A wheel structure, vehicle, and working method for automatically adjusting rim opening ratio.

Abstract

This invention discloses a wheel structure, vehicle, and working method for automatically adjusting the rim chamfer ratio. The wheel structure includes a rim, spokes, a hub, and a rotating blade. The rim and hub are connected by multiple spaced spokes, forming a rim chamfer between adjacent spokes. The rotating blade is slidably mounted on an arc-shaped groove of the hub mounting flange. At least one spoke has a radial groove, within which a moving slider is slidably mounted. The end of the radial groove away from the hub is connected to the moving slider via an elastic element. The moving slider has a protruding structure positioned within an oblique groove of the rotating blade. This invention can automatically adjust the rim chamfer ratio according to the vehicle speed. By adjusting the rim chamfer ratio, the heat dissipation of the tire can be optimized at different vehicle speeds, ensuring that the brake pads do not overheat at high speeds, thereby extending tire life and maintaining good braking performance.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more specifically to a wheel structure, vehicle, and working method for automatically adjusting the rim opening ratio. Background Technology

[0002] With the increasing emphasis on energy conservation and environmental protection by the government, aerodynamic design in the automotive industry is receiving more and more attention. During high-speed driving, the wheels, as high-speed rotating components, have a significant impact on the overall aerodynamic performance of the vehicle, accounting for approximately 30% of the total aerodynamic drag loss. In recent years, major OEMs have sought to reduce air resistance by optimizing wheel rim shapes, thereby improving vehicle driving efficiency. Good aerodynamic design not only reduces air resistance but also maintains vehicle stability. This is crucial for safety and handling at high speeds. Research has found that reducing the rim opening area can effectively lower the overall drag coefficient. However, an excessively small rim opening area will prevent airflow within the wheel well from smoothly passing over the brake pads. Heat generated during braking cannot be effectively dissipated, leading to excessively high brake pad temperatures. This inadequate heat dissipation will compromise driving safety. For new energy vehicles, range is the most important indicator. The solution of reducing the rim opening ratio 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 drag coefficient and braking performance in the rim opening ratio is an urgent problem to be solved.

[0003] In the prior art, Chinese invention patent CN110103630B discloses a wheel rim assembly and vehicle for automatically adjusting wind resistance. It utilizes the increase or decrease in the circumferential inertial force of the louvers during vehicle acceleration and deceleration to adjust the compression of the elastic element, thereby controlling the wheel rim opening ratio to achieve a balance between the drag coefficient and brake cooling. However, the circumferential inertial force of the louvers only changes during vehicle acceleration and deceleration (increase or decrease in wheel rotational angular velocity). When the vehicle is traveling at a constant speed, the circumferential inertial force is zero, and the elastic element returns to its initial state. Since the initial state is set to a fully open state, the wheel rim opening ratio is at its maximum, failing to achieve the goal of reducing the drag coefficient. The patented rim opening ratio control depends on the vehicle's acceleration (i.e., angular acceleration). The greater the acceleration (positive value), the smaller the rim opening ratio; the greater the acceleration (negative value), the larger the rim opening ratio. When the vehicle is traveling at a constant speed or the absolute value of the acceleration is small, this is the main operating condition of the vehicle. The rim opening ratio will remain in a large state, which is detrimental to the drag coefficient. Therefore, this patent has limited effect on reducing wind resistance. Summary of the Invention

[0004] To address the problems existing in the prior art, the present invention provides a wheel structure, vehicle, and working method for automatically adjusting the rim chamfer ratio. This can optimize the heat dissipation of the tire at different vehicle speeds, ensuring that the brake pads do not overheat during high-speed driving, thereby extending the tire's service life and maintaining good braking performance.

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

[0006] In a first aspect of the invention, a wheel structure for automatically adjusting the opening ratio is provided, comprising a rim, spokes, a hub, and a rotating blade. The rim and hub are connected by a plurality of spaced spokes, with an opening formed between two adjacent spokes. The rotating blade is slidably mounted on an arcuate groove of a hub mounting flange. At least one spoke has a radial groove, and a movable slider is slidably mounted within the radial groove. The end of the radial groove away from the hub is connected to the movable slider via an elastic element. The movable slider has a protruding structure, which is positioned within an oblique groove of the rotating blade.

[0007] In some embodiments of the present invention, the oblique groove on the rotating blade and the radial groove on the spoke intersect at a set angle, and the intersection position is connected by a protruding structure on the motion slider.

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

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

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

[0011] In some embodiments of the present invention, the rotating blade is located outside the spoke and at a predetermined distance from the outer surface of the spoke.

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

[0013] In a second aspect of the invention, a vehicle is provided, including the wheel structure described in the first aspect that automatically adjusts the rim opening ratio.

[0014] In a third aspect of the invention, a method for operating a wheel structure that automatically adjusts the rim opening ratio is provided, comprising:

[0015] In the initial state, the motion slider is located on the radial groove closest to the axis, while the protruding structure constrains the rotating blade to be above the spokes, and the rim opening ratio is at its maximum.

[0016] When the wheel rotates, the moving slider slides radially within the radial groove, causing the protruding structure on the moving slider to move within the oblique groove on the rotating blade, causing the rotating blade to rotate and adjusting the rim opening ratio.

[0017] In some embodiments of the present invention, the rim opening ratio is related to the wheel speed. The higher the vehicle speed, the smaller the rim opening ratio, and the lower 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 automatically adjust the rim opening ratio according to the vehicle speed. The higher the speed, the smaller the rim opening ratio, and the lower the vehicle 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 pads 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 a smaller rim opening ratio and a smaller drag coefficient as the vehicle speed increases, which is more effective in reducing vehicle driving resistance. It can adjust the rim opening ratio even when the vehicle is traveling at a constant speed or the absolute value of acceleration is small.

[0021] (3) In the initial state, the elastic element is in the state of minimum compression, the wheel spoke slider is at the bottom, and the wheel rim opening ratio is in the state of maximum. When the vehicle speed increases, the centrifugal force of the slider increases, the slider compresses the elastic element along the groove direction, and at the same time, the slider protruding structure drives the rotating blade to rotate in the direction of the wheel rim opening, and the wheel rim opening ratio decreases. When the vehicle speed increases to 120km / h or more, the centrifugal force of the slider is at its maximum, compressing the elastic element to its shortest state, the blade rotates to its maximum angle, and the wheel rim opening ratio is at its 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 slider protruding structure drives the rotating blade to return to the center, and the wheel rim opening ratio increases. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the rim opening closure and rotating blade exploded structure of the wheel structure of the automatic adjustment rim opening ratio of the present invention.

[0023] Figure 2 This is a schematic diagram of the rim opening of the present invention;

[0024] Figure 3 Force analysis diagram of the moving slider;

[0025] Figure 4 This is a structural diagram of an existing wheel rim assembly.

[0026] In the diagram: 1. Rim; 2. Spoke; 3. Rim opening; 4. Moving slider; 5. Rotating blade; 6. Inclined groove; 7. Protruding structure; 8. Radial groove; 9. Elastic element. Detailed Implementation

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

[0028] Example 1

[0029] Under high-speed driving conditions, the impact of different rim opening ratios on vehicle energy consumption is mainly reflected in two aspects: air resistance and braking performance. Reducing the rim opening ratio decreases the friction between the wheel hub and the air, effectively reducing air resistance and thus improving energy efficiency. However, reducing the rim opening ratio can also negatively affect braking performance. When the rim opening ratio is small, the ability of airflow from the inside of the tire to the outside through the rim opening is weakened, leading to increased temperature of the brake calipers and brake pads, which may affect braking performance and even driving safety. Therefore, resolving the contradiction between rim opening ratio and the braking system can reduce overall vehicle drag while meeting tire heat dissipation requirements, thereby ensuring the vehicle's range and braking performance.

[0030] like Figure 4 As shown, existing structures utilize the increase or decrease in circumferential inertial force of the venetian blinds during vehicle acceleration and deceleration to adjust the compression of the elastic element, thereby changing the rim opening ratio. However, in this patent, the circumferential inertial force of the venetian blinds is zero when the vehicle is traveling at a constant speed. At this time, the elastic element returns to its initial state. Since the initial state is set to a fully open state, the rim opening ratio is at its maximum, failing to achieve the purpose of reducing the drag coefficient. The rim opening ratio control in this patent depends on the vehicle's acceleration. When the vehicle accelerates, the acceleration is positive, and the rim opening ratio is smaller; when the vehicle decelerates, the acceleration is negative, and the rim opening ratio is larger. When the vehicle is traveling at a constant speed or the absolute value of the acceleration is small, this is the main operating condition of the vehicle, and the rim opening ratio will remain in a large state, which is detrimental to the drag coefficient. Therefore, this patent has limited effect on reducing drag.

[0031] In a typical embodiment of the present invention, a wheel structure that automatically adjusts the rim opening ratio is proposed, such as... Figure 1 and Figure 2As shown, the wheel includes a rim 1, spokes 2, a hub, and a rotating blade 5. The rim 1 and the hub are connected by multiple spaced spokes 2, and a rim opening 3 is formed between two adjacent spokes 2. The rotating blade 5 is slidably mounted on the arc-shaped groove of the hub mounting flange 10. At least one spoke 2 is provided with a radial groove 8, and a moving slider 4 is slidably mounted in the radial groove 8. The end of the radial groove 8 away from the hub is connected to the moving slider 4 through an elastic element 9. The moving slider 4 is provided with a protruding structure 7, which is placed in the oblique groove 6 of the rotating blade 5.

[0032] In this embodiment, the oblique groove 6 on the rotating blade 5 and the radial groove 8 on the spoke 2 intersect at a set angle, and the intersection is connected by the protruding structure 7 on the moving slider 4. Taking a five-spoke rim as an example, there is a rim opening 3 between adjacent spokes 2. 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. 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 provided on the outer side of the spoke 2 near the rim opening 3.

[0034] In this embodiment, a sliding groove is provided on the side wall of the radial groove 8, and the moving slider 4 is installed on the sliding groove in the radial groove 8, so that the moving slider 4 can move radially within the radial groove 8. Specifically, the moving slider 4 is provided with a protrusion that matches the sliding groove, which guides the moving slider 4 through the sliding groove and prevents the moving slider from falling out of the radial groove 8.

[0035] In this embodiment, the elastic element 9 is a spring, with one end connected to the moving slider 4 and the other end connected to the radial groove 8. The elastic element 9 is placed in the radial groove 8, parallel to the direction of slider movement. 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. 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 at its maximum.

[0036] In this embodiment, the rotating blade 5 is located outside the spoke 2 and is separated from the outer surface of the spoke 2 by a set distance to avoid obstructing the rotation process of the rotating blade 5.

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

[0038] In this embodiment, the rotating blade 5 is slidably mounted in the arc-shaped groove on the hub mounting flange 10, so that the rotating blade 5 can rotate along the direction of the arc-shaped groove. Furthermore, an arc-shaped groove can be provided on the inner annular wall of the rim, which can limit the two ends of the rotating blade 5 and improve the stability of the rotation of the rotating blade 5.

[0039] like Figure 3 The force analysis of the rotating blade 5 is shown below. Since the position of the moving slider 4 changes over time due to the rotation of the wheel, the direction of gravity also changes over time in the rotating coordinate system; therefore, the gravity of the moving slider 4 is negligible. The moving slider 4 experiences a centrifugal force related to its weight during rotation, directed radially outward, with 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, and r is the distance of the moving slider 4 from the center of the wheel; subjected to the elastic force generated by the elastic element 9, F2=k*x, k is the elastic coefficient, x is the compression; therefore, the force F on the moving slider 4 is... 总 =F1-F2=m*ω 2 *rk*x, assuming that at a certain moment the moving slider 4 is in a stationary state (axially stationary, not completely stationary), i.e., F 总 =0, the compression of elastic element 9 is x = m * ω 2 *r / k, the compression of elastic element 9 is related to the wheel speed, that is, the rim opening ratio is related to the wheel speed.

[0040] Initially, the wheel speed is 0, the elastic element 9 is in the minimum compression state, the moving slider 4 is in the closest position to the axle, 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 the speed increases to a certain limit, the centrifugal force of the blade is at its maximum, the compression of the elastic element 9 is at its maximum, and the rim opening ratio is at its 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, this invention can adjust the rim opening ratio according to vehicle speed; the higher the vehicle speed, the smaller the rim opening ratio, and vice versa. The wind resistance experienced by the vehicle during travel is F = 0.5 * ρ * v. 2*A*Cd, where ρ is air density, v is vehicle speed, A is the projected area in the vehicle's direction of travel, and Cd is the drag coefficient. Drag is positively correlated with the square of the vehicle speed; therefore, drag is greater at higher speeds. When a vehicle travels at a constant speed on a level road, the resistance it experiences includes rolling resistance and wind resistance. Rolling resistance is independent of vehicle speed; therefore, the higher the speed, the higher the ratio of wind resistance to total resistance. This invention achieves a lower drag coefficient at higher vehicle speeds with a smaller rim opening ratio, resulting in a more significant reduction in vehicle drag. By adjusting the rim opening ratio, tire heat dissipation can be optimized at different vehicle speeds, ensuring that brake pads do not overheat at high speeds, thereby extending tire life and maintaining good braking performance.

[0042] Example 2

[0043] In one typical embodiment of the present invention, a vehicle is provided, including the wheel structure with automatic adjustment of rim opening ratio as described in Example 1.

[0044] Example 3

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

[0046] In the initial state, the motion slider is located on the radial groove closest to the axis, while the protruding structure constrains the rotating blade to be above the spokes, and the rim opening ratio is at its maximum.

[0047] When the wheel rotates, the moving slider slides radially within the radial groove, causing the protruding structure on the moving slider to move within the oblique groove on the rotating blade, causing the rotating blade to rotate and adjusting the rim opening ratio.

[0048] Furthermore, the rim opening ratio is related to the wheel speed; the higher the vehicle speed, the smaller the rim opening ratio, and the lower the vehicle speed, the larger the rim opening ratio, thus enabling automatic adjustment of the rim opening ratio according to the vehicle speed.

[0049] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this 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 without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A wheel structure for automatically adjusting the rim opening ratio, characterized in that, The application relates to a wheel structure capable of automatically adjusting the wheel rim opening rate, which comprises a wheel rim, spokes, a wheel hub and rotating blades, the wheel rim and the wheel hub are connected through a plurality of spaced spokes, wheel rim openings are formed between two adjacent spokes, the rotating blades are slidably installed on arc-shaped grooves of a wheel hub mounting flange, at least one of the spokes is provided with a radial groove, a moving slider is slidably installed in the radial groove, one end of the radial groove away from the wheel hub is connected with the moving slider through an elastic element, the moving slider is provided with a convex structure, and the convex structure is arranged in an inclined groove of the rotating blade. The inclined groove of the rotating blade and the radial groove of the spoke cross at a set angle, and the crossing position is connected through the convex structure of the moving slider; the radial groove is arranged on the outer side of the spoke close to the wheel rim opening; a sliding groove is arranged on the side wall of the radial groove, the moving slider is installed in the sliding groove in the radial groove, so that the moving slider can move radially in the radial groove; the rotating blade is located on the outer side of the spoke and is separated from the outer side of the spoke by a set distance.

2. The wheel structure automatically adjusting a rim opening ratio according to claim 1, wherein The elastic element is a spring, one end of the spring is connected with the moving slider, and the other end of the spring is connected with the radial groove.

3. The wheel structure automatically adjusting a rim opening ratio according to claim 1, wherein The convex structure adopts a cylindrical structure.

4. A vehicle characterized by comprising: The application further discloses a wheel structure capable of automatically adjusting the wheel rim opening rate.

5. A method of operating a wheel structure of the type having an automatically adjustable rim opening ratio as claimed in any one of claims 1-3, characterized in that The application further discloses a wheel structure capable of automatically adjusting the wheel rim opening rate. In an initial state, the moving slider is located on the side of the radial groove closest to the shaft center, and the protruding structure restricts the rotating blade above the spoke, and the wheel rim opening rate is in the maximum state; When the wheel rotates, the moving slider slides radially in the radial groove, so that the convex structure on the moving slider moves in the inclined groove of the rotating blade, the rotating blade rotates, and the wheel rim opening rate is adjusted.

6. The method of operating an automatically adjusting wheel rim opening ratio of a vehicle wheel structure according to claim 5, wherein, The wheel rim opening rate is related to the wheel rotating speed, the greater the vehicle speed, the smaller the wheel rim opening rate, the smaller the vehicle speed, and the greater the wheel rim opening rate, so that the wheel rim opening rate is automatically adjusted according to the vehicle speed.

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