WO2017012574A1 - 钢铝复合材料轻量化轮毂 - Google Patents

钢铝复合材料轻量化轮毂 Download PDF

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Publication number
WO2017012574A1
WO2017012574A1 PCT/CN2016/090934 CN2016090934W WO2017012574A1 WO 2017012574 A1 WO2017012574 A1 WO 2017012574A1 CN 2016090934 W CN2016090934 W CN 2016090934W WO 2017012574 A1 WO2017012574 A1 WO 2017012574A1
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WIPO (PCT)
Prior art keywords
steel
hub
wheel
outer ring
insert
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PCT/CN2016/090934
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English (en)
French (fr)
Inventor
***
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双成格林（天津）科技有限公司
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Application filed by 双成格林（天津）科技有限公司 filed Critical 双成格林（天津）科技有限公司
Priority to RS20201144A priority Critical patent/RS60842B1/sr
Priority to EP16827265.6A priority patent/EP3326836B1/en
Priority to PL16827265T priority patent/PL3326836T3/pl
Priority to US15/746,117 priority patent/US20180207980A1/en
Publication of WO2017012574A1 publication Critical patent/WO2017012574A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/02—Hubs adapted to be rotatably arranged on axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0047—Hubs characterised by functional integration of other elements
    • B60B27/0052—Hubs characterised by functional integration of other elements the element being a brake disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0047—Hubs characterised by functional integration of other elements
    • B60B27/0057—Hubs characterised by functional integration of other elements the element being a brake drum
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0078—Hubs characterised by the fixation of bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2310/00—Manufacturing methods
    • B60B2310/20—Shaping
    • B60B2310/204—Shaping by moulding, e.g. injection moulding, i.e. casting of plastics material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2320/00—Manufacturing or maintenance operations
    • B60B2320/10—Assembling; disassembling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2360/00—Materials; Physical forms thereof
    • B60B2360/10—Metallic materials
    • B60B2360/102—Steel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2360/00—Materials; Physical forms thereof
    • B60B2360/10—Metallic materials
    • B60B2360/104—Aluminum
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2380/00—Bearings
    • B60B2380/90—Casings or housings specially adapted to receive bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/111—Weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/112—Costs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/113—Production or maintenance time
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/30—Increase in
    • B60B2900/311—Rigidity or stiffness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/30—Increase in
    • B60B2900/331—Safety or security
    • B60B2900/3312—Safety or security during regular use

Definitions

  • the utility model relates to the technical field of a wheel hub, in particular to a steel and aluminum composite material lightweight wheel hub.
  • the hub is an important part of the sports machinery.
  • the lightweight hub can reduce the motion quality, reduce the rotational inertia, reduce the running resistance, and effectively improve the mechanical transmission efficiency.
  • Most of the conventional conventional wheel hubs are formed of cast iron alloy or alloy structural steel and singulated lightweight materials.
  • the above two types of hubs have the following defects, specifically:
  • the hub connects the axles, wheels and brake drums to transmit drive and braking forces and moments.
  • This function requires the hub to have higher strength, stiffness and toughness, so the strength and toughness are traditionally higher.
  • the material is made of wheels, such as ductile iron QT450-5, alloy structural steel 42CrMo and other materials.
  • the forming method is mainly casting and forging. Compared with light alloy materials, the melting temperature of the ferroalloy wheel products is high, the energy consumption is high, and the cutting cost is difficult. High; in the process of use, due to high density and high weight, the driving energy consumption is high, which is not conducive to energy saving and emission reduction.
  • the finite element lightweight structural optimization design of the current ferroalloy wheel hub can achieve a limited weight reduction ratio, generally not exceeding 10%, and can not meet the car.
  • the vehicle is lighter than the requirements for higher and higher energy consumption and emission regulations for component products.
  • a hub made of a single lightweight material.
  • hubs such as aluminum alloys, magnesium alloys and polymer aggregates.
  • the forming process includes sand casting, metal high pressure casting, gravity or Low pressure casting, forging and thermoset forming.
  • aluminum alloy as an example, its density and elastic modulus are only about one-third of that of steel materials, so more volume of aluminum alloy has to be used to meet the requirements of product stiffness and strength.
  • the weight loss ratio is generally less than 40%.
  • aluminum alloys have some insurmountable shortcomings, such as low yield strength, large thermal expansion coefficient, significant thermal decay, etc., which cannot reliably meet the requirements of use, thus limiting the promotion and application of aluminum alloy wheels.
  • the utility model provides a steel and aluminum composite lightweight wheel hub.
  • a steel-aluminum composite lightweight wheel hub wherein the steel-aluminum composite lightweight hub is made of steel and aluminum alloy composite body, and the hub is used in a land wheel vehicle chassis;
  • the hub comprises an aluminum alloy base, an outer bearing hole steel sleeve, an inner bearing hole steel sleeve, an outer bearing outer ring, an inner bearing outer ring and a plurality of bolt hole steel inserts; the outer bearing outer ring and the inner bearing The outer ring is respectively inserted into the outer bearing hole steel sleeve and the inner bearing hole steel sleeve by an interference fit, so as to be fixedly connected with the wheel hub, the aluminum alloy base flange A plurality of bolt holes on the circumference side are provided with bolt hole steel inserts, and a bolt hole steel insert is arranged around the bolt hole, and the end surface of the steel insert is exposed on the flange surface of the aluminum alloy base, and directly contacts the bolt head Or other fastening connectors;
  • the wheel bolt passes through the wheel bolt hole insert, and the rim and the brake drum are fastened to the hub by a wheel nut;
  • the brake disc bolt passes through the brake bolt bolt hole insert, and the brake bolt a moving plate is fastened on the hub;
  • a ring gear of the brake acceleration sensor is mounted on the hub;
  • outer bearing hole steel sleeve is made of a material having the same thermal expansion coefficient as the outer bearing outer ring
  • the inner bearing hole steel sleeve is made of a material having the same thermal expansion coefficient as the inner bearing outer ring
  • the aluminum alloy hub adopts a bearing outer ring bushing on the outer ring of the bearing:
  • a plurality of inserts made of high-strength material are disposed around the bolt hole, the inserts are in direct contact with the fastening bolts and nuts, and the bushings and the plurality of inserts are independently arranged:
  • bushing and the insert have thread grooves, grooves or planes:
  • wheel bolts connect the rim rim and the brake drum to the hub through a wheel bolt hole insert and are fastened with a wheel nut:
  • both the bushing and the insert are cast from ductile iron or steel:
  • the weight loss ratio is greater than 50%
  • the forming process is suitable for all structural shapes of the hub products
  • Figure 1 is a schematic cross-sectional structural view of the utility model (steel-aluminum composite lightweight wheel hub);
  • Figure 2 is a schematic view showing the assembly structure of the utility model in the wheel side member.
  • the utility model provides a lightweight metal wheel hub.
  • the lightweight metal wheel hub comprises a hub body 1 , wherein the hub body 1 is an aluminum alloy base body and is integrally formed by an aluminum alloy. The weight of the axle wheel of the wheeled vehicle.
  • the outer bearing hole bushing 3 and the inner bearing hole bushing 5 and the plurality of bolt hole inserts 61, 64 are fixedly connected to the hub body 1 by a low pressure or gravity casting forming process;
  • the outer bearing outer ring 2 and the inner bearing outer ring 4 are part of the bearing standard part and are provided by the bearing professional factory.
  • the material is generally carbon alloy steel; the outer bearing outer ring 2 and the inner shaft
  • the outer ring 4 is fitted into the outer bearing hole bushing 3 and the inner bearing hole bushing 5 by an interference fit, respectively, thereby achieving a rotational connection of the lightweight hub and the axle housing.
  • the coefficient of thermal expansion of aluminum alloy is about twice that of carbon alloy steel. If the bearing outer ring is directly filled with the interference pressure into the aluminum alloy hole, when the working temperature changes, the interference will become smaller or larger, resulting in tightness. If the force is too large or loose, even a "bearing hole crack" or "bearing outer ring” problem may occur.
  • the bushing 3 and the bushing 5 having the same or similar thermal expansion coefficient as the bearing outer ring are disposed in the bearing hole to realize the transition of the thermal expansion property between the two materials, and the mating surface between the bearing outer ring and the bearing mounting hole is solved due to thermal expansion. When the coefficient difference is large, the thermal deformation of the mating surface is not coordinated. When the working temperature changes, the matching relationship of the original design and the auxiliary pair is maintained, and the "turning circle”, "temperature difference assembly”, and interference are solved. Design, process, and usage issues such as changes in preload force due to changes in volume.
  • the bushing and insert adopt special structure and preparation process, specifically spiral groove, groove and plane, and special heterogeneous
  • the material transitions the joining process to activate the material matrix, allowing the spheroidal graphite cast iron and the joint surface of the steel and aluminum alloy to be more effectively combined by physical and chemical methods.
  • the outer peripheral side of the hub body 1 is uniformly provided with a bolt hole 6, and the bolt hole 6 is provided with a bolt hole insert 61 on the circumferential side thereof, and the wheel bolt 62 passes through the wheel bolt hole insert 61 to rim the rim.
  • 7 and a brake drum 8 are coupled to the hub and fastened with a wheel nut 63;
  • the bolt hole insert 61 is made of ductile iron or steel having a high yield strength for directly contacting the wheel bolt 62 and the wheel nut
  • the fastening members are tightened to increase the local crushing strength of the product.
  • the utility model solves the problem of light weight of automobile wheel hub, and compares ferrous metal weight loss More than 50%; solve the cost problem of lightweight wheel hub. Compared with the single high-strength high-performance aluminum alloy, the whole wheel is made of ordinary aluminum alloy, which reduces the cost. It solves the problem that the outer ring of carbon alloy steel bearing is directly assembled. When the aluminum alloy bearing hole is inside, the thermal deformation coefficient of the two materials is different, and the thermal deformation is not coordinated.
  • the interference of the outer ring of the bearing increases (or decreases), the aluminum alloy bearing hole is squeezed out of the crack, or the bearing is stuck, or the bearing outer ring
  • the problem of radial looseness and slippage solves the problem of poor assembly process of the whole aluminum alloy wheel hub. Since the integral aluminum alloy wheel hub needs a large interference amount when assembling the outer ring of the bearing, it is necessary to pressurize the outer ring of the bearing and press it into the heated wheel hub.
  • the bearing hole has poor assembly workmanship; the invention adopts a preset bearing outer ring bushing, adopts normal interference capacity assembly at room temperature, and has good operation process; solves the problem of insufficient pressure feeding force of ordinary aluminum alloy wheel hub, A plurality of inserts made of high-strength material are arranged around a plurality of (20) bolt holes, and the inserts are directly in contact with the fastening bolts and nuts, thereby improving the local pressure-feeding strength of the aluminum alloy hub; Independent bushing and multiple (20) inserts, the weight reduction effect is significant; the wheel bolts 62 pass through the wheel bolt hole insert 61 to connect the rim rim 7 and the brake drum 8 to the hub, and use wheel nuts 63 fastening; A thread groove, groove, plane and the sleeve insert; compacted friction drive connection end surface by a bolt.
  • the utility model is formed by low-pressure casting or gravity casting process, and has a wide processing surface; the bushing and the insert are cast by ductile iron or steel; the special dissimilar material transition connection process is used to activate the material matrix to make the ductile iron and steel and aluminum
  • the bonding surfaces of the alloys are more effectively combined by physical and chemical methods.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Rolling Contact Bearings (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

一种钢铝复合材料轻量化轮毂，轮毂包括铝合金基体（1）、外侧轴承孔钢套（3）、内侧轴承孔钢套（5）及多个螺栓孔钢镶件（61）；铝合金基体（1）法兰周侧多个车轮螺栓孔和制动盘螺栓孔设有钢镶件（61）；外侧轴承外圈（2）及内侧轴承外圈（4）分别过盈压装入外侧轴承孔钢套（3）及内侧轴承孔钢套（5），从而与轮毂连接固定。这样的轮毂重量轻：相对于黑色金属，减重比例大于50%；强度高：相对于铝合金等轻质材料，局部屈服强度由206Mpa提高到353Mpa以上，提高30%，同时还留有较大的工艺调整范围。

Description

钢铝复合材料轻量化轮毂 技术领域
本实用新型涉及轮毂技术领域，具体涉及一种钢铝复合材料轻量化轮毂。
背景技术
随着科学的发展，社会的进步，低碳环保已经成为主旋律，应用新技术、新工艺、新材料实现低成本、低能耗、低污染，产品部件的轻量化符合这一趋势，是企业自身发展的需求也是企业应尽的社会义务与责任。轮毂是运动机械的重要组成部分，轻量化轮毂可以减轻运动质量，减小转动惯性，减少运转阻力，有效提高机械传动效率。现有传统技术中的轮毂大多采用铸铁合金或合金结构钢、单一化轻质化材料成型，然而上述两种轮毂存在以下缺陷，具体为：
传统的铸铁合金或合金结构钢轮毂：
在车桥中，轮毂连接半轴、车轮和制动鼓以传递驱动和制动力和力矩，这一使用功能要求轮毂具有较高的强度、刚度和韧性，因此，传统上采用强度和韧性较高的材料制作轮毂，如球铁QT450-5、合金结构钢42CrMo等材料，成型方法主要是铸造和锻造，相对于轻合金材料，铁合金材料轮毂产品生产过程中熔炼温度高能耗高，切削困难加工成本高；在使用过程中，由于密度高重量大，使得驱动能耗高，不利于节能减排。对现用的铁合金材料轮毂进行有限元轻量化结构优化设计，可到达到的减重比例有限，一般不超过10％，满足不了汽车 整车根据越来越高的能耗和排放法规对零部件产品提出的轻量化要求。
单一轻质化材料成型的轮毂。
针对铸铁合金和钢材的以上不足，一些密度相对较低的轻质材料被用于制造轮毂，如铝合金、镁合金和高分子聚合体等，成型工艺有砂型铸造、金属型高压铸造、重力或低压铸造、锻造和热固成型。以铝合金为例，其密度和弹性模量大约都只有钢铁材料的三分之一，所以不得不使用更多体积的铝合金以满足产品刚度和强度的要求，减重比例一般不超过40％，同时，铝合金还有一些难以克服的缺点，例如屈服强度低、热膨胀系数大、热衰退显著等，不能可靠地满足使用要求，从而限制了铝合金轮毂的推广应用。
实用新型内容
为了有效解决上述问题，本实用新型提供一种钢铝复合材料轻量化轮毂。
所述钢铝复合材料轻量化轮毂的具体技术方案如下：
一种钢铝复合材料轻量化轮毂，所述钢铝复合材料轻量化轮毂采用钢、铝合金材质整体复合制成，所述轮毂应用于陆地轮式车辆底盘中；
进一步地，所述轮毂包括铝合金基体、外侧轴承孔钢套、内侧轴承孔钢套、外侧轴承外圈、内侧轴承外圈及多个螺栓孔钢镶件；所述外侧轴承外圈及内侧轴承外圈分别过盈配合压装入外侧轴承孔钢套及内侧轴承孔钢套，从而与所述轮毂连接固定，所述铝合金基体法兰 周侧的多个螺栓孔设有螺栓孔钢镶件，所述螺栓孔周边围设有螺栓孔钢镶件，所述钢镶件的端面裸露在铝合金基体法兰面上，直接接触螺栓头或其他紧固连接件；
进一步地，所述车轮螺栓穿过所述车轮螺栓孔镶件，用车轮螺母将轮辋和制动鼓紧固在所述轮毂上；制动盘螺栓穿过制动盘螺栓孔镶件，将制动盘紧固在所述轮毂上；制动加速度传感器的端面齿圈安装在轮毂上；
进一步地，所述外侧轴承孔钢套采用与所述外侧轴承外圈相同热膨胀系数的材料制成，所述内侧轴承孔钢套采用与所述内侧轴承外圈相同热膨胀系数的材料制成；
进一步地，所述铝合金轮毂在轴承外圈采用轴承外圈衬套：
进一步地，所述螺栓孔周边设置高强度材料制成的多个镶件，所述镶件与紧固螺栓和螺母直接接触，所述衬套和多个镶件均独立设置：
进一步地，所述衬套和镶件上均有螺纹槽、沟槽或平面：
进一步地，所述车轮螺栓穿过车轮螺栓孔镶件将轮辋轮圈和制动鼓连接在所述轮毂上，并用车轮螺母紧固：
进一步地，所述衬套和镶件均用球墨铸铁或钢铸造成形：
本实用新型可实现的技术效果如下：
重量轻：相对于黑色金属，减重比例大于50％；
强度高：相对于铝合金等轻质材料，局部屈服强度由206Mpa提高到353Mpa以上，提高30％，同时还留有较大的工艺调整范围；
工艺面广：成型工艺适用于所有结构形状的轮毂产品；
成本低：相对于采用整体高强度铝合金，降低了成本。
附图说明
图1为本实用新型(钢铝复合轻量化轮毂)的剖面结构示意图；
图2为本实用新型在轮边部件中的装配结构示意图。
具体实施方式
为了使本实用新型的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本实用新型进行进一步详细描述。应当理解，此处所描述的具体实施例仅仅用于解释本实用新型，并不用于限定本实用新型。
相反，本实用新型涵盖任何由权利要求定义的在本实用新型的精髓和范围上做的替代、修改、等效方法以及方案。进一步，为了使公众对本实用新型有更好的了解，在下文对本实用新型的细节描述中，详尽描述了一些特定的细节部分。对本领域技术人员来说没有这些细节部分的描述也可以完全理解本实用新型。
本实用新型提供一种双金属材料轻量化轮毂，如图1所示，所述双金属材料轻量化轮毂包括轮毂本体1，所述轮毂本体1为铝合金基体，采用铝合金整体成形，实现了陆地轮式车辆车桥轮毂的轻量化。
所述外侧轴承孔衬套3和内侧轴承孔衬套5以及多个螺栓孔镶件61、64通过低压或重力铸造成形工艺与所述轮毂本体1连接固定；
外侧轴承外圈2和内侧轴承外圈4是轴承标准件的一部分，由轴承专业厂提供，其材料一般为碳素合金钢；外侧轴承外圈2和内侧轴 承外圈4分别通过过盈配合装配入外侧轴承孔衬套3和内侧轴承孔衬套5中，从而实现所述轻量化轮毂与桥壳的旋转连接。
铝合金的热膨胀系数大约是碳素合金钢的2倍，如果轴承外圈直接过盈压装入铝合金孔，当工作温度发生变化时，过盈量会变小或变大，从而导致抱紧力过大或配合松动的现象，甚至发生“轴承孔裂纹”或“轴承外圈甩圈”故障。通过轴承孔内设置和轴承外圈相同或相近热膨胀系数的衬套3和衬套5，实现两种材料间的热膨胀性能的过渡，解决了轴承外圈和轴承安装孔之间的配合面由于热膨胀系数差异大而导致配合面的热变形不协调问题，本发明在工作温度发生变化时，保持了原始设计配合副的配合关系不变，解决了“甩圈”、‘“温差装配”、过盈量变化而导致预紧力变化等设计、工艺和使用问题。
并所述衬套和镶件(内侧轴承孔衬套3、外侧轴承孔衬套5以及多个镶件)采用特殊的结构和制备工艺，具体为螺旋槽、沟槽和平面，以及特殊的异种材料过渡连接处理工艺，以激活材料基体，使球墨铸铁和钢与铝合金的结合面通过物理和化学的方法更有效的结合。
如图2所示，所述轮毂本体1外周侧均匀设有螺栓孔6，所述螺栓孔6周侧设有螺栓孔镶件61，车轮螺栓62穿过车轮螺栓孔镶件61将轮辋轮圈7和制动鼓8连接在所述轮毂上，并用车轮螺母63紧固；所述螺栓孔镶件61由屈服强度较高的球墨铸铁或钢材制成，用以直接接触车轮螺栓62和车轮螺母等紧固连接件，以提高产品局部的压溃强度。
本实用新型解决了汽车轮毂的轻量化问题，对比黑色金属减重 50％以上；解决了轻量化轮毂的成本问题，对比于单一高强度高性能铝合金整体制成的轮毂，采用了普通铝合金，降低了成本；解决了碳素合金钢轴承外圈直接装配在铝合金轴承孔内时，由于两种材料的热膨胀系数不同，而导致的热变形不协调问题。具体是：由于工作温度降低(或升高)，而导致轴承外圈的过盈量增大(或减小)，出现铝合金轴承孔被挤涨出裂纹、或轴承卡滞、或轴承外圈径向松动滑移的问题；解决了整体铝合金轮毂装配工艺性差的问题，由于整体铝合金轮毂装配轴承外圈时需要很大的过盈量，需要冷冻轴承外圈后压入加热后的轮毂轴承孔，装配操作工艺性差；本发明采用预设的轴承外圈衬套，在室温下采用正常的过盈量装配，操作工艺性好；解决了普通铝合金轮毂压馈强度不足的问题，通过在多个(20个)螺栓孔周边设置高强度材料制成的多个镶件，让镶件与紧固螺栓和螺母直接接触，提高了铝合金轮毂局部的压馈强度；设置有内外两个独立衬套和多个(有20个)镶件，轻量化效果显著；车轮螺栓62穿过车轮螺栓孔镶件61将轮辋轮圈7和制动鼓8连接在所述轮毂上，并用车轮螺母63紧固；衬套和镶件上有螺纹槽、沟槽、平面；通过螺栓连接压紧端面的摩擦传动。本实用新型通过低压铸造或重力铸造工艺成形，工艺面广；衬套和镶件用球墨铸铁或钢铸造成形；特殊的异种材料过渡连接处理工艺，以激活材料基体，使球墨铸铁和钢与铝合金的结合面通过物理和化学的方法更有效的结合。

Claims (8)

  1. 一种钢铝复合材料轻量化轮毂，所述轮毂应用于陆地轮式车辆底盘中，其特征在于，所述轮毂包括铝合金基体、外侧轴承孔钢套、内侧轴承孔钢套、外侧轴承外圈、内侧轴承外圈及多个螺栓孔钢镶件；所述外侧轴承外圈及内侧轴承外圈分别过盈配合压装入外侧轴承孔钢套及内侧轴承孔钢套，从而与所述轮毂连接固定，所述铝合金基体法兰周侧的多个螺栓孔设有螺栓孔钢镶件，所述螺栓孔周边围设有螺栓孔钢镶件，所述钢镶件的端面裸露在铝合金基体法兰面上，直接接触螺栓头或其他紧固连接件。
  2. 根据权利要求1所述的一种钢铝复合材料轻量化轮毂，其特征在于，车轮螺栓穿过所述车轮螺栓孔镶件，用车轮螺母将轮辋和制动鼓紧固在所述轮毂上；制动盘螺栓穿过制动盘螺栓孔镶件，将制动盘紧固在所述轮毂上；制动加速度传感器的端面齿圈安装在轮毂上。
  3. 根据权利要求2所述的一种钢铝复合材料轻量化轮毂，其特征在于，所述外侧轴承孔钢套采用与所述外侧轴承外圈相同热膨胀系数的材料制成，所述内侧轴承孔钢套采用与所述内侧轴承外圈相同热膨胀系数的材料制成。
  4. 根据权利要求3所述的一种钢铝复合材料轻量化轮毂，其特征在于，所述铝合金轮毂在轴承外圈采用轴承外圈衬套。
  5. 根据权利要求4所述的一种钢铝复合材料轻量化轮毂，其特征在于，所述螺栓孔周边设置高强度材料制成的多个镶件，所述镶件与紧固螺栓和螺母直接接触，所述衬套和多个镶件均独立设置。
  6. 根据权利要求5所述的一种钢铝复合材料轻量化轮毂，其特征在于，所述衬套和镶件上均有螺纹槽、沟槽、平面。
  7. 根据权利要求6所述的一种钢铝复合材料轻量化轮毂，其特征在于，所述车轮螺栓穿过车轮螺栓孔镶件将轮辋轮圈和制动鼓连接在所述轮毂上，并用车轮螺母紧固。
  8. 根据权利要求4所述的一种钢铝复合材料轻量化轮毂，其特征在于，所述衬套和镶件均用球墨铸铁或钢铸造成形。
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