Automobile wheel hub with anti-unhooking safety structure

Abstract

The application relates to the field of automobile wheel hubs, in particular to an automobile wheel hub with a safety structure for preventing the wheel from falling off, which comprises a wheel hub body, a tire bead arranged on the outer ring of the wheel hub body, a pressing ring arranged on one side of the tire bead, a fixing assembly arranged between the pressing ring and the wheel hub body, a friction ring arranged between the pressing ring and the tire bead, and a limiting assembly arranged between the friction ring and the pressing ring. When the tire is deformed due to road conditions and drives the friction ring to rotate in the annular groove of the pressing ring, the inclined surface of the protruding block in the limiting assembly can be linked and matched with the groove in the annular groove, the inclined surface can extrude the damping pad in the annular groove, the position change caused by the deformation of the tire can be dynamically adapted, under the guidance of the inclined surface, the friction ring can be further extruded towards the tire direction, the radial extrusion force on the tire is actively enhanced, dynamic working condition changes can be responded to in real time, and the stability of the cooperation between the tire and the tire bead is ensured.

Description

Technical Field

[0001] This utility model relates to the field of automotive wheel hub technology, specifically to an automotive wheel hub with an anti-bead-detachment safety structure. Background Technology

[0002] The wheel hub is a core load-bearing component of the vehicle's driving system. Its outer ring bead structure directly mates with the tire bead, playing a crucial role in fixing the tire, transmitting driving power, and buffering road impacts. The stable fit between the bead and the tire is a core prerequisite for ensuring the safety of vehicles traveling at high speeds and in complex road conditions.

[0003] A search revealed a Chinese patent with publication number CN217347340U that discloses an easy-to-install car wheel rim anti-derailment device. Its key technical features include: a wheel rim body with a tire bead and a connector integrally connected to both ends; an outer anti-derailment ring threaded onto the connector; and the tire sidewall, where it is mounted on the wheel rim bead, being threadedly connected to the connector via the outer anti-derailment ring, thereby pressing down on the tire sidewall and preventing tire deflection.

[0004] However, although some improved wheel hubs in the existing technology have added pressure rings to help fix the tire, they cannot dynamically adjust their position and compression force according to the real-time deformation of the tire; they cannot enhance the radial compression force of the friction ring on the tire through structural linkage, nor can they consume relative motion energy through buffer components, resulting in the friction resistance always being at a "static" level, making it difficult to cope with the dynamic working condition changes caused by tire deformation. Therefore, a new solution is needed to solve this problem. Utility Model Content

[0005] The above-mentioned background technology addresses the shortcomings and defects of existing technologies, such as the inability to dynamically adjust the tire's position and compression force according to its real-time deformation.

[0006] The automobile wheel hub with anti-bead safety structure disclosed in this utility model includes a wheel hub body, a tire bead on the outer circumference of the wheel hub body, a pressure ring on one side of the tire bead, a fixing component between the pressure ring and the wheel hub body, a friction ring between the pressure ring and the tire bead, and a limit component between the friction ring and the pressure ring.

[0007] Furthermore, the limiting component includes an annular groove disposed on the pressure ring, the friction ring is configured as a "T" shape, the friction ring is slidably disposed with the annular groove, a damping pad is disposed between the friction ring and the annular groove, and damping rings are disposed between the two sides of the annular groove and the pressure ring.

[0008] Furthermore, the limiting component also includes a protrusion, which is mounted on the friction ring. The protrusion is arc-shaped and slidably disposed with the annular groove. Both ends of the protrusion are beveled. A groove of the same shape is provided in the annular groove at the corresponding position of the protrusion, and the protrusion is slidably disposed with the groove.

[0009] Furthermore, multiple protrusions are provided, and the multiple protrusions are evenly distributed around the axis of the friction ring.

[0010] Furthermore, the fixing component includes a fixing bolt, which is disposed between the pressure ring and the hub body. The pressure ring has a through hole, and the hub body at the corresponding position of the through hole has a threaded hole. The fixing bolt passes through the through hole and is threadedly connected to the threaded hole.

[0011] Furthermore, a positioning cylinder is installed on the side of the through hole near the hub body. The end of the positioning cylinder near the threaded hole is set to be tapered. The front end of the threaded hole has the same shape as the positioning cylinder, and the positioning cylinder is inserted into the threaded hole. The fixing bolt passes through the positioning cylinder.

[0012] Furthermore, an annular anti-slip groove is provided on the side of the tire bead that is close to the friction ring. Two annular anti-slip grooves are provided at intervals along the axial direction of the tire bead, and anti-slip rubber strips are engaged in both annular anti-slip grooves. The outer surface of the anti-slip rubber strips is integrally formed with uniformly distributed diamond-shaped anti-slip patterns.

[0013] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. When the tire deforms due to road conditions and causes the friction ring to rotate in the annular groove of the pressure ring, the inclined surface of the protrusion in the limiting component and the groove in the annular groove can form a linkage. By pressing the damping pad in the annular groove with the inclined surface, the positional change caused by the tire deformation is dynamically adapted. Under the guidance of the inclined surface, the friction ring will be further pressed towards the tire, actively increasing the radial pressure on the tire, so as to respond to dynamic working condition changes in real time and ensure the stability of the tire and tire bead fit.

[0014] 2. This utility model, through the damping pad between the friction ring and the annular groove, and the damping rings on both sides of the annular groove, can effectively absorb and dissipate the relative motion energy between components when the friction ring rotates relative to the tire due to deformation, reducing the hard wear of components such as the friction ring and pressure ring, and extending the service life of the core components of the wheel hub. The conical positioning cylinder is precisely inserted into the threaded hole on the wheel hub body that matches the shape, and the fixing bolt passes through the positioning cylinder and connects to the threaded hole, which can ensure the coaxiality of the connection between the pressure ring and the wheel hub body, avoiding the loosening and misalignment problems that are prone to occur in traditional bolt connections, and preventing the pressure ring fixing failure. Attached Figure Description

[0015] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a partial sectional view of the present invention; Figure 3 This utility model Figure 2 Enlarged view of point A in the middle; Figure 4 This is a schematic diagram of the pressure ring structure of this utility model; Figure 5 This is a schematic diagram of the friction ring structure of this utility model.

[0016] In the diagram: 1. Wheel hub body; 2. Tire bead; 3. Pressure ring; 4. Friction ring; 5. Damping ring; 6. Annular groove; 7. Protrusion; 8. Bevel; 9. Groove; 10. Fixing bolt; 11. Through hole; 12. Threaded hole; 13. Positioning cylinder. Detailed Implementation

[0017] The following illustrations will reveal several embodiments of the present invention. For clarity, many physical details will be described in the following description. However, it should be understood that these physical details should not be used to limit the present invention. That is, in some embodiments of the present invention, these physical details are not essential. Furthermore, for the sake of simplicity, some conventional structures and components will be shown in a simple schematic manner in the illustrations.

[0018] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 The present invention relates to an anti-beadlock safety structure for automobile wheel hubs, comprising a wheel hub body 1, a bead 2 on the outer circumference of the wheel hub body 1, a pressure ring 3 on one side of the bead 2, and a fixing component between the pressure ring 3 and the wheel hub body 1. The fixing component includes a fixing bolt 10, which is disposed between the pressure ring 3 and the wheel hub body 1. The pressure ring 3 has a through hole 11, and the wheel hub body 1 at the corresponding position of the through hole 11 has a threaded hole 12. The fixing bolt 10 passes through the through hole 11 and is threadedly connected to the threaded hole 12. The fixing bolt 10 is preferably a high-strength hexagonal head bolt. When assembling the bolt, a combination of spring washers and flat washers should be added to prevent the bolt from loosening due to vibration during long-term vehicle operation.

[0019] See Figure 2 , Figure 3As shown, a positioning cylinder 13 is installed on the side of the through hole 11 near the hub body 1. The positioning cylinder 13 is made of 6061-T6 aluminum alloy. The end of the positioning cylinder 13 near the threaded hole 12 is set as tapered. The front end of the threaded hole 12 has the same shape as the positioning cylinder 13, and the positioning cylinder 13 is inserted into the threaded hole 12. The fixing bolt 10 passes through the positioning cylinder 13. A friction ring 4 is provided between the pressure ring 3 and the tire bead 2. An annular anti-slip groove is opened on the side of the tire bead 2 that is close to the friction ring 4.

[0020] See Figure 2 , Figure 5 As shown, two annular anti-slip grooves are spaced apart along the axial direction of the tire bead 2, and anti-slip rubber strips are engaged in both annular anti-slip grooves; the outer surface of the anti-slip rubber strips is integrally formed with uniformly distributed diamond-shaped anti-slip patterns; a limiting component is provided between the friction ring 4 and the pressure ring 3, the limiting component including an annular groove 6, the annular groove 6 is set on the pressure ring 3, the friction ring 4 is set in a "T" shape, and the friction ring 4 and the annular groove 6 are slidably disposed; during installation, silicone-based grease is applied to the mating surface of the friction ring 4 and the annular groove 6 to reduce initial friction.

[0021] See Figure 2 , Figure 4 , Figure 5 As shown, a damping pad is provided between the friction ring 4 and the annular groove 6. The damping pad is made of nitrile rubber and is fixed in the annular groove 6 by interference fit and adhesive bonding. Damping rings 5 ​​are provided between the two sides of the annular groove 6 and the pressure ring 3. The damping rings 5 ​​are made of fluororubber. The contact surface between the damping rings 5 ​​and the friction ring 4 needs to be polished. The limiting component also includes a protrusion 7.

[0022] In this embodiment, the protrusion 7 is mounted on the friction ring 4. The protrusion 7 is arc-shaped and slides with the annular groove 6. The two ends of the protrusion 7 are set as inclined surfaces 8. The annular groove 6 at the corresponding position of the protrusion 7 is provided with grooves 9 of the same shape. The protrusion 7 slides with the grooves 9. There are multiple protrusions 7, and the multiple protrusions 7 are evenly distributed around the axis of the friction ring 4.

[0023] The implementation principle is as follows: During installation, the tire bead 2 is directly attached to the tire bead, and then the positioning cylinder 13 is connected to the threaded hole 12 to ensure the coaxiality of the pressure ring 3 and the wheel hub body 1. The fixing bolt 10 passes through the through hole 11 of the pressure ring 3 and the tapered positioning cylinder 13 and is threaded to the threaded hole 12 on the wheel hub body 1. At this time, the friction ring 4 is stably clamped between the pressure ring 3 and the tire bead. When a vehicle tire deforms due to road impact or centrifugal force, the tire bead will undergo a slight displacement, causing the friction ring 4 that is in contact with it to move synchronously. At this time, the friction ring 4 will rotate along the trajectory of the annular groove 6. As the friction ring 4 rotates in the annular groove 6, the evenly distributed arc-shaped protrusions 7 on the circumference of the friction ring 4 will slide synchronously with the friction ring 4. During the sliding process, the inclined surface 8 of the protrusion 7 will compress the damping pad in the annular groove 6, and the deformation of the damping pad will dynamically adapt to the positional deviation caused by the tire deformation. At the same time, under the guidance of the inclined surface 8, the friction ring 4 will generate an additional displacement in the direction of the tire, further enhancing the radial extrusion force on the tire bead, so that the tightness of the friction ring 4 and the tire is adjusted in real time with the tire deformation, avoiding the problem that "static friction" cannot cope with dynamic working conditions, and ensuring the stability of the fit between the tire and the bead 2. During the relative rotation between the friction ring 4 and the annular groove 6, the damping pad in the annular groove 6 and the damping rings 5 ​​on both sides work together to dissipate energy: the elastic deformation of the damping pad caused by compression and the frictional contact between the damping rings 5 ​​and the friction ring 4 can effectively absorb and dissipate the relative motion energy between the friction ring 4 and the pressure ring 3, reducing the hard frictional wear between the two.

[0024] The above description is merely an embodiment of this utility model and is not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this utility model should be included within the scope of the claims of this utility model.

Claims

1. A car wheel hub with an anti-beadlock safety structure, comprising a wheel hub body (1), characterized in that: The outer ring of the wheel hub body (1) is provided with a tire bead (2), and a pressure ring (3) is provided on one side of the tire bead (2). A fixing component is provided between the pressure ring (3) and the wheel hub body (1). A friction ring (4) is provided between the pressure ring (3) and the tire bead (2). A limit component is provided between the friction ring (4) and the pressure ring (3).

2. The automobile wheel hub with an anti-beading safety structure according to claim 1, characterized in that: The limiting component includes an annular groove (6), which is disposed on the pressure ring (3). The friction ring (4) is configured as a "T" shape. The friction ring (4) is slidably disposed with the annular groove (6). A damping pad is disposed between the friction ring (4) and the annular groove (6). Damping rings (5) are disposed between the two sides of the annular groove (6) and the pressure ring (3).

3. The automobile wheel hub with an anti-beading safety structure according to claim 2, characterized in that: The limiting component also includes a protrusion (7), which is mounted on the friction ring (4). The protrusion (7) is arc-shaped and slides with the annular groove (6). Both ends of the protrusion (7) are inclined surfaces (8). The annular groove (6) at the corresponding position of the protrusion (7) is provided with a groove (9) of the same shape. The protrusion (7) slides with the groove (9).

4. The automobile wheel hub with an anti-beadlock safety structure according to claim 3, characterized in that: The bumps (7) are provided in multiple ways, and the multiple bumps (7) are evenly distributed around the axis of the friction ring (4).

5. The automobile wheel hub with an anti-beadlock safety structure according to claim 1, characterized in that: The fixing component includes a fixing bolt (10), which is disposed between the pressure ring (3) and the hub body (1). The pressure ring (3) has a through hole (11), and the hub body (1) at the corresponding position of the through hole (11) has a threaded hole (12). The fixing bolt (10) passes through the through hole (11) and is threadedly connected to the threaded hole (12).

6. The automobile wheel hub with an anti-beadlock safety structure according to claim 5, characterized in that: A positioning cylinder (13) is installed on the side of the through hole (11) near the hub body (1). The end of the positioning cylinder (13) near the threaded hole (12) is set to be tapered. The front end of the threaded hole (12) is the same shape as the positioning cylinder (13). The positioning cylinder (13) is inserted into the threaded hole (12). The fixing bolt (10) passes through the positioning cylinder (13).

7. The automobile wheel hub with an anti-beading safety structure according to claim 1, characterized in that: An annular anti-slip groove is provided on the side of the tire bead (2) that is close to the friction ring (4). Two annular anti-slip grooves are provided at intervals along the axial direction of the tire bead (2). Anti-slip strips are engaged in both annular anti-slip grooves. The outer side of the anti-slip strips is integrally formed with uniformly distributed diamond-shaped anti-slip patterns.

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