Aluminum alloy wheel hub for electric vehicle

Abstract

The utility model relates to an electric motor car aluminum alloy wheel hub, it includes wheel rim, spoke, wheel hub and flow guide component, spoke's both ends are connected wheel rim and wheel hub respectively, spoke sets up at least four groups, spoke is along the axial annular array of wheel hub, flow guide component sets up in spoke's inner wall, flow guide component includes main connecting plate, tail plate and apron, main connecting plate is fixed in spoke inner wall, tail plate is fixed in spoke position close to wheel rim, one end of tail plate is connected main connecting plate, the other end of tail plate is towards wheel hub optional direction, apron covers in main connecting plate and tail plate, apron and tail plate, main connecting plate constitute flow guide groove, apron and tail plate, main connecting plate constitute flow guide groove, main connecting plate is fixed along spoke length direction, provides basic guide path for airflow, tail plate is inclined towards wheel hub rotation direction, utilizes the effect of meeting the flow and initiatively captures airflow when wheel hub rotates, ensures that airflow accurate flow direction brake disc etc.

Description

Technical Field

[0001] This utility model relates to the field of aluminum front wheel hubs, and in particular to an aluminum alloy wheel hub for electric vehicles. Background Technology

[0002] With the rapid development of the new energy vehicle industry, the safety performance and range of electric vehicles have become core research and development directions. Among them, the wheel hub, as a key component connecting the vehicle body and the tires, directly affects the vehicle's braking efficiency, energy consumption and service life.

[0003] During the operation of an electric vehicle, the wheel hub rotates at high speed along with the tires. The braking system (especially the brake discs) generates a large amount of heat due to friction. If this heat cannot be dissipated in time, it will lead to a decline in braking performance and, in severe cases, may cause brake failure, posing a significant safety hazard. Existing electric vehicle wheel hub heat dissipation structures mostly rely on the spokes or simple hollow designs on the rim, achieving passive heat dissipation only by increasing the surface area, without directional guidance or optimization of airflow.

[0004] Specifically, the connection between the spokes and rim of traditional wheel hubs is mostly a smooth transition structure. During rotation, the airflow is turbulent, with most of the airflow flowing irregularly along the outer side of the hub, failing to effectively reach the brake disc and other core heat dissipation areas. For some wheel hubs with airflow guiding structures, actual test data shows that under continuous braking conditions, the brake disc temperature of traditional structures can rise to over 300℃, seriously affecting braking safety. Utility Model Content

[0005] To solve the above-mentioned technical problems, this utility model provides an aluminum alloy wheel hub for electric vehicles.

[0006] The present invention provides an aluminum alloy wheel hub for electric vehicles, which adopts the following technical solution:

[0007] An aluminum alloy wheel hub for an electric vehicle includes a rim, spokes, a hub, and a flow guide assembly. The two ends of the spokes are connected to the rim and the hub, respectively. At least four sets of spokes are arranged in a circular array along the axial direction of the hub. The flow guide assembly is disposed on the inner wall of the spokes and includes a main connecting plate, a tail plate, and a cover plate. The main connecting plate is fixed to the inner wall of the spokes, and the length direction of the main connecting plate is consistent with the direction of the spokes. The tail plate is fixed to the spokes near the rim, with one end connected to the main connecting plate and the other end facing the hub. The cover plate covers the main connecting plate and the tail plate, and the cover plate, tail plate, and main connecting plate form a flow guide groove.

[0008] The advantage is that the guide channel formed by the main connecting plate, tail plate and cover plate, combined with the tail plate's design facing the direction of wheel hub rotation, can actively guide the airflow to flow in a directional manner along the channel when the wheel hub rotates. This can divide the airflow into an orderly airflow stream, which is precisely directed towards the brake disc's heat dissipation surface, significantly reducing the brake disc temperature.

[0009] Optionally, the main connecting plate is designed in a stepped shape, and the guide channel is a three-stage stepped guide channel, including a first-stage channel with a depth of 3m, a second-stage channel and a final-stage channel with a depth of 8m. The first-stage channel is close to the wheel rim, the second-stage channel is located between the first-stage channel and the final-stage channel, and the final-stage channel is located close to the wheel hub. The depth of the first-stage channel to the final-stage channel gradually increases.

[0010] The advantage is that the gradually increasing depth of the grooves from the first stage to the last stage will cause the airflow to generate a pressure difference due to the change in spatial volume during the flow: the airflow velocity is low but the pressure is high in the first stage groove, and as the grooves deepen, the airflow gains expansion space and the velocity gradually increases, which can more efficiently remove the heat from the surface of the brake disc.

[0011] Optionally, the first-stage groove depth is 3mm, the second-stage groove depth is 5mm, and the final-stage groove depth is 8mm.

[0012] The design increases by 2-3 mm per stage, creating a smooth transition pressure change curve.

[0013] Optionally, streamlined guide fins are evenly distributed within each stage of the guide groove.

[0014] Designing guide fins can strengthen the channel structure and improve its resistance to deformation.

[0015] Optionally, the streamlined guide fins form a 15° angle with the bottom surface of the guide groove, the height of the guide fins is half the depth of the corresponding guide groove, and the spacing between adjacent guide fins is equal.

[0016] Optionally, the inner side of the rim is provided with arc-shaped reinforcing ribs, which are arranged in a ring along the axial direction of the rim.

[0017] The arc-shaped reinforcing ribs are arranged in a ring along the axial direction of the wheel rim, which can evenly distribute the circumferential load on the wheel rim to each reinforcing rib.

[0018] In summary, this utility model has at least one of the following beneficial technical effects:

[0019] 1. The cover plate, tail plate, and main connecting plate form a guide channel. The main connecting plate is fixed along the length of the spokes to provide a basic guiding path for the airflow. The tail plate is tilted towards the direction of the wheel hub rotation. It actively captures the airflow when the wheel hub rotates by utilizing the anti-flow effect, ensuring that the airflow flows accurately to the core heat dissipation areas such as the brake disc.

[0020] 2. The three-stage stepped groove depth creates a natural airflow pressure gradient. When the airflow enters, it forms a relatively high initial pressure due to spatial constraints. As the groove deepens to 5mm in the secondary stage and 8mm in the final stage, the airflow gains more expansion space, and the pressure is gradually converted into kinetic energy, thus increasing the flow velocity. This allows the airflow to act with a stronger impact force on core heat dissipation areas such as brake discs, improving heat dissipation efficiency and solving the problem of insufficient airflow impact force caused by the uniform pressure distribution in traditional guide grooves.

[0021] 3. The curved profile of the arc-shaped reinforcing rib allows the radial impact force borne by the rim to be evenly transmitted along the arc, avoiding stress peaks in the local area where the rib connects to the rim. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of an aluminum alloy wheel hub for an electric vehicle.

[0023] Figure 2 This is a schematic diagram of an aluminum alloy wheel hub for an electric vehicle (excluding the cover plate).

[0024] Figure 3 This is a front view of an aluminum alloy wheel hub for an electric vehicle (excluding the cover plate).

[0025] Figure 4 yes Figure 2 Enlarged view of part A in the middle.

[0026] Explanation of reference numerals in the attached drawings: 1. Rim; 2. Spoke; 3. Hub; 4. Guide assembly; 41. Main connecting plate; 42. Tail plate; 43. Cover plate; 5. Guide channel; 51. First stage channel; 52. Second stage channel; 53. Last stage channel; 6. Guide fin; 7. Arc-shaped reinforcing rib. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0028] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0029] Furthermore, "several" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0030] This utility model discloses an aluminum alloy wheel hub for electric vehicles. (Refer to...) Figure 1-4 An aluminum alloy wheel hub for an electric vehicle includes a rim 1, spokes 2, a hub 3, and a flow guide assembly 4. The two ends of the spokes 2 are connected to the rim 1 and the hub 3, respectively. At least four sets of spokes 2 are arranged in a circular array along the axial direction of the hub 3. The flow guide assembly 4 is disposed on the inner wall of the spokes 2 and includes a main connecting plate 41, a tail plate 42, and a cover plate 43. The main connecting plate 41 is fixed to the inner wall of the spokes 2, and the length direction of the main connecting plate 41 is consistent with the direction of the spokes 2. The tail plate 42 is fixed to the spokes 2 near the rim 1. The tail plate 42 is positioned such that one end is connected to the main connecting plate 41, and the other end of the tail plate 42 faces the optional direction of the wheel hub 3. The cover plate 43 covers the main connecting plate 41 and the tail plate 42. The cover plate 43, the tail plate 42, and the main connecting plate 41 form the air guide groove 5. The main connecting plate 41 is fixed along the length of the spokes 2 to provide a basic guiding path for the airflow. The tail plate 42 is tilted towards the rotation direction of the wheel hub 3, and actively captures the airflow when the wheel hub 3 rotates by utilizing the anti-flow effect to ensure that the airflow flows accurately to the core heat dissipation area such as the brake disc.

[0031] The main connecting plate 41 is designed in a stepped shape, and the guide channel 5 is a three-stage stepped guide channel 5, including a first-stage channel 51 with a depth of 3mm, a second-stage channel 52, and a final-stage channel 53 with a depth of 8mm. The first-stage channel 51 is close to the rim 1, the second-stage channel 52 is located between the first-stage channel 51 and the final-stage channel 53, and the final-stage channel 53 is located close to the hub 3. The depth of the first-stage channel 51 to the final-stage channel 53 gradually increases, with the first-stage channel 51 being 3mm deep, the second-stage channel 52 being 5mm deep, and the final-stage channel 53 being 8mm deep. The stepped groove depth creates a natural airflow pressure gradient. The first groove 51 is the shallowest, and the airflow enters with a relatively high initial pressure due to spatial constraints. As the groove deepens to 5mm in the second stage and 8mm in the final stage, the airflow gains more expansion space, and the pressure is gradually converted into kinetic energy, thus increasing the flow velocity. This allows the airflow to act with a stronger impact force on core heat dissipation areas such as brake discs, improving heat dissipation efficiency and solving the problem of insufficient airflow impact force caused by the uniform pressure distribution in traditional guide groove 5.

[0032] Streamlined guide fins 6 are evenly distributed within each stage of the guide groove 5. The streamlined guide fins 6 form a 15° angle with the bottom surface of the guide groove 5. The height of the guide fins 6 is half the depth of the corresponding guide groove 5, and the spacing between adjacent guide fins 6 is equal. The 15° angle design matches the natural trajectory of airflow when the wheel hub 3 rotates. The guide fins 6 can more effectively guide the airflow direction. For multiple streams of airflow, the fins can precisely guide them in a direction consistent with the axis of the brake disc heat dissipation holes, improving the hit rate of the airflow to the heat dissipation holes. The design of the guide fins 6 can also strengthen the groove structure and improve its resistance to deformation.

[0033] An arc-shaped reinforcing rib 7 is provided on the inner side of the rim 1. The arc-shaped reinforcing rib 7 is arranged in a ring along the axial direction of the rim 1. The curved profile of the arc-shaped reinforcing rib 7 can make the radial impact force borne by the rim 1 be transmitted evenly along the arc, avoiding the formation of stress peaks in the local area where the rib is connected to the rim 1.

[0034] The above are all preferred embodiments of this utility model, and are not intended to limit the scope of protection of this utility model. Therefore, all equivalent changes made to the structure, shape and principle of this utility model should be covered within the scope of protection of this utility model.

Claims

1. An aluminum alloy wheel hub for electric vehicles, characterized in that: The wheel includes a rim (1), spokes (2), a hub (3), and a flow guide assembly (4). The two ends of the spokes (2) are connected to the rim (1) and the hub (3), respectively. The spokes (2) are provided with at least four sets. The spokes (2) are arranged in a ring array along the axial direction of the hub (3). The flow guide assembly (4) is disposed on the inner wall of the spokes (2). The flow guide assembly (4) includes a main connecting plate (41), a tail plate (42), and a cover plate (43). The main connecting plate (41) is fixed to the inner wall of the spokes (2). The length direction of the main connecting plate (41) is consistent with the direction of the spoke (2). The tail plate (42) is fixed to the spoke (2) near the rim (1). One end of the tail plate (42) is connected to the main connecting plate (41), and the other end of the tail plate (42) faces the direction of the hub (3). The cover plate (43) covers the main connecting plate (41) and the tail plate (42). The cover plate (43), the tail plate (42), and the main connecting plate (41) constitute a guide groove (5).

2. The electric vehicle aluminum alloy wheel hub according to claim 1, characterized in that: The main connecting plate (41) is designed in a stepped shape, and the guide channel (5) is a three-stage stepped guide channel (5). The guide channel (5) includes a first-stage channel (51) with a depth of 3m, a second-stage channel (52) and a final-stage channel (53) with a depth of 8m. The first-stage channel (51) is close to the rim (1), the second-stage channel (52) is located between the first-stage channel (51) and the final-stage channel (53), and the final-stage channel (53) is located close to the hub (3). The depth of the first-stage channel (51) to the final-stage channel (53) gradually increases.

3. The electric vehicle aluminum alloy wheel hub according to claim 2, characterized in that: The first-stage groove (51) is 3mm deep, the second-stage groove (52) is 5mm deep, and the last-stage groove (53) is 8mm deep.

4. The electric vehicle aluminum alloy wheel hub according to claim 2, characterized in that: Streamlined guide fins (6) are evenly distributed in each of the guide grooves (5).

5. An aluminum alloy wheel hub for an electric vehicle according to claim 4, characterized in that: The streamlined guide fin (6) forms a 15° angle with the bottom surface of the guide groove (5). The height of the guide fin (6) is half the depth of the corresponding guide groove (5), and the spacing between adjacent guide fins (6) is equal.

6. The electric vehicle aluminum alloy wheel hub according to claim 1, characterized in that: The inner side of the rim (1) is provided with an arc-shaped reinforcing rib (7), which is arranged in a ring along the axial direction of the rim (1).

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