Hub capable of reducing wind resistance

Abstract

The utility model discloses a hub capable of reducing wind resistance, which comprises a hub part, a rim and a plurality of spokes connected with the hub part and the rim, a window is arranged between adjacent spokes, the window is strip-shaped, and the direction of the long axis of the window is the same as the radial direction of the hub; the spoke comprises a supporting part arranged on the front side of the spoke and a heat dissipation part arranged on the rear side of the spoke. The supporting part comprises a first supporting part, a second supporting part and a third supporting part connected with the first supporting part and the second supporting part, the first supporting part is fixed to the rim, and the second supporting part is fixed to the hub part; and the heat dissipation part is provided with wavy bulges. According to the hub, the window of the hub is arranged to be in the long-strip shape, meanwhile, the heat dissipation part is arranged at the spoke, the heat dissipation area is increased through the wavy protrusions arranged on the heat dissipation part, and the situation that the strength of the hub is affected due to long-term overheating of the hub is prevented.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of wheel hub, more particularly to a wheel hub of reducing wind resistance. BACKGROUND

[0002] As a key component of vehicles such as cars and motorcycles, wheel hubs play a crucial role in the safety, stability, and efficiency of vehicles. With the rapid development of the automotive industry and the increasing demand for vehicle performance from consumers, the design and manufacturing of wheel hubs face many new challenges. First, wheel hubs not only have to withstand various forces and vibrations from the road during vehicle travel, but also have to effectively deal with the large amount of heat generated by the brake system and tire friction. If this heat is not dissipated in time, it will cause the wheel hub to overheat, thereby affecting its performance and lifespan. Therefore, the window design of the wheel hub is particularly important. The window is the open space formed between the spokes, and its reasonable design has a decisive influence on the heat dissipation performance of the wheel hub.

[0003] However, the existing wheel hub window design often pursues aesthetics too much, ignoring the balance between wind resistance and heat dissipation performance. Some wheel hubs have messy and excessive window shapes, which not only do not help to reduce wind resistance, but also may affect the structural strength and heat dissipation effect of the wheel hub. For example, the heat dissipation wheel hub disclosed in Chinese utility model patent CN215153621U improves heat dissipation efficiency by increasing the window size and using heat dissipation fins, but the complexity of the window design may increase wind resistance to some extent. In addition, the wheel hub heat dissipation structure disclosed in CN118539674A Chinese patent application uses liquid cooling to improve heat dissipation efficiency. Although this method has a significant effect on heat dissipation performance, its complex structure not only increases the manufacturing cost, but also may cause safety hazards due to liquid leakage or component damage.

[0004] Therefore, how to optimize the window design of the wheel hub to achieve lower wind resistance and higher heat dissipation efficiency while ensuring its aesthetics has become a problem to be solved in the current wheel hub design field. UTILITY MODEL CONTENTS

[0005] The main purpose of the utility model is to solve the problem of wheel hub window not conducive to reducing wind resistance in the prior art. The utility model sets the window of the wheel hub to be long strip-shaped, reduces the wind resistance of the window to the wheel hub to the lowest, and sets a heat dissipation part at the spoke, increases the heat dissipation area of the heat dissipation part by setting a wave-shaped protrusion, the heat generated by the tire during braking is effectively dissipated by the heat dissipation part, preventing the wheel hub from overheating for a long time and affecting the strength of the wheel hub.

[0006] The technical solution of the utility model is as follows:

[0007] The application discloses a hub with reduced wind resistance, which comprises a hub part, a rim and a plurality of spokes connecting the hub part and the rim, a window is arranged between the adjacent spokes, the window is long-strip-shaped, the long axis of the window is in the radial direction of the hub, the spoke comprises a support part arranged at the front side of the spoke and a heat dissipation part arranged at the rear side of the spoke, the support part comprises a first support part, a second support part and a third support part connecting the first support part and the second support part, the first support part is fixed at the rim, and the second support part is fixed at the hub part, and the heat dissipation part is provided with wave-shaped protrusions.

[0008] In the application, the window is long-strip-shaped in the radial direction of the hub, so that the wind resistance of the window to the hub is reduced to the minimum. Meanwhile, the heat dissipation part is arranged at the spoke, the wave-shaped protrusions are arranged on the heat dissipation part to increase the heat dissipation area, the heat generated by the tire during braking is effectively dissipated by the heat dissipation part, and the long-term overheating of the hub is prevented, so that the strength of the hub is not affected. The long axis of the long-strip-shaped window refers to an axis line in the length direction of the long-strip-shaped window, and the short axis refers to an axis line in the width direction of the window. The front side of the spoke refers to the side which is first contacted with the ground in the tire advancing direction, and the rear side of the spoke refers to the side which is contacted with the ground last in the tire advancing direction. In the application, the support part and the heat dissipation part are integrally formed in the optional specific embodiment.

[0009] Further, the window is quadrilateral, and the length of the longest side of the window is 1.5-4 times the length of the shortest side.

[0010] If the length-width ratio of the window is too large, the influence on the wind resistance is small, but the airflow in the hub cannot be smoothly exchanged with the outside air, and the temperature in the hub is prone to be too high; if the length-width ratio of the window is too small, the wind resistance suffered by the structure inside the tire is prone to be too large, the tire is prone to be affected by the turbulent flow, and the overall stress of the tire is difficult to balance. The length of the longest side of the window is 1.5-4 times the length of the shortest side, which is relatively suitable.

[0011] Further, the front surface of the heat dissipation part is provided with wave-shaped protrusions; the thickness of the support part is higher than that of the heat dissipation part; and the thickness of the heat dissipation part gradually decreases outward along the side connected with the support part.

[0012] The convex is arranged on the front surface of the heat dissipation part, which is beneficial to the direct heat exchange between the convex and the atmosphere, and the heat dissipation effect is better. The thickness of the heat dissipation part is lower than that of the supporting part, which is more beneficial to the heat dissipation of the tire. Since the heat dissipation part does not need to support the rim, only in order to reduce the wind resistance, it does not need to be prepared too thick. If the thickness of the heat dissipation part is suddenly reduced too much compared with the thickness of the supporting part, turbulence will be generated outside the heat dissipation part, which will also increase the wind resistance. Therefore, the thickness of the heat dissipation part gradually decreases outward along the side connected with the supporting part in the utility model, which provides a certain buffering area with different thicknesses between the supporting part and the heat dissipation part. The front surface refers to the surface of the hub which is opposite to the vehicle when the hub is installed on the vehicle, and the back surface refers to the surface which faces the vehicle.

[0013] Further, the second supporting part is tangent to the center of the hub; the third supporting part and the first supporting part are connected in a V shape, and the third supporting part and the second supporting part are connected in the same direction; and the convex is parallel to the third supporting part.

[0014] The second supporting part is tangent to the center of the hub, which can avoid excessive stress on the center of the hub, and the third supporting part and the second supporting part are in the same direction. The third supporting part and the first supporting part are connected in a V shape, which can increase the contact area of the first supporting part and the rim, and avoid the mechanical fatigue fracture of the rim due to the small contact area of the spoke caused by the arrangement of the heat dissipation part. Overall, the supporting part composed of the first supporting part, the second supporting part and the third supporting part is in a general "L" shape.

[0015] Further, the front side of the supporting part is provided with a first reinforcing part, and the first reinforcing part wraps the front side of the supporting part; and the thickness of the first reinforcing part is lower than that of the supporting part.

[0016] The first reinforcing part is arranged on the front side of the supporting part, which can disperse the stress of the supporting part from the front side, especially the stress at the connection between the first supporting part and the third supporting part, so that the service life of the hub is longer; and the thickness of the first reinforcing part is lower than that of the supporting part, which is beneficial to the light weight of the automobile.

[0017] Optionally, the rear side of the heat dissipation part is provided with a second reinforcing part which wraps the rear side of the heat dissipation part.

[0018] The second reinforcing part is arranged on the rear side of the heat dissipation part, which can disperse the stress received by the heat dissipation part from the rear side, and increase the strength of the heat dissipation part. At the same time, the first reinforcing part and the second reinforcing part can bear the stress of the entire spoke from the front and rear sides of the spoke, so that the hub is more durable and less likely to be deformed.

[0019] Optionally, the thickness of the heat dissipation part gradually decreases in the direction perpendicular to the convex along the side connected with the supporting part.

[0020] By controlling the direction of the thickness variation of the heat dissipation part, the utility model discloses can control the advancing direction of the airflow on the hub surface when the automobile is advancing, ensure that the airflow can fully contact along the direction of the wave-shaped convex, increase the heat exchange time, and also guide part of the airflow to enter the hub smoothly and conduct heat from the inside.

[0021] In the utility model, long strip window is arranged between adjacent spokes, and the long axis direction of the window is the same as the radial direction of the hub. This design reduces the wind resistance of the window to the hub to the lowest, and allows the airflow in the hub to exchange smoothly with the outside atmosphere. The spoke includes a support part on the front side and a heat dissipation part on the back side. The support part is composed of a first support part, a second support part and a third support part, forming a substantially "L" shaped structure to ensure the strength and stability of the hub. The front surface of the heat dissipation part is provided with a wave-shaped convex, and the thickness gradually decreases outward along the side connected with the support part. This design is conducive to the direct exchange of heat between the convex and the atmosphere, improves the heat dissipation effect, and avoids the generation of turbulence and reduces wind resistance. The front side of the support part is provided with a first reinforcing part, and the thickness is lower than that of the support part, which disperses stress and prolongs the service life of the hub. The back side of the heat dissipation part can be selectively provided with a second reinforcing part to increase the strength of the heat dissipation part and make the hub more durable.

[0022] The technical effects of the utility model are as follows:

[0023] 1. Reduce wind resistance: the long strip window design effectively reduces the wind resistance coefficient of the hub, improves the fuel efficiency and driving stability of the vehicle;

[0024] 2. Improve heat dissipation efficiency: the wave-shaped convex and gradually decreasing thickness of the heat dissipation part design significantly increases the heat dissipation area, improves the heat dissipation efficiency, prevents the hub from overheating, and prolongs the service life of the hub;

[0025] 3. Enhance structural strength: the "L" shaped support part structure and the front and back reinforcing parts design disperses stress, enhances the overall strength and durability of the hub, and reduces the risk of mechanical fatigue fracture;

[0026] 4. Optimize airflow management: control the direction of the thickness variation of the heat dissipation part to ensure that the airflow can fully contact along the direction of the wave-shaped convex, increase the heat exchange time, and guide part of the airflow to enter the hub smoothly and conduct heat from the inside.

[0027] The utility model will be further described below in combination with the drawings. DRAWINGS

[0028] Figure 1 The drawings are schematic diagrams of the utility model;

[0029] Figure 2 The drawings are schematic diagrams of the utility model. DETAILED DESCRIPTION

[0030] The present invention will be further explained and described below through specific embodiments. It should be understood that the purpose of the following embodiments is to make the technical solution of the present invention clearer and easier to understand, and does not limit the scope of protection of the claims.

[0031] The present invention will be further described below through specific embodiments. Example 1

[0032] This embodiment describes a wheel hub that reduces wind resistance, such as... Figure 1 As shown, the wheel includes a hub 1, a rim 2, and five spokes connecting the hub and the rim. A window 3, which is elongated, is provided between adjacent spokes, and the direction of the major axis 31 of the window 3 is the same as the radial direction of the hub. Each spoke includes a support portion 42 located on the front side of the spoke and a heat dissipation portion 41 located on the rear side of the spoke. The support portion includes a first support portion 421, a second support portion 422, and a third support portion 423 connecting the first support portion 421 and the second support portion 422. The first support portion 421 is fixed to the rim 2, and the second support portion 422 is fixed to the hub 1. Figure 2 As shown, the heat dissipation part 41 is provided with wavy protrusions 411.

[0033] Furthermore, the window 3 is a quadrilateral, and the length of the longest side of the window is four times the length of the shortest side.

[0034] Furthermore, the front of the heat dissipation part 41 is provided with a wave-shaped protrusion 411; the thickness of the support part 42 is higher than that of the heat dissipation part 41; the thickness of the heat dissipation part 41 gradually decreases outward along the side connected to the support part 42.

[0035] Optionally, the second support portion 422 is tangent to the center of the wheel hub; the third support portion 423 and the first support portion 421 are connected in a V-shape, and the third support portion 423 and the second support portion 422 are connected in the same direction; the axis of the protrusion 411 is parallel to the third support portion 423.

[0036] Furthermore, a first reinforcing part 51 is provided on the front side of the support part 42, and the first reinforcing part 51 wraps around the front side of the support part 42; the thickness of the first reinforcing part 51 is lower than that of the support part 42.

[0037] Furthermore, a second reinforcing part 52 is provided on the rear side of the heat dissipation part 41, and the second reinforcing part 52 wraps around the rear side of the heat dissipation part 41.

[0038] Optionally, the thickness of the heat dissipation part 41 gradually decreases along the side that is in contact with the support part 42 in a direction perpendicular to the protrusion.

[0039] Preferably, the number of windows is 5, the number of spokes is 5, and the spokes and windows are in the same plane; the 5 windows are evenly arranged in a radial manner. Example 2

[0040] In this embodiment, the length of the longest side of the window is 1.6 times the length of the shortest side, and the other parameters are consistent with those of Example 1. Example 3

[0041] In this embodiment, the length of the longest side of the window is 3.5 times the length of the shortest side, and the other parameters are consistent with those of Example 1. Example 4

[0042] In this embodiment, the length of the longest side of the window is 2 times the length of the shortest side, and the other parameters are consistent with those of Example 1. Example 5

[0043] In this embodiment, the length of the longest side of the window is 2.5 times the length of the shortest side, and the other parameters are consistent with those of Example 1.

[0044] Comparative Example

[0045] This comparative example provides a hub as in Chinese Utility Model CN215153621U.

[0046] Performance Test

[0047] The above-mentioned hub is prepared using an aluminum alloy, the size of the hub is 17'', and the Dongfeng Eagle YJ-01X tire is added to the hub, and the speed is 60KM / h. Through the test method of the prior art, the wind resistance coefficient, heat dissipation performance and structural strength of the hub of each example and comparative example are tested, and the specific methods are as follows: 1. Wind resistance coefficient test: install the hub in the wind tunnel test equipment to simulate the driving state of the vehicle. Record the wind resistance coefficient (Cd) of the hub with different window aspect ratio designs at different speeds. Compare the wind resistance coefficients of each example and the comparative example to evaluate the influence of the window aspect ratio on the wind resistance. 2. Heat dissipation performance test: use a thermal imager to monitor the temperature change of the hub during high-speed driving and braking. Record the temperature data of each example and the comparative example at different time points. Analyze the influence of the wave-shaped protrusions and the thickness design of the heat dissipation part on the heat dissipation effect. 3. Structural strength test: use a stress tester to test the stress distribution of the hub under different loads. Record the deformation and fracture of each example and the comparative example under the limit load. Evaluate the improvement effect of the reinforcement part design on the structural strength of the hub. The test results are shown in Tables 1-5.

[0048] I. Wind resistance coefficient test results

[0049] Table 1

[0050]

[0051] II. Heat dissipation performance test results

[0052] 1. Initial temperature: all hubs had an initial temperature of 25°C before the test started.

[0053] Maximum temperature after braking and time to reach

[0054] Table 2

[0055]

[0056] 3. Temperature stabilization time (from the start of braking to the temperature fluctuation range is within ±2°C)

[0057] Table 3

[0058]

[0059] III. Structural strength test results parameters

[0060] 1. Ultimate load (N)

[0061] Table 4

[0062]

[0063] 2. Maximum deformation under ultimate load (mm)

[0064] Table 5

[0065]

[0066] The utility model is described through embodiments, but does not constitute the limitation of the utility model, and other changes of the disclosed embodiments, such as for the person skilled in the art, are easy to think of, and such changes should belong to the range defined in the utility model claim.

Claims

1. A wheel hub for reducing wind resistance, comprising a hub, a rim, and a plurality of spokes connecting the hub and the rim, characterized in that: A window is provided between adjacent spokes. The window is elongated and the direction of the long axis of the window is the same as the radial direction of the hub. The spokes include a support portion disposed on the front side of the spokes and a heat dissipation portion disposed on the rear side of the spokes. The support portion includes a first support portion, a second support portion, and a third support portion connecting the first support portion and the second support portion. The first support portion is fixed to the rim, and the second support portion is fixed to the hub. The heat dissipation portion has wavy protrusions.

2. The wheel hub according to claim 1, characterized in that: The window is quadrilateral, and the length of the longest side of the window is 1.5 to 4 times the length of the shortest side.

3. The wheel hub according to claim 1, characterized in that: The front of the heat dissipation part has a wavy protrusion; the thickness of the support part is higher than that of the heat dissipation part; the thickness of the heat dissipation part gradually decreases outward from the side that is in contact with the support part.

4. The wheel hub according to claim 3, characterized in that: The second support portion is tangent to the center of the wheel hub; the third support portion and the first support portion are connected in a V-shape, and the third support portion and the second support portion are connected in the same direction; the protrusion is parallel to the third support portion.

5. The wheel hub according to claim 4, characterized in that: A first reinforcing part is provided on the front side of the support part, and the first reinforcing part wraps around the front side of the support part; the thickness of the first reinforcing part is lower than that of the support part.

6. The wheel hub according to claim 5, characterized in that: A second reinforcing part is provided on the rear side of the heat dissipation part, and the second reinforcing part wraps around the rear side of the heat dissipation part.

7. The wheel hub according to claim 3, characterized in that: The thickness of the heat dissipation part gradually decreases along the side that is in contact with the support part in a direction perpendicular to the protrusion.

8. The wheel hub according to claim 5, characterized in that: There are 5 windows and 5 spokes, and the spokes and windows are in the same plane; the 5 windows are arranged radially and evenly.

9. The wheel hub according to claim 8, characterized in that: The longest side of the window is four times the length of the shortest side.

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