CN111532085A - Vehicle hub - Google Patents
Vehicle hub Download PDFInfo
- Publication number
- CN111532085A CN111532085A CN202010082058.0A CN202010082058A CN111532085A CN 111532085 A CN111532085 A CN 111532085A CN 202010082058 A CN202010082058 A CN 202010082058A CN 111532085 A CN111532085 A CN 111532085A
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- Prior art keywords
- hub
- air chamber
- chamber member
- guide rail
- sub
- Prior art date
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- 230000002093 peripheral effect Effects 0.000 claims abstract description 23
- 238000004519 manufacturing process Methods 0.000 abstract description 7
- 230000008878 coupling Effects 0.000 description 20
- 238000010168 coupling process Methods 0.000 description 20
- 238000005859 coupling reaction Methods 0.000 description 20
- 238000000034 method Methods 0.000 description 9
- 238000003780 insertion Methods 0.000 description 8
- 230000037431 insertion Effects 0.000 description 8
- 238000012986 modification Methods 0.000 description 7
- 230000004048 modification Effects 0.000 description 7
- 239000000463 material Substances 0.000 description 5
- 230000000630 rising effect Effects 0.000 description 5
- 239000011324 bead Substances 0.000 description 4
- 238000004891 communication Methods 0.000 description 4
- 230000000994 depressogenic effect Effects 0.000 description 4
- 238000000465 moulding Methods 0.000 description 4
- 229920003002 synthetic resin Polymers 0.000 description 4
- 239000000057 synthetic resin Substances 0.000 description 4
- 238000005520 cutting process Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000005304 joining Methods 0.000 description 3
- 229910052751 metal Inorganic materials 0.000 description 3
- 239000002184 metal Substances 0.000 description 3
- 230000000149 penetrating effect Effects 0.000 description 3
- 239000004952 Polyamide Substances 0.000 description 2
- 239000004743 Polypropylene Substances 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 2
- 238000005266 casting Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 229920002647 polyamide Polymers 0.000 description 2
- -1 polypropylene Polymers 0.000 description 2
- 229920001155 polypropylene Polymers 0.000 description 2
- 229910000838 Al alloy Inorganic materials 0.000 description 1
- 229910000861 Mg alloy Inorganic materials 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000005242 forging Methods 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 229920005989 resin Polymers 0.000 description 1
- 239000011347 resin Substances 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B21/00—Rims
- B60B21/12—Appurtenances, e.g. lining bands
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
The invention provides a vehicle hub with a Helmholtz resonator having excellent holding performance relative to a rim and capable of reducing manufacturing cost. A vehicle hub (1) according to the present invention is characterized by comprising: a guide rail (20) as a protruding portion that partially protrudes outward in the hub radial direction (Z) on the outer peripheral surface (11d) of the recessed portion (11 c); and a sub-air chamber member (10) which is a Helmholtz resonator and is fixed by a screw (8a) screwed with a nut (8b) embedded in the guide rail (20).
Description
Technical Field
The present invention relates to a vehicle hub.
Background
A vehicle hub having a helmholtz resonator on an outer peripheral surface of a recessed portion of a rim is known (see, for example, patent document 1). The helmholtz resonator of the vehicle hub is sandwiched between a pair of concave portion rising walls facing in the hub width direction. Specifically, groove portions are formed on the opposing surfaces of the recessed portion rising walls so as to extend in the hub circumferential direction. Further, both edges in the hub width direction of the helmholtz resonator are fitted into and fixed to the respective grooves of the recessed portion standing wall.
According to such a vehicle hub, even when a large centrifugal force acts on the helmholtz resonator during high-speed rotation of the hub, the helmholtz resonator has excellent holding performance with respect to the rim.
Documents of the prior art
Patent document
Patent document 1: japanese patent No. 5657309
Disclosure of Invention
However, a conventional vehicle hub (see, for example, patent document 1) is formed with a groove portion of a recessed portion rising wall by cutting. In this cutting step, the holding of the cutting tool needs to be changed when the pair of grooves are formed. Therefore, the conventional vehicle hub has a problem that the forming process of the groove portion is complicated and the manufacturing cost of the hub is increased.
The invention provides a vehicle hub with a Helmholtz resonator having excellent holding performance relative to a rim and capable of reducing manufacturing cost.
A vehicle hub according to the present invention for solving the above problems includes: a protrusion part partially protruding outward in the radial direction of the hub on the outer peripheral surface of the recessed part; and an auxiliary air chamber member serving as a Helmholtz resonator and fixed to the projection by using a screw.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the vehicle hub of the present invention, the helmholtz resonator has excellent holding performance with respect to the rim, and the manufacturing cost can be reduced.
Drawings
Fig. 1 is a partially enlarged perspective view of a vehicle hub according to an embodiment of the present invention.
Fig. 2 is an exploded perspective view of a vehicle hub according to an embodiment of the present invention.
Fig. 3 is a sectional view III-III of the vehicle hub shown in fig. 1.
Fig. 4 is a sectional view IV-IV of fig. 2.
Fig. 5 (a) is a plan view of the sub-plenum member as viewed from the arrow Va in fig. 2, and (b) is a bottom view of the sub-plenum member as viewed from the arrow Vb in fig. 2.
Fig. 6 is a cross-sectional view along the hub circumferential direction X of the coupling portion of the sub air chamber member of the modification.
Fig. 7 (a) to (c) are process explanatory views of a method of mounting the sub air chamber member to the rim according to another modification.
Description of the reference numerals
Vehicle hub
8a screw
8b nut
9 tire air chamber
10 subsidiary air chamber component
11 wheel rim
11c concave part
11d outer peripheral surface of the concave portion
12 bead seat
13 main body part
13b 2 nd body part
13c connecting part
15a longitudinal wall
15b longitudinal wall
18 pipe body
18a communication hole
19a radially outer groove portion
19b radially inner groove part
20 guides (projection)
21 band component
25a upper plate
25b bottom plate
25c side plate
25d side plate
33 bridge part
33a upper side joint part
33b lower side joint part
SC auxiliary air chamber
X wheel hub circumference
Y-wheel hub width direction
Z wheel hub radial
Detailed Description
Next, a vehicle hub for implementing an embodiment (present embodiment) of the present invention will be described in detail with reference to appropriate drawings. In the drawings, an "X" represents a hub circumferential direction, a "Y" represents a hub width direction, and a "Z" represents a hub radial direction.
The main feature of the vehicle hub according to the present embodiment is that the sub-air chamber member (helmholtz resonator) is fixed to the protruding portion on the outer peripheral surface of the depressed portion using a screw.
The hub for a vehicle includes a sub air chamber member and a band member disposed on the outer side of the sub air chamber member in the radial direction of the hub and fastened to a protruding portion together with the sub air chamber member.
First, the entire structure of the vehicle hub will be described, and then the sub air chamber member and the band member will be described.
(entire construction of hub for vehicle >
Fig. 1 is a partially enlarged perspective view of a vehicle hub 1 according to the present embodiment.
The vehicle hub 1 (see fig. 1) of the present embodiment assumes a structure made of a light metal such as an aluminum alloy or a magnesium alloy, and a structure made of a normal steel material.
As shown in fig. 1, the vehicle hub 1 has a rim 11 to which a tire is assembled. In the vehicle hub 1 of the present embodiment, it is assumed that a disc portion (not shown) for coupling the rim 11 to the hub is disposed on the right side in the hub width direction Y on the paper surface of fig. 1.
The rim 11 has a recessed portion 11c recessed inward in the hub radial direction Z between bead seat portions 12, 12 formed at both ends in the hub width direction Y. The outer peripheral surface 11d of the recessed portion 11c defined by the recessed bottom surface has substantially the same diameter around the hub rotation axis within the range of the hub width direction Y except for the guide rail 20 described later. In fig. 1, reference numeral 14 denotes a ridge portion.
The rim 11 of the present embodiment has the 1 st vertical wall 15a and the 2 nd vertical wall 15 b. These vertical walls 15a and 15b are erected from the outer peripheral surface 11d toward the outside in the hub radial direction Z at predetermined intervals in the hub width direction Y.
Incidentally, the vertical walls 15a and 15b of the present embodiment are assumed to be formed by rising portions from the outer peripheral surface 11d of the depressed portion 11c toward the rim flange 17 side, respectively. That is, the vertical walls 15a and 15b are opposed to each other at a predetermined interval and extend annularly in the hub circumferential direction X.
Fig. 2 is an exploded perspective view of the vehicle hub 1 of the present embodiment.
As shown in fig. 2, the vehicle hub 1 has a rail 20 on an outer peripheral surface 11d of the recessed portion 11 c.
The guide rail 20 is formed by the rim 11 partially protruding outward in the hub radial direction Z on the outer peripheral surface 11d of the depressed portion 11 c. The guide rail 20 corresponds to the "protrusion" described in the claims.
The guide rail 20 extends annularly in the hub circumferential direction X on the outer circumferential surface 11d of the recessed portion 11 c.
The guide rail 20 (projecting portion) of the present embodiment is thicker than the thickness of a general portion of the predetermined outer peripheral surface 11d of the rim 11 (the thickness in the hub radial direction Z), and forms a so-called "thick portion".
Fig. 3 is a sectional view III-III of the vehicle hub 1 shown in fig. 1.
As shown in fig. 3, the guide rail 20 of the present embodiment is offset from the rim center line RL in a direction away from the disk portion D.
Thus, when the sub-air chamber member 10 is mounted on the guide rail 20 as described later, the rim 11 forms the bead drop-in portion 16 between the vertical wall 15a in the recessed portion 11c and the sub-air chamber member 10. Incidentally, during the assembling operation of the tire to the rim 11, the bead portion of the tire falls into the bead-drop portion 16.
Fig. 4 is a sectional view IV-IV of fig. 2.
As shown in fig. 4, the guide rail 20 has an isosceles trapezoid shape with an upper base shorter than a lower base when viewed in a cross-sectional view in which an outer side in the hub radial direction Z is taken as an upper side and intersects with the hub circumferential direction X (see fig. 2).
A nut 8b is embedded in the guide rail 20 at a position corresponding to a screw 8a (see fig. 1) described later. As described later in detail, the screws 8a are disposed at both ends of the sub air chamber member 10 in the hub circumferential direction X. In fig. 1, the screw 8a is illustrated only at one end (front side of the paper surface of fig. 1) in the hub circumferential direction X of the sub air chamber member 10 for the sake of convenience of drawing, and the screw at the other end (back side of the paper surface of fig. 1) is omitted from illustration.
As shown in fig. 4, the nut 8b of the present embodiment is a cap nut having a closed threaded portion.
The nut 8b is embedded in the rail 20 such that the other screw portion opens on the top surface of the rail 20.
When the rim 11 (see fig. 2) is cast, the nut 8b is disposed in a cavity portion corresponding to the guide rail 20 in the mold in advance, that is, the nut 8b can be embedded in the guide rail 20 by so-called casting. The nut 8b may be embedded in the rail 20 by being press-fitted into a hole having a predetermined diameter provided in the rail 20.
(sub-chamber Member >
Next, the sub air chamber member 10 (see fig. 2) will be described.
As shown in fig. 2, the sub air chamber member 10 is a member elongated in one direction, and includes a main body 13 and a pipe 18 forming a communication hole 18 a.
The sub-air chamber member 10 of the present embodiment is assumed to be a blow-molded article of synthetic resin such as polypropylene, polyamide, or the like, for example.
The main body portion 13 is curved in the long dimension direction thereof. That is, as shown in fig. 1, the main body portion 13 is along the hub circumferential direction X when the sub air chamber member 10 is attached to the outer circumferential surface 11d of the recessed portion 11 c.
As shown in fig. 2, the body 13 includes a 1 st body 13a, a 2 nd body 13b, and a coupling portion 13 c. The 1 st body portion 13a and the 2 nd body portion 13b are arranged in parallel in the hub width direction Y via a plate-shaped connecting portion 13c that connects the two to each other. Incidentally, the connecting portion 13c extends in the hub circumferential direction X with the same length and curvature as the main body portion 13.
The inside of each of the 1 st and 2 nd body portions 13a and 13b is hollow. The hollow portion (not shown) forms a sub-chamber SC (see fig. 3) described later.
As shown in fig. 3, the 1 st and 2 nd body portions 13a and 13b are each substantially rectangular in a cross-sectional view orthogonal to the longitudinal direction (the hub circumferential direction X in fig. 1).
Specifically, the 1 st and 2 nd main body portions 13a and 13b have upper, bottom, side and side plates 25a, 25b, 25c and 25d, respectively.
The bottom plate 25b is formed of a plate body formed along the outer peripheral surface 11d of the recessed portion 11 c. That is, the bottom plate 25b is formed so as to be substantially flat in the hub width direction Y and curved in the hub circumferential direction X (see fig. 1) with substantially the same curvature as the outer peripheral surface 11 d.
The upper plate 25a is curved with a predetermined curvature in the hub circumferential direction X (see fig. 1) so as to face the bottom plate 25b at a predetermined interval.
A sub-air chamber SC is formed between the upper plate 25a and the bottom plate 25 b.
The side plate 25c of the 1 st body portion 13a is disposed so as to face the vertical wall 15a, and the end portions of the upper plate 25a and the bottom plate 25b are connected to each other.
The side plate 25c of the 2 nd body 13b is disposed so as to face the vertical wall 15b, and the end portions of the upper plate 25a and the bottom plate 25b are connected to each other.
The side plates 25d, 25d of the 1 st and 2 nd body portions 13a, 13b are connected to each other by a connecting portion 13c, and the ends of the upper plate 25a and the bottom plate 25b of the 1 st and 2 nd body portions 13a, 13b are connected to each other.
As shown in fig. 1, the 1 st and 2 nd body portions 13a and 13b have a plurality of bridge portions 33 formed therein so as to be arranged at equal intervals in the hub circumferential direction X.
As shown in fig. 3, the bridge portion 33 is formed by joining an upper joining portion 33a and a lower joining portion 33b at a substantially central position between the upper plate 25a and the lower plate 25 b.
The upper coupling portion 33a is formed so that the upper plate 25a is partially recessed toward the bottom plate 25 b. The lower coupling portion 33b is formed such that the bottom plate 25b is partially recessed toward the upper plate 25 a.
Such a bridge portion 33 has a substantially cylindrical shape, and partially connects the upper plate 25a and the lower plate 25 b. The bridge portion 33 is formed as a circular opening in a plan view at each of vertically corresponding positions of the main body portion 13.
Fig. 5 (a) is a plan view of the sub-plenum member 10 viewed from the arrow Va in fig. 2, and fig. 5 (b) is a bottom view of the sub-plenum member 10 viewed from the arrow Vb in fig. 2.
As shown in fig. 5a, the sub air chamber member 10 includes a radial outer groove 19a extending in the hub circumferential direction X on the outer side in the hub radial direction Z (see fig. 2).
As shown in fig. 5b, the sub air chamber member 10 has a radially inner groove 19b extending in the hub circumferential direction X on the inner side in the hub radial direction Z (see fig. 2).
As shown in fig. 3, the radially inner groove portion 19b and the radially outer groove portion 19a are formed so as to narrow from each other on both inner and outer sides in the hub radial direction Z at the middle of the main body portion 13 of the sub air chamber member 10 in the hub width direction Y.
The main body 13 is separated into a 1 st main body 13a and a 2 nd main body 13b in the hub width direction Y by a narrowed portion formed by the radially inner groove portion 19b and the radially outer groove portion 19 a.
The guide rail 20 of the rim 11 is fitted into the radially inner groove 19 b. Therefore, the cross-sectional shape of the radially inner groove portion 19b is formed to correspond to the cross-sectional shape of the guide rail 20. That is, the radially inner groove portion 19b has an isosceles trapezoidal space for accommodating the isosceles trapezoidal guide rail 20.
The sub-air chamber SC formed inside the 1 st and 2 nd main body portions 13a and 13b is divided into two parts in the hub width direction Y with the guide rail 20 as a boundary.
The radially outer groove 19a is symmetrical to the radially inner groove 19b in the hub radial direction Z, with the plate-shaped coupling portion 13c as a boundary.
That is, the radially outer groove portion 19a has an inverted isosceles trapezoid shape with an upper base longer than a lower base when viewed in a cross-sectional view in which the outer side in the hub radial direction Z is taken as an upper side and intersects the hub circumferential direction X.
A belt member 21 (described later) is disposed on the bottom (lower bottom side of the trapezoidal shape) of the radial outer groove portion 19 a.
As shown in fig. 5 (a) and 5 (b), insertion holes 7a and 7a for screws 8a (see fig. 1) are formed at both ends of the coupling portion 13c in the hub circumferential direction X. The insertion holes 7a and 7a are formed at positions corresponding to the nuts 8b (see fig. 2) embedded in the guide rail 20 (see fig. 2).
Next, the pipe 18 (see fig. 1) will be described.
As shown in fig. 1, the pipe body 18 is formed to protrude in the hub circumferential direction X from one end portion in the hub circumferential direction X of each of the 1 st and 2 nd main body portions 13a and 13 b.
In fig. 1, the pipe body of the 2 nd body portion 13b is omitted for convenience of drawing.
As shown in fig. 5 (b), the pipe body 18 of the 1 st main body portion 13a is formed at one end portion in the hub circumferential direction X, and the pipe body 18 of the 2 nd main body portion 13b is formed at the other end portion in the hub circumferential direction X.
The tube 18 of the 1 st body portion 13a and the tube 18 of the 2 nd body portion 13b are arranged so as to be located at positions spaced apart from each other by approximately 90 ° around the hub axle when viewed along the side surface of the hub axle when the sub-air chamber member 10 (see fig. 1) is attached to the rim 11 (see fig. 1).
As shown in fig. 5 (b), a communication hole 18a is formed inside the tube 18. The communication hole 18a communicates the sub air chamber SC (see fig. 3) formed inside each of the 1 st and 2 nd body portions 13a and 13b with the tire air chamber 9 (see fig. 3) formed in the depressed portion 11c (see fig. 3) between the tire and the tire (not shown).
(Belt Member >
Next, the belt member 21 (see fig. 2) is explained.
As shown in fig. 2, the band member 21 is formed of an elongated plate body extending in the hub circumferential direction X and curved in an arc shape so as to bulge in the hub radial direction Z. Incidentally, the belt member 21 is supposed to be bent with the same curvature as the coupling portion 13 c. The belt member 21 of the present embodiment is assumed to be made of metal, but may be made of resin.
As shown in fig. 3, the belt member 21 is disposed along the coupling portion 13c in the radially outer groove portion 19 a. As shown in fig. 2, the screw 8a is inserted into the insertion hole 7b of the belt member 21 and the insertion hole 7a of the coupling portion 13c in this order and screwed into the nut 8b of the rail 20.
Thus, the coupling portion 13c of the sub air chamber member 10 is sandwiched between the guide rail 20 and the belt member 21, and is commonly fastened to the guide rail 20 by the screw 8a so as to be integrated with the belt member 21.
(Effect)
Next, the operational effects of the vehicle hub 1 according to the present embodiment will be described.
The vehicle hub 1 of the present embodiment fixes the sub air chamber member 10 to the guide rail 20 (protruding portion) extending on the outer peripheral surface 11d of the recessed portion 11c using the screw 8 a.
The formation of the guide rail 20 can be easily performed in parallel with the formation of the rim 11 by a known hub manufacturing method such as casting or forging.
The nut 8b can be easily disposed on the rail 20 (protruding portion) by the aforementioned molding or press-fitting.
According to such a vehicle hub 1, unlike a conventional vehicle hub (see, for example, patent document 1), it is not necessary to cut a groove portion for fixing the sub air chamber member (helmholtz resonator) into rising walls ( vertical walls 15a, 15b) of the recessed portion 11 c. Thus, the vehicle hub 1 can improve the holding performance of the sub air chamber member 10 with respect to the rim 11 and reduce the manufacturing cost.
The vehicle hub 1 divides the sub-air chamber SC into two portions in the hub width direction Y with the guide rail 20 as a boundary.
That is, the vehicle hub 1 is divided into the 1 st body portion 13a and the 2 nd body portion 13b in the hub width direction Y with the guide rail 20 serving as a fixing portion of the sub air chamber member 10 as a boundary.
Thus, when the hub rotates and centrifugal force acts on the sub air chamber member 10, the sub air chamber member is held on the rim 11 with good balance in the hub width direction Y.
Further, the vehicle hub 1 is fixed to the guide rail 20 (protruding portion) with the screw 8a penetrating the sub air chamber members between the two divided sub air chambers SC.
Specifically, the screw 8a is fixed to the rail 20 (protruding portion) through the connection portion 13 c.
According to the vehicle hub 1, the screw 8a is prevented from penetrating the sub-air chamber SC, and therefore airtightness of the sub-air chamber SC is not impaired. Further, the vehicle hub 1 can fix the sub air chamber member 10 to the rail 20 with a shorter screw 8a than the screw 8a penetrating the sub air chamber SC.
The sub air chamber member 10 of the vehicle hub 1 is fixed to the guide rail 20 by a screw 8a so as to overlap a band member 21 disposed outside the sub air chamber member 10 in the hub radial direction Z.
According to the vehicle hub 1, the sub air chamber member 10 is held between the rail 20 and the belt member 21, and the sub air chamber member 10 is supported by the rail 20 within the range of the belt member 21 in the longitudinal direction.
This further improves the fixing force of the sub air chamber member 10 to the guide rail 20 in the vehicle hub 1.
In the vehicle hub 1, the guide rail 20 is fitted into the radially inner groove portion 19b, and the belt member 21 is disposed in the radially outer groove portion 19 a.
According to such a vehicle hub 1, the relative displacement of the guide rail 20 and the band member 21 with respect to the sub air chamber member 10 in the hub width direction Y is more reliably prevented.
In addition, the vehicle hub 1 embeds the nut 8b in the rail 20.
According to such a vehicle hub 1, when the sub air chamber member 10 and the band member 21 are screwed to the rail 20, the screw 8a is easily positioned with respect to the nut 8 b.
In addition, according to the vehicle hub 1, the rail 20 and the nut 8b are integrated, and therefore the number of parts can be reduced when the sub air chamber member 10 is assembled to the rail 20. This can simplify the assembly process of the sub air chamber member 10 to the guide rail 20.
The present embodiment has been described above, but the present invention is not limited to the above embodiment, and can be implemented in various ways.
In the foregoing embodiment, the vehicle hub 1 in which the sub air chamber member 10 and the band member 21 are separately configured was described (see fig. 2), but a configuration in which the sub air chamber member 10 and the band member 21 are integrated in advance may be adopted.
Fig. 6 is a cross-sectional view along the hub circumferential direction X at the connection portion 13c of the sub air chamber member 10 of the modification.
As shown in fig. 6, in the sub air chamber member 10 of this modification, the coupling portion 13c of the sub air chamber member 10 is integrally formed with the belt member 21 by insert molding of the belt member 21.
In fig. 6, reference numeral 13 denotes a main body portion of the sub air chamber member 10, and reference numeral 18 denotes a pipe body. Reference numeral 7a denotes insertion holes for the bolts 8a (see fig. 1) in the coupling portions 13c of the sub air chamber member 10, and reference numeral 7b denotes insertion holes for the bolts 8a (see fig. 1) in the belt member 21.
According to the vehicle hub 1 (see fig. 1) having such a sub air chamber member 10, the number of parts can be reduced, and the manufacturing process can be simplified.
In the above embodiment, the sub-air chamber member 10 is assumed to be formed by integrally molding the 1 st body portion 13a, the 2 nd body portion 13b, and the coupling portion 13c, but the sub-air chamber member 10 may be formed by separately molding the 1 st body portion 13a, the 2 nd body portion 13b, and the coupling portion 13 c.
Although not shown, the connection portion 13c of the sub air chamber member 10 connects the 1 st body portion 13a and the 2 nd body portion 13b via a predetermined locking portion. The 1 st body 13a, the 2 nd body 13b, and the coupling portion 13c may be made of the same material or different materials.
The locking portion of the connecting portion 13c may be a mechanical structure such as fitting to the 1 st body portion 13a and the 2 nd body portion 13b, or may be a structure made of materials such as welding and bonding.
Fig. 7 (a) to (c) are process explanatory views of a method of mounting the sub air chamber member 10 to the rim 11 according to another modification.
At least the connection portion 13c of the sub air chamber member 10 shown in fig. 7 (a) to (c) is formed of a synthetic resin having elasticity. The synthetic resin may be a synthetic resin such as polypropylene or polyamide. However, the material of the connection portion 13c is not limited to this, and may be a metal having elasticity.
As shown in fig. 7 (a) and 7 (b), the sub air chamber member 10 of this modification is curved or flexed in the hub width direction Y so as to bulge outward in the hub radial direction Z about the connection portion 13c before being mounted on the rim 11.
That is, the outer end portions of the 1 st and 2 nd body portions 13a and 13b in the hub width direction Y are displaced toward the outer peripheral surface 11d of the recessed portion 11c relative to the coupling portion 13 c.
In the method of attaching the sub air chamber member 10, as shown in fig. 7 (b), the outer end portions of the 1 st body portion 13a and the 2 nd body portion 13b are pressed toward the outer peripheral surface 11d of the recessed portion 11 c. At this time, the outer ends of the 1 st and 2 nd body portions 13a and 13b are biased toward the outer peripheral surface 11d of the concave portion 11c by the elasticity of the coupling portion 13 c.
Next, in this method of mounting the sub air chamber member 10, as shown in fig. 7 (c), the sub air chamber member 10 is further pressed against the reaction force from the outer peripheral surface 11d by the spring elasticity so as to be flat with respect to the outer peripheral surface 11 d. Then, the belt member 21 and the coupling portion 13c are fixed to the guide rail 20 by the screw 8a, whereby a series of steps of the method of attaching the sub air chamber member 10 is completed.
In such a sub-air chamber member 10, as shown in fig. 7 (c), the sub-air chamber member 10 is fixed to the rim 11 in a state in which the outer end portions of the 1 st body portion 13a and the 2 nd body portion 13b are biased toward the outer peripheral surface 11d of the recessed portion 11 c.
On the other hand, in the sub air chamber member 10, a centrifugal force Cf against the sub air chamber member 10 generated when the hub rotates acts in a direction of pulling the sub air chamber member 10 away from the outer peripheral surface 11 d.
The outer ends of the 1 st body 13a and the 2 nd body 13b are displaced in the centrifugal direction further than the coupling portion 13c fixed to the rail 20.
In contrast, in the sub-air chamber member 10 of this modification, the sub-air chamber member 10 is fixed to the rim 11 in a state where the biasing force F toward the outer peripheral surface 11d is generated at the outer side end portion of each of the 1 st body portion 13a and the 2 nd body portion 13 b.
The sub air chamber member 10 can more reliably suppress displacement of the outer end portions of the 1 st and 2 nd body portions 13a and 13b against the centrifugal force Cf by the biasing force F. This enables the sub air chamber member 10 to more reliably prevent deformation when the centrifugal force Cf acts.
Claims (7)
1. A hub for a vehicle, comprising:
a protrusion part partially protruding outward in the radial direction of the hub on the outer peripheral surface of the recessed part; and
and a sub-air chamber member serving as a Helmholtz resonator and fixed to the projection by a screw.
2. A hub for a vehicle according to claim 1,
the projection is a guide rail extending in the circumferential direction of the hub.
3. A hub for a vehicle according to claim 2,
the sub air chamber member is disposed so as to cross the guide rail in the hub width direction,
the auxiliary air chamber formed inside the auxiliary air chamber component is divided into two parts in the width direction of the hub by taking the guide rail as a boundary.
4. A hub for a vehicle according to claim 3,
the screw penetrates the sub air chamber member between the sub air chambers divided into two parts and is fixed to the protruding portion.
5. A hub for a vehicle according to claim 4, comprising:
the auxiliary air chamber component is formed to be long along the circumferential direction of the hub; and
a band member extending along the guide rail on an outer side in a hub radial direction of the sub air chamber member,
the sub air chamber member overlaps the band member and is fixed to the guide rail by the screw.
6. A hub for a vehicle according to claim 5,
the sub air chamber member has a pair of groove portions including a radially inner groove portion and a radially outer groove portion that are narrowed from both sides of a radially inner side and an radially outer side of the hub in a center in a hub width direction and extend in a hub circumferential direction, the guide rail is fitted into the radially inner groove portion, and the band member is disposed in the radially outer groove portion.
7. A hub for a vehicle according to claim 2,
a nut is embedded in the rail in such a manner that the screw is engaged.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2019020242A JP2020128105A (en) | 2019-02-07 | 2019-02-07 | Wheel for vehicle |
| JP2019-020242 | 2019-02-07 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111532085A true CN111532085A (en) | 2020-08-14 |
Family
ID=71971099
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010082058.0A Pending CN111532085A (en) | 2019-02-07 | 2020-02-06 | Vehicle hub |
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| Country | Link |
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| JP (1) | JP2020128105A (en) |
| CN (1) | CN111532085A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112428745A (en) * | 2020-12-01 | 2021-03-02 | 江苏电子信息职业学院 | Amortization wheel hub convenient to adjust dynamic balance |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR102426920B1 (en) * | 2021-01-25 | 2022-08-01 | 현대합성공업 주식회사 | Manufacturing method of vehicle wheel resonator |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004306714A (en) * | 2003-04-04 | 2004-11-04 | Honda Motor Co Ltd | Resonance preventive instrument for wheel |
| JP2010095103A (en) * | 2008-10-15 | 2010-04-30 | Honda Motor Co Ltd | Vehicle wheel |
| JP2015160565A (en) * | 2014-02-28 | 2015-09-07 | 本田技研工業株式会社 | Vehicular wheel |
| CN107303783A (en) * | 2016-04-18 | 2017-10-31 | 现代自动车株式会社 | For reducing the device that doughnut is made an uproar |
| CN108698438A (en) * | 2016-03-16 | 2018-10-23 | 本田技研工业株式会社 | Wheel for vehicle hub |
-
2019
- 2019-02-07 JP JP2019020242A patent/JP2020128105A/en active Pending
-
2020
- 2020-02-06 CN CN202010082058.0A patent/CN111532085A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004306714A (en) * | 2003-04-04 | 2004-11-04 | Honda Motor Co Ltd | Resonance preventive instrument for wheel |
| JP2010095103A (en) * | 2008-10-15 | 2010-04-30 | Honda Motor Co Ltd | Vehicle wheel |
| JP2015160565A (en) * | 2014-02-28 | 2015-09-07 | 本田技研工業株式会社 | Vehicular wheel |
| CN108698438A (en) * | 2016-03-16 | 2018-10-23 | 本田技研工业株式会社 | Wheel for vehicle hub |
| CN107303783A (en) * | 2016-04-18 | 2017-10-31 | 现代自动车株式会社 | For reducing the device that doughnut is made an uproar |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112428745A (en) * | 2020-12-01 | 2021-03-02 | 江苏电子信息职业学院 | Amortization wheel hub convenient to adjust dynamic balance |
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| JP2020128105A (en) | 2020-08-27 |
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