CN110682728B - Automobile hub heat dissipation method and device and automobile - Google Patents
Automobile hub heat dissipation method and device and automobile Download PDFInfo
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- CN110682728B CN110682728B CN201810737917.8A CN201810737917A CN110682728B CN 110682728 B CN110682728 B CN 110682728B CN 201810737917 A CN201810737917 A CN 201810737917A CN 110682728 B CN110682728 B CN 110682728B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B19/00—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B3/00—Disc wheels, i.e. wheels with load-supporting disc body
- B60B3/04—Disc wheels, i.e. wheels with load-supporting disc body with a single disc body not integral with rim, i.e. disc body and rim being manufactured independently and then permanently attached to each other in a second step, e.g. by welding
Abstract
The invention provides an automobile hub heat dissipation method, an automobile hub heat dissipation device and an automobile, wherein the automobile hub heat dissipation method comprises the following steps: acquiring a current driving state signal of the automobile; the driving state signals comprise normal driving state signals and brake state signals; controlling the running state of the wheel hub spoke according to the current running state signal; if the driving state signal is a normal driving state signal, controlling a plurality of spokes of the hub to be positioned at a preset first position; and if the driving state signal is a braking state signal, controlling the spokes of the hub to deflect from the current position to a preset second position. The device is used for realizing the method, and the automobile comprises the device. The invention solves the technical problem that the existing hub motor cooling method can not improve both the cooling effect of the hub motor in the automobile braking process and the aerodynamic performance of the automobile in the normal running process.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an automobile hub heat dissipation method and device and an automobile.
Background
The braking performance is an important performance of the automobile and is directly related to the reliability of the whole automobile and the life safety of people. However, the braking device is greatly affected by temperature, and at high temperature, the braking performance of the brake disc and the caliper is sharply reduced, i.e., the braking performance is thermally attenuated, and a large amount of heat is generated due to friction between the caliper and the brake disc during braking, thereby affecting the braking performance, so that how to reduce the temperature of the braking device during driving becomes an important problem in the design of an automobile. The new energy automobile is becoming the direction of vigorous development in our country and even all-round automobile enterprises, the hub motor integrates the power device, the transmission device and the braking device into the hub, so that the mechanical part of the electric vehicle is greatly simplified, and the new energy automobile has great potential for developing the new energy automobile, but the hub motor can generate a large amount of heat in the process of converting electric energy-magnetic energy-kinetic energy, and the performance of the hub motor is seriously influenced. In order to cool down the hub motor, the prior art adopts the following two methods: the first method is to reduce the temperature of the brake system by designing a diversion trench to guide the air flow facing the vehicle head to the brake system. The second method is to reduce the temperature of the brake system by designing a specific spoke shape in order to increase the air flow in the wheel.
In the process of implementing the invention, the inventor finds that at least the following problems exist in the prior art:
the first cooling method has high requirement on the space in front of the automobile wheels, and a flow guide device is required to be arranged and only guides airflow to a wheel cavity, but cannot accurately guide airflow to a brake disc and a caliper which generate heat seriously; and for the rear wheel of the automobile, the air guide device is difficult to be added, so that the heat dissipation of the braking system of the rear wheel of the automobile is not basically facilitated.
Although the second cooling method is favorable for heat dissipation in the wheel by designing the specific spoke shape, the specific spoke shape can increase the air resistance of the automobile in the driving process to a certain extent, and is not favorable for improving the aerodynamic performance of the automobile.
In conclusion, the cooling method in the prior art cannot improve the cooling effect of the hub motor in the braking process of the automobile and the aerodynamic performance of the automobile in the normal running process of the automobile at the same time.
Disclosure of Invention
The invention aims to provide an automobile hub heat dissipation method, an automobile hub heat dissipation device and an automobile, and aims to solve the technical problem that the existing hub motor cooling method cannot improve both the cooling effect of a hub motor in the automobile braking process and the aerodynamic performance of the automobile in the normal running process.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a method for dissipating heat from an automobile hub, where the method includes the following steps:
acquiring a current driving state signal of the automobile; the driving state signals comprise normal driving state signals and brake state signals;
controlling the running state of the wheel hub spoke according to the current running state signal; if the driving state signal is a normal driving state signal, controlling a plurality of spokes of the hub to be positioned at a preset first position; and if the driving state signal is a braking state signal, controlling the spokes of the hub to deflect from the current position to a preset second position.
Wherein the gap between adjacent spokes when the hub spoke is in the first position is less than the gap between adjacent spokes when the hub spoke is in the predetermined second position.
The brake state signal comprises a brake signal and a deceleration intensity signal;
the deflection of the plurality of spokes of the control hub from the current position toward the predetermined second position includes:
and controlling the plurality of spokes of the hub to deflect from the current position to a preset second position according to the brake signal, and controlling the deflection speed and the deflection angle of the plurality of spokes of the hub to deflect from the current position to the preset second position according to the deceleration intensity signal.
Wherein the determining the driving state signal of the automobile comprises: and determining the deceleration intensity signal according to the motion speed of the brake pedal, the stress degree of the brake pedal or the acceleration of the automobile.
Wherein, the deceleration intensity range of each deceleration intensity signal corresponds to a deflection speed and a deflection angle.
The embodiment of the second aspect of the invention provides an automobile hub heat dissipation device, which comprises a hub, a detection unit, a driving unit and a control unit, wherein the control unit is respectively connected with the detection unit and the driving unit in a communication way; the hub comprises a flange, a rim and a plurality of spokes rotatably arranged between the flange and the rim, and the spokes are connected with the driving unit;
the detection unit is used for detecting a current driving state signal of the automobile and sending the driving state signal to the control unit;
the control unit is used for controlling the driving unit to drive the spokes to deflect within a position range between a preset first position and a preset second position according to the running state signal.
Wherein, the clearance between the adjacent spoke when the wheel hub spoke is located the first position is less than the clearance between the adjacent spoke when the wheel hub spoke is located the second position.
The driving state signals comprise normal driving state signals, brake signals and deceleration intensity signals; the control unit is specifically configured to control the hub spoke to be located at a predetermined first position according to the normal driving state signal, or control the driving unit to drive the plurality of spokes to deflect from a current position toward a predetermined second position according to the brake signal, and control a deflection speed and a deflection angle at which the plurality of spokes deflect from the current position toward the predetermined second position according to the deceleration strength signal.
The detection unit further comprises a determination unit used for generating the deceleration intensity signal according to the brake pedal movement speed signal or the brake pedal stress signal.
A plurality of rotating shafts are uniformly arranged between the flange and the rim, and each rotating shaft is rotatably provided with a spoke.
When the spokes are located at the preset first position, each spoke is in a fan-ring shape, and the spokes form an overall smooth curved surface.
Wherein the spokes form a fan shape when the spokes are in a predetermined second position.
An embodiment of a third aspect of the present invention provides an automobile, including the automobile hub heat dissipation device according to the embodiment of the second aspect.
The embodiment of the invention at least has the following beneficial effects:
the embodiment of the invention provides an automobile hub heat dissipation method and a heat dissipation device for realizing the method, wherein the method and the device control the running state of wheel hub spokes according to a running state signal, wherein when the running state signal is detected to be a normal running state signal, a plurality of wheel spokes of a wheel hub are controlled to be positioned at a preset first position so as to minimize the gap between adjacent wheel spokes, so that the air resistance of an automobile in the running process is reduced, and the improvement of the aerodynamic performance of the automobile in the normal running process is facilitated; when the driving state signal is detected to be the brake state signal, the plurality of spokes of the control hub deflect from the current position to the preset second position to increase the gap between the adjacent spokes, the air flow can be accurately guided to the brake disc and the calipers of the hub motor to dissipate heat, and the front wheel and the rear wheel are also effective. Other technical effects not described herein will be described in detail in the following detailed description.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a flowchart of a heat dissipation method for an automobile hub according to a first aspect of the present disclosure.
Fig. 2 is a schematic view of a spoke configuration during normal driving according to the first embodiment of the present invention.
Fig. 3 is a structural diagram of a spoke state during braking in the first embodiment of the present invention.
Fig. 4 is a schematic structural diagram of an automobile hub heat dissipation device in a second aspect of the present disclosure.
Fig. 5 is a structural diagram illustrating a state of a hub during normal driving in an embodiment of the second aspect of the present invention.
Fig. 6 is a structural diagram of a hub in a braking process in the second aspect of the embodiment of the invention.
Fig. 7 is a schematic view of a spoke construction in a second aspect of the invention with the spoke in a first position.
Fig. 8 is a schematic view of the spoke construction of the second embodiment of the present invention with the spoke in the second position.
Elements in the figure are labeled:
the wheel hub 1, the flange 11, the rim 12, the spokes 13, the gap 14, the detection unit 2, the driving unit 3 and the control unit 4.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application. In order to explain the technical solution of the present application, the following description is made by referring to the specific embodiments and the accompanying drawings.
An embodiment of a first aspect of the present invention provides a method for dissipating heat from an automobile hub, where a flow of the method is shown in fig. 1, and it can be seen from fig. 1 that the method includes the following steps:
s10, acquiring a driving state signal of the automobile; wherein the driving state signal comprises a normal driving state signal and a braking state signal; it should be noted that, in this embodiment, the normal driving state refers to that the automobile is in a constant speed or acceleration state.
S20 controls the operating state of the spoke 13 of the hub 1 according to the driving state signal, and specifically executes step S201 or step S202;
s201, if the driving state signal is a normal driving state signal, controlling a plurality of spokes of the hub to be located at a preset first position;
s202, if the driving state signal is the braking state signal, controlling the plurality of spokes of the wheel hub to deflect from the current position to a predetermined second position.
Specifically, the adjacent spoke gaps of the spoke 13 at the first position are different from the adjacent spoke gaps of the spoke 13 at the second position, and it should be noted that the smaller the gap between the adjacent spokes is, the better the aerodynamic performance of the automobile is; on the contrary, the larger the gap between the adjacent spokes is, the better the heat dissipation performance of the hub of the automobile is. Therefore, the method of the present embodiment can adjust the aerodynamic performance and the heat dissipation effect of the wheel hub of the vehicle by controlling the position range of the spoke 13 between the first position and the second position to change.
In some embodiments, the gap between adjacent spokes when the hub spoke is in the first position is less than the gap between adjacent spokes when the hub spoke is in the predetermined second position;
in step S201 of this embodiment, if the driving state signal is a normal driving state signal, which indicates that the vehicle is in a constant speed or acceleration state, at this time, the plurality of spokes 13 of the hub 1 are controlled to be located at a predetermined first position to reduce the gap 14 between adjacent spokes 13, wherein during normal driving of the vehicle, if the plurality of spokes 13 are located at other positions, the spokes 13 are deflected from the other positions to the predetermined first position, if the plurality of spokes 13 are located at predetermined positions, the spokes are not required to be deflected, at this time, the gap 14 is minimum, the structure of the spokes 13 during normal driving of the vehicle is as shown in fig. 2, and fig. 2 shows structural views of the spokes 13 from four different viewing angles during normal driving of the vehicle;
in step S202 described in this embodiment, if the driving state signal is a braking state signal, which indicates that the vehicle is in a braking state, then the plurality of spokes 13 of the hub 1 are controlled to deflect from the current position toward the predetermined second position to increase the gaps 14 between adjacent spokes 13, where the plurality of spokes 13 stop deflecting when deflecting to the predetermined second position, the gaps 14 are the largest at this time, the structure of the spokes 13 during braking of the vehicle is shown in fig. 3, and fig. 3 shows structural views of the spokes 13 during braking of the vehicle from four different viewing angles.
It will be appreciated that in this embodiment a plurality of spokes 13 of hub 1 may be angularly rotated about a certain axis by spokes 13.
It should be noted that, in the process of controlling the heat dissipation of the automobile hub 1 by using the method of this embodiment, the plurality of spokes 13 may deflect in a position range between a predetermined first position and a predetermined second position around a certain axis, and specifically, a deflection direction is determined according to the driving state signal.
Particularly, the method well balances the aerodynamic characteristics of low wind resistance in the driving process of the automobile and the problem of heat dissipation in wheels during braking; in order to improve the aerodynamic performance of the vehicle during normal driving, spokes 13 may be provided with a larger surface area, and when the driving state signal of the vehicle is obtained as the normal driving state signal, the plurality of spokes 13 are controlled to be located at a predetermined first position from the current position, and the gap 14 between adjacent spokes 13 is minimized during normal driving. When the obtained driving state signal of the automobile is the brake state signal, the automobile is controlled to deflect from the current position to the preset second position, the automobile is converted into a fan-like fan blade structure, air flow is blown into the wheel, air flow in the wheel is facilitated, and therefore heat dissipation is conducted on a braking device in the wheel.
The driving state signal of the vehicle may be obtained in various manners, for example, by sensing a change in acceleration of the vehicle, for example, a change in a brake pedal, for example, a change in an accelerator pedal, and it should be noted that the manner of obtaining the driving state signal of the vehicle is not limited thereto. In some embodiments, the braking status signal includes a braking signal and a deceleration intensity signal; specifically, the brake signal is a signal for a driver to step on the brake; the deceleration intensity signal refers to the degree of slowness of the brake, for example, if a foot is used to step on the brake quickly, the deceleration intensity signal is relatively strong, for example, if the foot is used to step on the brake slowly at a constant speed, the deceleration intensity signal is relatively weak.
The deflection of the plurality of spokes 13 of the control hub 1 from the current position towards the predetermined second position comprises:
and controlling the plurality of spokes 13 of the hub 1 to deflect from the current position towards the preset second position according to the brake signal, and controlling the deflection speed and the deflection angle of the plurality of spokes 13 of the hub 1 to deflect from the current position towards the preset second position according to the deceleration intensity signal.
Specifically, when the driving state signal is a braking signal, which indicates that the automobile is in a braking state at the time, in order to dissipate heat to the braking device, the plurality of spokes 13 of the hub 1 are controlled to deflect from the current position toward the predetermined second position so as to increase the gaps 14 between the adjacent spokes 13 according to the braking signal, so that heat dissipation is performed.
When the automobile brakes, the emergency degree of braking has a certain influence on the heat generation of the braking device, for example, when the automobile brakes suddenly, the braking device can generate a large amount of heat quickly due to friction, if the heat cannot be dissipated timely, the braking hub motor can be damaged, and at the moment, the gap 14 between the adjacent spokes 13 is required to be increased quickly; in addition, during slow braking, the heat generated by the braking device due to friction is less, and during the running of the automobile, in order to take account of the air movement performance of the automobile, the gap 14 between the adjacent spokes 13 should be slowly increased.
In some embodiments, the determining the driving state signal of the automobile comprises: and determining a deceleration intensity signal according to the movement speed of the brake pedal or the stress degree of the brake pedal.
Wherein, the deceleration intensity range of each deceleration intensity signal corresponds to a deflection speed and a deflection angle.
Specifically, when the driver slowly steps on the brake, the deceleration intensity signal is weak, the speed at which the plurality of spokes 13 change into a fan shape is slow, that is, the opening angle of the spokes 13 is small; when a driver rapidly steps on the brake, the speed of changing the plurality of spokes 13 into a fan shape is high, that is, the opening angle of the spokes 13 is large, and the brake device of the hub motor is rapidly cooled. More specifically, in one example, the determination of the deceleration strength signal may be preset by a plurality of decision speed thresholds and spoke 13 deflection speed values, such as a first speed threshold T1A second speed threshold T2And a third speed threshold T3First deflection velocity V1Second deflection velocity V2And a third deflection speed V3Wherein, T1 < T2 < T3，V1 < V2 < V3。
In this example, the deceleration strength signal is determined as follows:
1) when the brake pedal movement speed is less than the first speed threshold T1When the deceleration intensity signal is determined to be weak, which indicates that the brake pedal is moving slowly, the plurality of spokes 13 of the hub 1 are controlled to be V1The velocity is deflected from the current position to the second position.
2) When the brake pedal movement speed is greater than or equal to a first speed threshold value T1And is less than a second speed threshold T2When the brake pedal movement speed is normal and the deceleration intensity signal can be determined to be normal, the plurality of spokes 13 of the hub 1 are controlled to be V2The velocity is deflected from the current position to the second position.
3) The movement speed of the brake pedal is greater than or equal to a third speed threshold value T3When the movement speed of the brake pedal is slow, the signal of deceleration intensity can be judged to be strong, and then the spokes 13 of the hub 1 are controlled to be V3The velocity is deflected from the current position to the second position.
In another example, the determination of deceleration strength signal may be preset by a plurality of decision pressure thresholds and spoke 13 deflection speed values, such as first pressure threshold M1Second pressure threshold value M2And a third pressure threshold value M3First deflection velocity V1Second deflection velocity V2And a third deflection speed V3Wherein M is1 < M2 < M3，V1 < V2 < V3。
In this example, the deceleration strength signal is determined as follows:
1) when the brake pedal movement speed is less than the first pressure threshold value M1When the deceleration intensity signal is determined to be weak, which indicates that the brake pedal is moving slowly, the plurality of spokes 13 of the hub 1 are controlled to be V1The velocity is deflected from the current position to the second position.
2) When the brake pedal is usedThe movement speed is greater than or equal to a first pressure threshold value M1And is less than a second pressure threshold M2When the brake pedal movement speed is normal and the deceleration intensity signal can be determined to be normal, the plurality of spokes 13 of the hub 1 are controlled to be V2The velocity is deflected from the current position to the second position.
3) The movement speed of the brake pedal is greater than or equal to a third pressure threshold value M3When the movement speed of the brake pedal is slow, the signal of deceleration intensity can be judged to be strong, and then the spokes 13 of the hub 1 are controlled to be V3The velocity is deflected from the current position to the second position.
It should be noted that the setting of the threshold yaw rate value and the determination of the deceleration intensity signal are only two exemplary manners of the present application, and by taking the contents of the method of the present embodiment as a reference, other determination thresholds and corresponding yaw rates may be preset, and the present application is not limited thereto.
Fig. 4 is a schematic diagram of a framework of a heat dissipation device for an automobile hub according to an embodiment of a second aspect of the present invention, and referring to fig. 4, the heat dissipation device includes a hub 1, a detection unit 2, a driving unit 3, and a control unit 4; the control unit 4 is communicably connected with the detection unit 2 and the drive unit 3, respectively; as shown in fig. 5, the wheel hub 1 comprises a flange 11, a rim 12 and a plurality of spokes 13 rotatably arranged between the flange 11 and the rim 12, wherein the plurality of spokes 13 of the wheel hub 1 are connected with the driving unit 3;
in this embodiment, the hub 1 may be formed by casting, forging, 3D printing, or the like, and the hub 1 is mounted on the entire vehicle.
In this embodiment, the detecting unit 2 is configured to detect a current driving state signal of the vehicle and send the current driving state signal to the control unit 4.
In the present embodiment, the control unit 4 is configured to control the driving unit 3 to drive the plurality of spokes 13 to deflect within a position range between a predetermined first position and a predetermined second position according to the driving state signal; wherein, spoke 13 rotationally set up in make spoke 13 can deflect between flange 11 and rim 12, adjacent spoke clearance is different when the second position with spoke 13 in adjacent spoke clearance when the first position for spoke 13, and the clearance is big more, then the wheel hub radiating effect is better, and the clearance is less, then car aerodynamic performance is better, consequently, deflects through the position range of control spoke 13 between first position and second position, can adjust the car aerodynamic performance and the wheel hub radiating effect of car.
In this embodiment, the detecting unit 2 includes a sensor, the sensor is used for sensing the acceleration change of the vehicle and other changes that can be used for feeding back the start and stop of the vehicle, and transmitting a signal to the control unit 4, and the control unit 4 controls the driving unit 3 to drive the plurality of spokes 13 to move, so as to change the state of the spokes 13, that is, change the size of the gap 14 between the adjacent spokes 13.
In this embodiment, the driving unit 3 may be an electric driving mechanism, such as a motor, and the motor is controlled by the control unit to operate to drive the transmission component to rotate, so as to further drive the spoke 13 to deflect. It should be noted that there are many specific forms of the electric driving mechanism, and the present application is not limited thereto, and is only exemplified here.
In this embodiment, the control unit 4 may be separately provided with a controller, and a control element with a processor, such as a micro processing unit (MCU), is selected, and the control function of the control unit 4 may be implemented by other control elements with control functions of the vehicle.
In some embodiments, the hub spoke has a first position in which the gap between adjacent spokes is less than the gap between adjacent spokes when the hub spoke is in the second position.
In some embodiments, the driving state signal includes a normal driving state signal and a braking state signal, and it should be noted that the normal driving state in this embodiment refers to that the vehicle is in a constant speed or acceleration state. Wherein, the control unit 4 is configured to control the driving unit 3 to drive the plurality of spokes 13 to be located at a predetermined first position to reduce the gaps 14 between adjacent spokes 13 when the current driving state signal is the normal driving state signal, for example, the structure shown in fig. 5 is the hub state at the first position, fig. 5 shows the hub structure at three different viewing angles in the normal driving state of the vehicle, or control the driving unit 3 to drive the plurality of spokes 13 to deflect from the current position toward a predetermined second position to increase the gaps 14 between adjacent spokes 13 when the driving state signal is the braking state signal, for example, the structure shown in fig. 6 is the hub state at a predetermined second position, and fig. 6 shows the hub structure at three different viewing angles in the braking state of the vehicle.
The brake state signal comprises a brake signal and a deceleration intensity signal; the control unit 4 is specifically configured to control the driving unit 3 to drive the plurality of spokes 13 to deflect from the current position toward the predetermined second position according to the brake signal, and control a deflection speed and a deflection angle at which the plurality of spokes 13 of the hub 1 deflect from the current position toward the predetermined second position according to the deceleration strength signal.
In some embodiments, the detecting unit further includes a determining unit (not shown) for generating the deceleration strength signal according to the brake pedal movement speed signal or the brake pedal force signal detected by the sensor.
It should be noted that, the determining unit in this embodiment may be integrated in the detecting unit 2, and configured to receive a brake pedal movement speed signal or a brake pedal force signal detected by a sensor; the brake pedal movement speed signal or the brake pedal stress signal is transmitted from the detection unit 2 to the determination unit, and the determination unit determines the deceleration strength signal according to the brake pedal movement speed signal or the brake pedal stress signal and transmits the deceleration strength signal to the control unit 4.
In some embodiments, in order to realize that a plurality of spokes 13 of the hub 1 can rotate a certain angle around a certain axis by the spokes 13, a plurality of rotating shafts are uniformly arranged between the flange 11 and the rim 12, each rotating shaft is rotatably provided with one spoke 13, and the spokes 13 are uniformly arranged between the flange 11 and the rim 12. The number and the surface area of the spokes 13 may be specifically selected according to technical requirements, for example, the number of the spokes 13 shown in fig. 5 to 6 is 7, and the number may be 5, 6, 8, or other numbers.
In some embodiments, when the spokes 13 are located at the predetermined first position, each of the spokes 13 is in a fan-ring structure, and the spokes form an overall smooth curved surface, for example, as shown in fig. 7, in this case, the gap 14 between adjacent spokes 13 can be minimized, and the aerodynamic performance of the automobile is the best, and it should be noted that the planar structure of the spokes 13 in this embodiment refers to.
In some embodiments, when the spokes 13 are located at the predetermined second position, the whole of the plurality of spokes 13 forms a fan-like structure, such as shown in fig. 8, in which case the gap 14 between adjacent spokes 13 can be maximized, and the heat dissipation performance of the hub motor of the automobile is the best.
It should be noted that the device embodiment and the method embodiment described herein belong to the same inventive concept, any method provided in the method embodiment may be run on the device, and details related to the specific implementation process may refer to the method embodiment, which is not described herein again.
An embodiment of a third aspect of the present invention provides an automobile, including the automobile hub heat dissipation device according to the embodiment of the second aspect.
As can be seen from the description of the above embodiment, the embodiment of the present invention provides a method and an apparatus for dissipating heat from an automobile hub, and an automobile, where the method and the apparatus control the operation state of spokes 13 of a hub 1 according to a driving state signal, and when it is detected that the driving state signal is a normal driving state signal, a plurality of spokes 13 of the hub 1 are controlled to be located at a predetermined first position so as to minimize a gap 14 between adjacent spokes 13, thereby reducing air resistance of the automobile during driving, and facilitating improvement of aerodynamic performance of the automobile during normal driving; when the driving state signal is detected to be the braking state signal, the spokes 13 of the hub 1 are controlled to deflect from the current position to the preset second position so as to increase the gaps 14 between the adjacent spokes 13, air flow can be accurately guided to the brake disc and the calipers of the hub motor to dissipate heat, and the front wheel and the rear wheel are also effective.
It should be noted that reference herein to "some embodiments" means that a particular feature, structure, or characteristic described in connection with the embodiments can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.
Having described embodiments of the present application, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (9)
1. A heat dissipation method for an automobile hub is characterized by comprising the following steps:
acquiring a current driving state signal of the automobile; the driving state signals comprise normal driving state signals and brake state signals; the brake state signal comprises a brake signal and a deceleration intensity signal; the deceleration intensity signal is determined according to the motion speed of a brake pedal, the stress degree of the brake pedal or the acceleration of the automobile;
controlling the running state of the wheel hub spoke according to the current running state signal; if the driving state signal is a normal driving state signal, controlling a plurality of spokes of the hub to be positioned at a preset first position; and if the driving state signal is a brake state signal, controlling the plurality of spokes of the hub to deflect from the current position to the preset second position according to the brake signal, and controlling the deflection speed and the deflection angle of the plurality of spokes of the hub to deflect from the current position to the preset second position according to the deceleration intensity signal.
2. The method for dissipating heat from an automobile hub according to claim 1, wherein the gap between adjacent spokes when the hub spokes are in the first position is smaller than the gap between adjacent spokes when the hub spokes are in the second position.
3. The method for dissipating heat from an automobile hub according to claim 2, wherein the deceleration intensity range of each deceleration intensity signal corresponds to a deflection speed and a deflection angle.
4. The automobile hub heat dissipation device is characterized by comprising a hub, a detection unit, a driving unit, a determination unit and a control unit, wherein the control unit is respectively connected with the detection unit and the driving unit in a communication manner; the hub comprises a flange, a rim and a plurality of spokes rotatably arranged between the flange and the rim, and the spokes are connected with the driving unit;
the determining unit is used for generating a deceleration intensity signal according to the brake pedal movement speed signal or the brake pedal stress signal;
the detection unit is used for detecting a current driving state signal of the automobile and sending the driving state signal to the control unit; the driving state signals comprise normal driving state signals, brake signals and deceleration intensity signals;
the control unit is used for controlling the driving unit to drive the spokes to deflect within a position range between a preset first position and a preset second position according to the running state signal;
and controlling the hub spoke to be positioned at a preset first position according to the normal driving state signal, or controlling the driving unit to drive the spokes to deflect from the current position to a preset second position according to the brake signal, and controlling the deflection speed and the deflection angle of the spokes to deflect from the current position to the preset second position according to the deceleration intensity signal.
5. The automobile hub heat sink according to claim 4, wherein the gap between adjacent spokes when the hub spokes are in the first position is smaller than the gap between adjacent spokes when the hub spokes are in the second position.
6. The heat dissipating device for the automobile hub according to claim 5, wherein a plurality of rotating shafts are uniformly arranged between the flange and the rim, and each rotating shaft is rotatably provided with a spoke.
7. The heat dissipating device for an automobile hub according to claim 4, wherein when the spokes are located at the predetermined first positions, each of the spokes has a fan-shaped configuration, and the spokes form an overall smooth curved surface.
8. The heat dissipating device for an automobile hub according to claim 7, wherein the spokes form a fan shape when the spokes are located at the predetermined second positions.
9. An automobile, characterized by comprising the automobile hub heat dissipating device according to any one of claims 4 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810737917.8A CN110682728B (en) | 2018-07-06 | 2018-07-06 | Automobile hub heat dissipation method and device and automobile |
Applications Claiming Priority (1)
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| KR20200124376A (en) * | 2019-04-23 | 2020-11-03 | 현대자동차주식회사 | Variable aerodynamic wheel and contorl system of variable aerodynamic wheel |
| CN112277528B (en) * | 2020-10-30 | 2022-09-20 | 东风汽车集团有限公司 | Heat dissipation method of active pneumatic rim device based on electrical control system |
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