Wheel structure capable of automatically adjusting rim aperture ratio, vehicle and working method

Abstract

The invention discloses a wheel structure capable of automatically adjusting the rim aperture ratio, a vehicle and a working method.The wheel structure comprises a rim, spokes, a hub and rotating blades, the rim and the hub are connected through the multiple spokes arranged at intervals, a rim opening is formed between every two adjacent spokes, and the rim opening is communicated with the rotating blades. The rotating blades are mounted on the arc-shaped grooves of the hub mounting flange in a sliding manner; at least one spoke is provided with a radial groove, a moving sliding block is installed in the radial groove in a sliding mode, and the end, away from the hub, of the radial groove is connected with the moving sliding block through an elastic element. A protruding structure is arranged on the moving sliding block, and the protruding structure is arranged in the inclined groove of the rotating blade; the rim aperture ratio can be automatically adjusted according to the vehicle speed of the wheel, the heat dissipation effect of the tire can be optimized at different vehicle speeds by adjusting the rim aperture ratio, it is guaranteed that the brake pad is not overheated during high-speed driving, and therefore the service life of the tire is prolonged, and good braking performance is kept.

Description

Technical Field

[0001] The invention relates to the technical field of automobiles, and in particular to a wheel structure, a vehicle and a working method for automatically adjusting a rim opening ratio. Background Art

[0002] As the country attaches great importance to energy conservation and environmental protection, the aerodynamic design of the automotive industry has received more and more attention. During high-speed driving of a car, the wheel, as a high-speed rotating part of the car, has a significant impact on the aerodynamic performance of the whole vehicle, and the aerodynamic drag loss caused by it accounts for about 30% of the aerodynamic drag loss of the whole vehicle. In recent years, major OEMs have sought to reduce air resistance by optimizing the shape of the rim, thereby improving the driving efficiency of the vehicle. Good aerodynamic design can not only reduce air resistance, but also maintain the stability of the vehicle. This is crucial for safety and handling when driving at high speeds. Studies have found that by reducing the rim opening area, the drag coefficient of the whole vehicle can be effectively reduced. However, if the rim opening area is too small, the airflow in the wheel cavity of the car cannot flow smoothly through the brake pad, the heat generated when the car brakes cannot be effectively taken away, the brake pad temperature is too high, and the heat dissipation requirements of the brake pad cannot be met, which will affect driving safety. For new energy vehicles, endurance is the most important indicator. The solution of reducing the rim opening rate to reduce the drag coefficient cannot be abandoned. However, due to the addition of batteries, the curb weight of new energy vehicles is several hundred kilograms heavier than that of traditional fuel vehicles, and the demand for braking performance is also very urgent. Therefore, how to balance the conflict between the drag coefficient and braking performance in the rim opening rate is an urgent problem that needs to be solved.

[0003] In the prior art, Chinese invention patent CN110103630B discloses a rim assembly and vehicle that automatically adjusts wind resistance, which uses the increase and decrease of the circumferential inertia force of the venetian blind when the vehicle accelerates and decelerates to adjust the compression of the elastic element, thereby controlling the rim opening rate to achieve the purpose of balancing the wind resistance coefficient and braking heat dissipation. However, the circumferential inertia force of the venetian blind will only change when the vehicle accelerates and decelerates (the angular velocity of the wheel rotation increases or decreases), and when the vehicle is traveling at a constant speed, the circumferential inertia force is zero, and the elastic element will return to the initial state. Since the initial state is set to the fully open state, the rim opening rate is the largest at this time, and the purpose of reducing the wind resistance coefficient cannot be achieved. The rim opening rate control of this patent depends on the vehicle acceleration (i.e., rotational angular acceleration). The greater the acceleration (positive value), the smaller the rim opening rate, and the greater the acceleration (negative value), the larger the rim opening rate. When the vehicle is traveling at a constant speed or the absolute value of the acceleration is small, this operating condition is the main operating condition when the vehicle is traveling. The rim opening rate will remain at a large state, which is not good for the drag coefficient. The patent has limited effect on reducing wind resistance. Summary of the invention

[0004] In view of the problems existing in the prior art, the present invention provides a wheel structure, a vehicle and a working method for automatically adjusting the rim opening ratio, which can optimize the heat dissipation effect of the tire at different vehicle speeds and ensure that the brake pads will not overheat when driving at high speeds, thereby extending the service life of the tire and maintaining good braking performance.

[0005] The technical solution of the present invention is as follows:

[0006] In a first aspect of the present invention, there is provided a wheel structure capable of automatically adjusting the opening ratio, comprising a rim, spokes, a hub and rotating blades, wherein the rim and the hub are connected via a plurality of spokes arranged at intervals, a rim opening is formed between two adjacent spokes, and the rotating blades are slidably mounted on an arc-shaped groove of a hub mounting flange; a radial groove is provided on at least one of the spokes, a moving slider is slidably mounted in the radial groove, and an end of the radial groove away from the hub is connected to the moving slider via an elastic element; a protruding structure is provided on the moving slider, and the protruding structure is placed in the oblique groove of the rotating blade.

[0007] In some embodiments of the present invention, the oblique grooves on the rotating blades and the radial grooves on the spokes intersect at a set angle, and the intersection positions are connected by a protruding structure on the moving slider.

[0008] In some embodiments of the present invention, the radial groove is arranged on the outer side of the spoke close to the rim opening.

[0009] In some embodiments of the present invention, a slide groove is provided on the side wall surface of the radial groove, and the moving slider is installed on the slide groove in the radial groove, so that the moving slider can perform radial movement in the radial groove.

[0010] In some embodiments of the present invention, the elastic element is a spring, one end of the spring is connected to the moving slider, and the other end of the spring is connected to the radial groove.

[0011] In some embodiments of the present invention, the rotating blades are located outside the spokes and are spaced a set distance from the outer side of the spokes.

[0012] In some embodiments of the present invention, the protruding structure is a cylindrical structure.

[0013] In a second aspect of the present invention, a vehicle is provided, comprising the wheel structure for automatically adjusting the rim opening ratio as described in the first aspect.

[0014] In a third aspect of the present invention, a working method of a wheel structure for automatically adjusting a rim opening ratio is provided, comprising:

[0015] In the initial state, the moving slider is located at the side of the radial groove closest to the axis, and the protruding structure constrains the rotating blades to be above the spokes, and the rim opening ratio is at the maximum state;

[0016] When the wheel rotates, the moving slider slides radially in the radial groove, so that the protruding structure on the moving slider moves in the oblique groove on the rotating blade, and the rotating blade rotates to adjust the rim opening rate.

[0017] In some embodiments of the present invention, the rim opening ratio is related to the wheel speed. The greater the vehicle speed, the smaller the rim opening ratio, and the smaller the vehicle speed, the larger the rim opening ratio, thereby realizing automatic adjustment of the rim opening ratio according to the vehicle speed.

[0018] One or more technical solutions of the present invention have the following beneficial effects:

[0019] (1) The present invention can realize automatic adjustment of the rim opening ratio according to the vehicle speed. The greater the speed, the smaller the rim opening ratio, and the smaller the speed, the larger the rim opening ratio. By adjusting the rim opening ratio, the heat dissipation effect of the tire can be optimized at different vehicle speeds, ensuring that the brake pad will not overheat when driving at high speed, thereby extending the service life of the tire and maintaining good braking performance.

[0020] (2) The present invention can achieve that the higher the vehicle speed, the smaller the rim opening ratio and the smaller the wind resistance coefficient, which is more effective in reducing the vehicle's driving resistance. It is possible to adjust the rim opening ratio even when the vehicle is traveling at a constant speed or the absolute value of the acceleration is small.

[0021] (3) In the initial state of the present invention, the elastic element is in a state of minimum compression, the spoke slider is at the bottom, and the rim opening ratio is in a state of maximum; when the vehicle speed increases, the centrifugal force of the slider increases, and the slider compresses the elastic element in the direction of the groove. At the same time, the protruding structure of the slider drives the rotating blades to rotate toward the rim opening direction, and the rim opening ratio decreases; when the vehicle speed increases to 120 km / h or greater, the centrifugal force of the slider is maximum, compressing the elastic element to the shortest state, the blades rotate to the maximum angle, and the rim opening ratio is minimum; when the vehicle brakes and the speed decreases, the centrifugal force of the slider decreases, the force on the elastic element decreases, the compression decreases, the protruding structure of the slider drives the rotating blades to return to the normal position, and the rim opening ratio increases. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the decomposed structure of the rim opening closing and rotating blades of the wheel structure for automatically adjusting the rim opening ratio of the present invention;

[0023] Figure 2 A schematic diagram of the opening of the wheel rim of the present invention;

[0024] Figure 3 This is the force analysis diagram of the moving slider;

[0025] Figure 4 It is a structural schematic diagram of an existing rim assembly.

[0026] In the figure: 1, rim; 2, spokes; 3, rim opening; 4, moving slider; 5, rotating blades; 6, inclined grooves; 7, protruding structure; 8, radial grooves; 9, elastic element. DETAILED DESCRIPTION

[0027] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0028] Example 1

[0029] Under high-speed driving conditions, the impact of rims with different opening ratios on automobile energy consumption is mainly reflected in two aspects: air resistance and braking performance. Reducing the rim opening ratio reduces the friction between the wheel hub and the air, which can effectively reduce air resistance and thus improve energy efficiency. However, reducing the rim opening ratio may also have a negative impact on braking performance. When the rim opening ratio is small, the ability of airflow to flow from the inside of the tire through the rim opening to the outside of the tire is weakened, causing the temperature of the brake caliper and brake pad to rise, which may affect braking performance and even driving safety. Therefore, if the contradiction between the rim opening ratio and the braking system can be resolved, the wind resistance of the entire vehicle can be reduced, and the heat dissipation requirements of the tire can be met, thereby ensuring the vehicle's endurance requirements and braking performance.

[0030] like Figure 4 As shown, the existing structure uses the circumferential inertia force of the venetian blind to increase or decrease when the vehicle accelerates and decelerates to adjust the compression of the elastic element, thereby achieving the purpose of changing the rim opening rate. However, in this patent, when the vehicle is traveling at a constant speed, the circumferential inertia force of the venetian blind is zero, and the elastic element will return to the initial state at this time. Since the initial state is set to the fully open state, the rim opening rate is the largest at this time, and the purpose of reducing the drag coefficient cannot be achieved. The rim opening rate control of this patent depends on the acceleration of the vehicle. When the vehicle is accelerating, the acceleration is a positive value, and the smaller the rim opening rate; when the vehicle is decelerating, the acceleration is a negative value, and the larger the rim opening rate; when the vehicle is traveling at a constant speed or the absolute value of the acceleration is small, this working condition is the main working condition when the vehicle is traveling, and the rim opening rate will remain in a large state, which is not good for the drag coefficient. This patent has limited effect on reducing wind resistance.

[0031] In a typical embodiment of the present invention, a wheel structure for automatically adjusting the rim opening ratio is provided, such as Figure 1 and Figure 2As shown, it includes a rim 1, spokes 2, a hub and rotating blades 5, the rim 1 and the hub are connected by a plurality of spokes 2 arranged at intervals, a rim opening 3 is formed between two adjacent spokes 2, and the rotating blades 5 are slidably mounted on the arc groove of the hub mounting flange 10; at least one of the spokes 2 is provided with a radial groove 8, a moving slider 4 is slidably mounted in the radial groove 8, and the end of the radial groove 8 away from the hub is connected to the moving slider 4 through an elastic element 9; a protruding structure 7 is provided on the moving slider 4, and the protruding structure 7 is placed in the oblique groove 6 of the rotating blade 5.

[0032] In this embodiment, the oblique grooves 6 on the rotating blades 5 and the radial grooves 8 on the spokes 2 intersect at a set angle, and the intersection position is connected by the protruding structure 7 on the moving slider 4. Taking the five-spoke rim as an example, there is a rim opening 3 between adjacent spokes 2, and the ratio of the projected area of ​​the rim opening 3 in the normal direction of the rim to the projected area of ​​the entire rim is the rim opening ratio. The moving slider 4 is placed in the radial groove 8, so that the moving slider 4 can move radially along the radial groove 8, and the protruding structure 7 on the moving slider 4 is placed in the oblique groove 6 on the rotating blade 5, so that the protruding structure 7 can move in the direction of the oblique groove 6.

[0033] Furthermore, the radial groove 8 is arranged on the outer side of the spoke 2 close to the rim opening 3 .

[0034] In this embodiment, a slide groove is provided on the side wall surface of the radial groove 8, and the motion slider 4 is installed on the slide groove in the radial groove 8, so that the motion slider 4 can move radially in the radial groove 8. Specifically, a protrusion matching the slide groove is provided on the motion slider 4, and the motion slider 4 is guided by the slide groove, while preventing the motion slider from falling off from the radial groove 8.

[0035] In this embodiment, the elastic element 9 is a spring, one end of which is connected to the moving slider 4, and the other end is connected to the radial groove 8. The elastic element 9 is placed in the radial groove 8, parallel to the moving direction of the slider, and the elastic element 9 is in a compressed state, compressing the moving slider 4 so that the moving slider 4 is closest to the axis, and at the same time, the protruding structure 7 constrains the rotating blade 5 to be above the spoke 2, and the rim opening ratio is in a maximum state.

[0036] In this embodiment, the rotating blades 5 are located outside the spokes 2 and are separated from the outer side surfaces of the spokes 2 by a set distance to avoid obstruction to the rotation process of the rotating blades 5 .

[0037] In this embodiment, the protruding structure 7 is a cylindrical structure to minimize the resistance when the protruding structure 7 moves in the oblique groove.

[0038] In this embodiment, the rotating blade 5 is slidably installed in the arc groove on the hub mounting flange 10, so that the rotating blade 5 can rotate along the direction of the arc groove. Furthermore, an arc groove can be set on the inner circular wall of the rim, so that the two ends of the rotating blade 5 can be limited, thereby improving the stability of the rotation of the rotating blade 5.

[0039] like Figure 3 As shown in the figure, the force analysis of the rotating blade 5. Since the position of the moving slider 4 changes with time due to the rotation of the wheel, the direction of gravity also changes with time in the rotating coordinate system, so the gravity of the moving slider 4 is ignored. When the moving slider 4 rotates, it is subjected to a centrifugal force related to the weight, which is radially outward and has a magnitude of F1 = m*ω. 2 *r, m is the mass of the moving slider 4, ω is the angular velocity of the wheel, r is the distance between the moving slider 4 and the center of the wheel; the elastic force generated by the elastic element 9, F2 = k*x, k is the elastic coefficient, x is the compression; therefore, the force F2 on the moving slider 4 is 总 =F1-F2=m*ω 2 *rk*x, assuming that the moving slider 4 is in a stationary state (axial stationary state, not completely stationary state) at a certain moment, that is, F 总 = 0, the compression amount of the elastic element 9 is x = m*ω 2 *r / k, the compression amount of the elastic element 9 is related to the wheel speed, that is, the rim opening ratio is related to the wheel speed.

[0040] In the initial state, the wheel speed is 0, the elastic element 9 is in the state of minimum compression, the moving slider 4 is at the side closest to the axis, and the rim opening ratio is in the maximum state; when the vehicle speed increases, the centrifugal force of the moving slider 4 increases, the compression of the elastic element 9 increases, and the rim opening ratio decreases; when it increases to a certain limit speed, the centrifugal force of the blade is maximum, the compression of the elastic element 9 is maximum, and the rim opening ratio is minimum; when the vehicle brakes and the speed decreases, the centrifugal force of the moving slider 4 decreases, the compression of the elastic element 9 decreases, and the rim opening ratio increases.

[0041] Therefore, the present invention can adjust the rim opening ratio according to the vehicle speed. The higher the vehicle speed, the smaller the rim opening ratio, and the lower the vehicle speed, the larger the rim opening ratio. The wind resistance F = 0.5*ρ*v 2*A*Cd, where ρ is the air density, v is the vehicle speed, A is the projected area in the direction of vehicle travel, and Cd is the wind resistance coefficient. Wind resistance is positively correlated to the square of vehicle speed, so when the vehicle speed is high, the wind resistance is greater. The resistance encountered by a vehicle when traveling at a constant speed on a horizontal road surface includes rolling resistance and wind resistance. Rolling resistance is independent of vehicle speed. Therefore, the higher the vehicle speed, the higher the ratio of wind resistance to total resistance. The present invention can achieve that the higher the vehicle speed, the smaller the rim opening rate, and the smaller the wind resistance coefficient, which is more effective in reducing vehicle travel resistance. By adjusting the rim opening rate, the heat dissipation effect of the tire can be optimized at different vehicle speeds to ensure that the brake pads will not overheat when traveling at high speeds, thereby extending the service life of the tire and maintaining good braking performance.

[0042] Example 2

[0043] In a typical embodiment of the present invention, a vehicle is provided, comprising the wheel structure for automatically adjusting the rim opening ratio as described in Example 1.

[0044] Example 3

[0045] In a typical embodiment of the present invention, a working method of a wheel structure for automatically adjusting a rim opening ratio is provided, comprising:

[0046] In the initial state, the moving slider is located at the side of the radial groove closest to the axis, and the protruding structure constrains the rotating blades to be above the spokes, and the rim opening ratio is at the maximum state;

[0047] When the wheel rotates, the moving slider slides radially in the radial groove, so that the protruding structure on the moving slider moves in the oblique groove on the rotating blade, and the rotating blade rotates to adjust the rim opening rate.

[0048] Furthermore, the rim opening ratio is related to the wheel speed. The greater the vehicle speed, the smaller the rim opening ratio, and the smaller the vehicle speed, the larger the rim opening ratio, thereby realizing automatic adjustment of the rim opening ratio according to the vehicle speed.

[0049] Although the above describes the specific implementation mode of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without creative work are still within the scope of protection of the present invention.

Claims

1. A wheel structure capable of automatically adjusting the rim opening ratio, characterized in that: It includes a rim, spokes, a hub and rotating blades, the rim and the hub are connected by a plurality of spokes arranged at intervals, a rim opening is formed between two adjacent spokes, and the rotating blades are slidably mounted on the arc groove of the hub mounting flange; at least one of the spokes is provided with a radial groove, a moving slider is slidably mounted in the radial groove, and the end of the radial groove away from the hub is connected to the moving slider through an elastic element; a protruding structure is provided on the moving slider, and the protruding structure is placed in the oblique groove of the rotating blade.

2. The wheel structure for automatically adjusting the rim opening ratio according to claim 1, characterized in that: The oblique grooves on the rotating blades and the radial grooves on the spokes intersect at a set angle, and the intersection positions are connected through a protruding structure on the moving slider.

3. The wheel structure for automatically adjusting the rim opening ratio according to claim 1, characterized in that: The radial groove is arranged on the outer side of the spoke near the rim opening.

4. The wheel structure for automatically adjusting the rim opening ratio according to claim 1, characterized in that: A slide groove is arranged on the side wall surface of the radial groove, and the moving slider is installed on the slide groove in the radial groove, so that the moving slider can perform radial movement in the radial groove.

5. The wheel structure for automatically adjusting the rim opening ratio according to claim 1, characterized in that: The elastic element is a spring, one end of which is connected to the moving slider, and the other end of which is connected to the radial groove.

6. The wheel structure for automatically adjusting the rim opening ratio according to claim 1, characterized in that: The rotating blade is located at the outer side of the spoke and is spaced apart from the outer side surface of the spoke by a set distance.

7. The wheel structure for automatically adjusting the rim opening ratio according to claim 1, characterized in that: The protruding structure is a cylindrical structure.

8. A vehicle, characterized in that: A wheel structure for automatically adjusting the rim opening ratio as described in any one of claims 1 to 7.

9. A working method of a wheel structure for automatically adjusting the rim opening ratio as claimed in any one of claims 1 to 7, characterized in that: include: In the initial state, the moving slider is located at the side of the radial groove closest to the axis, and the protruding structure constrains the rotating blades to be above the spokes, and the rim opening ratio is at the maximum state; When the wheel rotates, the moving slider slides radially in the radial groove, so that the protruding structure on the moving slider moves in the oblique groove on the rotating blade, and the rotating blade rotates to adjust the rim opening rate.

10. The working method of the wheel structure for automatically adjusting the rim opening ratio according to claim 9, characterized in that: The rim opening rate is related to the wheel speed. The greater the vehicle speed, the smaller the rim opening rate, and the smaller the vehicle speed, the larger the rim opening rate, thereby realizing automatic adjustment of the rim opening rate according to the vehicle speed.

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