A wheel hub with emergency heat dissipation function

Abstract

This invention discloses a wheel hub with an emergency cooling function, relating to the field of wheel hub technology. It includes a rim, a spoke frame fixedly connected to the rim, the spoke frame having a notch, a first baffle rotatably connected to the spoke frame, an inner disc splined to the rim, a first hinge rod hinged between the first baffle and the inner disc, a through hole in the inner disc, a second baffle rotatably connected to the through hole, a bearing fixedly connected to the spoke frame, a rotating shaft mounted on the bearing, and a brake disc fixedly connected to the rotating shaft. This invention controls the swing of the first and second baffles. When the brake disc is within its normal temperature range, the first and second baffles respectively block the notch in the spoke frame and the through hole in the inner disc, maintaining the flatness of the spoke frame and the first baffle to reduce wind resistance. After the brake disc heats up, the swing angle of the first and second baffles is controlled to guide airflow to indirectly or directly cool the brake disc, ensuring normal braking.

Description

Technical Field

[0001] This invention relates to the field of wheel hub technology, and more particularly to a wheel hub with an emergency heat dissipation function. Background Technology

[0002] The wheel hub, commonly known as the "wheel rim," is the central part of the wheel and a crucial component connecting the tire to the axle. It is secured to the vehicle's brake disc or wheel axle with bolts or nuts, supporting the weight of the entire vehicle body and transmitting drive, steering, and braking forces.

[0003] To reduce wind resistance and energy consumption during movement, some existing car wheel hubs are designed with a fixed low-drag structure (i.e., a flatter surface with fewer protrusions) or a flat cover plate is directly installed on the outside. These methods can significantly reduce wind resistance, but because the surface is too flat and does not guide airflow, it will affect the normal heat dissipation of the brake disc, thereby affecting the smooth braking process and creating safety risks. Summary of the Invention

[0004] To overcome the shortcomings mentioned in the background above, the present invention provides a wheel hub with an emergency heat dissipation function.

[0005] The technical implementation scheme of the present invention is as follows: a wheel hub with emergency heat dissipation function includes a rim, a spoke frame fixedly connected to the rim, the spoke frame having circumferentially evenly distributed notches, a first baffle rotatably connected to the notches of the spoke frame, an inner disc splinedly connected to the rim, a first hinge rod hinged together between the first baffle and the inner disc, the inner disc having circumferentially evenly distributed through holes, the number of through holes in the inner disc being the same as the number of notches in the spoke frame, a second baffle rotatably connected to the through holes of the inner disc, a bearing fixedly connected to the spoke frame and slidably connected to the inner disc, a rotating shaft mounted on the bearing, a brake disc fixedly connected to the outer periphery of the rotating shaft, a brake caliper provided on the brake disc, and a temperature detector for real-time monitoring of the brake disc temperature provided inside the brake caliper.

[0006] To further explain, the through holes in the inner disc and the notches in the spoke frame are staggered in the circumferential direction.

[0007] To further explain, the bearing seat is provided with guide grooves corresponding to the second baffles. The bearing seat is provided with symmetrically distributed first guide grooves at the position of the guide grooves. The first guide grooves gradually incline from the side closer to the spoke frame to the side farther away from the bearing seat towards the central axis. The inner disc is slidably connected with slide rods corresponding to the second baffles. The slide rods slide in the corresponding guide grooves and the symmetrically distributed first guide grooves. The second baffles and the corresponding slide rods are hinged together by a second hinge rod.

[0008] To further explain, the inner disc has an inclined guide surface on the side of the through hole near the bearing seat, which is used to guide external airflow to the brake disc.

[0009] To further explain, there is damping between the inner disc and the wheel rim, and between the inner disc and the axle seat.

[0010] To further explain, the brake caliper is equipped with an electromagnetic coil, the rotating shaft is fixedly connected to an iron ring, and the inner disc is provided with several permanent magnets near the bearing seat. The electromagnetic coil and the iron ring are used together to drive the permanent magnets to move.

[0011] To further explain, the hinge position between the first baffle and the corresponding first hinge rod is located on the side close to the central axis of the first baffle.

[0012] To further explain, a plurality of arc-shaped air guide strips are fixed to the side of the first baffle away from the side corresponding to the first hinge rod. The air guide strips are used to directionally guide the external airflow.

[0013] To further explain, the bearing seat is provided with symmetrically distributed second guide grooves at the position of the guide groove. The second guide grooves are horizontal and communicate with the corresponding first guide grooves. The second guide grooves are for the corresponding slide rods to slide. The second guide grooves are located on the side of the first guide grooves close to the spoke frame.

[0014] To further explain, the inner disk has an arc-shaped guide surface on the side of the through hole away from the bearing seat. The center of the circle corresponding to the cross section of the arc-shaped guide surface is located on the rotation axis of the second baffle. The distance from the rotation axis to the side away from the bearing seat of the second baffle is the same as the radius of the circle corresponding to the cross section of the arc-shaped guide surface.

[0015] Compared with the prior art, the present invention has the following advantages: By controlling the swing of the first and second baffles, when the brake disc is within the normal temperature range, the first and second baffles respectively block the notch of the spoke frame and the through hole of the inner disc, keeping the spoke frame and the first baffle flat to reduce wind resistance. When the brake disc heats up but is still within a controllable range, the swing angle of the first and second baffles is controlled to guide the external airflow into the rim, so that the airflow indirectly cools the brake disc and ensures the normal braking of the brake disc. When the car makes an emergency stop, causing the brake disc to heat up abnormally, the tilt of the second baffle is controlled so that the second baffle directly guides the airflow to the brake disc for emergency heat dissipation. In rainy or snowy weather, the reverse swing of the first baffle is controlled and the swing of the second baffle is limited, so that when the brake disc needs to be cooled, the amount of rain and snow moving to the brake disc is reduced, and the normal use of the brake disc is ensured by using indirect cooling. Attached Figure Description

[0016] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0017] Figure 2 This is a three-dimensional structural diagram of the brake disc and brake caliper of the present invention.

[0018] Figure 3 This is a three-dimensional structural cross-sectional view of the spoke frame and inner disc of the present invention.

[0019] Figure 4 For the present invention Figure 3 Enlarged view of point A in the middle.

[0020] Figure 5 This is an exploded three-dimensional view of the spoke frame and inner disc of the present invention.

[0021] Figure 6 For the present invention Figure 5 Enlarged view of point B in the middle.

[0022] Figure 7 This is an exploded three-dimensional view of the bearing seat and rotating shaft of the present invention.

[0023] Figure 8 For the present invention Figure 7 A magnified view of point C in the middle.

[0024] Reference numerals: 1. Rim; 2. Spoke holder; 201. First hinge rod; 3. First baffle; 4. Inner disc; 5. Second baffle; 6. Axle seat; 7. Shaft; 8. Brake disc; 9. Brake caliper; 10. Guide groove; 11. First guide groove; 12. Slide rod; 13. Second hinge rod; 14. Inclined guide surface; 15. Electromagnetic coil; 16. Iron ring; 17. Permanent magnet; 18. Air guide bar; 19. Second guide groove; 20. Arc-shaped guide surface. Detailed Implementation

[0025] First, it should be noted that in different described embodiments, the same components are given the same reference numerals or the same component names. The disclosure contained throughout this specification can be applied semantically to the same components having the same reference numerals or the same component names. The location descriptions selected in the specification, such as upper, lower, lateral, etc., also refer to the directly described and illustrated figures and are semantically applied to the new location when the location changes.

[0026] In order to reduce wind resistance, existing car wheel hubs can affect the heat dissipation of brake pads, which in turn affects the smoothness of the braking process and creates safety risks. Example 1

[0027] A wheel hub with emergency heat dissipation function, combined with Figures 1-4 , Figure 7 and Figure 8 As shown, the wheel includes a rim 1, with a spoke frame 2 fixed to the left side of the rim 1. The spoke frame 2 has circumferentially evenly distributed notches, referred to as five in both the figure and text. The inner and outer edges of the notches in the spoke frame 2 are arc-shaped. A first baffle 3 is rotatably connected to the notches in the spoke frame 2. The inner and outer edges of the first baffle 3 are also arc-shaped, and the rotation position of the first baffle 3 is to the left relative to the corresponding notch on the spoke frame 2. This allows the air to be guided mainly by the side protruding to the left when the first baffle 3 rotates. In this embodiment, after the first baffle 3 rotates, it guides the external airflow from the outer periphery to the inner side, and the edge of the first baffle 3 is connected to the spokes. A gap is left between the notches of the spoke frame 2 to ensure the normal rotation of the first baffle 3. In the non-working state, the left side of the first baffle 3 is coplanar with the left side of the spoke frame 2. The rim 1 is splined to connect the inner disc 4. The first baffle 3 and the inner disc 4 are hinged together by two symmetrically distributed first hinge rods 201. The hinge positions of the first baffle 3 and the corresponding two first hinge rods 201 are all located on the side close to the central axis of the first baffle 3. Taking the lower first baffle 3 as an example, when the inner disc 4 moves to the right, the inner disc 4 uses the two first hinge rods 201 to drive the first baffle 3 to rotate clockwise (with... Figure 3(Based on the main view), several arc-shaped air guide strips 18 are fixed to the side of the first baffle 3 away from the corresponding first hinge rod 201. After the lower first baffle 3 rotates clockwise, the air guide strips 18 on the first baffle 3 move to the outside of the spoke frame 2. The air guide strips 18 are used to guide the chaotic airflow from the outside, making the airflow entering the rim 1 more stable. This effect is the same as that of the vortex generator on existing aircraft. The inner disk 4 is provided with five circumferentially evenly distributed through holes. A second baffle 5 is rotatably connected to the through holes of the inner disk 4. The second baffle 5 is used to block the corresponding through holes of the inner disk 4. The spoke frame 2 is fixed to the bearing seat 6, which is made of aluminum alloy. The material is designed to reduce weight and prevent magnetic attraction. The axle seat 6 is slidably connected to the inner disc 4. Damping is present between the inner disc 4 and the rim 1, and between the inner disc 4 and the axle seat 6, to ensure the stability of the relative positions of the inner disc 4, rim 1, and axle seat 6 without external forces. A rotating shaft 7 is mounted on the axle seat 6 via bolts and nuts. The rotating shaft 7 is used to connect to the vehicle axle. A brake disc 8 is fixed to the outer circumference of the rotating shaft 7. The brake disc 8 is equipped with a brake caliper 9, which is installed on the vehicle to brake the disc 8 to a stop. A temperature detector (existing structure, not shown in the figure) is installed inside the brake caliper 9 to monitor the temperature of the brake disc 8 in real time. The through holes of the inner disc 4 and the notches of the spoke bracket 2 are staggered in the circumferential direction to extend the path of the external airflow to the brake disc 8, increase the contact area during the movement of the external airflow, reduce the amount of moisture in the external airflow that moves to the brake disc 8, and ensure that the brake caliper 9 can properly stop the brake disc 8. The through holes of the inner disc 4 are provided with an inclined guide surface 14 on the side near the bearing seat 6. The inclined guide surface 14 is inclined from left to right towards the bearing seat 6 to guide the external airflow to the brake disc 8 for direct cooling of the brake disc 8. The bearing seat 6 is provided with five guide grooves 10 evenly distributed in the circumferential direction. The bearing seat 6 is located in the guide... The groove 10 is provided with two symmetrically distributed first guide grooves 11. The first guide grooves 11 gradually tilt from left to right towards the central axis of the bearing seat 6. The inner disk 4 is slidably connected with five circumferentially evenly distributed slide rods 12. The slide rods 12 slide in the corresponding guide grooves 10 and the symmetrically distributed first guide grooves 11. The second baffle 5 and the corresponding slide rod 12 are hinged together by a second hinge rod 13. Taking the upper slide rod 12 as an example, when the inner disk 4 moves to the right, the slide rod 12 slides down along the two first guide grooves 11. The slide rod 12 controls the second baffle 5 to rotate through the second hinge rod 13 to open the through hole of the inner disk 4.

[0028] Combination Figure 3 , Figure 6 and Figure 7As shown, the brake caliper 9 is equipped with an electromagnetic coil 15, and the rotating shaft 7 is fixedly connected to an iron ring 16. The iron ring 16 is located inside the electromagnetic coil 15, and the inner plate 4 is located to the left of the iron ring 16. Several permanent magnets 17 are arranged on the inner plate 4 near the shaft seat 6. The electromagnetic coil 15 and the iron ring 16 are used together to drive the permanent magnets 17 to move. When the electromagnetic coil 15 is energized, the iron ring 16 generates a magnetic field (electromagnet principle). By controlling the direction of the current in the electromagnetic coil 15, the direction of the magnetic field generated by the iron ring 16 can be changed, and thus the permanent magnets 17 can be used to control the left and right movement of the inner plate 4.

[0029] Working principle: When using this car wheel hub, the axle 7 is connected to the axle, and the brake caliper 9 is installed on the car. During normal operation of the car, the first baffle 3 and the second baffle 5 are both closed to keep the surface of the spoke frame 2 flush, thereby reducing the wind resistance of the external airflow to the car wheel hub. When braking is required, the brake caliper 9 is activated to brake the brake disc 8. As the car moves and braking actions increase, the temperature of the brake disc 8 will gradually rise. In order to maintain the brake disc 8 within the normal braking temperature range, the electromagnetic coil 15 is energized. The electromagnetic coil 15 magnetizes the iron ring 16, which attracts all the permanent magnets 17, causing all the permanent magnets 17 to move the inner disc 4 to the right.

[0030] Taking the action of the uppermost sliding rod 12 as an example, as the inner plate 4 moves to the right, the inner plate 4 drives the sliding rod 12 to move synchronously. During this process, the sliding rod 12 moves to the lower right along the two corresponding first guide grooves 11. The sliding rod 12 transmits the second baffle 5 to rotate clockwise through the second hinge rod 13. Figure 3 (Based on the main view), the through hole on the upper side of the inner plate 4 is opened, at which time the second baffle 5 tends to be horizontal.

[0031] Taking the action of the first baffle 3 located at the bottom as an example, during the movement of the inner plate 4 to the right, the inner plate 4 drives the first baffle 3 to rotate clockwise through the two first hinge rods 201. The air guide strip 18 moves to the outside of the rim 1 to guide the external airflow into the rim 1. At this time, due to the chaotic airflow near the spoke frame 2 (the movement of the car relative to the air, the rotation of the spoke frame 2 relative to the air, and the uncertainty of the external wind direction), the air guide strip 18 is used to divert and guide the airflow so that the airflow entering the rim 1 remains stable. After passing through the through hole of the inner plate 4, the airflow flows to the right and directly enters the rim 1. The flow of gas indirectly drives the heat separation on the brake disc 8 to maintain the normal temperature range of the brake disc 8. Then, a reverse current is supplied to the electromagnetic coil 15 to make the inner plate 4 move to the left and reset. Then, the power supply to the electromagnetic coil 15 is stopped to complete the reset and achieve the effect of reducing wind resistance.

[0032] When the car brakes suddenly, causing the temperature detector to detect an abnormally high temperature in the brake disc 8 (at which point the temperature of the brake disc 8 is higher than its normal operating temperature range and the temperature rises rapidly), the electromagnetic coil 15 is energized again. The electromagnetic coil 15 magnetizes the iron ring 16, which attracts all the permanent magnets 17. All the permanent magnets 17 together drive the inner disc 4 to continue moving to the right on the basis of the previous rightward movement of the inner disc 4, until the transmission second baffle 5 rotates to be parallel to the inclined guide surface 14. At this time, the second baffle 5 and the inclined guide surface 14 together allow the external airflow to blow directly onto the brake disc 8, improving the cooling effect on the brake disc 8. When the temperature of the brake disc 8 returns to the normal range, the inner disc 4 can be reset.

[0033] In wet weather conditions such as rain or snow, rain and snow can move onto the brake discs with the airflow. This reduces the friction on the brake discs during braking, which can easily lead to safety risks. Example 2

[0034] Based on Example 1, combined with Figure 7 and Figure 8 As shown, the bearing seat 6 is provided with two symmetrically distributed second guide grooves 19 at the position of the guide groove 10. The second guide grooves 19 are horizontal and are connected to the corresponding first guide grooves 11. The second guide grooves 19 allow the corresponding slide rods 12 to slide. The second guide grooves 19 are located to the left of the first guide grooves 11. The second guide grooves 19 are horizontal, meaning that the slide rods 12 will not be used to control the rotation of the second baffle 5.

[0035] Combination Figure 4 As shown, an arc-shaped guide surface 20 is provided on the side of the inner disk 4 away from the bearing seat 6. The center of the circle corresponding to the cross section of the arc-shaped guide surface 20 is located on the rotation axis of the corresponding second baffle 5. The distance from the rotation axis of the second baffle 5 to the side away from the bearing seat 6 is the same as the radius of the circle corresponding to the cross section of the arc-shaped guide surface 20. That is, when not in operation, the second baffle 5 completely blocks the corresponding through hole of the inner disk 4.

[0036] Working principle: When encountering rainy or snowy weather, a reverse current is passed to the electromagnetic coil 15, causing the inner plate 4 to move to the left. Taking the action of the uppermost sliding rod 12 as an example, the inner plate 4 drives the sliding rod 12 to move to the left synchronously. During this process, the sliding rod 12 moves to the left along the two second guide grooves 19. During this process, the sliding rod 12 will not move up or down, that is, the second baffle 5 will not open.

[0037] During the process of the inner disc 4 moving to the left, taking the action of the first baffle 3 located at the bottom as an example, the inner disc 4 drives the first baffle 3 to rotate counterclockwise through the two first hinge rods 201. At this time, the side of the first baffle 3 near the central axis of the spoke frame 2 protrudes outward, and the external airflow flows in from the side of the notch of the spoke frame 2 near the central axis. Furthermore, due to the blocking of the inner disc 4 by the second baffle 5, the brake disc 8 will not directly come into contact with the influence of rain and snow in the airflow flowing in from the left. The brake disc 8 is cooled by indirect cooling to ensure the stability of the friction force on the brake disc 8 during braking.

[0038] When the first baffle 3 extends outward on the side closest to the central axis of the spoke frame 2, all the first baffles 3, while rotating, guide the rain and snow attached to them outward, thereby reducing the amount of rain and snow attached to the spoke frame 2 and the first baffles 3.

[0039] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A wheel hub with emergency heat dissipation function, comprising a rim (1), wherein a spoke frame (2) is fixedly connected to the rim (1), and the spoke frame (2) is provided with circumferentially evenly distributed notches, characterized in that, It also includes a first baffle (3) evenly distributed in the circumference, the first baffle (3) corresponding one-to-one with the notch of the spoke frame (2), the first baffle (3) being rotatably connected to the corresponding notch on the spoke frame (2), the rim (1) being splinedly connected to an inner disc (4), the first baffle (3) and the inner disc (4) being hinged together by a first hinge rod (201), the inner disc (4) being provided with through holes evenly distributed in the circumference, the number of through holes in the inner disc (4) being the same as the number of notches on the spoke frame (2), the through holes in the inner disc (4) being rotatably connected to a second baffle (5), the spoke frame (2) being fixedly connected to a bearing seat (6) slidably connected to the inner disc (4), the bearing seat (6) being mounted with a rotating shaft (7), the outer periphery of the rotating shaft (7) being fixedly connected to a brake disc (8), the brake disc (8) being provided with a brake caliper (9), and the brake caliper (9) being provided with a temperature detector for real-time monitoring of the temperature of the brake disc (8).

2. A wheel hub with emergency heat dissipation function according to claim 1, characterized in that, The through holes of the inner disc (4) and the notches of the spoke frame (2) are staggered in the circumferential direction.

3. A wheel hub with emergency heat dissipation function according to claim 1, characterized in that, The bearing seat (6) is provided with guide grooves (10) corresponding to the second baffle (5). The bearing seat (6) is provided with symmetrically distributed first guide grooves (11) at the position of the guide grooves (10). The first guide grooves (11) gradually tilt from the side close to the spoke frame (2) to the side away from the center axis of the bearing seat (6). The inner plate (4) is slidably connected with slide rods (12) corresponding to the second baffle (5). The slide rods (12) slide in the corresponding guide grooves (10) and the symmetrically distributed first guide grooves (11). The second baffle (5) and the corresponding slide rod (12) are hinged together with a second hinge rod (13).

4. A wheel hub with emergency heat dissipation function according to claim 1, characterized in that, An inclined guide surface (14) is provided on the side of the through hole of the inner disc (4) near the bearing (6) to guide the external airflow to the brake disc (8).

5. A wheel hub with emergency heat dissipation function according to claim 3, characterized in that, The inner disc (4) has damping between itself and the rim (1), and the inner disc (4) has damping between itself and the axle seat (6).

6. A wheel hub with emergency heat dissipation function according to claim 3, characterized in that, The brake caliper (9) is equipped with an electromagnetic coil (15), the rotating shaft (7) is fixed with an iron ring (16), and the inner plate (4) is provided with a number of permanent magnets (17) near the bearing seat (6). The electromagnetic coil (15) and the iron ring (16) are used together to drive the permanent magnets (17) to move.

7. A wheel hub with emergency heat dissipation function according to claim 1, characterized in that, The hinge position of the first baffle (3) and the corresponding first hinge rod (201) is located on the side close to the central axis of the first baffle (3).

8. A wheel hub with emergency heat dissipation function according to claim 7, characterized in that, The first baffle (3) has a plurality of arc-shaped air guide strips (18) fixed to the side away from the first hinge rod (201), and the air guide strips (18) are used to guide the external airflow in a directional manner.

9. A wheel hub with emergency heat dissipation function according to claim 3, characterized in that, The bearing seat (6) is provided with a symmetrically distributed second guide groove (19) at the position of the guide groove (10). The second guide groove (19) is horizontal and communicates with the corresponding first guide groove (11). The second guide groove (19) is for the corresponding slide rod (12) to slide. The second guide groove (19) is located on the side of the first guide groove (11) close to the spoke frame (2).

10. A wheel hub with emergency heat dissipation function according to claim 9, characterized in that, An arc-shaped guide surface (20) is provided on the side of the through hole of the inner disk (4) away from the bearing seat (6). The center of the circle corresponding to the cross section of the arc-shaped guide surface (20) is located on the rotation axis of the corresponding second baffle (5), and the distance from the rotation axis of the second baffle (5) to the side away from the bearing seat (6) is the same as the radius of the circle corresponding to the cross section of the arc-shaped guide surface (20).

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