Automobile hub capable of actively reducing wind resistance

Abstract

The invention relates to the technical field of automobile hub manufacturing, in particular to an automobile hub capable of actively reducing wind resistance. Comprising a wheel rim, a spoke frame is fixedly connected to the wheel rim, a transmission rod is fixedly connected to the spoke frame, a friction disc is fixedly connected to the transmission rod, calipers are arranged on the friction disc, the transmission rod is rotationally connected with a limiting plate, a wind blocking frame is fixedly connected to the limiting plate, and a supporting ring is fixedly connected to the wind blocking frame. The supporting ring is rotationally connected with the wheel rim, the transmission rod is slidably connected with extrusion frames distributed in an array mode in the circumferential direction, and tension springs distributed in a mirror image mode are arranged between the extrusion frames and the transmission rod. According to the hub, the air blocking frame is matched with the spoke frame, the air inlet state of the rim is adaptively switched according to the specific driving state of an automobile, so that the hub gives consideration to'low wind resistance 'at high moving speed and'efficient heat dissipation' at medium and low moving speed, and the stability of an automobile braking system is guaranteed while the endurance of the automobile is improved.

Description

Technical Field

[0001] This invention relates to the field of automotive wheel manufacturing technology, and in particular to an active wind resistance reducing automotive wheel. Background Technology

[0002] Car wheels are key components of a vehicle, serving the crucial functions of securing the tires and connecting the suspension system, and directly impacting the overall appearance, aerodynamic performance, and handling stability. Common wheel types include steel wheels, alloy wheels, and forged wheels, with aluminum alloy wheels becoming the mainstream choice due to their lightweight, high strength, and excellent heat dissipation.

[0003] Chinese patent document (publication number: CN112677698A) discloses a device for reducing wind resistance in automobile wheel hubs, relating to the field of automobile wheel hubs. This invention provides the following technical solution: a device for reducing wind resistance in automobile wheel hubs, comprising a ventilation frame, a wind deflector, an inner ring of fan blades, an outer ring of fan blades, a first telescopic rod, and a second telescopic rod. An outer wheel hub is fixedly connected to the left side of the outer periphery of the ventilation frame, and an inner wheel hub is fixedly connected to the middle of the inner side of the ventilation frame. A positioning groove is formed on the lower side of the inner wheel hub, and a threaded hole is formed at the front end of the inner wheel hub. A first rotating shaft is fixedly installed on the upper side of the interior of the ventilation frame, and a second rotating shaft is fixedly installed on the lower side of the interior of the ventilation frame. A sealing ring is fixedly installed on the outer periphery of the wind deflector, and the sealing ring is fixedly connected to the ventilation frame. The device for reducing wind resistance at the car wheel hub has five ventilation holes at equal angles on the inner side of the ventilation frame, and five sets of wind deflectors at equal angles on the inner side of the ventilation frame. When the car is traveling at high speed, the five sets of wind deflectors automatically cover the five ventilation holes on the inner side of the ventilation frame, so that the ventilation frame and the wind deflectors form a disc, thereby reducing wind resistance during the car's operation and reducing energy consumption.

[0004] However, this structure still has the following problems in practical applications: 1. Insufficient reliability of the electronic control system in harsh environments: The wheel hub of the car is subjected to harsh conditions such as vibration, mud and water, and alternating high and low temperatures for a long time. The wind resistance adjustment and heat dissipation functions of this device rely on electronic control components such as electric plug box and electric cylinder. Their lifespan and stability are difficult to guarantee, which increases the risk of system failure and maintenance costs.

[0005] 2. Insufficient heat dissipation during emergency braking: The heat dissipation function of this device relies entirely on the axle speed. When a car brakes suddenly, the brake disc temperature rises sharply, while the wheel speed drops rapidly, causing the cooling fan blades to slow down simultaneously, resulting in a significant decrease in heat dissipation efficiency. At this time, the heat generated by the brake disc far exceeds its heat dissipation capacity, easily causing brake fade and affecting braking performance and safety.

[0006] In summary, although the device has a certain effect on wind resistance optimization in its structural design, its strong dependence on electronic control and insufficient heat dissipation matching during emergency braking limit its reliability and overall performance in a real vehicle environment. Summary of the Invention

[0007] To overcome the above-mentioned drawbacks, the present invention provides an active wind resistance reduction automotive wheel hub.

[0008] The technical solution of the present invention is as follows: an active wind resistance reducing automobile wheel hub, comprising a wheel rim, a spoke frame fixedly connected to the wheel rim, a drive rod fixedly connected to the spoke frame, a friction disc fixedly connected to the drive rod, a caliper provided on the friction disc, a limit plate rotatably connected to the drive rod, a wind deflector fixedly connected to the limit plate, a support ring fixedly connected to the wind deflector, the support ring rotatably connected to the wheel rim, an extrusion frame circumferentially arrayed and slidably connected to the drive rod, a mirror-distributed tension spring provided between the extrusion frame and the drive rod, and an arc-shaped groove circumferentially arrayed and slidable within a corresponding inclined groove on the limit plate.

[0009] Preferably, a mirror-image and circumferentially arrayed magnetic strip is fixed to the side of the windshield near the spoke frame, the magnetic strip being used to attract the spoke frame.

[0010] Preferably, the spoke frame is provided with circumferentially arrayed air guide blocks.

[0011] Preferably, the air guide block is provided with a flow guide groove.

[0012] Preferably, it further includes a rotating ring rotatably connected inside the wheel rim, the air guide block is fixedly connected to the rotating ring, the air guide block is provided with a magnet, the air guide block slides on the spoke frame, and the wheel rim is splined connected to a limiting ring, the limiting ring being used to restrict the rotation of the rotating ring.

[0013] Preferably, the transmission rod is fixedly connected to a fixed shell via a mounting rod, the fixed shell is connected to a connecting shell arranged in a circumferential array, a first piston rod is slidably connected inside the connecting shell, the first piston rod is fixedly connected to a pressing block, and the pressing block is used to press the corresponding pressing frame.

[0014] Preferably, the wheel rim is provided with a circumferentially arrayed liquid storage shell, the liquid storage shells in the circumferential array are interconnected, and a second piston rod is slidably connected inside the liquid storage shell, the second piston rod being fixedly connected to the limiting ring.

[0015] Preferably, the friction disc is fixedly connected to a temperature measuring shell, a piston ring is slidably connected inside the temperature measuring shell, and the temperature measuring shell is filled with a thermally expanding liquid.

[0016] Preferably, the transmission rod is fixedly connected to a buffer shell, a flow-blocking ring and a sliding ring are slidably connected inside the buffer shell, the piston ring is fixedly connected to the flow-blocking ring via a mounting rod, a spring is provided between the sliding ring and the buffer shell, and hydraulic oil is injected into the buffer shell.

[0017] Preferably, the buffer shell is connected to a circumferentially arrayed connecting pipe, the wheel rim is fixedly connected to a dispersion shell, the connecting pipe is connected to the dispersion shell, the liquid storage shell is connected to the dispersion shell, and the connecting pipe is connected to the fixed shell.

[0018] Compared with the prior art, the present invention has the following advantages: The present invention, through the cooperation of the wind deflector and the spoke frame, adaptively switches the air intake state of the wheel rim according to the specific driving conditions of the vehicle, so that the wheel hub can take into account both "low wind resistance" at high speeds and "efficient heat dissipation" at medium and low speeds, thereby improving the vehicle's range while ensuring the stability of the vehicle's braking system; During the rotation of the air guide block, its inclined surface continuously pushes the air outside the wheel rim into the wheel rim, thereby continuously dissipating heat from the friction disc to ensure the effectiveness of the vehicle's braking system; Through the cooperation of the rotating ring and the limiting ring, the air guide block separates from the wheel rim during emergency braking of the vehicle, and guides airflow into the wheel rim according to its own inertia, thereby continuously dissipating heat from the friction disc, thus ensuring the stability of the braking system under emergency braking conditions. Attached Figure Description

[0019] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a three-dimensional structural diagram of the internal structure of the wheel rim of the present invention; Figure 3 This is a three-dimensional structural diagram of the friction disc and caliper of the present invention; Figure 4 This is a three-dimensional structural diagram of the limiting plate and windbreak frame of the present invention; Figure 5 This is a three-dimensional structural diagram of the transmission rod and extrusion frame of the present invention; Figure 6 For the present invention Figure 3 Enlarged view of the 3D structure at point A; Figure 7 This is a three-dimensional structural diagram of the temperature measuring shell and the buffer shell of the present invention; Figure 8 This is a three-dimensional structural diagram of the flow-blocking ring and the sliding ring of the present invention; Figure 9 This is a three-dimensional structural cross-sectional view of the temperature measuring shell and piston ring of the present invention; Figure 10 This is a three-dimensional structural diagram of the extrusion frame and extrusion block of the present invention.

[0020] The components in the diagram are labeled as follows: 1. Wheel rim, 2. Spoke frame, 3. Drive rod, 301. Friction disc, 302. Caliper, 4. Limiting plate, 5. Windshield frame, 6. Support ring, 7. Extrusion frame, 8. Magnetic strip, 9. Air guide block, 10. Flow guide groove, 11. Rotating ring, 12. Limiting ring, 13. Fixed shell, 14. Connecting shell, 15. First piston rod, 16. Extrusion block, 17. Liquid storage shell, 18. Second piston rod, 20. Temperature measuring shell, 21. Piston ring, 22. Buffer shell, 23. Flow blocking ring, 24. Sliding ring, 25. Connecting pipe, 26. Dispersion shell. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Example 1

[0022] An active wind resistance reduction automotive wheel hub is used to adaptively adjust wind resistance and heat dissipation according to different driving conditions of the vehicle.

[0023] like Figures 1-5As shown, the wheel hub includes a rim 1, with a spoke frame 2 fixed to its inner circumference. The spoke frame 2 consists of circumferentially arranged fan-shaped spokes and a central ring, wherein the area between two adjacent fan-shaped spokes is smaller than the area of ​​a single spoke. A drive rod 3 is fixed to the ring portion of the spoke frame 2, which is used to connect to the vehicle's power system. A friction disc 301 is fixed to the drive rod 3, located on the inner circumference of the rim 1. A caliper 302 is mounted on the friction disc 301 and fixed to the vehicle body, used to brake the rim 1 in conjunction with the friction disc 301. A limit plate 4 is rotatably connected to the drive rod 3. A windshield 5 is fixed to the outer circumference of the limit plate 4. The windshield 5 consists of circumferentially arranged fan-shaped spokes and a ring, and the cross-sectional area of ​​the fan-shaped spokes on the windshield 5 is the same as the shape of the fan-shaped spokes on the spoke frame 2. A support ring 6, rotatably connected to the rim 1, is fixed to the outer circumference of the windshield 5. The transmission rod 3 is slidably connected to four extrusion frames 7 arranged in a circumferential array. A mirror-distributed tension spring is provided between the extrusion frame 7 and the transmission rod 3. The limiting plate 4 is provided with four arc-shaped grooves arranged in a circumferential array. The extrusion frame 7 slides in the corresponding inclined groove on the limiting plate 4. A mirror-distributed magnetic strip 8 is fixed to the rear side of the wind deflector 5. There may be a gap between the wind deflector 5 and the spoke frame 2 to reduce the rotational friction between the two. The magnetic strip 8 is used to attract the spoke frame 2 to ensure a close fit. The magnetic strip 8 is located on both sides of the fan-shaped spokes on the wind deflector 5. The spoke frame 2 is made of metal that can be attracted by magnets. A circumferentially distributed air guide block 9 is provided on the spoke frame 2. The air guide block 9 is provided with a mirror-distributed inclined surface to guide airflow into the wheel rim 1 when rotating. The air guide block 9 is provided with a guide groove 10 to gather the airflow towards the center of the wheel rim 1, thereby improving the heat dissipation effect on the friction disc 301.

[0024] In this embodiment, the working process of the wheel hub is as follows: During vehicle operation, the vehicle's power system drives the transmission rod 3 to rotate, which in turn drives the wheel rim 1 to rotate via the spoke frame 2. As the vehicle's speed increases, the wheel rim 1's rotational speed increases synchronously. During this process, the extrusion frame 7 moves away from the axis of the transmission rod 3 under centrifugal force, simultaneously stretching the corresponding tension spring. As the extrusion frame 7 moves, it simultaneously extrudes the inclined groove on the limiting plate 4, causing the limiting plate 4 to rotate. The limiting plate 4 then causes the windshield 5 to rotate clockwise relative to the transmission rod 3. The fan-shaped spokes on the windshield 5 block the gaps between the corresponding spokes on the spoke frame 2. During this process, the windshield 5 drives several magnetic strips 8 on it to rotate synchronously, with each magnetic strip 8 always in contact with the spoke frame 2, until the windshield 5 completely covers the gaps between the spokes on the spoke frame 2. The gaps between the spokes are blocked, and the two magnetic strips 8 on the same sector spoke on the wind deflector 5 are located on different sector spokes on the spoke frame 2, thereby improving the sealing and stability of the blockage. The position of the extrusion frame 7 is positively correlated with the vehicle speed. That is, the faster the vehicle speed, the less airflow enters the wheel rim 1, thereby reducing wind resistance from the source. Through the cooperation of the wind deflector 5 and the spoke frame 2, the air intake state of the wheel rim 1 is adaptively switched according to the specific driving conditions of the vehicle. This allows the wheel hub to take into account both "low wind resistance" at high speeds and "efficient heat dissipation" at medium and low speeds, improving the vehicle's range while ensuring the stability of the vehicle's braking system.

[0025] When a car is traveling at low speeds on city roads (where the wheel hub wind resistance is small and negligible), due to the large number of traffic lights and vehicles on city roads and the complex road conditions, frequent braking is required. At this time, the heat dissipation demand of the car's braking system is higher than the wind resistance demand. During the car's operation, the spoke frame 2 drives the air guide block 9 on it to rotate. As the air guide block 9 rotates, its inclined surface continuously pushes the air outside the wheel rim 1 into the wheel rim 1, thereby continuously dissipating heat from the friction disc 301 to ensure the effectiveness of the car's braking system. Example 2

[0026] This embodiment discloses an active wind resistance reduction automobile wheel hub, which is a further improvement on the basis of Embodiment 1.

[0027] The structure, connection relationship and working process of the installation structure in Example 1 will not be described again. The working principle of the following structure will be explained in detail.

[0028] During vehicle braking, especially during emergency braking, the braking system generates a significant amount of heat, and timely heat dissipation is crucial for maintaining its reliability. However, a prominent contradiction exists: when the wheel speed drops sharply due to sudden braking, the "pumping" effect generated by the wheel hub rotation weakens simultaneously, resulting in a substantial reduction in the forced cooling airflow through the braking components. This means that the braking system's primary passive cooling capacity is weakened at the moment when heat dissipation is most needed. This decrease in cooling efficiency accelerates brake overheating, triggering brake fade, which directly affects the stability of braking performance and driving safety.

[0029] like Figures 2-4 , Figure 6 , Figure 9 and Figure 10 As shown, it also includes a rotating ring 11, which is rotatably connected to the inner circumference of the wheel rim 1. All air guide blocks 9 are fixedly connected to the rotating ring 11. A magnet is provided in the middle of the air guide block 9 to ensure that the air guide block 9 contacts and overlaps with the spoke frame 2 when the rotation speed decreases. The air guide block 9 slides on the spoke frame 2. A limit ring 12 is connected to the inner circumference of the wheel rim 1 via a spline connection. The limit ring 12 and the opposite side of the rotating ring 11 are provided with circumferentially arrayed and interlocking inclined surfaces to limit the rotation of the rotating ring 11. The outer circumference of the transmission rod 3 is fixedly connected to a mounting rod. A fixed shell 13 is filled with hydraulic oil. The inner circumference of the fixed shell 13 is connected to a connecting shell 14 arranged in a circumferential array. A first piston rod 15 is slidably connected inside the connecting shell 14, and the two are dynamically sealed. A compression block 16 is fixedly connected to the first piston rod 15. The compression block 16 is used to compress the corresponding compression frame 7 to force the windshield frame 5 to reset. Four liquid storage shells 17 are arranged in a circumferential array inside the wheel rim 1. A second piston rod 18 is slidably connected inside the liquid storage shell 17, and the two are dynamically sealed. The second piston rod 18 is fixedly connected to the limiting ring 12.

[0030] like Figure 4 and Figures 7-9As shown, a temperature measuring shell 20 is fixedly connected to the front side of the friction disc 301. A piston ring 21 is slidably connected inside the temperature measuring shell 20, and the two are dynamically sealed. The temperature measuring shell 20 is filled with a thermally expanding liquid (e.g., alcohol). A buffer shell 22 is fixedly connected to the transmission rod 3. A through hole communicating with the outside is provided on the rear side of the buffer shell 22. A flow-blocking ring 23 and a sliding ring 24 are slidably connected inside the buffer shell 22. The flow-blocking ring 23 and the sliding ring 24 are dynamically sealed with the buffer shell 22. The piston ring 21 is fixedly connected to the flow-blocking ring 23 through a mounting rod. The mounting rod on the piston ring 21 is connected to... The sliding rings 24 are dynamically sealed. A spring is provided between the sliding rings 24 and the buffer shell 22 to drive the sliding rings 24 to reset. The buffer shell 22 is dynamically sealed with both the flow-blocking ring 23 and the sliding rings 24. The flow-blocking ring 23 is provided with mirror-distributed through holes. The buffer shell 22 is filled with hydraulic oil. The front side of the buffer shell 22 is connected to four circumferentially arrayed connecting pipes 25. The wheel rim 1 is fixed to the dispersion shell 26. The connecting pipes 25 are connected to the dispersion shell 26. The liquid storage shell 17 is connected to the dispersion shell 26. The connecting pipes 25 are connected to the fixed shell 13.

[0031] In this embodiment, the working process of the wheel hub is as follows: When the car brakes suddenly, the friction disc 301 generates heat rapidly, causing the temperature of the temperature measuring shell 20 to rise rapidly. The thermally expanded liquid inside the temperature measuring shell 20 compresses and drives the piston ring 21 forward. The piston ring 21, through the mounting rod, drives the flow-blocking ring 23 forward rapidly. During this process, the sliding ring 24 moves backward relative to the flow-blocking ring 23, and some hydraulic oil enters the connecting pipe 25 under the compression of the flow-blocking ring 23. Some of the hydraulic oil in the connecting pipe 25 is injected into the dispersion shell 26, while the remaining hydraulic oil in the buffer shell 22 flows through the through hole of the flow-blocking ring 23 to the space between the flow-blocking ring 23 and the sliding ring 24. The total amount of hydraulic oil in the dispersion shell 26 increases and is injected into the four reservoir shells 17. The hydraulic oil is compressed and... The second piston rods 18 are driven to move backward, and the second piston rods 18 drive the limiting ring 12 to move backward until the limiting ring 12 loses its limit on the rotating ring 11. At this time, the rotating ring 11 rotates freely in the wheel rim 1 (that is, the rotating ring 11 continues to rotate according to the inertia left during driving). The rotating ring 11 drives all the air guide blocks 9 to rotate together. During the rotation, the air guide blocks 9 continuously introduce airflow into the wheel rim 1. Through the cooperation of the rotating ring 11 and the limiting ring 12, the air guide blocks 9 are separated from the wheel rim 1 during emergency braking of the car, and airflow is introduced into the wheel rim 1 according to their own inertia, thereby continuously cooling the friction disc 301, that is, ensuring the stability of the braking system during emergency braking.

[0032] During the above operation, if the car is braking suddenly at high speed, the wind deflector 5 will block the gaps of the fan-shaped spokes of the spoke frame 2 to reduce wind resistance. Therefore, the wind deflector 5 needs to be forcibly reset first. The hydraulic oil in the fixed housing 13 is squeezed into the connecting housing 14 through the connecting pipe 25. This causes the hydraulic oil to squeeze and drive the first piston rod 15 to move towards the axis of the transmission rod 3, thereby contacting and squeezing the corresponding extrusion frame 7 to move towards the axis of the transmission rod 3. The tension spring between the extrusion frame 7 and the transmission rod 3 is reset. The extrusion frame 7 drives the wind deflector 5 to reset through the inclined slide groove on the limiting plate 4, thereby removing the obstruction of the spoke frame 2, ensuring the gas flow path, and improving the stability of subsequent heat dissipation.

[0033] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An active wind resistance reducing automobile wheel hub, comprising a wheel rim (1), a spoke frame (2) fixedly connected to the wheel rim (1), a drive rod (3) fixedly connected to the spoke frame (2), a friction disc (301) fixedly connected to the drive rod (3), and a caliper (302) provided on the friction disc (301), characterized in that: It also includes a limiting plate (4), which is rotatably connected to the transmission rod (3). A windshield frame (5) is fixedly connected to the limiting plate (4). A support ring (6) is fixedly connected to the windshield frame (5). The support ring (6) is rotatably connected to the wheel rim (1). A circumferentially arrayed extrusion frame (7) is slidably connected to the transmission rod (3). A mirror-distributed tension spring is provided between the extrusion frame (7) and the transmission rod (3). A circumferentially arrayed arc groove is provided on the limiting plate (4). The extrusion frame (7) slides in the corresponding inclined groove on the limiting plate (4).

2. The active wind resistance reduction automotive wheel hub according to claim 1, characterized in that: The windshield (5) has a mirrored and circumferentially arrayed magnetic strip (8) fixed to one side of the spoke frame (2), and the magnetic strip (8) is used to attract the spoke frame (2).

3. The active wind resistance reduction automotive wheel hub according to claim 1, characterized in that: The spoke frame (2) is provided with circumferentially arrayed air guide blocks (9).

4. The active wind resistance reduction automotive wheel hub according to claim 3, characterized in that: The air guide block (9) is provided with a flow guide groove (10).

5. The active wind resistance reduction automotive wheel hub according to claim 4, characterized in that: It also includes a rotating ring (11), which is rotatably connected to the wheel rim (1). The air guide block (9) is fixed to the rotating ring (11). The air guide block (9) is provided with a magnet. The air guide block (9) slides on the spoke frame (2). The wheel rim (1) is splined connected to a limiting ring (12). The limiting ring (12) is used to restrict the rotation of the rotating ring (11).

6. The active wind resistance reduction automotive wheel hub according to claim 5, characterized in that: The transmission rod (3) is fixedly connected to a fixed shell (13) via a mounting rod. The fixed shell (13) is connected to a connecting shell (14) arranged in a circumferential array. A first piston rod (15) is slidably connected inside the connecting shell (14). A pressing block (16) is fixedly connected to the first piston rod (15). The pressing block (16) is used to press the corresponding pressing frame (7).

7. The active wind resistance reduction automotive wheel hub according to claim 6, characterized in that: The wheel rim (1) is provided with a circumferentially arrayed liquid storage shell (17), which are interconnected. A second piston rod (18) is slidably connected inside the liquid storage shell (17), and the second piston rod (18) is fixedly connected to the limiting ring (12).

8. The active wind resistance reduction automotive wheel hub according to claim 7, characterized in that: The friction disc (301) is fixedly connected to a temperature measuring shell (20), a piston ring (21) is slidably connected inside the temperature measuring shell (20), and the temperature measuring shell (20) is filled with a thermally expanding liquid.

9. The active wind resistance reduction automotive wheel hub according to claim 8, characterized in that: The transmission rod (3) is fixedly connected to a buffer shell (22). A flow-blocking ring (23) and a sliding ring (24) are slidably connected inside the buffer shell (22). The piston ring (21) is fixedly connected to the flow-blocking ring (23) through a mounting rod. A spring is provided between the sliding ring (24) and the buffer shell (22). Hydraulic oil is injected inside the buffer shell (22).

10. The active wind resistance reduction automotive wheel hub according to claim 9, characterized in that: The buffer shell (22) is connected to a circumferentially arrayed connecting pipe (25), the wheel rim (1) is fixed to a dispersion shell (26), the connecting pipe (25) is connected to the dispersion shell (26), the liquid storage shell (17) is connected to the dispersion shell (26), and the connecting pipe (25) is connected to the fixed shell (13).

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