Hub with resistance reduction structure

Abstract

The utility model discloses a hub with a resistance reduction structure, which comprises a hub body and a plurality of spokes, a rotating plate is rotatably connected between two adjacent spokes, two ends of the rotating plate are fixedly connected with a first rotating shaft and a second rotating shaft, the first rotating shaft and the second rotating shaft are respectively rotatably connected with the hub body and the spokes, and gaps exist between the rotating plate and the spokes. Round holes are formed in the first rotating shaft and the hub body, fixing pieces are arranged in the round holes, when an automobile runs on a road needing more brakes, the rotating plate is rotated to enlarge the gap so as to facilitate heat dissipation of the hub body, and when the automobile runs normally, the rotating plate is rotated reversely, so that wind resistance of the hub body is reduced, the running speed is increased, and the service life of the hub body is prolonged. According to the design, the application scene of the hub is widened, the practicability of the hub is improved, the loss of the hub is reduced, the service life of the hub is prolonged, the rotating plate can be fixed through the fixing piece after the rotating plate is rotated, the rotating plate is prevented from rotating when the hub is used, and the use safety is improved.

Description

Technical Field

[0001] The utility model belongs to the field of automobile parts, relates to a wheel hub, and particularly relates to a wheel hub with a drag reduction structure. Background Art

[0002] A wheel hub is a cylindrical metal component that supports the tire inside the tire contour and is centered on the axle. It is also called a rim, steel rim, wheel, or tire bell. There are many types of hubs according to different diameters, widths, forming methods, and materials.

[0003] For example, an automobile wheel hub with the publication number CN206510681U includes a rim, spokes, an axle hub, an annular groove, universal balls, screw holes, a diversion groove, and a clamping groove. The alloy material of the wheel hub can effectively reduce the weight of the wheel hub itself. The S-shaped spoke wheel hub enables the wheel hub of the wheel to disperse the impact force at multiple points when being impacted, making the wheel hub not easily damaged, and greatly improving the impact resistance and service life of the wheel hub.

[0004] When the vehicle is driving on a road with frequent braking, such as in mountainous areas, etc., at this time, the heat dissipation holes of the wheel hub need to be larger to improve the heat dissipation effect of the wheel hub. When driving normally, the heat dissipation holes need to be smaller to reduce wind resistance. However, the size of the heat dissipation holes of the existing wheel hubs is fixed and cannot be changed according to the actual driving road conditions, thus accelerating the wear of the wheel hub and affecting the service life of the wheel hub. Summary of the Utility Model

[0005] The utility model provides a wheel hub with a drag reduction structure, enabling the wind resistance of the wheel hub to be adjusted according to different driving environments.

[0006] The technical solution adopted by the utility model to solve the above technical problems is as follows: A wheel hub with a drag reduction structure includes a wheel hub body and a plurality of spokes fixedly connected inside the wheel hub body. It is characterized in that a rotating plate is rotatably connected between two adjacent spokes. Both ends of the rotating plate are fixedly connected with a first rotating shaft and a second rotating shaft. The first rotating shaft and the second rotating shaft are respectively rotatably connected with the wheel hub body and the spoke. There is a gap between the rotating plate and the spoke. When the rotating plate rotates, the size of the gap changes. Opposite circular holes are provided on both the first rotating shaft and the wheel hub body. A fixing member is arranged in the circular hole and slides along the central axis of the first rotating shaft in the circular hole.

[0007] A further preferred technical solution of the utility model is: A plurality of positioning blocks are fixedly connected to the fixing member, and a plurality of positioning grooves for the positioning blocks to be inserted into are provided on the inner side wall of the circular hole. When the positioning blocks are inserted into different positioning grooves, the size of the gap is different.

[0008] A further preferred technical solution of the present utility model is as follows: A plurality of embedding grooves for facilitating the embedding of fixing members are formed on the surface of the hub body, and the embedding grooves communicate with the round holes. When the fixing members are inserted into the round holes, part of the fixing members are located in the embedding grooves.

[0009] A further preferred technical solution of the present utility model is as follows: The depth of the embedding groove is greater than the thickness of the fixing member.

[0010] A further preferred technical solution of the present utility model is as follows: Two positioning blocks are provided.

[0011] A further preferred technical solution of the present utility model is as follows: A plurality of clamping blocks are fixedly connected in the embedding groove, and clamping grooves are formed on the fixing member. When the clamping blocks are clamped into the clamping grooves, the fixing member is fixed and the positioning block is located in the positioning groove.

[0012] A further preferred technical solution of the present utility model is as follows: Arc-shaped surfaces are provided on both the clamping blocks and the clamping grooves.

[0013] A further preferred technical solution of the present utility model is as follows: A plurality of ventilation openings are formed on the rotating plate.

[0014] A further preferred technical solution of the present utility model is as follows: Sealing rings are fixedly connected to both side walls of the rotating plate.

[0015] Compared with the prior art, the present utility model includes a hub body and a plurality of spokes. A rotating plate is rotatably connected between two adjacent spokes. Both ends of the rotating plate are fixedly connected with a first rotating shaft and a second rotating shaft respectively. The first rotating shaft and the second rotating shaft are rotatably connected to the hub body and the spoke respectively. There is a gap between the rotating plate and the spoke. Opposite round holes are formed on both the first rotating shaft and the hub body. A fixing member is arranged in the round hole, and the fixing member slides along the central axis of the first rotating shaft in the round hole. When the vehicle is driving on a road that requires more braking, the rotating plate is rotated to make the gap larger, so as to facilitate the heat dissipation of the hub body. When driving normally, the rotating plate is rotated in the reverse direction to make the gap smaller, so as to reduce the wind resistance of the hub body and improve the driving speed. This design broadens the applicable scenarios of the hub, improves the practicability of the hub, reduces the loss of the hub, improves the service life of the hub, and can fix the rotating plate through the fixing member after rotating the rotating plate, avoiding the rotation of the rotating plate during the use of the hub and improving the use safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The present utility model will be further described in detail below in conjunction with the drawings and preferred embodiments. However, those skilled in the art will understand that these drawings are only drawn for the purpose of explaining the preferred embodiments and should not be used as a limitation to the scope of the present utility model. In addition, unless otherwise specified, the drawings only schematically show the composition or structure of the described object and may include exaggerated displays, and the drawings are not necessarily drawn to scale.

[0017] Figure 1 This is the overall structure diagram of the present utility model;

[0018] Figure 2 This is the exploded view of the present utility model;

[0019] Figure 3 This is the Figure 2 enlarged view of part A in the present utility model;

[0020] Figure 4 This is the Figure 2 enlarged view of part B in the present utility model;

[0021] Figure 5 This is the Figure 2 enlarged view of part C in the present utility model;

[0022] Figure 6 This is the sectional view of the present utility model;

[0023] Figure 7 This is the Figure 6 enlarged view of part D in the present utility model.

[0024] In the figure: 1, hub body; 2, spoke; 3, rotating plate; 4, first rotating shaft; 5, second rotating shaft; 6, ventilation opening; 7, gap; 8, sealing ring; 9, round hole; 10, positioning groove; 11, fixing member; 12, positioning block; 13, clamping groove; 14, clamping block; 15, embedding groove. Specific embodiments

[0025] Hereinafter, preferred embodiments of the present utility model will be described in detail with reference to the accompanying drawings. Those skilled in the art will appreciate that these descriptions are only descriptive and exemplary, and should not be construed as limiting the protection scope of the present utility model.

[0026] It should be noted that: Similar reference numerals denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it may not be further defined and explained in subsequent drawings.

[0027] Figure 1As shown in the figure, a hub with a drag reduction structure includes a hub body 1 and a number of spokes 2 fixedly connected inside the hub body 1. A rotating plate 3 is rotatably connected between two adjacent spokes 2. There is a gap 7 between the rotating plate 3 and the spoke 2. When the rotating plate 3 rotates, the size of the gap 7 changes. By adjusting the size of the gap 7, the air resistance of the hub body 1 can be controlled, so that the hub can be adjusted according to the actual driving state of the vehicle. When the car is driving on a road that requires more braking, rotate the rotating plate 3 to make the gap 7 larger, thereby increasing the speed of air flow inside the hub body 1, and then facilitating the heat dissipation of the hub body 1. When driving normally, rotate the rotating plate 3 in the reverse direction to make the gap 7 smaller, thereby reducing the air resistance of the hub body 1 and increasing the driving speed. This design broadens the applicable scenarios of the hub, improves the practicality of the hub, reduces the loss of the hub, and increases the service life of the hub.

[0028] Figure 1 As shown in the figure, both ends of the rotating plate 3 are fixedly connected with a first rotating shaft 4 and a second rotating shaft 5. The first rotating shaft 4 and the second rotating shaft 5 are respectively rotatably connected with the hub body 1 and the spoke 2. By setting the first rotating shaft 4 and the second rotating shaft 5, the movement range of the rotating plate 3 can be restricted, and the rotating plate 3 is restricted between two adjacent spokes 2.

[0029] Figures 3 - 7 As shown in the figure, opposite circular holes 9 are provided on both the first rotating shaft 4 and the hub body 1. A fixing member 11 is provided in the circular hole 9. The fixing member 11 slides along the central axis of the first rotating shaft 4 in the circular hole 9. A number of positioning blocks 12 are fixedly connected to the fixing member 11, and a number of positioning grooves 10 are provided on the inner side wall of the circular hole 9 for the positioning blocks 12 to be inserted into.

[0030] Figures 3 - 7 As shown in the figure, therefore, after rotating the rotating plate 3, insert the fixing member 11 into the circular hole 9. At this time, the positioning block 12 is inserted into the corresponding positioning groove 10, thereby fixing the first rotating shaft 4. At this time, the rotating plate 3 also remains stationary. This design plays a role in fixing the rotating plate 3, thereby preventing the rotating plate 3 from rotating during the use of the hub body 1 and affecting the size of the gap 7 and the air resistance.

[0031] Figures 3 - 7 As shown in the figure, and by providing a plurality of positioning grooves 10, when the positioning blocks 12 are inserted into different positioning grooves 10, the size of the gap 7 is different, so that the hub can adapt to different driving states.

[0032] Figures 3 - 7 As shown in the figure, two positioning blocks 12 are provided, so that the force is more uniform and the fixation is more firm.

[0033] Figures 3 - 7As shown, several embedding grooves 15 for facilitating the embedding of fixing members 11 are formed on the surface of the hub body 1. The embedding grooves 15 communicate with the round holes 9. When the fixing members 11 are inserted into the round holes 9, part of the fixing members 11 are located in the embedding grooves 15. The depth of the embedding grooves 15 is greater than the thickness of the fixing members 11. This design can hide the fixing members 11 when the fixing members 11 are inserted into the round holes 9, thereby avoiding the fixing members 11 affecting the normal use of the hub. This design plays a role in hiding the fixing members 11.

[0034] Figures 3 - 7 As shown, several clamping blocks 14 are fixedly connected in the embedding grooves 15, and clamping grooves 13 are formed on the fixing members 11. When the clamping blocks 14 are clamped into the clamping grooves 13, the fixing members 11 are fixed and the positioning blocks 12 are located in the positioning grooves 10. Therefore, when the fixing members 11 are inserted into the round holes 9, the clamping blocks 14 are clamped into the clamping grooves 13, thereby fixing the fixing members 11 and preventing the fixing members 11 from separating from the round holes 9 during the rotation of the hub. This design plays a role in fixing the fixing members 11 and makes the fixing of the fixing members 11 to the rotating plate 3 more firm.

[0035] Figures 3 - 7 As shown, arc-shaped surfaces are provided on both the clamping blocks 14 and the clamping grooves 13, which can facilitate the clamping of the clamping blocks 14 into the clamping grooves 13.

[0036] Figures 3 - 7 As shown, several ventilation openings 6 are formed on the rotating plate 3. Therefore, when the gap 7 is closed, the ventilation openings 6 can normally dissipate heat from the hub body 1, and this design can reduce the weight of the rotating plate 3.

[0037] Figures 3 - 7 As shown, sealing rings 8 are fixedly connected to both side walls of the rotating plate 3. Therefore, when the gap 7 is closed, the sealing rings 8 are deformed, thereby avoiding the existence of the gap 7 between the rotating plate 3 and the spokes 2. This design plays a role in sealing the gap 7.

[0038] The above introduces the hub with a drag reduction structure provided by the present utility model. Specific examples are used in this article to elaborate on the principle and implementation manner of the present utility model. The description of the above embodiments is only used to help understand the present utility model and its core idea. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of the present utility model, several improvements and modifications can still be made to the present utility model, and these improvements and modifications also fall within the protection scope of the claims of the present utility model.

Claims

1. A wheel hub with a drag reduction structure, comprising a wheel hub body and a plurality of spokes fixedly connected to the wheel hub body, characterized in that: A rotating plate is rotatably connected between two adjacent spokes, and both ends of the rotating plate are fixedly connected with rotating shaft 1 and rotating shaft 2. Rotating shaft 1 and rotating shaft 2 are rotatably connected to the hub body and the spokes respectively. There is a gap between the rotating plate and the spokes. When the rotating plate rotates, the size of the gap changes. Relative circular holes are opened on rotating shaft 1 and the hub body, and fixing parts are arranged in the circular holes. The fixing parts are located in the circular hole and slide along the central axis of rotating shaft 1.

2. The wheel hub with a drag reduction structure according to claim 1, characterized in that: A plurality of positioning blocks are fixedly connected to the fixing member, and a plurality of positioning grooves for facilitating the positioning blocks to be inserted are provided on the inner side wall of the circular hole. When the positioning blocks are inserted into different positioning grooves, the sizes of the gaps are different.

3. The wheel hub with a drag reduction structure according to claim 1, characterized in that: The hub body surface is provided with a plurality of embedding grooves for facilitating the embedding of the fixing parts, the embedding grooves are communicated with the circular hole, and when the fixing parts are inserted into the circular hole, parts of the fixing parts are located in the embedding grooves.

4. The wheel hub with a drag reduction structure according to claim 3, characterized in that: The embedding groove has a depth greater than the thickness of the fixing member.

5. The wheel hub with a drag reduction structure according to claim 2, characterized in that: There are two positioning blocks.

6. The wheel hub with a drag reduction structure according to claim 3, characterized in that: A plurality of clamping blocks are fixedly connected in the embedding groove, and a clamping groove is provided on the fixing member. When the clamping block is inserted into the clamping groove, the fixing member is fixed and the positioning block is located in the positioning groove.

7. The wheel hub with a drag reduction structure according to claim 6, characterized in that: The clamping block and the clamping slot are both provided with arc surfaces.

8. The wheel hub with a drag reduction structure according to claim 1, characterized in that: A plurality of vents are provided on the rotating plate.

9. The wheel hub with a drag reduction structure according to claim 1, characterized in that: Sealing rings are fixedly connected to both side walls of the rotating plate.

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