening while protecting the aluminum alloy wheel hub.

[0071] The technical features of the above embodiments can be combined in any way. 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.

[0072] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

[0073] The embodiments of an automotive wheel ring and its mounting structure applied to a wheel hub provided by this utility model have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this utility model. The descriptions of the embodiments above are only for the purpose of helping to understand the core ideas of this utility model. It should be noted that those skilled in the art can make several improvements and modifications to this utility model without departing from the principles of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. A car wheel ring for use in a wheel hub, characterized in that, It includes a wheel ring body (2) that can be partially fitted into the wheel hub (1) to be fixedly set on one side of the wheel hub (1) in the axial direction, a through hole (21) set on the wheel ring body (2), and an abutting block (22) set on the radial edge of the wheel ring body (2) and extending axially to abut against the radial edge of the wheel hub (1).

2. The automotive wheel ring according to claim 1, characterized in that, The wheel ring body (2) has a first circumferential edge (23) and a second circumferential edge (24) at both ends from near the center to the edge, and the through hole (21) is located between the first circumferential edge (23) and the second circumferential edge (24); The contact block (22) is located on the side of the second circumferential edge (24) away from the first circumferential edge (23).

3. The automotive wheel ring according to claim 1, characterized in that, Multiple through holes (21) are arranged circumferentially with the axis of the ring body (2) as the center; The contact blocks (22) are continuously arranged circumferentially around the axis of the ring body (2) or are arranged in multiple circumferentially at intervals.

4. The automotive wheel ring according to claim 1, characterized in that, The through hole (21) includes a first through hole (211) and a second through hole (212) arranged alternately around the axis of the wheel ring body (2).

5. The automotive wheel ring according to claim 1 or 4, characterized in that, The wheel ring body (2) has a snap-fit ​​part on one side in the axial direction that can extend into the hub (1) to connect with the spokes (11), and the through hole (21) passes through the snap-fit ​​part; The snap-fit ​​part is arranged in multiple circumferential directions with the ring body (2) as the axis.

6. The automotive wheel ring according to claim 5, characterized in that, The snap-fit ​​part includes a first frame (25) fixedly disposed on one side along the axial direction of the wheel ring body (2) and capable of engaging with a through hole disposed between the spokes (11); a buckle (26) fixedly disposed on one end of the first frame (25) away from the wheel ring body (2) and capable of abutting against one side of the spokes (11) along the axial direction of the hub (1); the first through hole (211) penetrates the first frame (25); The snap-fit ​​part also includes a second frame (27) fixedly disposed on one side along the axial direction of the wheel ring body (2) and capable of engaging with the through hole disposed between the spokes (11), the second through hole (212) penetrating the second frame (27).

7. A mounting structure for an automobile wheel ring, comprising a wheel hub, characterized in that, Along the axial direction of the hub (1), a car wheel ring as described in any one of claims 1 to 6 is fixedly provided on the outer side of the hub (1); The hub (1) is provided with spokes (11) on one side near the inner side of the hub (1) that can be connected to the buckle (26). A third through hole (13) that can be penetrated by the first frame (25) and a fourth through hole (14) that can be penetrated by the second frame (27) are provided between the spokes (11). The through hole (21) is connected to the third through hole (13), and the through hole (21) is connected to the fourth through hole (14); The abutting block (22) abuts against the radial edge of the hub (1), and the hub (1) is provided with an abutting edge (15) in the radial direction. The abutting edge (15) abuts against the inner side of the abutting block (22) along the radial direction of the wheel ring body (2).

8. The installation structure according to claim 7, characterized in that, The diameter of the first circumferential edge (23) is AA, the diameter of the second circumferential edge (24) is BB, and the diameter of the hub (1) is CC, satisfying 1 / 2CC≤AA<BB≤CC.

9. The installation structure according to claim 7, characterized in that, Along the axial direction of the hub (1), a washer (3) and / or a gasket (4) are provided between one side of the wheel ring body (2) and one side of the hub (1).

10. The mounting structure according to claim 9, characterized in that, The outer side of the hub (1) is provided with a bearing groove (17) near the third through hole (13), and an abutting platform (29) is provided on one side of the first frame (25); along the axial direction of the hub (1), the two ends of the gasket (4) are respectively abutted between the bearing groove (17) and the abutting platform (29).

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