Controllable grille air intake aluminum alloy wheel hub

Abstract

The utility model discloses an intake aluminum alloy wheel hub of controllable grating, including wheel hub body and be located inside its adjustable air intake mechanism. Air intake mechanism includes fixed first adjusting disc and relatively rotatable second adjusting disc, and the opposite surface of both is equipped with ring teeth, realizes angle adjustment through the adjusting vane of gear connection, and the first drive mechanism and second drive mechanism cooperation of setting in adjusting disc outer edge and side surface drive adjusting disc relatively rotate, realize vane dynamic control, through magnetic attraction, spring, locking structure and electromagnetic drive design, ensure that vane can reliably switch among different states, and realize supplementary regulation in combination with wind resistance power assistance, the utility model discloses can effectively promote wheel hub air intake efficiency and brake cooling performance to carry out the collection flat and reduce wind resistance when not needing air intake.

Description

Technical Field

[0001] This utility model relates to the field of automotive component technology, specifically to an intake aluminum alloy wheel hub with a controllable grille. Background Technology

[0002] In modern automotive structures, the wheel hub is a crucial load-bearing and supporting component, primarily used to connect the vehicle's braking system, suspension system, and tires. During rotation, it undertakes multiple functions, including transmitting torque, supporting weight, and cushioning road impacts. With the development of the automotive industry, higher demands have been placed on the strength, lightweight design, corrosion resistance, and heat dissipation performance of wheel hubs. Compared to traditional steel wheel hubs, aluminum alloy wheel hubs are widely used in passenger and commercial vehicles due to their advantages such as light weight, good thermal conductivity, high forming precision, and aesthetic appeal. Aluminum alloy wheel hubs not only contribute to improved vehicle handling and fuel economy but also enhance heat dissipation to a certain extent, making them an important component in current mainstream automotive manufacturing.

[0003] The shortcomings of existing technology:

[0004] When a vehicle brakes frequently during prolonged high-speed driving, continuous downhill driving in mountainous areas, or congested urban conditions, the braking assembly will rapidly accumulate heat, with the brake disc temperature potentially rising to over 500°C in a short period. If heat dissipation is insufficient, brake pads will experience brake fade, resulting in a sharp drop in the coefficient of friction, prolonged brake pedal travel, and even irreversible damage such as thermal cracking and thermal fatigue. Excessive residual heat can also be conducted along the wheel hub and bearings, leading to grease deterioration, seal aging, and consequently shortening bearing life. It may also cause increased tire pressure and degraded tire rubber performance. Utility Model Content

[0005] The purpose of this invention is to provide an intake aluminum alloy wheel hub with a controllable grille to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution: an air intake aluminum alloy wheel hub with a controllable grille, comprising a wheel hub body, wherein an adjustable air intake mechanism is provided within the wheel hub body; the air intake mechanism comprises: a first adjusting disc, the first adjusting disc being fixed within the wheel hub body; a second adjusting disc, the second adjusting disc being rotatably connected to the first adjusting disc, wherein annular teeth are provided on the opposing surfaces of the first adjusting disc and the second adjusting disc; an adjusting blade, the adjusting blade having a connecting end, the connecting end having a gear meshing with the annular teeth, such that the adjusting blade changes angle when the first adjusting disc and the second adjusting disc rotate relative to each other; a first driving mechanism and a second driving mechanism, the first driving mechanism being located at the outer edge of the first adjusting disc and the second adjusting disc, the second driving mechanism being located on the side of the second adjusting disc, the first driving mechanism and the second driving mechanism being used to cooperate in driving the first adjusting disc and the second adjusting disc to rotate relative to each other.

[0007] The relative rotation of the first and second adjustment discs causes the adjustment blades to change angle, thereby enabling air intake into the wheel hub body when the adjustment blades are in the unfolded state. This guides the airflow to cool the braking system inside the wheel hub, effectively improving the heat dissipation efficiency of the braking system and thus enhancing braking performance.

[0008] Furthermore, the coordinated arrangement of the first and second drive mechanisms allows for control of the relative rotation of the first and second adjustment discs even during vehicle operation, enabling dynamic adjustment of the blade angle and thus meeting the real-time control requirements for intake volume under special operating conditions.

[0009] Preferably, the first driving mechanism includes: a plurality of first movable cavities, each first movable cavity being located at the outer edge of the first adjusting disk, with a first end and a second end provided within each first movable cavity; a magnetic block, the magnetic block being located at the first end; a spring, the spring being located at the end of the magnetic block and the second end, the end of the spring being provided with a rubber baffle for cushioning; a plurality of first iron plates, the first iron plates being fixedly located at the outer edge of the second adjusting disk; and a locking mechanism, the locking mechanism being located within the first movable cavity, used to cooperate with the second driving mechanism to restrict and release the movement of the first iron plates along the direction of the first end.

[0010] Through the above design, the second drive mechanism can drive the first iron plate to move toward the second end, thereby causing the second adjustment disc to rotate relative to it. This allows the adjustment blades to unfold without direct contact, enabling airflow to enter the interior of the hub body and thus guide and cool the structure inside the hub (such as the braking system).

[0011] When the second drive mechanism does not provide driving force, the first iron plate returns to its original position under the thrust of the spring. At the same time, the first iron plate is moved toward the first end by the restoring force generated by the wind resistance of the adjusting blade and the adsorption provided by the magnetic block, so that the adjusting blade automatically resets to the flat state, thereby effectively reducing the wind resistance of the whole vehicle and improving energy efficiency.

[0012] Preferably, the locking mechanism includes: a sliding hole, which is axially formed in the side wall of the first movable cavity along the hub body, and an iron block is provided at the bottom of the sliding hole; a magnetic rod, which is slidably disposed in the sliding hole; and an iron ring, which is disposed on the other side wall of the first movable cavity and corresponds to the position of the iron block.

[0013] Preferably, the second driving mechanism includes: a bracket disposed on the side of the second adjusting disk; and a plurality of electromagnets disposed on the bracket. With this design, during the switching of magnetic poles, the electromagnets can continuously act on the second adjusting disk to control its rotation state, and simultaneously drive the magnetic rod to move within the sliding hole, thereby controlling the locking or unlocking operation of the adjusting blade when it is in the unfolded state.

[0014] Preferably, the first adjusting plate is provided with a plurality of second movable chambers, and the outer edge of the second adjusting plate is provided with a plurality of second iron plates corresponding to the positions of the second movable chambers. The second iron plates are used to cooperate with the electromagnet to assist the first adjusting plate and the second adjusting plate in relative rotation.

[0015] Preferably, both ends of the magnetic stick are provided with rubber portions.

[0016] Preferably, the magnetic block is provided with a rubber sheath around its periphery.

[0017] Preferably, the second chamber is provided with rubber pads to prevent direct collision between the second iron plate and the inner wall of the chamber.

[0018] Preferably, when the first iron plate is located at the first end, the adjusting blade is in a flattened state; when the first iron plate is located at the second end, the adjusting blade is in an extended state.

[0019] The above design can make reasonable use of the wind resistance generated during vehicle movement to provide auxiliary driving force for the leveling process of the unfolded adjustment blades, thereby improving the response efficiency and energy-saving effect of the adjustment mechanism. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0021] Figure 2 This is a schematic diagram of the rear structure of this utility model;

[0022] Figure 3 This is a comparison diagram showing the overall state of the air intake mechanism of this utility model when it is unfolded and retracted.

[0023] Figure 4 This is a schematic diagram of the structure of the first and second adjusting discs after assembly according to this utility model.

[0024] Figure 5 Comparison of the air intake mechanism's unfolded and retracted states after the first and second adjustment discs of this utility model are assembled.

[0025] Figure 6 This is a structural comparison diagram of the first and second adjusting discs of this utility model;

[0026] Figure 7 This is an enlarged view of point A in this utility model;

[0027] Figure 8 This is a schematic diagram of the locking mechanism of this utility model;

[0028] Figure 9 This is a schematic diagram of the structure of the magnetic rod, iron ring, and iron block of this utility model;

[0029] Figure 10 This is a schematic diagram of the second drive mechanism of this utility model.

[0030] In the diagram: 1. Hub body; 2. Air intake mechanism; 201. First adjusting disc; 202. Second adjusting disc; 203. Ring tooth; 204. Adjusting blade; 205. Gear; 3. First drive mechanism; 301. First movable chamber; 3011. First end; 3012. Second end; 302. Magnetic block; 303. Spring; 304. Rubber baffle; 305. First iron plate; 306. Locking mechanism; 3061. Sliding hole; 3062. Magnetic rod; 3063. Iron ring; 3064. Iron block; 4. Second drive mechanism; 401. Bracket; 402. Electromagnet; 5. Second movable chamber; 6. Second iron plate; 7. Rubber part; 8. Rubber sleeve; 9. Rubber pad. Detailed Implementation

[0031] 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.

[0032] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0033] In the description of this patent, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "setting" should be interpreted broadly. For example, they can refer to a fixed connection or setting, a detachable connection or setting, or an integrated connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this patent according to the specific circumstances.

[0034] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "several" means two or more, unless otherwise explicitly specified.

[0035] Example

[0036] Please see Figure 1-10 As shown, the present invention provides a controllable grille air intake aluminum alloy wheel hub technical solution: a controllable grille air intake aluminum alloy wheel hub, including a wheel hub body 1, and an adjustable air intake mechanism 2 is provided inside the wheel hub body 1;

[0037] The air intake mechanism 2 includes components such as a first adjusting plate 201, a second adjusting plate 202, an adjusting blade 204, a first driving mechanism 3, and a second driving mechanism 4. The first adjusting plate 201 is fixedly installed inside the hub body 1. The second adjusting plate 202 is rotatably connected to the first adjusting plate 201. The opposing surfaces of the first adjusting plate 201 and the second adjusting plate 202 are provided with ring teeth 203. The adjusting blade 204 has a connecting end, and the connecting end is provided with a gear 205 that meshes with the ring teeth 203, so that the adjusting blade 204 changes angle when the first adjusting plate 201 and the second adjusting plate 202 rotate relative to each other. The first driving mechanism 3 is located at the outer edge of the first adjusting plate 201 and the second adjusting plate 202, and the second driving mechanism 4 is located on the side of the second adjusting plate 202. The first driving mechanism 3 and the second driving mechanism 4 are used to cooperate to drive the first adjusting plate 201 and the second adjusting plate 202 to rotate relative to each other.

[0038] In this embodiment, the rotatable connection between the first adjusting disc 201 and the second adjusting disc 202 is located on the side of the annular tooth 203 facing the hub axis. This rotatable connection can be achieved by setting a turntable structure or by using a bearing assembly to form a stable and reliable rotational support, ensuring smooth relative rotation between the two adjusting discs.

[0039] In this embodiment, in addition to the annular teeth 203 on the opposing surfaces of the first adjusting plate 201 and the second adjusting plate 202, a flexible rubber seal can be added to both the first adjusting plate 201 and the second adjusting plate 202. The two seals are arranged facing each other to form a sealing structure. This sealing structure effectively prevents external foreign objects from entering between the annular teeth 203 without affecting the rotation adjustment of the adjusting blade 204, thereby improving the structure's dustproof and foreign object interference prevention capabilities and enhancing the operational reliability of the system.

[0040] The relative rotation of the first adjusting plate 201 and the second adjusting plate 202 causes the adjusting blade 204 to change angle. When the adjusting blade 204 is in the unfolded state, air is introduced into the wheel hub body 1, and the airflow is guided to cool the braking system inside the wheel hub, effectively improving the heat dissipation efficiency of the braking system and thus improving braking performance.

[0041] Furthermore, the cooperative arrangement of the first drive mechanism 3 and the second drive mechanism 4 enables the relative rotation of the first adjustment disc 201 and the second adjustment disc 202 to be controlled even during vehicle operation, thereby achieving dynamic adjustment of the angle of the adjustment blade 204 and meeting the real-time control requirements for intake volume under special working conditions.

[0042] The first driving mechanism 3 includes: several first movable cavities 301, magnetic blocks 302, springs 303, several first iron plates 305, etc. The first movable cavities 301 are located at the outer edge of the first adjusting plate 201. The first movable cavities 301 are provided with a first end 3011 and a second end 3012. The magnetic blocks 302 are located at the first end 3011. The springs 303 are located at the ends of the magnetic blocks 302 and the second end 3012. The ends of the springs 303 are provided with rubber baffles 304 for buffering. The first iron plates 305 are fixed at the outer edge of the second adjusting plate 202.

[0043] The locking mechanism 306 is located in the first active cavity 301 and is used to cooperate with the second drive mechanism 4 to restrict and release the movement of the first iron plate 305 along the direction of the first end 3011.

[0044] In this embodiment, the first end 3011 specifically corresponds to one side of the vehicle's forward direction, while the second end 3012 is located on the side opposite to the first end 3011, that is, the opposite end of the vehicle's forward direction.

[0045] Through the above design, the second drive mechanism 4 can drive the first iron plate 305 to move toward the second end 3012, thereby driving the second adjustment disc 202 to rotate relative to each other, so as to realize the unfolding of the adjustment blade 204 without direct contact, allowing airflow to enter the interior of the hub body 1, and then guide and cool the structure (such as the brake system) inside the hub.

[0046] When the second drive mechanism 4 does not provide driving force, the first iron plate 305 returns to its original position under the pushing force of the spring 303. At the same time, it is caused by the restoring force generated by the wind resistance of the adjusting blade 204 and the adsorption effect provided by the magnetic block 302, which causes the first iron plate 305 to move toward the first end 3011, so that the adjusting blade 204 automatically resets to the flat state, thereby effectively reducing the wind resistance of the whole vehicle and improving energy efficiency.

[0047] The locking mechanism 306 includes: a sliding hole 3061, a magnetic rod 3062, and an iron ring 3063. The sliding hole 3061 is axially opened in the side wall of the first movable cavity 301 along the hub body 1. An iron block 3064 is provided at the bottom of the sliding hole 3061. The magnetic rod 3062 is slidably disposed in the sliding hole 3061. The iron ring 3063 is disposed on the other side wall of the first movable cavity 301 and corresponds to the position of the iron block 3064.

[0048] When the magnetic rod 3062 is attracted to the iron block 3064, it does not come into contact with the first iron plate 305. When the end of the iron block 3064 enters the ring body of the iron ring 3063, the side wall of the iron ring 3063 will play a limiting role, thereby preventing the first iron plate 305 from moving towards the first end 3011, thus achieving a locking effect.

[0049] The second drive mechanism 4 includes a bracket 401 and several electromagnets 402. The bracket 401 is located on the side of the second adjustment plate 202, and the electromagnets 402 are located on the bracket 401. The bracket 401 can be designed according to requirements and then selectively fixed to the steering knuckle.

[0050] In this embodiment, the bracket 401 can be designed with a hollow structure to accommodate the wiring of the electromagnet 402. This hollow portion allows the wiring to bypass the brake disc area from inside the bracket 401, thus preventing damage to the wiring due to high temperatures or mechanical movement of the brake disc, and improving the safety and stability of the system. The electromagnet 402 can be directly powered by the vehicle's power system and controlled by a relay for on / off switching, achieving precise control of the magnetic attraction action.

[0051] To prevent the magnetic field generated by the electromagnet 402 from interfering with surrounding components during operation, a magnetic shielding plate (such as one made of soft magnetic alloy or high magnetic permeability material) can be installed inside the bracket 401 to provide magnetic field shielding and ensure the normal operation of other components and signal stability.

[0052] It should be noted that the magnetic poles facing outward of the magnetic rod 3062 are the same as those facing outward of the magnetic block 302, thereby avoiding interference between the two.

[0053] Furthermore, during the rotation of the hub, the structural body does not experience significant axial force; therefore, the magnetic rod 3062 can be a traditional magnet structure. However, the first iron plate 305, when at the first end 3011, needs to be attracted by the magnetic block 302. To achieve stable adsorption, the magnetic block 302 needs to be a magnet with strong magnetism (such as a neodymium iron boron magnet). During the driving process, the magnetic force generated by the electromagnet 402 after being energized gradually increases, eventually overcoming the adsorption force of the magnetic block 302 on the first iron plate 305, thus releasing the first iron plate 305 and driving it towards the second end 3012.

[0054] Through the above design, the electromagnet 402 can continuously act on the second adjusting disk 202 during the switching of magnetic poles to control its rotation state, and at the same time drive the magnetic rod 3062 to move in the sliding hole 3061, thereby controlling the locking or unlocking operation of the adjusting blade 204 when it is in the unfolded state.

[0055] The first adjusting plate 201 is provided with a plurality of second movable chambers 5, and the outer edge of the second adjusting plate 202 is provided with a plurality of second iron plates 6 corresponding to the positions of the second movable chambers 5. The second iron plates 6 are used to cooperate with the electromagnet 402 to assist the first adjusting plate 201 and the second adjusting plate 202 to rotate relative to each other.

[0056] In practical implementation, the second iron plate 6 can be arranged in either a regular circular array or an irregular distribution. A regular circular array arrangement helps to create a strong concentrated attraction during adsorption, improving adsorption efficiency. An irregular arrangement, on the other hand, can extend the adsorption time through the delay and misalignment of adsorption positions, thus achieving a more stable regulatory response. Different arrangements can be selected according to application requirements to balance adsorption strength and response stability.

[0057] Both ends of the magnetic rod 3062 are provided with rubber parts 7 to buffer the contact impact during its movement; the magnetic block 302 is covered with a rubber sleeve 8 to avoid direct collision; a rubber pad 9 is provided inside the second chamber to prevent the second iron plate 6 from making hard contact with the inner wall of the chamber during movement.

[0058] Through the above structural design, each magnetic component interacts with surrounding components in a soft contact manner when its position changes, effectively mitigating collision impacts and improving the overall structure's durability and operational stability.

[0059] When the first iron plate 305 is located at the first end 3011, the adjusting blade 204 is in a flattened state; when the first iron plate 305 is located at the second end 3012, the adjusting blade 204 is in an extended state.

[0060] Through the above design, the wind resistance generated during vehicle movement can be reasonably utilized to provide auxiliary driving force for the flattening process of the unfolded adjustment blades 204, thereby improving the response efficiency and energy-saving effect of the adjustment mechanism.

[0061] The working principle of this utility model is as follows:

[0062] In the initial state, the first iron plate 305 abuts against the rubber baffle 304 at the first end 3011 and is attracted by the magnetic block 302, so that the second adjusting plate 202 moves synchronously with the first adjusting plate 201 through the first iron plate 305. At this time, the adjusting blade 204 is in a flat state, realizing the function of closing the air intake to reduce wind resistance.

[0063] When cooling and ventilation are needed for components such as the braking system inside the wheel hub body 1, the electromagnet 402 is slowly energized via a relay. By adjusting the direction of the current, the electromagnet 402 generates a magnetic field with the same pole as the magnetic rod 3062, thus preventing the magnetic rod 3062 from being prematurely pulled out of the sliding hole 3061.

[0064] At this point, the first iron plate 305 is still attracted by the magnetic block 302 and rotates synchronously with the rotation of the hub. As the electromagnet 402 gradually increases its current, the magnetic field it generates gradually strengthens and begins to attract the first iron plate 305. During the dynamic balance process between the electromagnetic attraction and the attraction force of the magnetic block 302, the first iron plate 305 is no longer completely fixed, but gradually deviates from its original position by overcoming the resistance of the airflow and the magnetic block 302, and under the continuous rotation of the hub, it gradually gets rid of the attraction of the magnetic block 302 and slowly moves to the second end 3012.

[0065] As the first iron plate 305 moves towards the second end 3012, the adjusting blades 204 gradually unfold to form an air intake channel. During this process, the second iron plate 6 is also affected by the magnetic force of the electromagnet 402, which assists in attraction, allowing the first iron plate 305 to reach the predetermined position more smoothly. At the same time, the rubber pad 9, spring 303, and rubber baffle 304 work together to absorb the mechanical impact generated during the movement, ensuring the stable operation of the structure.

[0066] Once the first iron plate 305 has fully reached the second end 3012, the relay controls the electromagnet 402 to switch its magnetic poles, making its end magnetic pole opposite to the magnetic pole of the magnetic rod 3062. The magnetic rod 3062 is attracted and extends out of the sliding hole 3061, enters the inner side of the iron ring 3063, and is positioned relative to the iron block 3064, thus limiting and locking the first iron plate 305. At this time, the adjusting blade 204 remains deployed, and the air intake is stably opened to achieve cooling and heat dissipation of the internal components of the wheel hub.

[0067] When air intake is no longer needed, such as when the vehicle is cruising or at high speed and wind resistance needs to be reduced, the relay controls the electromagnet 402 to be energized again and adjusts the direction of the magnetic poles so that they are the same as the end magnetic poles of the magnetic rod 3062. The magnetic rod 3062 retracts into the sliding hole 3061 due to magnetic repulsion. The electromagnet 402 is then de-energized, and the locked state is released.

[0068] At this point, under the combined action of the air resistance pushing back, the spring force of spring 303, and the attraction of magnetic block 302, the first iron plate 305 moves towards the first end 3011 and is eventually re-attracted by magnetic block 302. The adjusting blade 204 then retracts, the air intake channel closes, and wind resistance is reduced and energy efficiency is optimized.

[0069] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A contoured, latticed, air intake aluminum alloy wheel, characterized by: The device includes a hub body, within which an adjustable air intake mechanism is provided. The air intake mechanism includes: a first adjusting disc fixed within the hub body; a second adjusting disc rotatably connected to the first adjusting disc, with annular teeth on their opposing surfaces; an adjusting blade with a connecting end, the connecting end having a gear meshing with the annular teeth, causing the adjusting blade to change angle when the first and second adjusting discs rotate relative to each other; a first driving mechanism and a second driving mechanism, the first driving mechanism being located at the outer edge of the first and second adjusting discs, and the second driving mechanism being located on the side of the second adjusting disc, the first driving mechanism and the second driving mechanism cooperating to drive the first and second adjusting discs to rotate relative to each other.

2. A controllable grille air intake aluminum alloy wheel hub according to claim 1, characterized in that: The first driving mechanism includes: a plurality of first movable cavities, each located at the outer edge of the first adjusting disk, with a first end and a second end within each cavity; a magnetic block located at the first end; a spring located at both the end of the magnetic block and the second end, with a rubber baffle at the end of the spring for cushioning; a plurality of first iron plates fixedly located at the outer edge of the second adjusting disk; and a locking mechanism located within the first movable cavities, used to cooperate with the second driving mechanism to restrict and release the movement of the first iron plates along the direction of the first end.

3. A contoured air intake aluminum alloy wheel hub as defined in claim 2 wherein: The locking mechanism includes: a sliding hole, which is axially formed in the side wall of the first movable cavity along the hub body, and an iron block is provided at the bottom of the sliding hole; a magnetic rod, which is slidably disposed in the sliding hole; and an iron ring, which is disposed on the other side wall of the first movable cavity and corresponds to the position of the iron block.

4. A contoured air intake aluminum alloy wheel hub as defined in claim 1, wherein: The second driving mechanism includes: a bracket disposed on the side of the second adjusting disc; and a plurality of electromagnets disposed on the bracket.

5. The air intake aluminum alloy wheel hub with a controllable grille according to claim 4, characterized in that: The first adjusting plate is provided with a plurality of second movable chambers, and the outer edge of the second adjusting plate is provided with a plurality of second iron plates corresponding to the positions of the second movable chambers. The second iron plates are used to cooperate with the electromagnet to assist the first adjusting plate and the second adjusting plate to rotate relative to each other.

6. A contoured air intake aluminum alloy wheel hub as defined in claim 3 wherein: Both ends of the magnetic stick are provided with rubber parts.

7. A contoured air intake aluminum alloy wheel hub as defined in claim 2 wherein: The magnetic block is surrounded by a rubber sheath.

8. A contoured air intake aluminum alloy wheel hub as defined in claim 5 wherein: The second movable chamber is equipped with rubber pads to prevent the second iron plate from directly colliding with the inner wall of the chamber.

9. A contoured air intake aluminum alloy wheel hub as defined in claim 2 wherein: When the first iron plate is located at the first end, the adjusting blade is in a flattened state; when the first iron plate is located at the second end, the adjusting blade is in an extended state.

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