Wheel trim cover, wheel assembly, and vehicle

Abstract

The present disclosure relates to a wheel cover, a wheel assembly and a vehicle, the wheel cover comprising a circular cover body, a plurality of ventilation holes are arranged on the cover body in a circumferential direction of the cover body, each ventilation hole is covered by a corresponding rectifier structure, a side wall of the rectifier structure on a side of the center of the cover body is spaced apart from the cover body to form a rectifier hole, and other side walls of the rectifier structure are sealingly connected to the corresponding ventilation hole wall, the rectifier hole is perpendicular to the radial direction of the cover body, and the corresponding rectifier hole, the inner cavity of the rectifier structure and the ventilation hole jointly define a rectifier channel arranged in the radial direction of the cover body, airflow flows out of the rectifier hole on the leeward side and flows into the rectifier hole on the windward side when the wheel is running, the direction of the airflow flowing into or out of the wheel cover is substantially parallel to the direction of the incoming airflow in front, the flow direction of the airflow is orderly controlled, the phenomenon of turbulent flow around the wheel is avoided to a certain extent, the wind resistance of the wheel is reduced, and the drag reduction effect of the wheel cover is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to a wheel cover, wheel assembly, and vehicle. Background Technology

[0002] When a vehicle's speed exceeds 80 km / h, wind resistance accounts for more than half of the vehicle's total drag, with wheel drag accounting for approximately 25% to 30% of the overall vehicle drag. For every 10 counts reduction in wheel drag, fuel consumption for gasoline vehicles decreases by about 0.07 L / 100 km, and the driving range for electric vehicles increases by about 6 km / 100 km. Wheel drag can be divided into frontal drag and ventilation drag. Frontal drag is related to the size and shape of the tire's frontal area, while ventilation drag is related to open ventilation components in the wheel (such as the rim).

[0003] To optimize wheel drag, wheel covers are typically installed on the wheel rim. These covers usually have through holes for airflow, with the opening surfaces of the through holes coplanar with the wheel cover to limit the airflow through the rim, reducing ventilation resistance and thus lowering wheel drag. For example, Chinese patent application CN214928671U discloses an active drag-adjusting wheel cover device and vehicle, which includes a wheel cover with multiple through holes spaced circumferentially on it.

[0004] However, in the existing technology, when airflow flows in or out through the holes in the wheel cover, the airflow direction conflicts with the incoming flow direction in front of the vehicle, resulting in chaotic and disordered airflow. This generates a lot of turbulence and turbulence around the wheels, which has a significant impact on the airflow separation of the wheels and the vehicle body around the wheels. This not only increases the wind resistance of the wheels, but also has a negative impact on the wind resistance of the vehicle body. Therefore, the drag reduction effect of the wheel cover is poor. Summary of the Invention

[0005] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this disclosure provides a wheel cover, a wheel assembly, and a vehicle.

[0006] In a first aspect, this disclosure provides a wheel cover for mounting on the outward-facing side of a wheel, the wheel cover comprising a circular cover body;

[0007] The cover body has multiple ventilation holes, which are spaced apart along the circumference of the cover body; each ventilation hole is covered with a rectifier structure on the side facing outward.

[0008] Each of the rectifying structures has a rectifying hole formed on the sidewall facing the center of the cover body at intervals with the cover body. The other sidewalls of each rectifying structure are respectively sealed to the hole wall of the corresponding ventilation hole. The opening surface of each rectifying hole is perpendicular to the radial direction of the cover body. The corresponding rectifying hole, the inner cavity of the rectifying structure, and the ventilation hole together define a rectifying channel arranged radially along the cover body, so that when the wheel is moving, the airflow flows out from the rectifying hole of the rectifying channel located on the front side of the wheel and the airflow flows in from the rectifying hole of the rectifying channel located on the rear side of the wheel.

[0009] Optionally, each of the aforementioned rectifier structures includes a top plate and two side plates;

[0010] The two side plates are respectively connected to the two sides of the corresponding top plate, and the outer walls of the two side plates facing the cover body are sealed to the hole walls of the corresponding ventilation holes. The outer wall of the top plate on the side away from the center is sealed to the hole walls of the ventilation holes. The side of the top plate facing the center is spaced apart from the cover body, and together with the side of the two side plates facing the center and the cover body, they form the rectifier hole.

[0011] Optionally, the joint between each top plate and the corresponding two side plates is rounded.

[0012] The radius of the arc between each top plate and the corresponding side plate shall not be less than 5mm.

[0013] Optionally, the length of the rectifier aperture is not less than twice the width of the rectifier aperture;

[0014] And / or, the walls of each of the rectifier holes have a rounded transition.

[0015] Optionally, a shock-absorbing structure is fixed on the side of the cover body facing the wheel. The shock-absorbing structure includes multiple shock-absorbing sponges, which are spaced apart circumferentially along the cover body.

[0016] And / or, the cover body has at least two first connecting portions on the side facing the wheel for connecting with the rim of the wheel, and the at least two first connecting portions are spaced apart circumferentially along the cover body.

[0017] In a second aspect, this disclosure provides a wheel cover for installation on the side of a wheel facing inwards, the wheel cover comprising an annular cover body;

[0018] The cover body has multiple blades on the side away from the wheel. The multiple blades are spaced apart circumferentially along the cover body, and each blade extends in a direction away from the cover body. The distance between the end of each blade away from the cover body and the outer wall of the wheel facing the inside of the vehicle is H, and the width of the wheel is W. The relationship between H and W satisfies: 0.05≤H / W≤0.25.

[0019] Optionally, the angle θ between the line connecting the end of each blade facing the inner ring wall of the cover body to the end of the blade facing the outer ring wall of the cover body and the tangent of the outer ring wall of the cover body at the blade satisfies the following range: 45°≤θ≤90°.

[0020] And / or, the range of the angle β between the plane where each of the blades is located and the plane where the cover body is located satisfies: 60°≤β≤120°.

[0021] Optionally, the cover body has at least two second connecting portions on the side facing the wheel for connecting with the rim of the wheel, and the at least two second connecting portions are spaced apart circumferentially along the cover body.

[0022] Thirdly, this disclosure provides a wheel assembly including any one or both of the wheel covers described above.

[0023] Fourthly, this disclosure provides a vehicle including any one or both of the wheel covers described above.

[0024] The technical solution provided in this disclosure has the following advantages compared with the prior art:

[0025] The wheel cover, wheel assembly, and vehicle disclosed herein, by installing a wheel cover on the side of the wheel facing outwards, allow the wheel cover to rotate with the wheel when the vehicle is traveling at high speed. The wheel cover controls the airflow direction of the wheel rim, allowing the airflow to flow along a preset path, thereby reducing the wind resistance of the wheel and the vehicle body to a certain extent, thus achieving a reduction in vehicle wind resistance.

[0026] By designing the wheel cover, which is installed on the outward-facing side of the wheel, as a circular cover body with multiple ventilation holes spaced circumferentially along the cover body, and each ventilation hole having a flow-rectifying structure covering the side facing away from the wheel, the outward-facing side of the cover body has multiple flow-rectifying structures, one flow-rectifying structure corresponding to one ventilation hole, with each flow-rectifying structure covering its corresponding ventilation hole. The flow-rectifying structures are spaced apart on the center side of the cover body to form flow-rectifying holes. The other sidewalls of each flow-rectifying structure are sealed to the hole wall of the corresponding ventilation hole, and the opening surface of each flow-rectifying hole is perpendicular to the radial direction of the cover body. The corresponding flow-rectifying holes, the inner cavity of the flow-rectifying structures, and the ventilation holes together define a flow-rectifying channel arranged radially along the cover body. Each flow-rectifying channel is arranged radially along the wheel cover, and each flow-rectifying hole is hidden from view from the outside of the wheel, ensuring that the airflow direction in the flow-rectifying channel does not conflict with the incoming airflow direction in front of the vehicle. As the wheels rotate, airflow flows radially out from the rectifier holes in the rectifier channel on the leeward side of the wheel cover, and in radially from the rectifier holes on the windward side. Based on this, the rectifier channels on the wheel cover collect and guide the airflow, ensuring that the airflow direction is generally consistent with the incoming flow direction in front of the vehicle. This controls the airflow direction of the wheel rim ventilation, resulting in a regular and orderly flow of air exiting the wheel cover. This, to some extent, avoids turbulence around the wheels, improves flow separation between the wheels and the surrounding vehicle body surfaces, and consequently reduces wheel and vehicle drag, enhancing the drag-reduction effect of the wheel cover. Simultaneously, it reduces fuel consumption for gasoline-powered vehicles, increases the driving range for electric vehicles, and improves the customer experience.

[0027] A wheel cover is installed on the inward-facing side of the wheel. The wheel cover includes an annular cover body with multiple blades on the side of the cover body facing away from the wheel. These blades are spaced apart circumferentially along the cover body, and each blade extends in a direction away from the cover body. The distance H between the end of each blade away from the cover body and the outer wall of the wheel facing inward is given by H, and the width of the wheel is given by W. The relationship between H and W satisfies: 0.05 ≤ H / W ≤ 0.25, meaning each blade protrudes from the side of the cover body facing away from the wheel, and the protrusion dimension H of the blade relative to the outer wall of the wheel facing inward is equal to the wheel width. The blades are 0.05 to 0.25 times the size of W, allowing them to protrude from the outer wall of the wheel facing inwards. As the wheel cover rotates with the wheel, multiple blades continuously beat the airflow, generating a strong vortex with significant turbulent kinetic energy in the wake behind it. When this vortex flows to the vicinity of the rear of the vehicle with the wheel, its turbulent kinetic energy enhances momentum exchange in the boundary layer of the rear surface, delaying and reducing airflow separation. This reduces pressure drag caused by airflow separation to some extent, thus reducing the vehicle's wind resistance. Therefore, it has a good drag reduction effect on vehicles with this wheel. Simultaneously, it reduces fuel consumption in gasoline-powered vehicles, increases the driving range of electric vehicles, and improves the customer's user experience. Attached Figure Description

[0028] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0029] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a front view of the wheel cover according to an embodiment of this disclosure;

[0031] Figure 2 for Figure 1 Sectional view along the middle AA;

[0032] Figure 3 for Figure 2 Enlarged view of section C;

[0033] Figure 4 This is an axonometric view of the wheel cover described in an embodiment of this disclosure;

[0034] Figure 5 This is an axonometric view of the wheel cover described in an embodiment of this disclosure from another perspective;

[0035] Figure 6 This is a rear view of the wheel cover according to an embodiment of the present disclosure;

[0036] Figure 7(1) is a schematic diagram of the airflow around the wheel of the wheel with the wheel cover described in the present disclosure.

[0037] Figure 7(2) is a schematic diagram of the airflow around the three-dimensional structure of the wheel with the wheel cover described in the present disclosure.

[0038] Figure 8(1) is a schematic diagram of the airflow around the cross-sectional structure of a wheel with a wheel cover in the prior art.

[0039] Figure 8(2) is a schematic diagram of the airflow around the three-dimensional structure of the wheel with the wheel cover in the prior art;

[0040] Figure 9 A comparison of the velocity components of the airflow in the Y direction on the outer side of the wheel in two cases: with and without the wheel cover of the present disclosure.

[0041] Figure 10 This is a front view of the wheel cover according to another embodiment of this disclosure;

[0042] Figure 11 for Figure 10 A sectional view along the middle edge BB;

[0043] Figure 12 for Figure 11 Enlarged view of section D in the middle;

[0044] Figure 13 This is an axonometric view of the wheel cover according to another embodiment of this disclosure;

[0045] Figure 14 This is a top view of the wheel cover according to another embodiment of this disclosure;

[0046] Figure 15 This study compares the turbulent kinetic energy of the airflow inside the wheel in two cases: using the wheel cover described in another embodiment of this disclosure and not using the wheel cover described in the embodiment of this disclosure.

[0047] Among them, 10, wheel cover; 11, first cover body; 12, ventilation hole; 13, rectification structure; 131, top plate; 132, side plate; 14, rectification hole; 15, shock absorption structure; 16, first connecting part; 20, wheel cover; 21, second cover body; 22, blade; 23, second connecting part; 231, connecting rod; 232, hook; 30, wheel; 31, wheel rim; 32, tire. Detailed Implementation

[0048] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0049] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0050] refer to Figures 1 to 11 As shown, this embodiment provides a wheel cover 10 for installation on the side of a wheel 30 facing outwards. The wheel cover 10 includes a circular first cover body 11.

[0051] In some implementations, the first cover body 11 can be made of plastic materials such as ABS and PP through injection molding.

[0052] In practice, the wheel cover 10 can be installed on the rim 31 of the wheel 30, specifically on the side of the rim 31 facing outwards.

[0053] The wheel cover 10 can be installed on the rim 31 of the front wheel or on the rim 31 of the rear wheel.

[0054] The following embodiments are explained and illustrated with the wheel cover 10 installed on the wheel rim 31.

[0055] For details, please refer to Figure 5 and Figure 6 As shown, the first cover body 11 has multiple ventilation holes 12, which are spaced apart along the circumference of the first cover body 11; each ventilation hole 12 has a flow-rectifying structure 13 on the side away from the rim 31.

[0056] In other words, a plurality of rectifying structures 13 are provided on the side of the first cover body 11 away from the rim 31. The plurality of rectifying structures 13 are arranged at intervals along the circumference of the first cover body 11. The plurality of rectifying structures 13 are respectively arranged on a plurality of ventilation holes 12, and one ventilation hole 12 corresponds to one rectifying structure 13.

[0057] refer to Figures 1 to 6As shown, the sidewall of each rectifier structure 13 facing the center of the first cover body 11 is provided with rectifier holes 14 at intervals from the first cover body 11. The other sidewalls of each rectifier structure 13 are sealed to the hole walls of the corresponding ventilation holes 12. The opening surface of each rectifier hole 14 is perpendicular to the radial direction of the first cover body 11. The corresponding rectifier hole 14, the inner cavity of the rectifier structure 13, and the ventilation hole 12 together define a rectifier channel arranged radially along the first cover body 11. When the rim 31 is traveling, the airflow flows out from the rectifier hole 14 of the rectifier channel located on the leeward side along the radial direction of the first cover body 11, and the airflow flows in from the rectifier hole 14 of the rectifier channel located on the windward side along the radial direction of the first cover body 11.

[0058] The vehicle's X-axis (corresponding to the vehicle's length direction) is defined as longitudinal, Y-axis (corresponding to the vehicle's width direction) as lateral, and Z-axis (corresponding to the vehicle's height direction) as vertical. Directional terms such as "front" and "rear" typically refer to the X-axis, with the driver's facing direction as forward; "left" and "right" correspond to the Y-axis, typically defined as left and right when the driver is facing forward; and "up" and "down" correspond to the Z-axis. The vehicle's direction of travel is forward. When the vehicle is traveling, its direction of travel is consistent with the direction of travel of the wheels 30 and the rims 31. When the vehicle is traveling, refer to... Figure 1 As shown, the rotation direction of the wheel and the rim are the same, both S. The airflow direction F in front of the vehicle is opposite to the wheel's rotation direction S, and the airflow direction F in front of the vehicle is opposite to the rim's rotation direction S.

[0059] refer to Figure 1 , Figures 4 to 6 As shown, the sidewall of each rectifier structure 13 facing the center of the first cover body 11 is located outside the first cover body 11 and spaced apart from the first cover body 11. That is, the sidewall of each rectifier structure 13 facing the center of the first cover body 11 has a gap with the first cover body 11 in the Y direction, and the gap is formed as a rectifier hole 14.

[0060] The opening surface of each rectifier hole 14 is perpendicular to the radial direction of the first cover body 11. That is, the plane where the opening of each rectifier hole 14 is located is perpendicular to the radial direction of the first cover body 11. In this way, when the airflow flows in or out of the rectifier hole 14, the airflow direction will be restricted by the opening direction of the rectifier hole 14.

[0061] Each rectifier hole 14, together with the inner cavity of the corresponding rectifier structure 13 and the ventilation hole 12, defines a rectifier channel arranged radially along the first cover body 11. The opening surface of each rectifier hole 14 is perpendicular to the radial direction of the first cover body 11. Therefore, each rectifier hole 14 is set within a corresponding rectifier channel. Consequently, from the outer side view of the wheel 30, the rectifier holes 14 on the wheel cover 10 are hidden and not visible. This allows the rectifier channel to collect and guide airflow, making it easier for airflow to flow radially along the first cover body 11 when flowing in or out through the rectifier holes 14. In other words, the rectifier holes 14 can change the airflow direction, forcibly deflecting the airflow direction flowing in or out of the wheel cover 10 to a direction parallel to the driving direction. Furthermore, compared to the prior art where the through hole is coplanar with the wheel cover 10 plate, this not only improves aesthetics but also, to a certain extent, prevents foreign objects from entering the wheel rim 31.

[0062] When the wheel 30 with the wheel cover 10 of this embodiment is in motion, airflow flows out from the rectifier channel located on the leeward side and flows in from the rectifier channel located on the windward side. Specifically, the ventilation airflow inside the wheel rim flows out regularly and orderly from the rectifier hole 14 located on the leeward side. The airflow flows into the wheel rim from the rectifier hole 14 located on the windward side, so that the direction of the airflow flowing into or out of the rectifier hole 14 when the wheel 30 is in motion is approximately parallel to the direction of vehicle travel. The rectifier hole 14 forcibly deflects the airflow direction to a direction parallel to the direction of travel, that is, the rectifier hole 14 makes the airflow direction regular and orderly, thereby avoiding turbulence and flow around the wheel 30 to a certain extent, improving the flow separation of the wheel and the surrounding body surface, and thus reducing the wind resistance of the wheel 30 and the body to a certain extent, improving the drag reduction effect of the wheel cover 10.

[0063] Referring to Figures 7(1), 7(2), 8(1) and 8(2), which are schematic diagrams of the airflow direction around the wheel, compared with the wheel cover in the prior art, the airflow direction of the ventilation airflow inside the wheel rim 31 is forcibly deflected to a direction that is approximately parallel to the driving direction of the wheel 30 after flowing into or out of the rectifier hole 14 of the wheel cover 10 in this embodiment. The turbulence and turbulence in the ventilation airflow flowing out of the wheel rim 31 are significantly suppressed.

[0064] Figure 9The velocity component of the airflow in the Y direction outside the wheel cover 10 is shown. Normally, the airflow in front of a vehicle only has a velocity component in the X direction, while the airflow around the vehicle with a velocity component in the Y direction is detrimental to the vehicle's aerodynamic performance. Simulation results show that, compared to wheel covers in the prior art, the velocity component of the ventilation airflow inside the wheel rim 31 is significantly suppressed in the Y direction after flowing into or out of the rectifier hole 14 of the wheel cover 10 in this embodiment. The velocity component of the ventilation airflow in the wheel rim 31 under the wheel cover 10 of this embodiment in the Y direction is much smaller than that in prior art wheel covers, and the fluctuation of the velocity component in the Y direction of the ventilation airflow in the wheel rim 31 after passing through the rectifier hole 14 of the wheel cover 10 in this embodiment is also significantly smaller.

[0065] in, Figure 9 The horizontal coordinate X in the middle represents the coordinate axis in the X direction, that is, the distance in the length direction of the vehicle, and the unit is (m); Figure 9 The vertical coordinate V y It represents the velocity component of the airflow in the Y direction, and the unit is (m / s).

[0066] In summary, the simulation results show that for passenger cars, the ventilation resistance of the wheel 30 with the wheel cover 10 of this embodiment can be reduced by 40%, the vehicle wind resistance can be reduced by 4%, and the drag coefficient can be reduced by 10 counts.

[0067] In some other implementations, multiple rectifier structures 13 may also be arranged on the side of the ventilation hole 12 facing the rim 31.

[0068] The wheel cover 10 provided in this embodiment is used to be installed on the side of the wheel 30 facing outwards. The wheel cover 10 is set as a circular first cover body 11. The first cover body 11 has a plurality of ventilation holes 12. The plurality of ventilation holes 12 are arranged at intervals along the circumference of the first cover body 11. Each ventilation hole 12 is provided with a flow rectification structure 13 on the side away from the wheel 30. That is, a plurality of flow rectification structures 13 are provided on the side of the first cover body 11 away from the wheel 30. One flow rectification structure 13 corresponds to one ventilation hole 12. Each flow rectification structure 13 is respectively provided on the corresponding ventilation hole 12. Each rectifier structure 13 has a sidewall facing the center of the first cover body 11 that forms a rectifier hole 14 at intervals with the first cover body 11. The other sidewalls of each rectifier structure 13 are sealed to the hole walls of the corresponding ventilation holes 12. The opening surface of each rectifier hole 14 is perpendicular to the radial direction of the first cover body 11. That is, the plane where the opening of each rectifier hole 14 is located is perpendicular to the radial direction of the first cover body 11. The corresponding rectifier hole 14, the inner cavity of the rectifier structure 13, and the ventilation hole 12 together define a rectifier channel arranged radially along the first cover body 11. That is, each rectifier channel is arranged radially along the wheel cover 10. Each rectifier hole 14 is hidden and invisible from the outside view of the wheel 30, so that the airflow direction in the rectifier channel does not conflict with the incoming flow direction in front of the vehicle. When the wheel 30 rotates and moves, airflow flows radially out of the rectifier hole 14 of the rectifier channel located on the leeward side along the direction of travel of the wheel 30, and airflow flows radially into the rectifier hole 14 of the rectifier channel located on the windward side along the direction of travel of the wheel 30. Based on this, the rectifier channel on the wheel cover 10 has a collecting and guiding function for the airflow, so that when the airflow flows in or out through the rectifier hole 14, the airflow direction is basically consistent with the incoming flow direction in front of the vehicle where the wheel 30 is located. This controls the flow direction of the airflow, making the airflow flow in a direction basically consistent with the direction of travel of the wheel 30. The airflow direction is regular and orderly, thereby avoiding turbulence and flow around the wheel 30 to a certain extent, improving the flow separation of the wheel and the surrounding body surface, and thus reducing the wind resistance of the wheel 30 and the body to a certain extent, improving the drag reduction effect of the wheel cover 10. At the same time, it reduces the fuel consumption of the fuel vehicle and increases the driving range of the electric vehicle, improving the customer's user experience.

[0069] In some embodiments, reference Figures 4 to 6As shown, each rectifier structure 13 includes a top plate 131 and two side plates 132. The two side plates 132 are respectively connected to the two sides of the corresponding top plate 131, and the outer walls of the two side plates 132 facing the first cover body 11 are sealed to the hole walls of the corresponding ventilation holes 12. The outer wall of the top plate 131 facing away from the center is sealed to the hole walls of the ventilation holes 12. The side of the top plate 131 facing the center is spaced apart from the first cover body 11, and together with the side of the two side plates 132 facing the center and the first cover body 11, they form a rectifier hole 14. The structure is simple and stable and easy to manufacture.

[0070] Among them, the two side plates 132 can be integrally formed on both sides of the top plate 131, which has good integrity and high structural strength.

[0071] Alternatively, the top plate 131 and the two side plates 132 can also be integrally formed with the first cover body 11.

[0072] Of course, the rectifier structure 13 can also be bonded to the first cover body 11 using hot melt adhesive.

[0073] In some embodiments, reference Figure 2 and Figure 3 As shown, the joint between each top plate 131 and the corresponding two side plates 132 is rounded.

[0074] By setting the junction of the top plate 131 and the corresponding side plate 132 as an arc transition, the outer contour of the rectifier structure is made smoother and more rounded. On the one hand, this can avoid stress concentration to a certain extent, making the structural stability of the rectifier structure 13 higher. On the other hand, it can reduce the interference of the rotational motion of the rectifier structure 13 on the airflow around the wheel to a certain extent.

[0075] In some implementations, refer to Figure 3 As shown, the radius R of the arc between each top plate 131 and the corresponding side plate 132 is not less than 5mm.

[0076] In some embodiments, reference Figure 3 As shown, the length L of the rectifier hole 14 is not less than twice the width M of the rectifier hole 14. That is, the opening size of the rectifier hole 14 in the Y direction (i.e., the width M of the rectifier hole 14) is less than the maximum opening size of the rectifier hole 14 along the circumference of the first cover body 11 (i.e., the length L of the rectifier hole 14). Furthermore, the opening size of the rectifier hole 14 in the Y direction is not less than twice the maximum opening size of the rectifier hole 14 along the circumference of the first cover body 11. In this way, with the same opening area, the space occupied by the rectifier hole 14 in the Y direction can be smaller, avoiding it from protruding from the vehicle body, thus improving both safety and aesthetics.

[0077] In practice, the walls of each rectifier hole 14 can be rounded to make the walls of the rectifier hole 14 relatively smooth.

[0078] In some embodiments, reference Figure 2 and Figure 6 As shown, a shock-absorbing structure 15 is fixed on the side of the first cover body 11 facing the rim 31.

[0079] In other words, a shock-absorbing structure 15 is provided between the first cover body 11 and the wheel rim 31. On the one hand, the shock-absorbing structure 15 protects the surface of the wheel rim 31. On the other hand, the shock-absorbing structure 15 can reduce the vibration noise transmitted between the wheel rim 31 and the wheel cover 10, thus improving the user experience.

[0080] The shock-absorbing structure 15 can be attached to the inner wall of the first cover body 11 facing the wheel cover 10, or the shock-absorbing structure 15 can also be attached to the side of the wheel rim 31 facing the wheel cover 10.

[0081] In some implementations, refer to Figure 6 As shown, the shock-absorbing structure 15 includes multiple shock-absorbing sponges, which are simple in structure and easy to manufacture. In specific implementation, the multiple shock-absorbing sponges can be arranged at intervals along the circumference of the first cover body 11 on the inner wall surface of the first cover body 11.

[0082] In some other implementations, the damping structure 15 may be, for example, a damping sponge ring.

[0083] In some embodiments, reference Figure 2 As shown, the first cover body 11 has at least two first connecting parts 16 on the side facing the rim 31 for connecting with the rim 31. The at least two first connecting parts 16 are arranged at intervals along the circumference of the first cover body 11. The structure is simple, easy to manufacture, and the connection is convenient and stable.

[0084] In some implementations, the first connecting part 16 may be a snap fastener, which fastens the wheel cover 10 to the wheel rim 31.

[0085] Users are increasingly demanding lower fuel consumption for gasoline vehicles and higher driving range for electric vehicles, urgently hoping for ever-reducing energy consumption. When a vehicle's speed exceeds 80 km / h, wind resistance accounts for more than half of the vehicle's total drag, with wheel drag accounting for approximately 25% to 30% of the overall drag. For every 10 counts reduction in wheel drag, gasoline vehicles see a decrease in fuel consumption of approximately 0.07 L / 100km, while electric vehicles see an increase in driving range of approximately 6 km / 100km.

[0086] In other words, among the factors affecting the fuel consumption of gasoline vehicles and the driving range of electric vehicles, wind resistance accounts for a very high percentage; it is one of the most significant factors. Therefore, how to reduce wheel wind resistance to lower overall vehicle energy consumption and increase driving range is an urgent problem to be solved.

[0087] However, the aerodynamic drag reduction effect of wheel covers in the prior art is poor.

[0088] refer to Figures 10 to 15 As shown, this embodiment provides a wheel cover 20 for installation on the side of a wheel 30 facing the inside of the vehicle. The wheel cover 20 includes an annular second cover body 21.

[0089] In some implementations, the second cover body 21 can be made of plastic materials such as ABS and PP through injection molding.

[0090] In practice, the wheel cover 20 can be installed on the rim 31 of the wheel 30, specifically on the side of the rim 31 facing the inside of the vehicle (i.e., the inside of the rim 31). This allows it to better influence the airflow under the vehicle chassis and provides a good concealment effect without affecting the vehicle's appearance.

[0091] For example, the wheel cover 20 can be installed on the rim 31 of the rear wheel.

[0092] The following embodiments are explained and illustrated with the wheel cover 20 installed on the wheel rim 31.

[0093] For details, please refer to Figure 10 , Figure 11 , Figure 13 and Figure 14 As shown, a plurality of blades 22 are provided on the side of the second cover body 21 away from the wheel 30. The plurality of blades 22 are spaced apart along the circumference of the second cover body 21, and each blade 22 extends in a direction away from the second cover body 21. The distance between the end of each blade 22 away from the second cover body 21 and the outer wall of the wheel 30 facing the inside of the vehicle is H, and the width of the wheel 30 is W. The relationship between H and W satisfies: 0.05≤H / W≤0.25.

[0094] In other words, multiple blades 22 are protruding from the side of the second cover body 21 facing away from the wheel 30. The multiple blades 22 are spaced apart circumferentially along the second cover body 21, and the protrusion dimension H of each blade 22 relative to the outer wall surface of the wheel 30 facing the inside of the vehicle (i.e., the inner wall surface of the wheel 30) is 0.05 to 0.25 times the width W of the wheel 30. In this way, when the wheel cover 20 rotates at high speed with the wheel 30, the blades 22 continuously beat the airflow, thereby generating a strong vortex with large turbulent kinetic energy in the wake behind it, which in turn affects the airflow around the wheel 30 with the wheel cover 20. The vortex can enhance the momentum exchange of the boundary layer of the vehicle body surface and delay the flow separation of the airflow on the vehicle body surface, thereby having a good drag reduction effect on the vehicle where the wheel 30 is located and reducing the wind resistance of the vehicle where the wheel 30 is located.

[0095] The width of wheel 30 is W, which specifically refers to the width of tire 32.

[0096] It should be noted that, in addition to installing the wheel cover 20 provided in this embodiment on the inner side of the rear wheel rim 31, the wheel cover 10 with the aerodynamic effect described above can also be installed on the outer side of the rear wheel rim 31.

[0097] In practice, the wheel cover 20 installed on the side of the wheel 30 facing the inside of the vehicle can better exert its influence on the airflow of the vehicle chassis, and can avoid the blades 22 on the wheel cover 20 interfering with the rectification effect of the wheel cover 10 in the above embodiment.

[0098] refer to Figure 15 As shown, the turbulent kinetic energy of the flow field around the inner side of the wheel cover 20 installed inside the rear wheel is illustrated. From Figure 15 As can be seen, after installing the wheel cover 20 of this embodiment on the inner side of the rear wheels, the turbulent kinetic energy of the chassis airflow located on the inner side of the rear wheels is significantly higher than that without the wheel cover 20 of this embodiment installed on the inner side of the rear wheels. Simulation results show that by installing the wheel cover 20 of this embodiment, which has the effect of generating vortices, and the wheel cover 10 of the above embodiment, which has the effect of rectifying airflow, the vehicle's wind resistance can be reduced by 7.6%, and the total drag coefficient can be reduced by 19 counts.

[0099] Therefore, the wheel cover 20 in this embodiment is a vortex wheel cover. The wheel cover 20 with the effect of generating vortices can generate vortices with large turbulent kinetic energy by utilizing the rotational motion of the wheel 30, thereby increasing the vortex intensity. By influencing the boundary layer of the vehicle body surface through the vortex, it has a good drag reduction effect on the vehicle body. Moreover, it can be combined with the wheel cover 10 with the rectification effect in the above embodiment to enhance the drag reduction effect, thereby superimposing the drag reduction effects of the wheel cover 20 and the wheel cover 10.

[0100] in, Figure 15The horizontal coordinate X in the middle represents the coordinate axis in the X direction, that is, the distance in the length direction of the vehicle, and the unit is (m); Figure 9 The vertical axis Turbulent Kinetic Energy represents turbulent kinetic energy, with units of (J / kg).

[0101] The wheel cover 20 provided in this embodiment is used to install on the side of the wheel 30 facing the vehicle interior. The wheel cover 20 is configured as a ring-shaped second cover body 21. Multiple blades 22 are provided on the side of the second cover body 21 facing away from the wheel 30. These blades 22 are spaced apart circumferentially along the second cover body 21, and each blade 22 extends in a direction away from the second cover body 21. The distance between the end of each blade 22 away from the second cover body 21 and the outer wall of the wheel 30 facing the vehicle interior is H, and the width of the wheel 30 is W. The relationship between H and W satisfies: 0.05 ≤ H / W ≤ 0.25, meaning that each blade 22 protrudes from the side of the second cover body 21 facing away from the wheel 30, and the blades 22 are positioned relative to the wheel 30 facing the vehicle interior. The protruding dimension H of the outer wall surface on one side of the vehicle interior is 0.05 to 0.25 times the width W of the wheel 30, thus exposing the blades 22 on the outer wall surface of the wheel 30 facing inwards. As the wheel cover 20 rotates with the wheel 30, the multiple blades 22 continuously beat the airflow, generating a strong vortex with significant turbulent kinetic energy in the rear wake. When this vortex flows to the vicinity of the rear of the vehicle with the wheel 30, its turbulent kinetic energy enhances momentum exchange in the boundary layer of the rear surface, delaying and improving airflow separation. This reduces the pressure drag at the rear of the vehicle caused by airflow separation, thereby reducing the wind resistance of the vehicle with the wheel 30. Therefore, it has a good drag reduction effect on the vehicle with the wheel 30. Simultaneously, it reduces fuel consumption in gasoline-powered vehicles, increases the driving range of electric vehicles, and improves the customer's user experience.

[0102] In some embodiments, reference Figure 10 As shown, the range of the angle θ between the extension line P1 of the line connecting the end of each blade 22 facing the inner ring wall of the second cover body 21 to the end of the blade 22 facing the outer ring wall of the second cover body 21 and the tangent P2 of the outer ring wall of the second cover body 21 at the blade 22 is: 45°≤θ≤90°.

[0103] In other words, the blade 22 is tilted on the second cover body 21, and the tilting direction of the blade 22 is consistent with the rotation direction of the rim 31. In this state, the vortex intensity generated by the blade is large, and its drag reduction effect is good.

[0104] For example, refer to Figure 10 and Figure 13As shown, each blade 22 can be arranged, for example, along the circumferential width of the second cover body 21.

[0105] In some embodiments, reference Figure 14 As shown, the range of the angle β between the plane where each blade 22 is located and the plane where the second cover body 21 is located satisfies: 60°≤β≤120°.

[0106] In other words, the blade 22 can be set vertically on the second cover body 21 or inclined on the second cover body 21. A certain degree of blade tilt angle β can make the generated eddy current intensity higher and the drag reduction effect better.

[0107] In some embodiments, reference Figure 12 and Figure 14 As shown, the second cover body 21 has at least two second connecting parts 23 on the side facing the wheel 30 for connecting with the rim 31 of the wheel 30. The at least two second connecting parts 23 are arranged at intervals along the circumference of the second cover body 21. The structure is simple, easy to manufacture, and the connection is convenient and stable.

[0108] In some implementations, the second connecting part 23 may be a snap fastener, which fastens the wheel cover 20 to the wheel rim 31.

[0109] refer to Figure 12 As shown, in some implementations, the buckle may include a connecting rod 231 and a hook 232. The connecting rod 231 is fixedly connected to the side of the second cover body 21 facing the rim 31, and the hook 232 is fixedly connected to the end of the connecting rod 231 away from the second cover body 21. The hook 232 is used to engage with a slot on the rim 31 into which the hook 232 extends. The structure is simple, easy to manufacture, and easy to assemble.

[0110] Among them, the connecting rod 231 and the hook 232 can be integrally formed, which has good integrity and high structural strength, and helps to enhance the connection strength between the wheel cover 20 and the wheel rim 31 in this embodiment.

[0111] Of course, the connecting rod 231 can also be integrally formed on the second cover body 21, that is, the second connecting part 23 and the second cover body 21 can be integrally formed.

[0112] This embodiment also provides a wheel assembly, which includes the wheel cover 10 in the above embodiments and / or the wheel cover 20 in the above embodiments.

[0113] The wheel cover 10 in this embodiment has the same specific structure and implementation principle as the wheel cover 10 provided in the above embodiment, and can bring the same or similar technical effects. It will not be described in detail here. For details, please refer to the description of the above embodiment.

[0114] The wheel cover 20 in this embodiment has the same specific structure and implementation principle as the wheel cover 20 provided in the above embodiment, and can bring the same or similar technical effects. It will not be described in detail here. For details, please refer to the description of the above embodiment.

[0115] This embodiment also provides a vehicle that includes the wheel cover 10 of the above embodiments and / or the wheel cover 20 of the above embodiments.

[0116] The wheel cover 10 in this embodiment has the same specific structure and implementation principle as the wheel cover 10 provided in the above embodiment, and can bring the same or similar technical effects. It will not be described in detail here. For details, please refer to the description of the above embodiment.

[0117] The wheel cover 20 in this embodiment has the same specific structure and implementation principle as the wheel cover 20 provided in the above embodiment, and can bring the same or similar technical effects. It will not be described in detail here. For details, please refer to the description of the above embodiment.

[0118] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0119] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A wheel assembly, characterized in that, Includes a first wheel cover for mounting on the outward-facing side of the wheel, the first wheel cover comprising a circular first cover body (11). The first cover body (11) has a plurality of ventilation holes (12) and the plurality of ventilation holes (12) are arranged at intervals along the circumference of the first cover body (11); each ventilation hole (12) is covered with a flow-rectifying structure (13) on the side facing outward of the vehicle. The sidewall of each of the rectifying structures (13) facing the center of the first cover body (11) is provided with a rectification hole (14) at intervals with the first cover body (11). The other sidewalls of each of the rectifying structures (13) are respectively sealed to the hole wall of the corresponding ventilation hole (12). The opening surface of each of the rectifying holes (14) is respectively perpendicular to the radial direction of the first cover body (11). The corresponding rectification hole (14), the inner cavity of the rectifying structure (13), and the ventilation hole (12) together define a rectification channel arranged radially along the first cover body (11). When the wheel is traveling, the airflow flows out from the rectification hole (14) of the rectification channel located on the leeward side of the wheel and the airflow flows in from the rectification hole (14) of the rectification channel located on the windward side of the wheel. The rectification hole (14) forces the airflow direction to be deflected to a direction parallel to the traveling direction. Each of the rectification structures (13) includes a top plate (131) and two side plates (132). The two side plates (132) are respectively connected to the two sides of the corresponding top plate (131). The outer walls of the two side plates (132) facing the first cover body (11) are sealed to the hole walls of the corresponding ventilation holes (12). The outer wall of the top plate (131) facing away from the center is sealed to the hole walls of the ventilation holes (12). The side of the top plate (131) facing the center is spaced apart from the first cover body (11) and together with the side of the two side plates (132) facing the center and the first cover body (11), they form the rectification hole (14).

2. The wheel assembly according to claim 1, characterized in that, The joint between each top plate (131) and the corresponding two side plates (132) is rounded. The radius of the arc between each top plate (131) and the corresponding side plate (132) shall not be less than 5 mm.

3. The wheel assembly according to claim 1, characterized in that, The length of the rectifier hole (14) is not less than twice the width of the rectifier hole (14); And / or, the hole walls of each of the rectifier holes (14) have a circular arc transition.

4. The wheel assembly according to claim 1, characterized in that, A shock-absorbing structure (15) is fixed on the side of the first cover body (11) facing the wheel. The shock-absorbing structure (15) includes a plurality of shock-absorbing sponges, which are spaced apart circumferentially along the first cover body (11). And / or, the first cover body (11) is provided with at least two first connecting portions (16) on the side facing the wheel for connecting with the rim of the wheel, and the at least two first connecting portions (16) are provided circumferentially spaced along the first cover body (11).

5. The wheel assembly according to any one of claims 1-4, characterized in that, It also includes a second wheel cover for mounting on the inward-facing side of the wheel, the second wheel cover comprising an annular second cover body (21). The second cover body (21) has a plurality of blades (22) on the side away from the wheel. The plurality of blades (22) are spaced apart circumferentially along the second cover body (21), and each blade (22) extends in a direction away from the second cover body (21). The distance between the end of each blade (22) away from the second cover body (21) and the outer wall of the wheel facing the inside of the vehicle is H, and the width of the wheel is W. The relationship between H and W satisfies: 0.05≤H / W≤0.

25.

6. The wheel assembly according to claim 5, characterized in that, The angle θ between the line connecting the end of each blade (22) facing the inner ring wall of the second cover body (21) to the end of the blade (22) facing the outer ring wall of the second cover body (21) and the tangent of the outer ring wall of the second cover body (21) at the blade (22) satisfies the following range: 45°≤θ≤90°. And / or, the range of the angle β between the plane where each of the blades (22) is located and the plane where the second cover body (21) is located is: 60°≤β≤120°.

7. The wheel assembly according to claim 5, characterized in that, The second cover body (21) has at least two second connecting parts (23) on the side facing the wheel for connecting with the rim of the wheel, and the at least two second connecting parts (23) are arranged circumferentially at intervals along the second cover body (21).

8. A vehicle, characterized in that, Includes a first round cover as described in any one of claims 1 to 4, and a second round cover as described in any one of claims 5 to 7.

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