Vehicle wheel edge heat dissipation system based on negative pressure induction

Abstract

The invention relates to the technical field of vehicle heat dissipation, and discloses a vehicle wheel edge heat dissipation system based on negative pressure induction, which comprises a trumpet-shaped air inlet pipeline, the large-head air inlet end of the air inlet pipeline faces the direction of a vehicle head and is exposed outside, and the small-head air outlet end of the air inlet pipeline extends to the positions of two wheels on the two sides of the vehicle head respectively through a flow dividing pipeline. A spoke blade assembly of a radial structure is arranged in the center of each wheel, the spoke blade assemblies rotate along with the wheels, so that negative pressure suction areas are formed in the centers of the wheels, airflow is accelerated to be continuously sucked into the flow dividing pipelines from the air inlet pipelines, and rapid heat dissipation of devices located at the positions of the wheels is achieved.

Description

Technical Field

[0001] This invention belongs to the technical field of vehicle cooling, specifically relating to a vehicle wheel-side cooling system based on negative pressure induction. Background Technology

[0002] As the power density of new energy and hybrid racing cars continues to increase, the motor controller, wheel-side motors, and braking system generate a large amount of heat under high-speed and high-load conditions. If heat dissipation is not timely, it will not only reduce the efficiency and lifespan of power devices, but may also lead to problems such as IGBT overheating failure, wheel-side motor demagnetization, and brake disc thermal degradation. Therefore, the overall vehicle thermal management capability has become a key factor affecting vehicle performance and reliability.

[0003] Currently, heat dissipation in the wheel-side area of ​​vehicles mainly relies on the following methods: (1) The heat dissipation of motor controllers mostly adopts water-cooled plate microchannel structure, which removes heat through liquid cooling circulation; (2) The heat dissipation of the wheel-side motor mainly relies on natural air cooling or water jacket cooling of the casing. Its air cooling effect is greatly affected by driving speed, airflow organization, etc. (3) Brake disc cooling is usually achieved by blowing ram air directly onto the friction ring area through its own ventilation holes or the air duct structure at the front of the vehicle.

[0004] In existing technologies, some documents and patents have proposed using the vehicle's front air intake and ductwork for single-path air cooling of the brake disc or motor housing. For example, CN202124578U discloses a brake cooling structure based on the vehicle's front air intake, which directs air to the brake disc surface for scouring via ducts. However, such air guiding systems generally rely on the dynamic pressure generated during high-speed vehicle operation to drive the airflow. The airflow suffers significant kinetic energy loss after traveling long distances through ducts, resulting in limited cooling efficiency. Furthermore, these solutions typically only cool a single component, making it difficult to achieve combined cooling of the motor controller, wheel-side motors, and braking system.

[0005] Therefore, existing technologies still have significant shortcomings in terms of airflow organization and utilization, comprehensive heat dissipation capacity for multiple components, and synergy between air cooling and other cooling methods, and cannot meet the thermal management requirements of high-performance new energy racing cars under extreme conditions. Summary of the Invention

[0006] This invention provides a vehicle wheel-side heat dissipation system based on negative pressure induction, which solves the technical problems existing in the current heat dissipation structure, such as airflow dependence on dynamic pressure, inability to actively induce airflow, and insufficient heat dissipation capacity of multiple components.

[0007] To achieve the above objectives, the present invention provides the following technical solution: A vehicle wheel-side cooling system based on negative pressure induction includes a horn-shaped air intake duct. The larger end of the air intake duct faces the front of the vehicle and is exposed. The smaller end extends through a split duct to two wheel locations on either side of the front of the vehicle. A radially arranged spoke blade assembly is provided at the center of each wheel. The spoke blade assembly rotates with the wheel, creating a negative pressure suction zone in the center of the wheel. This accelerates the airflow from the intake duct into the distribution duct, achieving rapid heat dissipation for the components located at the wheel position.

[0008] Furthermore, a splitter is connected to the small end of the air inlet duct, and the splitter is connected to two sets of split ducts, which extend to the center of the two wheels respectively.

[0009] Furthermore, each set of diversion pipes includes two pipes, one extending to the wheel-side motor position and the other extending to the brake disc position.

[0010] Furthermore, a slit nozzle assembly is provided inside the air inlet duct near the small-end air outlet. The bottom surface of the slit nozzle assembly is exposed on the outside of the air inlet duct and is in contact with the heat sink of the motor controller to dissipate heat from the heat sink.

[0011] Furthermore, the slit nozzle assembly includes a horizontal plate that contacts the heat sink, and a plurality of vertical plates are evenly spaced on the horizontal plate. Each vertical plate is evenly spaced on a plurality of funnel-shaped through holes, the small ends of which all face the small end of the air inlet duct.

[0012] Furthermore, the spoke blade assembly includes a plurality of blades evenly spaced along the radial direction. Each blade has an airfoil shape with a blunt leading edge and a pointed trailing edge. One end of each blade is connected to a central fixing block, and the other end is connected to the wheel hub. The central fixing block is located at the center of the wheel.

[0013] Furthermore, the large end of the air inlet duct has a rectangular opening with rounded corners on the outer edge, which is used to introduce dynamic pressure airflow when the vehicle is traveling at high speed.

[0014] Compared with the prior art, the beneficial effects of the present invention are: This invention, by setting up an air inlet duct, a slit nozzle assembly, a flow divider, and a multi-stage flow-dividing duct structure, and constructing a blade-type structure with negative pressure induction capability at the wheel spokes, allows the air entering the wheel edge area to undergo a continuous aerodynamic process of "dynamic pressure acquisition—duct delivery—nozzle enhancement—secondary acceleration at the wheel spokes." Compared with existing technologies, this invention achieves the following technical effects: (1) Enhance airflow induction capability and wind speed and volume This invention sets the spokes as blades with airfoil structures, so that a stable negative pressure zone is formed on the back of the spokes when the wheel rotates, thereby actively drawing in and accelerating the air delivered by the air guiding system, which can significantly enhance the supply capacity of heat dissipation air.

[0015] (2) Achieve multi-stage combined heat dissipation for multiple components After being distributed through the air inlet duct, slit nozzle assembly, and diversion duct, the air sequentially acts on the heat sink of the motor controller, the wheel-side motor, and the brake disc, achieving continuous and efficient cooling of multiple high-heat sources by the same airflow, thus improving air utilization. Compared with traditional single-path airflow structures, the overall heat dissipation coverage is wider, and the cooling efficiency is significantly improved.

[0016] (3) Reduce the temperature of key components and improve thermal safety. Due to the increased airflow velocity and heat transfer coefficient, this invention can effectively reduce the operating temperature of high-load components such as motor controllers, wheel-side motors, and brake discs. The temperature reduction helps to delay thermal fatigue of components, reduce the risk of motor demagnetization, and alleviate the thermal fade phenomenon of brake discs, thereby improving the thermal safety of the vehicle under high load or long-term racing conditions.

[0017] (4) Improve the airflow organization at the wheel edge and enhance the stability of the flow field. The blade-like structure of the spokes can guide the air to form stable vortices and low-pressure areas, causing the air entering the wheel cavity to flow in a directional and accelerated manner, thereby reducing ineffective turbulence, improving the overall flow field quality of the wheel edge area, and enhancing the uniformity of air distribution in each heat dissipation area.

[0018] (5) Simple structure, no additional energy consumption, and good engineering applicability. This invention utilizes the dynamic pressure of vehicle movement and the aerodynamic effect of wheel spoke rotation to enhance airflow. It requires no additional power unit, and the system structure is lightweight and occupies little space, making it easy to promote and apply on new energy racing and hybrid racing platforms. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the overall structure of the present invention. Figure 2 ; Figure 3 This is a schematic diagram of the slit nozzle assembly of the present invention inside the air inlet duct; Figure 4 This is a schematic diagram of the slit nozzle assembly of the present invention; Figure 5 This is a schematic diagram of the nozzle structure of the slit nozzle assembly of the present invention; Figure 6This is a schematic diagram of the installation of the vehicle wheel-side heat dissipation system of the present invention on the front of a racing car; Among them, 1-air inlet duct, 11-main duct, 12-large inlet end, 2-diversion duct, 3-spoke blade assembly, 4-diverter, 5-wheel-side motor, 6-brake disc, 7-slit nozzle assembly, 71-horizontal plate, 72-vertical plate, 73-nozzle, 8-heat sink. Detailed Implementation

[0020] To make the technical means, creative features, objectives and effects of the present invention easier to understand, the following embodiments, in conjunction with the accompanying drawings, specifically illustrate the vehicle wheel-side cooling system based on negative pressure induction of the present invention. It should be noted that the description of these embodiments is for the purpose of helping to understand the present invention, but does not constitute a limitation of the present invention.

[0021] like Figure 1 , 2 As shown in Figure 6, this invention provides a vehicle wheel-side cooling system based on negative pressure induction, including a trumpet-shaped air intake duct 1. The larger end of the air intake duct 1 faces the front of the vehicle and is exposed. The smaller end extends through a split duct 2 to two wheel positions on either side of the front of the vehicle. A radially arranged spoke blade assembly 3 is provided at the center of each wheel. This spoke blade assembly 3 rotates with the wheel, creating a negative pressure suction zone at the center of the wheel. This accelerates the airflow from the air intake duct into the split duct, achieving rapid heat dissipation for the components located at the wheel position. Thus, by constructing a blade structure with aerodynamic induction function at the spokes, a stable negative pressure zone is formed during operation, actively drawing in and accelerating the air transported by the air intake duct. This increases the airflow speed and volume, enhances the heat dissipation effect on the wheel components, improves overall thermal management efficiency, and meets the heat dissipation requirements of new energy racing cars under high-load conditions.

[0022] Specifically as follows: like Figure 1-6 As shown, the entire air intake duct 1 is located at the front of the race car. Its main air duct 11 can be a circular or near-circular tube structure with a diameter of 10–20 mm and a total length of about 0.4–0.6 m. Large curvature bends are set in some parts to avoid the battery box and suspension system. Its large air intake end 12 is a rectangular opening with rounded corners on the outer edge, which is used to introduce dynamic pressure airflow when the vehicle is traveling at high speed. It can be sealed to the main air duct 11 through flanges, etc. Its small air outlet end is connected to a splitter 4, which is connected to two sets of splitter pipes 2, which extend to the two wheel positions on both sides of the front of the car.

[0023] Each set of diversion pipes 2 includes two pipes. One pipe is supplied with air by the first branch of the diverter 4, and its outlet end is equipped with a conical air inlet, which is arranged around the outer casing of the wheel-side motor 5 to form a ring-shaped high-speed airflow to cool the motor casing. The other pipe is supplied with air by the second branch of the diverter 4, which can be an arc-shaped pipe, and its outlet is directly aligned with the friction ring of the brake disc 6 to slow down the temperature rise during braking.

[0024] like Figure 3-5 As shown, a slit nozzle assembly 7 is installed inside the air inlet duct 1 near the small-end outlet for dissipating heat from the heat sink 8 of the motor controller. It mainly includes a horizontal plate 71 in contact with the heat sink 8, and multiple vertical plates 72 evenly spaced on the horizontal plate. The gap between two adjacent vertical plates 72 forms a slit. Each vertical plate 72 has multiple flared through holes evenly spaced, which are nozzles 73. The small ends of these through holes all face the small end of the air inlet duct. Specifically, 8–12 vertical plates 72, each 30–40 mm in length, can be installed on the horizontal plate 71, or they can be a one-piece molded structure, mainly made of a metal material with good heat transfer properties. The width of the flared through holes on each vertical plate 72 is approximately 1–2 mm, and the spray direction is parallel to the fins of the heat sink. This is used to convert part of the airflow into a high-speed jet to enhance the convective heat transfer of the heat sink, forming a composite heat dissipation system with the water cooling of the heat sink itself. This is more conducive to reducing the temperature of power devices such as IGBTs inside the controller. In this way, by reasonably setting up slit nozzle components and diversion pipes inside the air intake duct, the airflow can dissipate heat on the wheel-side motor housing and brake disc while also dissipating heat on the motor controller heat sink, thereby achieving multi-level and efficient joint heat dissipation of multiple types of components and improving the overall thermal management efficiency of the vehicle.

[0025] Considering the air intake volume of the subsequent diversion duct, the overall length and width of the slit nozzle assembly 7 should be smaller than the internal dimensions of the air intake duct 1 to ensure sufficient airflow into the diverter for heat dissipation of the wheel-side motor and brake disc.

[0026] Each wheel has a spoke blade assembly 3 located at its center. This assembly has a radial structure and comprises 4–6 blades evenly spaced radially. One end of each blade is connected to a central fixing block, and the other end is fixedly connected to the wheel hub. Each blade has an airfoil shape with a blunt leading edge and a pointed trailing edge, and is assembled at a specific angle to create a stable low-pressure zone behind the spokes during rotation. This actively draws in and accelerates the air supplied by the air guiding system, significantly enhancing the air supply capacity for heat dissipation.

[0027] The working process of the vehicle wheel-side cooling system of the present invention for heat dissipation is as follows: When the vehicle is traveling at high speed, the outside air forms dynamic pressure at the large air intake end and is guided into the main air duct. The rounded corner structure at the air intake end reduces inlet separation, allowing the outside air to be collected and transported into the main air duct in a stable flow field. As the airflow moves along the main air duct, part of it is sprayed into the surface of the motor controller heat sink in the form of a high-speed jet through the slit nozzle assembly, achieving enhanced heat exchange through the synergy of air cooling and water cooling. The remaining airflow enters the splitter and is divided into two paths for cooling the two wheels respectively. Each path is further divided into two: one path extends to the wheel-side motor position, forming a high-speed annular airflow around the wheel-side motor through the conical air collection port at the outlet end, which is used to reduce the temperature rise of the motor casing; the other path extends to the brake disc friction ring area to quickly remove the heat generated during braking.

[0028] Meanwhile, the wheel spoke blade assembly, rotating with the vehicle, creates a stable negative pressure zone on the back of the blades due to its airfoil structure, and forms a spiral acceleration path between the blades, thus producing a vortex-induced effect. This actively draws in and accelerates the airflow, causing the airflow in the main air duct to accelerate into the wheel-side area, thereby enhancing the cooling effect on the wheel-side motor and brake disc. Ultimately, this invention achieves synchronous and efficient heat dissipation for the motor controller, wheel-side motor, and brake disc through a continuous aerodynamic link of "stamping dynamic pressure → pipeline conveying → air outlet injection → wheel spoke negative pressure induction → multi-component joint heat dissipation".

[0029] It is important to note that the schemes and arrangements of this application shown in the exemplary embodiments are merely exemplary. Although only a few embodiments are described in detail in this disclosure, those who consult this disclosure will readily understand that many modifications are possible (e.g., variations in various parameter values ​​(temperature, power, humidity, etc.), installation arrangements, names, colors, logical orders, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in this application. Therefore, all such modifications are also included within the scope of the invention, and the order or sequence of any process or method steps may be changed or rearranged according to alternative embodiments. In the claims, any "apparatus plus function" clause is intended to cover the structure described herein for performing the function, and not only structurally equivalent but also equivalent in structure. Other substitutions, modifications, alterations, and omissions may be made in the design, operation, and arrangement of the exemplary embodiments without departing from the scope of the invention. Therefore, the invention is not limited to the particular embodiments but extends to a variety of modifications that still fall within the scope of the appended claims.

[0030] Furthermore, in order to provide a concise description of exemplary embodiments, not all features of actual embodiments (i.e., those features that are not relevant to the best mode of carrying out the invention as currently considered, or those features that are not relevant to implementing the invention) may be omitted.

[0031] It should be understood that numerous specific implementation decisions can be made during the development of any practical implementation, such as in any engineering or design project. Such development efforts may be complex and time-consuming, but for those skilled in the art who benefit from this disclosure, the development effort will be a routine work of design, manufacturing, and production without requiring much experimentation.

[0032] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A vehicle wheel-side cooling system based on negative pressure induction, characterized in that: It includes a trumpet-shaped air intake duct, with the larger end of the duct facing the front of the vehicle and exposed, and the smaller end extending through a split duct to two wheel positions on either side of the front of the vehicle. A radially arranged spoke blade assembly is located at the center of each wheel. The spoke blade assembly rotates with the wheel, creating a negative pressure suction zone in the center of the wheel. This accelerates the airflow from the intake duct into the distribution duct, achieving rapid heat dissipation for the components located at the wheel position.

2. The vehicle wheel-side cooling system based on negative pressure induction according to claim 1, characterized in that: A splitter is connected to the small end of the air inlet duct, and the splitter is connected to two sets of split ducts, which extend to the center of the two wheels respectively.

3. The vehicle wheel-side cooling system based on negative pressure induction according to claim 2, characterized in that: Each set of diversion pipes includes two pipes, one extending to the wheel-side motor location and the other extending to the wheel-side brake disc location.

4. The vehicle wheel-side cooling system based on negative pressure induction according to claim 1, characterized in that: A slit nozzle assembly is installed inside the air inlet duct near the small-end air outlet. The bottom surface of the slit nozzle assembly is exposed on the outside of the air inlet duct and is in contact with the heat sink of the motor controller to dissipate heat from the heat sink.

5. The vehicle wheel-side cooling system based on negative pressure induction according to claim 4, characterized in that: The slit nozzle assembly includes a horizontal plate that contacts the heat sink, and multiple vertical plates are evenly spaced on the horizontal plate. Each vertical plate is evenly spaced on multiple horn-shaped through holes, with the small ends of these through holes facing the small end of the air inlet duct.

6. The vehicle wheel-side cooling system based on negative pressure induction according to claim 1, characterized in that: The spoke blade assembly includes multiple blades evenly spaced radially. Each blade has an airfoil shape with a blunt leading edge and a pointed trailing edge. One end of each blade is connected to a central fixing block, and the other end is connected to the wheel hub. The central fixing block is located at the center of the wheel.

7. The vehicle wheel-side cooling system based on negative pressure induction according to claim 1, characterized in that: The large end of the air inlet duct has a rectangular opening with rounded corners on the outer edge, which is used to introduce dynamic pressure airflow when the vehicle is traveling at high speed.

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