Automobile hub and automobile

Abstract

The utility model discloses an automobile hub and an automobile. The automobile hub comprises a hub body, and a spoke assembly is arranged on one side of the hub body. The spoke assembly comprises a plurality of first ventilation holes and second ventilation holes. An arc-shaped first supporting piece is arranged in the first ventilation hole; an arc-shaped second supporting piece is arranged in the second ventilation hole. The arc direction of the first supporting piece is opposite to that of the second supporting piece. According to the design of the automobile hub, through the innovative means of optimizing the structure of the spoke assembly, arranging the arc-shaped supporting pieces in the opposite directions in the ventilation holes and the like, the technical problem that a traditional automobile hub cannot give consideration to the mechanical property, the anti-fatigue capacity and the heat dissipation performance is successfully solved, and through the design, the overall performance of the hub is improved, and the service life of the hub is prolonged. And the service life is prolonged, and a powerful guarantee is provided for the safety and comfort of an automobile.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile wheel hub development and relates to an automobile wheel hub and an automobile. Background Art

[0002] In the automotive industry, wheel design not only affects the vehicle's driving performance, but also directly affects the vehicle's aesthetics and aerodynamics. Traditional wheel designs mostly adopt symmetrical designs. Symmetrical designs make mold design and manufacturing processes simpler and reduce manufacturing costs. Symmetrical designs are usually more visually attractive and make the vehicle look more coordinated. Although symmetrical designs can evenly distribute forces, in some cases, stress concentration may still occur in specific areas. Stress concentration refers to the phenomenon that stress in some local areas of the material is much higher than in other areas. Uniform vent design can optimize the heat conduction path and ensure that heat can be dissipated quickly. However, if the vent design is unreasonable, it may lead to poor heat dissipation in some areas. Uniform vent design helps improve heat dissipation performance, but careful design is required to avoid uneven heat dissipation and reduced structural strength. The spokes are the same as the spokes, and the air ducts are the same as the air ducts. Therefore, stress in different directions cannot be dealt with, which is prone to stress and strain concentration, reducing the stability of the vehicle and the service life of the wheel. Utility Model Content

[0003] In view of the problems existing in the prior art, the utility model provides an automobile wheel hub and an automobile, thereby solving the technical problem that the mechanical properties, fatigue resistance and heat dissipation performance of the automobile wheel hub in the prior art cannot be taken into account at the same time.

[0004] The utility model is realized by the following technical solutions:

[0005] An automobile wheel hub comprises a wheel hub body, wherein a spoke assembly is provided on one side of the wheel hub body;

[0006] The spoke assembly includes a plurality of first ventilation holes and a second ventilation hole;

[0007] A first arc-shaped support member is provided in the first ventilation hole;

[0008] A second arc-shaped support member is provided in the second ventilation hole;

[0009] The arc direction of the first support member is opposite to the arc direction of the second support member.

[0010] Preferably, the hub body comprises a first hub ring, a second hub ring and a bead seat arranged between the first hub ring and the second hub ring; and the spoke assembly is connected to the first hub ring.

[0011] Preferably, a number of first ventilation holes and second ventilation holes are alternately and evenly arranged inside the first hub ring.

[0012] Preferably, the spoke assembly further includes a number of spokes and a supporting inner hub, and the supporting inner hub is concentric with the first hub ring; one end of any spoke is connected to the first hub ring, and the other end is connected to the supporting inner hub;

[0013] The number of spokes divides the inner side of the first hub ring into a number of alternately and evenly arranged first ventilation holes and second ventilation holes.

[0014] Preferably, a number of the spokes are arranged along the radial direction of the first hub ring.

[0015] Preferably, the included angle between two spokes forming the first ventilation hole is α, and the range of α is 15° ≤ α ≤ 57°; the included angle between two spokes forming the second ventilation hole is β, and β = 72° - α.

[0016] Preferably, the radian of the first support is θ, 0.2α ≤ θ ≤ 5α, where α is the included angle between two spokes of the first ventilation hole; the radian of the second support is δ, 0.2β ≤ δ ≤ 5β, where β is the included angle between two spokes of the second ventilation hole.

[0017] Preferably, the first support and the second support are arranged end to end, and the smooth connecting line at the center of the connection position forms a support ring, and the support ring and the first hub ring form concentric circles.

[0018] Preferably, the distance from the support ring to the center of the first hub ring is r, and the range of r is 0.5R < r < 0.9R, where R is the radius of the first hub ring.

[0019] A vehicle includes the above-mentioned vehicle wheel hub.

[0020] Compared with the prior art, the utility model has the following beneficial technical effects:

[0021] The utility model provides a car wheel hub. The spoke is a key part connecting the wheel hub body and the tire. Its design is crucial to the overall mechanical properties. In the design, the spoke assembly adopts an optimized layout and shape design to enhance the overall structural strength and rigidity, thereby improving the bearing capacity of the wheel hub. The first and second arc-shaped support members are respectively arranged in the first vent hole and the second vent hole. These support members not only play the role of reinforcing the vent hole, but also enhance the overall mechanical properties of the spoke assembly through a reasonable layout. In particular, the arc design of the support members in opposite directions helps to disperse stress and reduce stress concentration, thereby improving the durability of the wheel hub. The arc-shaped first and second support members, due to their special shape and layout, help to disperse the stress generated by the wheel hub during driving. This design reduces the stress concentration phenomenon, thereby extending the service life of the wheel hub and improving its anti-fatigue ability. The design of the first and second vent holes significantly increases the air circulation area inside the wheel hub, thereby improving the heat dissipation efficiency. These vent holes allow air to pass through the wheel hub during driving, take away the heat generated by friction and braking, and effectively reduce the working temperature of the wheel hub. In addition, although the main function of the supports is to enhance mechanical properties and fatigue resistance, their presence also indirectly promotes heat dissipation. The arc design of the supports helps guide the airflow, allowing air to pass through the vents more smoothly, thereby improving the heat dissipation effect. In summary, the design of the automobile hub successfully solves the technical problems of the mechanical properties, fatigue resistance and heat dissipation performance of traditional automobile hubs by optimizing the structure of the spoke assembly and setting arc-shaped supports in opposite directions in the vents. This design not only improves the overall performance of the hub, but also extends its service life, providing a strong guarantee for the safety and comfort of the car.

[0022] Furthermore, the hub body includes a first hub ring, a second hub ring, and a bead seat disposed between the first hub ring and the second hub ring; the spoke assembly is connected to the first hub ring. By designing two hub rings, the overall structure of the hub body is strengthened. This double-layer or multi-layer design provides additional support, making the hub more stable and reliable when bearing the weight of the vehicle and various forces during driving. The setting of the bead seat further enhances the structural strength of the center area of ​​the hub, which is a key part of the tire installation and needs to bear the pressure and torque of the tire. The bead seat is located between the two hub rings, making the structure of the entire hub more compact and strong. The multi-layer design helps to increase the air circulation space inside the hub. Although the air circulation is mainly achieved by the design of the vents, the multi-layer structure provides more possibilities for the layout of the vents, which may further optimize the heat dissipation effect. The double-layer or multi-layer design allows engineers to more accurately control the weight distribution of the hub. By adjusting the materials and thicknesses of different components, better balance can be achieved, and vibration and noise during vehicle driving can be reduced.

[0023] Furthermore, a plurality of first ventilation holes and second ventilation holes are alternately and evenly arranged on the inner side of the first wheel hub ring, and the design of the ventilation holes enables air to penetrate the wheel hub more easily, thereby taking away the heat generated inside the wheel hub and the tire during the driving of the vehicle. The alternating arrangement of the first ventilation holes and the second ventilation holes further increases the complexity and efficiency of air circulation, which helps to more effectively reduce the temperature of the wheel hub and the tire. Through the evenly distributed ventilation holes, it can be ensured that all parts of the wheel hub can be well cooled, reducing the risk of performance degradation or damage caused by local heat accumulation. Although the design of the ventilation holes will reduce the material consumption of the wheel hub to a certain extent, through reasonable layout and quantity control, it can ensure that the overall structural stability of the wheel hub is not affected. At the same time, the alternately arranged ventilation holes can also help to disperse the stress and impact force of the wheel hub during driving. Under the premise of ensuring structural strength, the design of the ventilation holes helps to reduce the overall weight of the wheel hub, thereby reducing the unsprung mass of the vehicle and improving the vehicle's handling and fuel economy. The design of the ventilation holes can reduce the air resistance noise generated by the wheel hub when rotating at high speed, and improve the ride comfort of the vehicle. The evenly distributed ventilation holes help to balance the vibration of the wheel hub during rotation, and reduce the vehicle instability and component wear caused by vibration.

[0024] Furthermore, the spoke assembly further comprises a plurality of spokes and a supporting inner hub, wherein the supporting inner hub is concentrically arranged with the first hub ring; one end of any of the spokes is connected with the first hub ring, and the other end is connected with the supporting inner hub; the plurality of spokes divide the inner side of the first hub ring into a plurality of first ventilation holes and second ventilation holes which are evenly arranged alternately, and the arrangement of the spokes not only enhances the structural strength of the hub, but also cleverly creates ventilation channels, and these channels, namely the first ventilation holes and the second ventilation holes, enable air to penetrate the hub more smoothly, and effectively take away the heat generated by the hub and the tire during driving. The spokes are key components connecting the first hub ring and the supporting inner hub, and their reasonable layout and number ensure the overall structural strength of the spoke assembly, and the existence of the spokes not only shares the stress and impact force of the hub, but also improves the torsional rigidity and anti-deformation ability of the hub. The supporting inner hub is concentrically arranged with the first hub ring, and this design further enhances the stability of the spoke assembly and reduces the vibration and noise generated by rotation. By dividing the inner side of the first hub ring into ventilation holes through spokes, it is possible to reduce unnecessary material usage while ensuring structural strength, thereby achieving lightweight wheel hub. The lightweight design helps reduce the unsprung mass of the vehicle and improve the vehicle's handling and fuel economy.

[0025] Furthermore, a number of the spokes are arranged along the radial direction of the first hub ring. The radially arranged spokes can more effectively disperse the stress from the tire and the road surface. These stresses will be transmitted to the hub during the driving process of the vehicle. By radially arranging, the spokes can disperse these stresses along their length direction, thereby reducing the concentrated pressure on other parts of the hub and enhancing the overall structural strength of the hub. The radial spoke design improves the anti-torsion ability of the hub. When the wheel is subjected to lateral force or torque, the radial spokes can better resist these forces, maintain the stability of the hub, and reduce vibration and deformation. The radial spoke design allows for more reasonable use of materials while maintaining structural strength. The spokes are arranged along the radial direction of the hub, reducing unnecessary material accumulation and helping to achieve lightweight hubs. The lightweight design can not only reduce the unsprung mass of the vehicle, improve handling and fuel economy, but also reduce braking distance and improve driving safety.

[0026] Furthermore, the angle between the two spokes constituting the first vent is α, and the range of α is 15°≤α≤57°; the angle between the two spokes constituting the second vent is β, and β=72°-α. By adjusting the values ​​of α and β, the size and shape of the vent can be finely controlled, thereby affecting the efficiency and direction of air circulation. In the range of 15°≤α≤57°, as α increases, the area of ​​the first vent gradually increases, while the area of ​​the second vent gradually decreases. This change makes the air flow inside the hub more complex and uniform, which helps to take away heat more effectively. Ventilation holes of different sizes can be optimized for the heat distribution in different areas inside the hub. Larger ventilation holes may be more suitable for areas with concentrated heat, while smaller ventilation holes can provide necessary heat dissipation channels while maintaining a certain structural strength. By adjusting the angle between the spokes, the uniform distribution of strength in different areas can be achieved while ensuring the overall structural strength of the hub. A larger angle, that is, a larger ventilation hole, means that the area needs to withstand greater stress, so the thickness or strength of the spokes and surrounding materials needs to be increased accordingly. Reasonable angle setting can reduce fatigue damage of spokes under long-term alternating loads. By optimizing the layout and size of the ventilation holes, stress concentration on the spokes can be reduced, thereby improving the durability and service life of the wheel hub.

[0027] Further, the curvature of the first support member is θ, 0.2α≤θ≤5α, wherein α is the angle between the two spokes of the first vent. By adjusting the proportional relationship between the curvature θ of the first support member and the spoke angle α, it can be ensured that the support member can evenly distribute the stress from the hub and the tire while providing sufficient support, which helps to reduce stress concentration and improve the overall structural strength and durability of the hub. In the area where the spoke angle α is large, that is, where the first vent is large, the curvature θ of the first support member is appropriately increased (within the range of not more than 5α), which can further enhance the support capacity of the area and prevent the structural weakness caused by the excessively large vent. Although the main function of the first support member is not to dissipate heat directly, the setting of its curvature θ can affect the air flow inside the hub to a certain extent. By reasonably adjusting the value of θ, the air can be guided to pass through the vent more smoothly, which helps to improve the heat dissipation efficiency. By accurately controlling the curvature θ of the support member, material waste caused by unreasonable design can be avoided. Minimizing the use of materials while ensuring structural strength helps to reduce the overall weight and cost of the hub.

[0028] Furthermore, the curvature of the second support member is δ, 0.2β≤δ≤5β, wherein β is the angle between the two spokes of the second vent. Similar to the first support, the curvature δ of the second support is adjusted according to β, and can provide additional support in the area where the second vent is larger, which helps to prevent structural weakness caused by excessively large vents and ensure the overall strength and stability of the hub. By reasonably setting the value of δ, the stress distribution inside the hub can be further optimized and stress concentration can be reduced, which helps to extend the service life of the hub and improve its fatigue resistance. Similarly, although the main function of the second support is not to dissipate heat directly, the setting of its curvature δ can still affect the air flow to a certain extent, especially when β is large. Properly increasing the value of δ can guide more air through the second vent, thereby improving the heat dissipation efficiency.

[0029] Furthermore, the first support member and the second support member are arranged end to end. The end-to-end connection of the first support member and the second support member forms a continuous support structure, which significantly enhances the overall rigidity of the wheel hub, making the wheel hub more stable when bearing various forces and torques. The smooth connecting line at the center of the connection position forms a support ring, and the support ring and the first wheel hub ring form concentric circles. The design of concentric circles enables the support ring to be evenly distributed around the first wheel hub ring, providing uniform support force, which helps to reduce the deformation of the wheel hub during high-speed rotation or when bearing lateral forces, and maintain the geometric accuracy and stability of the wheel. The concentric circle layout formed by the support ring and the first wheel hub ring provides a smoother path for air flow. Air can more easily pass through the ventilation holes and form effective convection around the support ring, thereby improving the heat dissipation efficiency. The smooth connecting line between the support members forms a virtual support ring, reducing the resistance of air flow, enabling heat to be transferred from the inside of the wheel hub to the external environment more quickly.

[0030] Furthermore, the distance from the support ring to the center of the first wheel hub ring is r, and the range of r is 0.5R < r < 0.9R, where R is the radius of the first wheel hub ring. This distance range helps to form a more balanced stress distribution inside the wheel hub. It is neither too close to the center to avoid unnecessary concentrated stress on the central area, nor too far from the center to ensure sufficient support force. Within this distance range, the first support member and the second support member can effectively disperse various forces and torques from the tire and the road surface, reduce the deformation and vibration of the wheel hub, thereby improving the overall stability and durability. This appropriate distance helps air to form better convection inside the wheel hub, which can not only accelerate the heat transfer speed but also improve the heat dissipation efficiency and reduce the temperature of the wheel hub. The appropriate distance from the connection position of the first support member and the second support member to the center of the first wheel hub ring allows air to smoothly pass through the ventilation holes, further promoting heat dissipation. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required for the embodiments. It should be understood that the following drawings only show some embodiments of the present invention, and thus should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0032] Figure 1 It is the front view of an automotive wheel hub in the present invention;

[0033] Figure 2 It is the left view of an automotive wheel hub in the present invention;

[0034] Figure 3It is a right side view of a vehicle wheel hub in the utility model;

[0035] Figure 4 This is a front view of an automobile wheel hub in the utility model;

[0036] Figure 5 It is a structural schematic diagram of the connection portion between the spoke and the first hub ring in the utility model from one perspective;

[0037] Figure 6 It is a structural schematic diagram of the spoke side in the utility model.

[0038] Wherein: 1. hub body, 2. spoke assembly, 21. first ventilation hole, 22. second ventilation hole, 211. first support member, 221. second support member, 11. first hub ring, 12. second hub ring, 13. tire bead seat, 23. spokes, 24. support inner hub, 3. horseshoe structure, 4. L-shaped structure DETAILED DESCRIPTION

[0039] In order to make the purpose, technical scheme and advantages of the embodiments of the utility model clearer, the technical scheme in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Generally, the components of the embodiments of the utility model described and shown in the drawings here can be arranged and designed in various different configurations.

[0040] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the present invention to be protected, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0041] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0042] In the description of the embodiments of the present utility model, it should be noted that if the terms "upper", "lower", "horizontal", "inner", etc. indicate an orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product is usually placed when in use, it is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, the terms "first", "second", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0043] In addition, if the term "horizontal" appears, it does not mean that the component must be absolutely horizontal, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", which does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0044] In the description of the embodiments of the present utility model, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0045] The utility model is further described in detail below with reference to the accompanying drawings:

[0046] like Figures 1 to 3 As shown, the utility model discloses an automobile wheel hub, comprising a wheel hub body 1, a spoke assembly 2 is provided on one side of the wheel hub body 1; the spoke assembly 2 comprises a plurality of first ventilation holes 21 and second ventilation holes 22; a first arc-shaped support member 211 is provided in the first ventilation hole 21; a second arc-shaped support member 221 is provided in the second ventilation hole 22; the arc direction of the first support member 211 is opposite to the arc direction of the second support member 221.

[0047] In a specific embodiment, Figure 4 As shown, the hub body 1 includes a first hub ring 11 , a second hub ring 12 and a bead seat 13 arranged between the first hub ring 11 and the second hub ring 12 ; the spoke assembly 2 is connected to the first hub ring 11 .

[0048] In a preferred embodiment, a plurality of first ventilation holes 21 and second ventilation holes 22 are alternately and evenly arranged on the inner side of the first hub ring 11 .

[0049] Specifically, the spoke assembly 2 further includes a plurality of spokes 23 and a supporting inner hub 24, and the supporting inner hub 24 is concentric with the first hub ring 11; one end of any spoke 23 is connected to the first hub ring 11, and the other end is connected to the supporting inner hub 24; the plurality of spokes 23 divide the inner side of the first hub ring 11 into a plurality of alternately and evenly arranged first ventilation holes 21 and second ventilation holes 22. In a more preferred embodiment, the plurality of spokes 23 are arranged along the radial direction of the first hub ring 11.

[0050] For the design of the structure, the included angle between two spokes 23 forming the first ventilation hole 21 is α, and the range of α is 15° ≤ α ≤ 57°; the included angle between two spokes 23 forming the second ventilation hole 22 is β, and β = 72° - α. Further, the radian of the first support member 211 is θ, 0.2α ≤ θ ≤ 5α, where α is the included angle between two spokes 23 of the first ventilation hole 21. The radian of the second support member 221 is δ, 0.2β ≤ δ ≤ 5β, where β is the included angle between two spokes 23 of the second ventilation hole 22.

[0051] According to the above parameters, the arc length of the first support member 211 is The arc length of the second support member 221 is Through the design of the included angles of the first ventilation hole 21 and the second ventilation hole 22, the setting of the radians of the first support member 211 and the second support member 221, and the design of the response arc length, the mechanical properties and heat dissipation performance of the automobile wheel hub are effectively improved.

[0052] In a preferred embodiment, the first support member 211 and the second support member 221 are arranged end to end, and the smooth connecting line at the center of the connecting position forms a support ring, and the support ring and the first hub ring 11 form concentric circles. Here, the support ring is a virtual circle formed at the connection of the first support member 211 and the second support member 221, and the distance from the support ring to the center of the first hub ring 11 is r, and the range of r is 0.5R < r < 0.9R, where R is the radius of the first hub ring 11.

[0053] In addition, in a more preferred embodiment, the connections of the spokes 23 with the supporting inner hub 24 and the first hub ring 11 are designed with rounded corners, which improves the air flow and enhances the heat dissipation performance of the wheel hub.

[0054] Further, as Figure 5 shown, the connection part of the spoke 23 with the first hub ring 11 forms a horseshoe-shaped structure 3. In addition, as Figure 6 shown, the side surface of the spoke 23 is an L-shaped structure 4, and the thicknesses of the two free ends of the L-shaped structure 4 are relatively thick.

[0055] The utility model provides an automobile wheel hub with a vent structure with catenary beams in different directions (i.e., a first support member 211 and a second support member 221), which is intended to improve the overall mechanical properties and fatigue resistance of the wheel hub, while optimizing the heat dissipation performance of the wheel hub. The catenary beam is arranged in the middle of the vent, effectively dividing the vent area, increasing the heat dissipation surface area of ​​the wheel hub, and not significantly increasing the weight of the wheel hub. By utilizing the force characteristics of the catenary beam and adopting catenary beams in different directions, the stability and deformation resistance of the wheel hub under different working conditions are improved. The spokes designed based on the horseshoe structure have a shape and structure that can improve the strength and durability of the wheel hub. The arc direction of the first support member 211 is opposite to the arc direction of the second support member 221. This antisymmetric catenary design improves the force condition, effectively disperses the stress in different directions, reduces the stress concentration phenomenon, and improves the overall strength and fatigue resistance of the wheel hub. By setting catenary beams with different bending directions in the vents, stresses from different directions can be dealt with, effectively reducing stress concentration of the hub, significantly improving the structural strength and deformation resistance of the hub, and effectively reducing stress concentration of the hub under different working conditions. The design of the catenary beam divides the vent area, increases the heat dissipation surface area of ​​the hub, improves the heat dissipation performance of the hub, thereby effectively reducing the working temperature of the hub and extending the service life of the hub and tire. While maintaining good aerodynamic performance, the design utilizes the natural force characteristics of the catenary to make the beam more uniform when bearing loads, reduce the stress concentration of the material, and improve the stability of the structure. In addition, further, in a specific implementation, the shape and size of the catenary beam can be adjusted according to different vehicle models and wheel hub sizes to achieve the best structural strength and heat dissipation effect. The catenary beam material can be selected from high-strength lightweight alloy to ensure that the weight of the hub is not significantly increased while increasing the strength.

[0056] That is, the utility model discloses an automobile wheel hub, comprising a front wheel hub steel rim (i.e., a first wheel hub rim 11), a wheel hub bead seat (i.e., a bead seat 13) and a rear wheel hub steel rim (i.e., a second wheel hub rim 12) which are connected in sequence, the front wheel hub steel rim is provided with a wheel hub pressing frame (i.e., a spoke assembly 2) and a wheel hub shaft ring (i.e., a supporting inner hub 24); the wheel hub pressing frame comprises spokes 23 arranged at even intervals and two different styles of cross beams (i.e., a first support member 211 and a second support member 221), an air duct is formed between the spokes and the cross beam, the spokes have a rounded corner bent toward the center, thereby reducing wind resistance when the wheel rotates and improving heat dissipation performance. In the utility model, the front hub steel ring, the hub pressure frame, the hub shaft ring, the spokes and the cross beam are integrally forged, and the structure is stable and durable; an air duct is formed between the spokes and the cross beam to increase the heat dissipation capacity of the hub; the two cross beams have different bending directions to cope with impact forces in different directions under different working conditions, reduce stress concentration, increase the service life of the hub, and improve the stability of the vehicle during driving; the hub shaft ring has vents of different sizes and shapes that are evenly distributed in sequence, and the vents are located directly opposite the brake disc, which can effectively improve the heat dissipation capacity of the brake disc.

[0057] In addition, the utility model also discloses a car, which comprises the car wheel hub of the utility model.

[0058] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may be subject to various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An automobile wheel hub, characterized in that: It includes a wheel hub body (1), and a spoke assembly (2) is provided on one side of the wheel hub body (1); The spoke assembly (2) includes a plurality of first ventilation holes (21) and second ventilation holes (22); An arc-shaped first support member (211) is provided in the first ventilation hole (21); An arc-shaped second support member (221) is provided in the second ventilation hole (22); The arc direction of the first support member (211) is opposite to the arc direction of the second support member (221).

2. The automobile wheel hub according to claim 1, characterized in that: The wheel hub body (1) includes a first wheel hub ring (11), a second wheel hub ring (12), and a bead seat (13) provided between the first wheel hub ring (11) and the second wheel hub ring (12); the spoke assembly (2) is connected to the first wheel hub ring (11).

3. The automobile wheel hub according to claim 2, characterized in that: A plurality of first ventilation holes (21) and second ventilation holes (22) are alternately and evenly arranged on the inner side of the first wheel hub ring (11).

4. The automobile wheel hub according to claim 2, characterized in that: The spoke assembly (2) further includes a plurality of spokes (23) and a support inner hub (24), and the support inner hub (24) is concentric with the first wheel hub ring (11); one end of any spoke (23) is connected to the first wheel hub ring (11), and the other end is connected to the support inner hub (24); A plurality of spokes (23) divide the inner side of the first wheel hub ring (11) into a plurality of alternately and evenly arranged first ventilation holes (21) and second ventilation holes (22).

5. The automobile wheel hub according to claim 4, characterized in that: A plurality of the spokes (23) are arranged along the radial direction of the first wheel hub ring (11).

6. The automobile wheel hub according to claim 4, characterized in that: The included angle between two spokes (23) forming the first ventilation hole (21) is α, and the range of α is 15° ≤ α ≤ 57°; the included angle between two spokes (23) forming the second ventilation hole (22) is β, and β = 72° - α.

7. The automobile wheel hub according to claim 6, characterized in that: The radian of the first support member (211) is θ, 0.2α ≤ θ ≤ 5α, where α is the included angle between two spokes (23) of the first ventilation hole (21); the radian of the second support member (221) is δ, 0.2β ≤ δ ≤ 5β, where β is the included angle between two spokes (23) of the second ventilation hole (22).

8. The automobile wheel hub according to claim 2, characterized in that: The first support member (211) and the second support member (221) are arranged end to end, and the smooth connecting line at the center of the connection position forms a support ring, and the support ring and the first wheel hub ring (11) form a concentric circle.

9. The automobile wheel hub according to claim 8, characterized in that: The distance from the support ring to the center of the first wheel hub ring (11) is r, and the range of r is 0.5R < r < 0.9R, where R is the radius of the first wheel hub ring (11).

10. An automobile, characterized in that: An automobile wheel hub according to any one of claims 1 to 9.

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