Patent Application
20190299706
The present application claims benefit of Chinese Patent Application No. 201810178120.9, filed on Mar. 5, 2018, the contents of which are hereby incorporated by reference in its entirety.
With the increasing shortage of natural resources, the direction of development of modern automobile industry technology is to further reduce the weight of automobiles, reduce the consumption of fuels and reduce the emission of exhaust.
Aluminum alloy hubs have won the favor of more and more private car owners by attractive appearance, safety, comfort and other characteristics. The lightweight design of the inner flange of the aluminum alloy hub is to optimize the design of the inner flange structure under the predetermined use environment and load condition, thereby reducing the weight of the hub and meeting the reliability and basic performance of the hub.
Thus, it has been desirable in the art to balance the weight reduction and the mechanical strength by reducing the weight of the hub as much as possible on the premise that the strength of the aluminum alloy hub is ensured by a specific inner flange weight reduction design.
The present disclosure relates to the technical field of automobile parts, and specifically, relates to a weight reduction solution for an aluminum alloy hub with an inner flange having triangular weight reduction sockets.
The object of the present disclosure is to provide a weight reduction solution for a hub with an inner flange having weight reduction sockets.
Unless otherwise stated, in the present disclosure, “wheel” and “hub” are intended to express the same meaning, i.e., a wheel ring made of an aluminum alloy, including a wheel disc and a rim. The wheel disc and the rim may be combined by bolts, welding, snapping or other method, or integrally formed.
In one aspect of the present disclosure, provided is a rim with a weight reduction inner flange, the rim being made of an aluminum alloy and comprising an inner flange, a middle portion and an outer flange which are all annular and connected end to end to form an annular rim, in which the inner flange or the outer flange includes multiple groups of edge weight reduction sockets arranged side by side on one side of the inner cavity of a hub, and multiple groups of inner weight reduction sockets arranged side by side are provided inside the edge weight reduction sockets on the rim; a group of edge weight reduction sockets includes a first edge weight reduction socket and a second edge weight reduction socket at the edge of the inner flange or the outer flange, and the first edge weight reduction socket is in the shape of a right-angled triangle having round angles; the second edge weight reduction socket is in the shape of a right-angled triangle having round angles; the right angle of the first edge weight reduction socket is close to the edge of the inner flange or the outer flange, and the right-angle side is parallel to the edge of the inner flange or the outer flange; one right-angle side of the second edge weight reduction socket is parallel to the inner flange or the outer flange; the hypotenuse of the first edge weight reduction socket is opposite to that of the second edge weight reduction socket, and the hypotenuses surround to form an intra-group reinforcing rib; between two groups of edge weight reduction sockets, the first edge weight reduction sockets are back to back and surround to form an inter-group reinforcing rib; and the inner weight reduction sockets are in the shape of rounded trapezoids.
In a preferred aspect of the disclosure, the rim with a weight reduction inner flange is a rim suitable for wheels of 14-22 inches.
In a preferred aspect of the disclosure, the length of the right-angle side of the first edge weight reduction socket is 8-15 mm.
In a preferred aspect of the disclosure, the distance between the right-angle sides of the first edge weight reduction sockets of two groups of edge weight reduction sockets is 8-15 mm.
In a preferred aspect of the disclosure, the length of the right-angle side of the second edge weight reduction socket is 8-15 mm.
In a preferred aspect of the disclosure, the inner weight reduction sockets have a length of 2-50 mm and a depth of 0.5-0.7 mm along the direction vertical to a wheel disc.
In a preferred aspect of the disclosure, the inner weight reduction sockets have a draft angle of 7-15°.
In a preferred aspect of the disclosure, the edge weight reduction sockets have a depth of 0.5-7 mm. In a preferred aspect of the disclosure, the rim is made of A356.2 aluminum alloy.
In another aspect of the present disclosure, further provided is a wheel including the rim described above.
In other aspects of the present disclosure, further provided is the following technical solution: the inner flange weight reduction design of the hub includes weight reduction sockets, the single rim weight reduction socket is triangular, as shown in
The weight of the hub is reduced by designing the weight reduction sockets in a specific shape for the inner flange of the hub and selecting the size of the weight reduction sockets. In addition, the hub after weight reduction still has excellent mechanical properties, meets American Wheel Standards of SAE J175 and SAE J328-2005, namely meet the performance requirements for 13-degree impact strength, 90-degree impact strength, radial impact, radial fatigue and bending fatigue, and can also meet the requirements of GB/T 5334-2005 and GB/T 15704-1995 for wheel strengths and fatigues.
The embodiments of the present disclosure will be described in detail below in combination with the accompanying drawings, in which:
11—rim, 12—flange plate, 13—spoke, 21—triangular inner flange weight reduction socket, 22—reinforcing rib.
Provided in this embodiment is a motor vehicle aluminum alloy hub with an inner flange having weight reduction sockets. The hub includes a wheel disc and a rim, and the wheel disc includes a flange plate, a flange plate periphery portion and spokes. The inner flange of the hub includes weight reduction sockets, and the inner flange weight reduction socket units are as shown in
In this embodiment, each length data is expressed as follows:
The length of the right-angle side of the first edge weight reduction socket parallel to the flange: A
The distance between the right-angle sides of the first edge weight reduction sockets of two groups of edge weight reduction sockets: B
The length of the right-angle side of the first edge weight reduction socket vertical to the flange: C
The length of the right-angle side of the second edge weight reduction socket vertical to the flange: D
The length of the right-angle side of the second edge weight reduction socket parallel to the flange: E The length of the inner weight reduction socket along the direction vertical to the wheel disc: F
For the side lengths of the weight reduction socket units, A is 15 mm, C is 13 mm, D is 12 mm, E is 14 mm, and F is 28 mm, and the weight reduction sockets have a depth of 4 mm, back fillets R2, a rib width B of 5 mm, and a draft angle α of 7°. By test, the weight of the hub is 11.29 kg in the absence of weight reduction sockets and is reduced by 0.3 kg in the presence of weight reduction sockets, and the weight reduction effect is about 2.7%.
This embodiment differs from first embodiment in that: for the side lengths of the weight reduction socket units, A is 8 mm, C is 8 mm, D is 8 mm, E is 8 mm, and F is 18 mm, and the weight reduction sockets have a depth of 5 mm, back fillets R2, a rib width B of 5 mm, and a draft angle α of 15°. By test, the weight of the hub is 11.29 kg in the absence of weight reduction sockets and is reduced by 0.43 kg in the presence of weight reduction sockets, and the weight reduction effect is about 3.8%.
This comparative Example differs from first embodiment in that the rim is uniformly thinned until the weight of the entire hub is reduced by 0.3 kg. For uniform thinning, the rim is thinned by 0.28 mm.
This comparative Example differs from second embodiment in that the rim is uniformly thinned until the weight of the entire hub is reduced by 0.43 kg. For uniform thinning, the rim is thinned by 0.30 mm.
This comparative Example differs from first embodiment in that only the edge weight reduction sockets are retained, while the inner weight reduction sockets are removed. Correspondingly, the depth of the edge weight reduction sockets is changed from 4 mm to 6 mm By test, the weight of the hub is 11.29 kg in the absence of weight reduction sockets and is reduced by 0.18 kg in the presence of weight reduction sockets, and the weight reduction effect is about 2.7%.
Various properties of the motor vehicle hubs according to first and second embodiments, as well as first and second comparative Examples were tested. The strengths and fatigues, including 13-degree impact strength, 90-degree impact strength, radial impact, radial fatigue, bending fatigue and the like, of the above wheel were tested in the test center of Dicastal. The test passability is shown in Table 1.
American Wheel Standards of SAE J175 and SAE J328-2005 provide the requirements for 13-degree impact strength, radial fatigue and bending fatigue of the present disclosure. GB/T 5334-2005 and GB/T 15704-1995 respectively provide the test standards for wheel strength and fatigue performance requirements.
It can be seen from Table 1 that the wheels can pass all tests by adopting first and second embodiments under the same weight reduction pressure when the weight reduction socket design is adopted at the flange. However, various tests failed by uniformly thinning the rim. This shows that the weight reduction design on the rim requires special customization.
It can be seen from third comparative Example that various tests also fail under the same weight reduction pressure when only the edge weight reduction sockets are retained. Hence, when the edge weight reduction sockets and the inner weight reduction sockets are simultaneously designed, a better weight reduction effect is achieved, and the basic strength of the hub is not affected.
Therefore, the hubs of first and second embodiments met American Wheel Standards of SAE J175 and SAE J328-2005, namely met the performance requirements for 13-degree impact strength, radial fatigue and bending fatigue, and can also meet the requirements of GB/T 5334-2005 and GB/T 15704-1995 for wheel strengths and fatigues. However, first and second comparative Examples did not fully meet the above requirements.
| Number | Date | Country | Kind |
|---|---|---|---|
| 201810178120.9 | Mar 2018 | CN | national |
