A high-strength impact-resistant aluminum alloy wheel hub rim structure

Abstract

The application relates to a high-strength impact-resistant aluminum alloy wheel hub rim structure, which comprises a rim body configured to allow a tire to be reversely mounted from the inner side of the wheel hub, so that the longitudinal section of the rim body is an arch part, so as to improve the overall structural strength and impact resistance of the rim; and a rear flange arranged at one end of the rim body, wherein a stress dispersion groove is arranged at the rear flange root arc of the rear flange. According to the application, the tire is reversely mounted, the rim structure is changed into an arch part, the mechanical transmission path is fundamentally optimized, the impact load is uniformly dispersed along the arch-shaped curved surface, the overall structural rigidity, bending resistance and impact resistance are significantly improved, and the rim rupture and other serious failures are effectively prevented; and the stress dispersion groove is used for accurately eliminating the stress peak at the original R9.5mm arc and guiding the stress to be distributed gently, aiming at the traditional weak area of the rear flange root.

Description

Technical Field

[0001] This application relates to the field of wheel rims, and more particularly to a wheel rim structure for a high-strength, impact-resistant aluminum alloy wheel hub. Background Technology

[0002] Currently, most mainstream aluminum alloy wheels for passenger cars on the market adopt a forward-facing rim structure (such as...). Figure 1 and Figure 2 The main feature of this structure is that the tire is mounted from the front of the rim, which is a widely adopted and accepted conventional design. With the development of the automotive industry and the improvement of consumer demand, rim design has shown two significant trends: larger size: the diameter and width of the rim are getting larger and larger; and flatter tires: while the outer diameter of the tire remains basically unchanged, its inner diameter is getting larger and its sidewall height is getting lower and lower. This trend has directly led to increasingly severe stress conditions on the rim, placing higher demands on the structural strength and durability of its rim.

[0003] Regarding the aforementioned technologies, the applicant believes that: Firstly, the traditional forward-mounted structure is no longer sufficient in terms of structural rigidity and resistance to deformation when dealing with increasingly larger impacts and loads, making it difficult to meet the matching requirements of large-size, low-profile tires.

[0004] Secondly, the specific area where the rear wheel flange connects to the rim becomes a stress concentration point. Under long-term and repeated severe stress conditions, this point is very prone to fatigue microcracks, which can eventually lead to fracture failure. Utility Model Content

[0005] To address the problems of insufficient structural strength and severe stress concentration in existing technologies, this application provides a rim structure for a high-strength, impact-resistant aluminum alloy wheel hub.

[0006] The rim structure of the high-strength, impact-resistant aluminum alloy wheel hub provided in this application adopts the following technical solution: A rim structure for a high-strength, impact-resistant aluminum alloy wheel hub, comprising: The rim body is constructed to allow the tire to be installed in reverse from the inside of the hub, thereby giving the longitudinal section of the rim body an arc shape to improve the overall structural strength and impact resistance of the rim. The rear rim is located at one end of the rim body, and a stress dispersion groove is provided at the arc of the root of the rear rim.

[0007] By adopting the above technical solution, the synergistic effect of the bow-shaped part and the stress dispersion groove is utilized to improve the performance of the wheel rim. The bow-shaped part changes the force transmission path, so that the impact load is evenly distributed along the arch structure, which significantly improves the overall rigidity and impact resistance, and fundamentally prevents the wheel rim from breaking.

[0008] Optionally, the stress dispersion groove is a recessed circular arc groove with a radius ranging from R4mm to R6mm.

[0009] By adopting the above technical solution, the radius of the stress dispersion groove is limited to R4mm to R6mm, achieving a balance between technical effectiveness and process feasibility, and finding the optimal solution between avoiding the generation of new stress concentration points and ensuring effective stress dispersion.

[0010] Optionally, the stress dispersion groove is machined on the original R9.5mm arc stress concentration point at the root of the rear wheel flange.

[0011] By adopting the above technical solution, the stress dispersion groove is located at the original R9.5mm arc, achieving precise improvement. It targets the exact location most prone to fatigue cracking, resulting in high efficiency and minimal resource waste.

[0012] Optionally, the reverse installation method of the tire and the bow-shaped portion enable the formation of an enlarged window on the front of the wheel hub; the window size on the front of the wheel hub satisfies the following: size A is between 70mm and 150mm, and size B is between 30mm and 120mm.

[0013] By adopting the above technical solution, limiting the window size A: 70-150mm and B: 30-120mm, the aesthetics and market competitiveness of the product are directly improved. The reverse insertion and the bow-shaped part naturally form a larger window, enhancing the visual transparency and styling tension of the wheel hub, and meeting the needs of modern aesthetics.

[0014] Optionally, the rim structure is formed from aluminum alloy material through casting or forging processes.

[0015] By adopting the above technical solutions and forming the wheel rim in one piece through casting or forging processes, the structural integrity and high strength of the wheel rim are ensured.

[0016] Optionally, the bead seat areas on both sides of the rim may be partially knurled.

[0017] By adopting the above technical solution, the local knurling treatment increases the friction between the tire and the rim, preventing relative movement between the tire and the rim when the car is traveling at high speed, which would cause the tire and rim temperature to rise rapidly and cause the tire to fail and burst due to high temperature.

[0018] In summary, this application includes at least one of the following beneficial technical effects: This application uses an arched section to install the tire in the opposite direction and changes the rim structure to an arched section, which fundamentally optimizes the force transmission path. The impact load is evenly distributed along the arched surface, which significantly improves the overall structural rigidity, bending resistance and impact resistance, and effectively prevents serious failures such as rim breakage.

[0019] This application utilizes stress dispersion grooves to precisely eliminate stress peaks at the original R9.5 arc by machining stress dispersion grooves of specific dimensions in the traditionally weak area of ​​the rear wheel flange root, guiding stress distribution smoothly and suppressing fatigue crack initiation from the design source. In this application, a larger front window for the wheel hub is naturally formed on one side of the bow-shaped portion, and the optimized range of dimensions A (70-150mm) and B (30-120mm) enhances the visual transparency and product appeal. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the tire forward mounting structure in a conventional embodiment.

[0021] Figure 2 This is a partially enlarged structural diagram of the rear wheel rim in a conventional embodiment.

[0022] Figure 3 This is a schematic diagram of the cross-sectional structure in this embodiment.

[0023] Figure 4 This is a schematic diagram of the optimized rear flange embodiment in this example.

[0024] Explanation of reference numerals in the attached drawings: 1. Bow-shaped part; 2. Stress dispersion groove. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0026] The following is in conjunction with the appendix Figure 1-4 This application will be described in further detail.

[0027] This application discloses a rim structure for a high-strength, impact-resistant aluminum alloy wheel hub. (Refer to...) Figure 3 , Figure 4 A rim structure for a high-strength, impact-resistant aluminum alloy wheel hub, comprising: The rim body is constructed to allow the tire to be installed from the inside of the hub in reverse, so that the longitudinal section of the rim body is an arc-shaped part 1, which is used to improve the overall structural strength and impact resistance of the rim. The rear rim is located at one end of the rim body, and a stress dispersion groove 2 is provided at the arc of the root of the rear rim.

[0028] By utilizing the synergistic effect of the bow-shaped part 1 and the stress dispersion groove 2, the performance of the wheel rim is improved. The bow-shaped part 1 changes the force transmission path, so that the impact load is evenly distributed along the arch structure, which significantly improves the overall rigidity and impact resistance, and fundamentally prevents the wheel rim from breaking. At the same time, the stress dispersion groove 2 effectively reduces stress concentration and inhibits the generation of fatigue cracks by guiding the stress to a smooth transition at the known stress concentration at the root of the rear wheel flange. The combination of the two ensures the high reliability and long service life of the wheel hub.

[0029] Reference Figure 3 , Figure 4 The stress dispersion groove 2 is a concave arc groove with a radius ranging from R4mm to R6mm. Limiting the radius of the stress dispersion groove 2 to R4mm to R6mm achieves a balance between technical effect and process feasibility. If the radius is too small, the groove itself will become a weak point, and if the radius is too large, the improvement effect will be insufficient. This provides a clear basis for production and inspection and ensures the consistency of product performance.

[0030] Reference Figure 3 , Figure 4 The stress dispersion groove 2 is machined on the original R9.5 arc stress concentration point at the root of the rear wheel flange. The stress dispersion groove 2 is clearly located at the original R9.5mm arc, which achieves precise improvement. It targets the exact location most prone to fatigue cracking, with high efficiency and low resource waste. At the same time, only specific areas of the existing mold need to be modified, without changing the overall structure.

[0031] Reference Figure 3 , Figure 4 The reverse tire mounting method and the bow-shaped part 1 create an enlarged window on the front of the wheel hub. The window size on the front of the wheel hub meets the following requirements: size A is between 70mm and 150mm, and size B is between 30mm and 120mm. Limiting the window size A to 70-150mm and B to 30-120mm directly improves the product's aesthetics and market competitiveness. The reverse mounting and the bow-shaped part 1 naturally form a larger window, enhancing the visual transparency and styling tension of the wheel hub, meeting modern aesthetic needs. In addition, increasing the window area helps to increase the ventilation and heat dissipation of the braking system, thereby improving braking performance.

[0032] Reference Figure 3 , Figure 4 The rim structure is integrally formed from aluminum alloy material through casting or forging processes, ensuring the structural integrity and high strength of the rim. This ensures that the bow-shaped part 1 and stress dispersion groove 2 can be achieved through high-quality products, which is the ultimate guarantee of high performance. The bead seat areas on both sides of the rim are partially knurled. This partial knurling treatment on the bead seat areas on both sides of the rim increases the friction between the tire and the rim, preventing relative movement between the tire and the rim when the car is driving at high speed, which would cause the tire and rim temperature to rise rapidly and cause the tire to fail and burst due to high temperature.

[0033] The implementation principle of this application is as follows: the tire mounting method is changed from forward to reverse, so that the rim itself forms an arched bow-shaped part 1 in the longitudinal section. This is based on the mechanical principle of arch bridges. When the hub is subjected to impact load from the ground, the force is more evenly distributed and transmitted along the curved surface of the bow-shaped part 1, rather than the obvious stress concentration produced by the traditional straight wall or forward structure. This structural transformation greatly improves the overall rigidity and impact resistance of the rim, and fundamentally improves the stress conditions. To address the fatigue cracking problem at the root of the rear wheel flange, a concave arc with a radius of R4mm to R6mm, known as stress dispersion groove 2, was machined at the original R9.5mm arc stress concentration point. This design does not simply weaken the material, but disperses stress by changing the geometry. The groove effectively breaks the original single, sharp stress flow line, allowing the stress to be smoothly redistributed, thereby significantly reducing the peak stress.

[0034] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A rim structure for a high-strength, impact-resistant aluminum alloy wheel hub, characterized in that: include The rim body is constructed to allow the tire to be installed from the inside of the hub in reverse, so that the longitudinal section of the rim body is an arc-shaped part (1) to improve the overall structural strength and impact resistance of the rim. The rear rim is located at one end of the rim body, and a stress dispersion groove (2) is provided at the arc of the root of the rear rim.

2. The rim structure of the high-strength, impact-resistant aluminum alloy wheel hub according to claim 1, characterized in that: The stress dispersion groove (2) is a concave circular arc groove with a radius ranging from R4mm to R6mm.

3. The rim structure of the high-strength, impact-resistant aluminum alloy wheel hub according to claim 2, characterized in that: The stress dispersion groove (2) is machined on the original R9.5mm arc stress concentration point at the root of the rear wheel flange.

4. The rim structure of the high-strength, impact-resistant aluminum alloy wheel hub according to claim 1, characterized in that: The reverse installation method of the tire and the bow-shaped part (1) make the front of the wheel hub form an enlarged window; the window size on the front of the wheel hub satisfies: size A is between 70mm and 150mm, and size B is between 30mm and 120mm.

5. The rim structure of the high-strength, impact-resistant aluminum alloy wheel hub according to claim 1, characterized in that: The rim structure is formed from aluminum alloy material through casting or forging processes.

6. The rim structure of the high-strength, impact-resistant aluminum alloy wheel hub according to claim 1, characterized in that: The bead seats on both sides of the rim are partially knurled.

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