CN117295616A - Spoke connection for vehicle wheels - Google Patents

Abstract

A vehicle wheel having a rim, a hub, a plurality of spokes extending between the rim and the hub, the rim and/or hub including a spoke bed wall having an outer bed surface, an inner bed surface and spoke openings therethrough, the spoke openings having a longitudinal inner inlet. The spoke comprises: a first spoke portion and a second spoke portion, the second spoke portion being located longitudinally inboard of the first spoke portion and laterally outboard of the first spoke portion, a transition surface being included between the first spoke portion and the second spoke portion. The spokes extend through the spoke holes and at least a portion of the transition surface is longitudinally outboard of the inboard inlet and the spokes are connected to the rim and/or hub at a first spoke portion.

Description

Spoke connection for vehicle wheels

Background of the inventiondescription of the invention

The invention relates in particular to spoke type vehicle wheels and bicycle wheels. More particularly, the invention relates to an interface between spokes of a support element and a spoke bed. The support element constitutes the rim and/or hub of the vehicle wheel.

Prior art wheels typically include wire spokes connected to a rim by mating spoke nipples. If the tabs pass radially inwardly through the spoke holes of the rim such that the tabs are exposed and can be manipulated at a radially inward position of the spoke bed wall of the rim, these tabs are commonly referred to as "outer tabs". If the nipple does not extend radially to the inside of the spoke bed wall and if the nipple can be manipulated through an inlet at a point radially outward of the spoke bed wall, the nipple is commonly referred to as an "inner nipple".

Particularly with the advent of spokes made of carbon fiber composite or other alternative materials, the spokes can be configured with a first portion that is narrower in its lateral direction, positioned longitudinally outward from a laterally wider portion thereof. For example, the first portion may be configured to mimic a conventional wire-like spoke with external threads, while the second portion may be a carbon fiber composite or other alternative material.

In a conventional spoke/spoke nipple/rim arrangement, the nipple may be threadably assembled to the narrower first portion of the spoke. This exposes a portion of the first portion to allow for the necessary thread adjustment. Thus, the spokes neck to expose the first portion, resulting in an unsightly transition between the spokes and the nipple and/or rim. The result is a wheel that is aesthetically poor and visually objectionable to the user.

In addition, the stepped transition between the first portion, the second portion, the joint and/or the rim geometrically creates a plurality of steps that disrupt the air flow between the spokes and the rim in aerodynamically critical areas. The potential result is greater aerodynamic drag due to the increased number of steps in the geometry.

The object of the present invention is to create a spoke connection that is visually clean and has good aesthetics. A further object is to optimise the aerodynamics of the wheel and reduce the exposed steps in the geometry by creating a smoother transition between the spokes and the rim and/or hub.

The present invention includes a spoke having a longitudinally outward portion with a smaller lateral dimension than a longitudinally inward portion thereof. This creates a laterally extending transition step between the longitudinally outward portion and the longitudinally inward portion. The spokes pass through openings in the rim and/or hub, and the transition steps are positioned longitudinally outboard of the longitudinally inward inlets of the openings.

Embodiments of the present invention focus on shielding the transition step between the first and second portions of the spoke. By visually obscuring such a transition, the aesthetics of the wheel is improved. Furthermore, by shielding such transition portions, the number of aforementioned geometrical steps exposed to the wind is reduced, thereby providing the wheel with enhanced aerodynamic properties.

Further features of the invention will become apparent from a consideration of the drawings and ensuing description.

Drawings

Fig. 1a is a perspective view schematically showing the general configuration of a vehicle wheel applied to a bicycle wheel.

FIG. 1b is an axial plan cross-sectional view of the wheel of FIG. 1a taken along line 3-3.

FIG. 2a is a partially exploded perspective view of a wheel of prior art design, including an "outer" spoke nipple, with the rim shown in axial plan cross-section;

FIG. 2b is an enlarged detail of a portion of the rim of FIG. 2a, wherein the rim is shown in axial plan cross-section;

FIG. 2c is a partial perspective view of the rim in an axial plane cross-section showing the wheel of FIG. 2a with spokes and fittings assembled to the rim;

FIG. 2d is an axial plan cross-sectional detail view of the wheel of FIG. 2a in the configuration shown in FIG. 2 c;

FIG. 2e is an axial plan cross-sectional detail view corresponding to boundary 57 of FIG. 2 d;

FIG. 3a is a partially exploded detail view of a wheel of prior art design, including an "inside" spoke nipple, with the rim shown in axial plan cross-section;

FIG. 3b is a partial perspective detail view of the rim in an axial plane cross section showing the wheel of FIG. 2a with spokes and fittings assembled to the rim;

FIG. 3c is an axial plan cross-sectional detail view of the wheel of FIG. 3a corresponding to the configuration shown in FIG. 3 a;

FIG. 3d is an axial plan cross-sectional detail view of the wheel of FIG. 3a corresponding to the configuration shown in FIG. 3 b;

FIG. 3e is an orthogonal detail view taken along 67-67 showing the spoke of FIG. 3 a;

FIG. 3f is an orthogonal detail view taken along 68-68 showing the spoke of FIG. 3 a;

FIG. 3g is a perspective detail view showing the spoke of FIG. 3 a;

FIG. 4a is a partial exploded detail view of a first embodiment of the invention, with the rim shown in axial plan cross section;

FIG. 4b is a partial perspective detail view showing the embodiment of FIG. 4a, wherein the rim is shown in axial plan cross section, and the spokes and spoke nipples are then assembled through the spoke openings of the rim;

FIG. 4c is an exploded detail view of the embodiment of FIG. 4a in an axial plane cross-section taken along 69-69 and corresponding to the assembly sequence of FIG. 4 a;

FIG. 4d is an axial plan cross-sectional detail view of the embodiment of FIG. 4a taken along 69-69 and corresponding to the assembly sequence of FIG. 4b, showing an enlarged portion of the spoke longitudinally overlapping the spoke hole of the rim;

FIG. 4e is an axial plan cross-sectional detail view of a rim of a second embodiment of the invention, including stepped spoke holes;

FIG. 4f is an axial plan cross-sectional detail view of the embodiment of FIG. 4e and, corresponding to the assembly sequence of FIG. 4d, showing an enlarged portion of the spoke longitudinally overlapping the stepped spoke hole of the rim;

FIG. 5a is a partial exploded detail view of a third embodiment of the invention, with the rim shown in axial plan cross section;

FIG. 5b is a partial perspective detail view showing the embodiment of FIG. 5a, wherein the rim is shown in axial plan cross section, and the spokes and spoke nipples are then assembled through the spoke openings of the rim;

FIG. 5c is an exploded detail view of the embodiment of FIG. 5a in an axial plane cross-section taken along 70-70 and corresponding to the assembly sequence of FIG. 5 a;

FIG. 5d is an axial plan cross-sectional detail view of the embodiment of FIG. 5a taken along 70-70 and corresponding to the assembly sequence of FIG. 5b, showing an enlarged portion of the spoke longitudinally overlapping both the spoke hole of the rim and the recess of the spoke nipple;

FIG. 6a is a partial exploded detail view of a fourth embodiment of the invention, wherein the rim is shown in axial plan cross section, including an intermediate washer;

FIG. 6b is a partial perspective detail view showing the embodiment of FIG. 6a, wherein the rim is shown in axial plan cross section, and the spokes, intermediate washers and spoke nipples are then assembled through the spoke holes of the rim;

FIG. 6c is an exploded detail view of the embodiment of FIG. 6a in an axial plane cross-section taken along 71-71 and corresponding to the assembly sequence of FIG. 6 a;

FIG. 6d is an axial plan cross-sectional detail view of the embodiment of FIG. 6a taken along 71-71 and corresponding to the assembly sequence of FIG. 6b, showing an enlarged portion of the spoke longitudinally overlapping both the spoke hole of the rim and the recess of the intermediate washer;

FIG. 7a is a partial exploded detail view of a fifth embodiment of the invention, wherein the rim is shown in axial plan cross section, including an intermediate sleeve;

FIG. 7b is a partial perspective detail view showing the embodiment of FIG. 7a, wherein the rim is shown in axial plan cross section, and the spokes, intermediate sleeve and spoke nipples are then assembled through the spoke holes of the rim;

FIG. 7c is an exploded detail view of the embodiment of FIG. 7a in an axial plane cross-section taken along 72-72 and corresponding to the assembly sequence of FIG. 7 a;

FIG. 7d is an axial plan cross-sectional detail view of the embodiment of FIG. 7a taken along 72-72 and corresponding to the assembly sequence of FIG. 7b, showing enlarged portions of spokes longitudinally overlapping both the spoke holes of the rim and the openings of the intermediate sleeve;

FIG. 8a is a partial exploded detail view of a sixth embodiment of the invention, wherein the rim is shown in axial plan cross section, including a stepped sleeve;

FIG. 8b is a partial perspective detail view showing the embodiment of FIG. 8a, wherein the rim is shown in axial plan cross section, and the spokes, step-sleeves and spoke nipples are then assembled through the spoke holes of the rim;

FIG. 8c is an exploded detail view of the embodiment of FIG. 8a in an axial plane cross-section taken at 73-73 and corresponding to the assembly sequence of FIG. 8 a;

FIG. 8d is an axial plan cross-sectional detail view of the embodiment of FIG. 8a taken at 73-73 and corresponding to the assembly sequence of FIG. 8b, showing an enlarged portion of the spoke longitudinally overlapping both the spoke hole of the rim and the opening of the stepped sleeve, and showing the stepped sleeve longitudinally overlapping the spoke hole;

fig. 9a is an axial plan cross-sectional exploded view of a seventh embodiment of the invention, corresponding to the assembly sequence of fig. 4c, showing the nipple with a pilot ring to maintain lateral pilot alignment between the nipple and the spoke hole of the rim.

FIG. 9b is an axial plan cross-sectional detail view of the embodiment of FIG. 9a, corresponding to the assembly sequence of FIG. 4d, showing the pilot ring portion longitudinally overlapping the spoke holes.

Detailed Description

Fig. 1a to 1b depict a basic configuration of an exemplary prior art vehicle wheel, in particular a bicycle wheel 1, and a description of the directional convention used throughout this disclosure. For clarity, the bicycle frame and quick release boom assembly are not shown in this figure. The hub shell 14 is rotatable about the axle 9 and the hub shell 14 includes at least two axially spaced hub flanges 16a and 16b, each hub flange including means for connecting with a plurality of spokes 2 to which the plurality of spokes 2 are connected. The shaft 9 includes end faces 11a and 11b, the end faces 11a and 11b defining a mounting space thereof from a frame (not shown). The axial axis 28 is an axial centerline of rotation of the bicycle wheel assembly 1. The hub flanges 16a and 16b and the hub shell 14 may be continuous or the hub flanges 16a and 16b may be separately formed and assembled to the hub body 12 portion of the hub shell 14. Each spoke 2 is fixed at its first end 4 to its respective hub flange 16a or 16b and extends to attach a rim 8 at its second end 6. The outer periphery of the rim 8 is fitted with a tyre 10. The wheel of fig. 1 is versatile and may have either a tension spoke or a compression spoke design.

Axial direction 92 is any direction parallel to axial axis 28. The radial direction 93 is a direction that is generally perpendicular to the axial direction 92 and extends generally radially outward from the axial axis 28 toward the rim 8. Tangential direction 94 is a direction generally tangential to the rim at a given radius. The circumferential direction 95 is a cylindrical vector that is wound around the axial axis 28 at a given radius. Radial plane 96 is a plane perpendicular to axial axis 28 that extends in a generally radial direction at a given axial intercept. The axial plane 97 is a plane generally parallel to the axial axis. The radially inner (or inward) orientation is closer to the axial axis 28 of rotation and the radially outer (or outward) orientation is further from the axial axis. The axially inner (or inward) orientation is an orientation axially near the axial midpoint between the two end faces 11a and 11 b. Conversely, the axially outer (or outward) orientation is an orientation axially away from the axial midpoint between the two end faces 11a and 11 b. The radially inner orientation is an orientation radially proximal to the axial axis 28, while the radially outer orientation is an orientation radially distal from the axial axis 28. The axially inwardly facing surface is a surface facing the axial midpoint between the two end surfaces 11a and 11 b. Instead, the axially outwardly facing surface is the surface facing away from the axial midpoint between the two end faces 11a and 11 b. While it is most common for the hub shell 14 to rotate about the fixed axle 9, it may be desirable in some circumstances to allow the axle 9 to be fixed with the wheel 1, such as in the case of a wheel 1 driven by the axle 9.

For the purposes of using conventional terminology, the term "hub flange" is used herein to describe the area of the hub shell 14 that joins the spokes 2. While the surface of the hub flange may be convex and flange-like as compared to other surfaces of the hub shell 14, this is not a requirement of the present invention and the hub flange 16 may alternatively be flush or concave with respect to other hub shell surfaces.

As is well known in the art, the wheel 1 may have a tension spoke configuration in which the central hub is suspended in tension from directly above the rim portion by spokes, or it may have a compression spoke configuration in which the hub is supported by compression of spokes directly below it. Since the present invention is directed to bicycle wheels and since tension spoke wheels are generally more efficient structures than compression spoke wheels, much of the discussion herein focuses on tension spoke wheel configurations. However, it is contemplated that most, if not all, embodiments of the present invention are also applicable or otherwise applicable to compression spoke wheel configurations. For a tensioned spoke wheel, it is preferred that the wheel comprises at least two hub flanges axially spaced on either side of the rim, or more specifically, at spoke attachment points at the rim. Thus, spokes secured to the opposite hub flange will converge as they extend to the rim. Furthermore, a tensioned spoke wheel is typically pretensioned during assembly to create a pretensioned structure that balances the spoke tension, which allows the axle support load to be distributed over several (if not all) spokes of the wheel. It is this ability to share stresses between its spokes that helps to make a tensioned spoke wheel an efficient structure. For compression spoke wheels it is generally preferred to employ at least two axially spaced hub flanges, however, where the spokes have sufficient bending stiffness for supporting the necessary side-to-side or edge-to-edge loads, only a single hub flange may be employed.

The mid-plane 19 of the wheel 1 is a radial plane positioned axially midway between the flanges 16a and 16 b. The spokes 2 connected to their respective flanges 16a and 16b generally converge axially (through the support angles 18a and 18 b) to their connection points with the rim 8.

The spokes 2 are generally elongate tensile elements having a longitudinal axis 62 along their length and generally parallel to their side walls. The spoke 2 also has a tensile axis 61 applying the tensile load 58, which tensile axis 61 extends along the bridging portion of the spoke 2 between its anchoring point at the rim 8 and the anchoring point at the hub flange 16. The stretch axis 61 is substantially collinear with the longitudinal axis 62, except where the spokes 2 are bent to deviate from the stretch axis 61. For the purposes of definition, the term "longitudinal" when referring to the spokes 2 and their connection refers herein to alignment along the longitudinal axis 62. The longitudinally inboard (or inward) orientation refers to an orientation near the midpoint of the bridging portion. Conversely, a longitudinally outboard (or outward) orientation refers to an orientation away from the midpoint of the bridging portion. The term "lateral" herein refers to an orientation in a direction generally perpendicular to the longitudinal axis 62. The laterally inboard (or inward) orientation refers to an orientation proximate the longitudinal axis. Conversely, a laterally outboard (or outward) orientation refers to an orientation away from the longitudinal axis 62.

Fig. 2 a-2 e depict an exemplary rim 20 having a generally conventional geometry. As detailed in fig. 2a and 2b, the rim 20 has a generally hollow configuration, commonly referred to as a "double wall" configuration, and includes radially inner 22 and radially outer 24 tire bed walls of thickness 23 and generally radially extending side walls 26a and 26b to define a generally hollow circumferential cavity 27. The spoke bed 22 is a wall or web portion of the rim 20 that includes a radially inner side surface 32 and a radially outer side surface 34, and is defined herein as the portion of the rim that is structurally connected and/or anchored to the spokes. The hooked flanges 30a and 30b are adapted to engage the beads of a conventional tire (not shown).

The spoke bed 22 is perforated with a plurality of spoke openings 36, which spoke openings 36 are adapted to be connected to their respective spokes 2 by spoke nipples 48. The terms "nipple" and "spoke nipple" are used interchangeably herein. It can be seen that the spoke holes 36 extending along the hole axis 35 have radially inner inlets 38 at their intersections with the radially inner side surface 32 and radially outer inlets 40 at their intersections with the radially outer side surface 34. The spoke holes 36 are most commonly cylindrical holes, which are typically created by drilling along the hole axis 35 or by other manufacturing processes. The tire bed 24 wall is pierced by access holes 37, the access holes 37 preferably being aligned with the spoke holes 36 to allow the fitting 48 to be assembled as shown in fig. 2a and 2 c. Note that access hole 37 is but one common means of allowing fitting 48 to be assembled to the rim; a variety of alternative means may be substituted, including means that do not require access holes.

It is useful to understand that the rim 20 is typically manufactured by extruding the straight profile shown here and rolling the extrusion into Zhou Xianggu, with its ends joined by welding, sleeve or pinning. Spoke holes 36 and access holes 37 are then drilled in their appropriate locations.

Fig. 2a shows an exploded view depicting a conventional arrangement by which the second ends 6 of the spokes 2 are connected to the rim 20. The second end 6 of the spoke 2 includes external threads 46 that mate with internal threads 47 of a spoke nipple 48. The spoke nipple 48 includes an enlarged head portion 50 and a shank portion 52 with a generally conically tapered transition portion 54 extending radially outwardly between the shank portion 52 and an underside of the head portion 50. The spoke nipple 48 also includes a flat 56 for engagement with a mating wrench (not shown) for manual manipulation to adjust spoke pretension by adjusting the threaded engagement between the external threads 46 and the internal threads 47. The nipple 48 is considered an "external" spoke nipple because it has a shank 52 that extends through the spoke hole 36 such that its flat portion is exposed and can be manipulated outside of the rim 20. Fig. 2 c-2 f show the spoke nipple 48 threadably assembled to the spoke 2 such that the transition portion 54 covers and contacts the outboard inlet 40. The spoke nipples 48 are thereby structurally supported on the spoke bed 22 against the spoke tensioners 58 of the spokes 2.

Fig. 3 a-3 g depict prior art arrangements including "inside" or "hidden" spoke nipples 122. As seen particularly in fig. 3 e-3 g, the spoke 100 includes a fastener 102 portion having a lateral dimension 114 and having external threads 104 for threadably engaging with an internally threaded bore 128 of the nipple 122. Longitudinally inboard of the fastener 102 is an enlarged portion 106, the enlarged portion 106 having a sidewall surface 121, the sidewall surface 121 being laterally outboard and offset from a corresponding sidewall surface 105 of the external thread 104, and having lateral dimensions 116a and 116b. The transition surface 108 extends generally laterally between the sidewall surface 105 of the fastener 102 and the sidewall surface 121 of the enlarged portion 106 by dimensions 120a and 120b. Longitudinally inboard of the enlarged portion 106 is a stepped portion 110 having a sidewall surface 111, the sidewall surface 111 being laterally outboard and offset from a sidewall surface 121, and the sidewall surface 111 having lateral dimensions 118a and 118b. The transition surface 112 extends generally laterally between the enlarged portion 106 and the stepped portion 110. The enlarged portion 106 and stepped portion 110 are shown here as slightly elliptical and non-circular in cross-section such that dimensions 116a and 118a are larger than corresponding dimensions 116b and 118b.

The spoke nipple 122 includes an internally threaded bore 128 for threaded engagement with the external threads 104 and a support surface 126 for providing abutting overlying engagement with the outside surface 140 when assembled, as shown in fig. 3b and 3 d. The support surface 126 has a lateral projection diameter dimension 127, the lateral projection diameter dimension 127 being greater than a diameter dimension 137 of the spoke hole 136 to provide a covering engagement between the support surface 126 and the spoke hole 136. The fitting 122 also includes a flat 124 for manipulation with a mating wrench (not shown).

The rim 130 has a generally hollow structure, commonly referred to as a "double wall" structure, and includes radially inner 132 and outer 134 tire bed walls and generally radially extending side walls to define a generally hollow circumferential cavity 144. The spoke bed 132 is defined by a radially inner side surface 142 and a radially outer side surface 140. The spoke bed 132 is perforated with a plurality of spoke openings 136, which spoke openings 136 are adapted to be connected to their respective spokes 100 by spoke nipples 122. The spoke hole 136 is sized to have a diameter dimension 137 that is free of play with the fastener 102 but smaller than the dimension 116a of the enlarged portion 106 such that the enlarged portion 106 will not pass through. The tire bed 134 is pierced by access holes 138, the access holes 138 preferably being aligned with the spoke holes 136 to allow the fitting 122 to be assembled as shown in fig. 3b and 3 d. Note that access hole 138 is merely one common means of allowing fitting 122 to be assembled to rim 130; a variety of alternative means may be substituted, including means that do not require access holes.

As shown in fig. 3b and 3d, the fastener 102 has been assembled through the spoke hole 136 and the nipple 122 has been threaded through the access hole 138 and assembled to the fastener 102 with the internally threaded bore 128 threadably engaged to the external threads 104. The support surface 126 abuts and bears against the outer side surface 140 with a covering engagement therebetween to support the spoke tensioning portion 58. This is a conventional arrangement utilizing internal or "hidden" spoke nipples, wherein the nipples 122 are hidden within the cavity 144 of the rim 130 and are not exposed, particularly after the tire is mounted to the rim in a conventional arrangement. A longitudinal gap 146 exists between the transition surface 108 and the inside surface 142. The transition surface 108 is visually exposed and radially inward of the exterior of the rim 130. Where the spoke 100 includes the enlarged portion 106, the exposed portion of the thin fastener 102 within the gap 146 is considered aesthetically unappealing and detracts from the overall visual appearance of the wheel assembly 1. The exposed transition surface 108 further detracts from the visual aesthetics and aerodynamic efficiency of the associated wheel assembly 1.

Fig. 4a to 4d depict an arrangement in which the gap 146 is eliminated and the transition surface 108 is hidden to create a more visually attractive and aerodynamic wheel assembly 1. The spokes 100 and the joints 122 are the same as described in fig. 3a to 3 g. Rim 150 is schematically identical to rim 130 of fig. 3 a-3 d and includes radially inner and outer spoke bed 152 and 154 walls and generally radially extending side walls to define a generally hollow circumferential cavity 164. The spoke bed 152 is a wall defined by a radially inner side surface 162 and a radially outer side surface 160, including a thickness 166 therebetween. It should be noted that the outside surface is a curved convex surface as shown herein to provide enhanced alignment with the joint 122 when assembled. In this example, the radially inner periphery 153 of the rim 150 includes an inner surface 162. The spoke bed 152 is perforated with a plurality of spoke openings 156, which spoke openings 156 are adapted to be connected to their respective spokes 100 by spoke nipples 122. The spoke hole 156 is sized to have a dimension 157 that is larger than the spoke hole 136 of fig. 3 a-3 d and is sized to receive the enlarged portion 106 (as depicted in fig. 4b and 4 d). The spoke hole 156 has a longitudinal inner side inlet 155 at its intersection with the inner side surface 162 and a longitudinal outer side inlet 159. The spoke holes 156 are shown as cylindrical openings so that they can be easily created by drilling, as is common manufacturing methods. However, the spoke holes may alternatively have a non-circular or other profile, as may be preferred for functional or manufacturing purposes. The spoke bed thickness 166 generally corresponds to the longitudinal length of the spoke hole 156. The bearing surface 126 has a diameter dimension 127 that is greater than the diameter dimension 157 of the spoke hole 156 for overlying engagement therebetween during assembly.

The spoke 100 includes an optional stepped portion 110 and the spoke aperture 156 is shown here as being optionally smaller than the dimension 118a of the stepped portion 110 so that the stepped portion 110 does not pass through and lateral play between the enlarged portion 106 and the spoke aperture 156 is minimized. The tyre bed 154 is pierced by access holes 158, the access holes 158 preferably being aligned with the spoke holes 156 to allow the fitting 122 to be assembled as shown in fig. 4b and 4 d. Note that access aperture 158 is merely one common means of allowing fitting 122 to be assembled to rim 150.

As shown in fig. 4b and 4d, the fastener 102 has been assembled through the spoke hole 156, and the nipple 122 has been passed through the access hole 138 and threadedly assembled to the fastener 102, with the internally threaded hole 128 threadably engaged to the external threads 104. The support surface 126 abuts and supports the outer side surface 160 in overlying engagement therebetween to support the spoke tensioning portion 58 and connect the spoke 100 to the rim 150. Notably, in contrast to the arrangement of fig. 3 a-3 d, fig. 4b and 4d show the spoke 100 being advanced longitudinally outward such that the transition surface 108 is longitudinally outward of the inlet 155 by a dimension 168 such that the transition surface 108 and enlarged portion 106 also overlap the spoke aperture 156 longitudinally.

Fig. 4b and 4d show the transition surface 108 positioned to fully overlap within the spoke hole. It should be noted, however, that the outer side surface 160 and the inner side surface 162 may have an arcuate profile as shown such that the corresponding inlets 159 and 155 are saddle-shaped and radially variable about their perimeter. Furthermore, the spokes are shown inclined corresponding to the support angle. These geometric arrangements may alternatively allow, if the transition surface is proximate to the inlet 155, it is contemplated that only a portion of the transition surface 108 may longitudinally overlap the spoke hole 156, while the remainder of the transition surface 108 is exposed and longitudinally inboard of the spoke hole 156.

The spoke holes 156 surround the enlarged portion 106 about the longitudinal axis 62 and the transition surface 108 is positioned longitudinally between the inboard inlet 155 and the outboard inlet 159. In this way, the fastener 102 and a portion of the enlarged portion 106 are hidden and obscured by the rim 150, leaving only the remainder of the spoke 100 exposed. Thus, the exposed length 170 of the enlarged portion 106 and the stepped portion 110 is thereby reduced compared to the arrangement of fig. 3 a-3 d. The result is a more attractive and visually attractive connection between the spoke 100 and the rim 150 than the arrangement of fig. 3a to 3 d. It may be preferable to leave a longitudinal play 169 between the transition surface 108 and the bearing surface 126 to provide further threaded adjustment between the internally threaded bore 128 and the external threads 104 to adjust the spoke tensioning portion 58 as desired.

The rim 150 of fig. 4 a-4 d is commonly referred to as a "double-walled" rim because it has a spoke bed 152 wall separate from a tire bed 154 wall, with a radial gap or cavity 164 between the tire bed 154 wall and the spoke bed 152 wall. It should be appreciated that the present invention is applicable to rims of other configurations, including those commonly referred to as "single wall" rims, wherein the spoke bed wall and the tire bed wall share a common single wall.

The embodiment of fig. 4e and 4f is identical to the embodiment of fig. 4a to 4d, except that the spoke hole 296 is stepped to include a laterally enlarged first opening portion 299a and a reduced second opening portion 299b, with a laterally protruding transition 307 between the first opening portion 299a and the second opening portion 299 b. The spokes 100 and the joints 122 are identical to those described in fig. 3 a-3 g and fig. 4 a-4 d.

The rim 290 is otherwise schematically identical to the rim 150 of fig. 4a to 3d, and the rim 290 includes a radially inner spoke bed 292 wall and a radially outer tyre bed 294 wall and generally radially extending side walls to define a generally hollow circumferential cavity 304. The spoke bed 292 is defined by a radially inner side surface 302 and a radially outer side surface 300, including a thickness 301 therebetween. It should be noted that the outside surface 300 is curved convex as shown herein to provide enhanced alignment with the joint 122 when assembled. The spoke bed 292 is perforated with a plurality of spoke holes 296, the spoke holes 296 being stepped to include a longitudinally inboard first opening portion 299a and a longitudinally outboard second opening portion 299b with a laterally extending transition 307 surface therebetween. The second opening portion 299b is sized to have a diameter dimension 297b such that there is assembly play with the fastener 102. The first opening portion 299a is laterally enlarged relative to the second opening portion 299b, and the first opening portion 299a is sized to have a diameter dimension 297a for assembly play with the enlarged portion 106.

Fig. 4f shows the spoke 100 and nipple 122 assembled to the rim 290 as previously described. The support surfaces 126 abut and bear against the outer side surface 300 with a cover engagement therebetween to support the spoke tensioning portion 58. The transition surface 108 is longitudinally inboard of the inboard surface 302 such that the enlarged portion 106 overlaps the first opening portion 299a by a dimension 305 in the longitudinal direction. In this way, the fastener 102 and the transition surface 108 are obscured by the rim 290, leaving only the remainder of the spoke 100 exposed. In addition, the exposed length 308 of the enlarged portion 106 and the stepped portion 110 decreases. The aesthetic and aerodynamic benefits are similar to those described in fig. 4a to 4 d. It may be preferable to leave a longitudinal play gap 306 between the transition surface 108 and the transition 307 to provide further threaded adjustment between the internally threaded bore 128 and the external threads 104 to adjust the spoke tensioning portion 58.

The second opening portion 299b is reduced compared to the spoke hole 136 of the rim 150, which allows the outboard surface 300 to have a greater surface area available for a supporting interface with the joint 122. Moreover, the smaller second opening portion 299b provides for tighter lateral alignment of the fastener 102.

Fig. 5 a-5 d depict another arrangement that eliminates the gap 146 (shown in fig. 3 d) to create a more visually attractive wheel assembly 1. The spoke 100 is generally the same as described in fig. 3a to 3g and the rim 150 is the same as described in fig. 4a to 4 d. The fitting 172 is similar to the fitting 122, however, the fitting 172 includes a recess 180 formed directly therein. The spoke nipple 172 includes an internally threaded bore 178 for threaded engagement with the external threads 104 and a bearing surface 176 for providing abutting overlying engagement with the outer side surface 160 when assembled, as shown in fig. 5b and 5 d. The bearing surface 176 has a lateral outside diameter dimension 177 that is greater than the dimension 157 of the spoke hole 156 to provide a covering engagement with the outside surface 160 of the spoke bed 152. Recess 180 in fitting 172, recess 180 having a diameter dimension 181 and a depth dimension 182. Recess 180 extends longitudinally outward from bearing surface 176 and diameter 181 is sized to receive enlarged portion 106. The adapter 172 also includes a flat 174 for manipulation with a mating wrench (not shown).

As shown in fig. 5b and 5d, the fastener 102 of the spoke 100 has been assembled longitudinally outward through the spoke hole 156, while the nipple 172 has been threaded longitudinally inward through the access hole 158 and into the fastener 102, with the internally threaded hole 178 threadably engaged to the external threads 104. The support surface 176 abuts and supports the outer side surface 160 in overlying engagement therebetween to anchor the spoke 100 and support the spoke tensioning portion 58. Fig. 5b and 5d show the spoke 100 being advanced longitudinally outward such that the transition surface 108 passes through the spoke hole 156 to a position longitudinally outboard of the outboard inlet 159 and the bearing surface 126. The transition surface 108 also overlaps the recess 180 in a longitudinal direction by a dimension 187 such that the enlarged portion 106 overlaps the entire length of the spoke hole 156 and a portion of the depth dimension 182 of the recess 180 in the longitudinal direction to obtain a total overlap dimension 186 in the longitudinal direction. The transition surface 108 and the enlarged portion 106 are longitudinally outboard of the outboard surface 160 by a dimension 187 that also corresponds to the longitudinal overlap between the recess 180 and the enlarged portion 106. It may be preferable to leave a longitudinal play gap 184 between the transition surface 108 and the bottom of the recess 180 to allow further threaded adjustment between the internally threaded bore 128 and the external threads 104 to adjust the spoke tensioning portion 58 as desired.

As shown in fig. 5b and 5d, the entire fastener 102 and a portion of the enlarged portion 106 are hidden and obscured by the rim 150, leaving only the remainder of the spoke 100 exposed. In addition, the exposed length 188 of the enlarged portion 106 and the stepped portion 110 is reduced. The result is a connection between the spoke 100 and the rim 150 that is more aesthetically pleasing and visually attractive, and also has enhanced aerodynamic properties, compared to the arrangement of fig. 3 a-3 d.

The embodiments of fig. 4a to 4f and 5a to 5d show spoke nipples directly connected and joined to a spoke bed of a mating rim. Alternatively, as depicted in fig. 6 a-6 d, 7 a-7 d, and 8 a-8 d, intermediate elements may be employed between the spoke nipple and the rim to facilitate connection therebetween.

Fig. 6a to 6d depict yet another arrangement which eliminates the gap 146 (of fig. 3 d) to create a more visually attractive and aerodynamic wheel assembly 1. The spoke 100 is identical to that described in fig. 3a to 3 g. Rim 190 is schematically identical to rim 130 of fig. 3 a-3 d and includes radially inner and outer spoke bed 192 and 194 walls and generally radially extending side walls to define a generally hollow circumferential cavity 204. Spoke bed 192 is defined by a radially inner side surface 202 and a radially outer side surface 200, including a thickness 206 therebetween. It should be noted that the outside surface 200 is a flat surface as shown herein to support the gasket 210 when assembled. The spoke bed 192 is perforated with a plurality of spoke openings 196, which spoke openings 196 are adapted to be connected to their respective spokes 100 by spoke nipples 220. The spoke hole 196 is sized to have a larger diameter dimension 197 than the spoke hole 136 (fig. 3 a-3 d) and is sized to have the lateral play required to receive the enlarged portion 106. The spoke bed thickness 206 generally corresponds to the longitudinal length of the spoke holes 196. The tire bed 194 is pierced by the access aperture 198, the access aperture 198 preferably being aligned with the spoke aperture 196 to allow the nipple 220 and washer 210 to be assembled as shown in fig. 6b and 6 d.

The nipple 220 and washer 210 combine to provide a function similar to the nipple 172 of fig. 5 a-5 d, however the nipple 220 and washer 210 provide a self-aligning rotational interface 215 for improving alignment of the spoke 100 with the outside surface 200. The joint 220 is similar to the joint 122 (fig. 4 a-4 d), however, the joint 220 includes a bearing surface 226 having a spherically convex geometry as shown. The spoke nipple 220 includes an internally threaded bore 226 for threaded engagement with the external threads 104 and a bearing surface 226 to provide abutting overlying engagement with the washer 210 when assembled, as shown in fig. 6b and 6 d.

The washer 210 is a generally annular member that includes a longitudinally outwardly projecting outer side 213, a longitudinally inwardly projecting bearing surface 214, and a bore 212 therethrough. The outer side 213 is a spherical concave surface with a spherical radius matching the spherical convex radius of the bearing surface 226. Bearing surface 214 includes a recess 216 or countersink therein that surrounds bore 212 and has a diameter dimension 219 and a depth dimension 217. The lateral diameter dimension 218 of the bearing surface 214 is greater than the diameter 197 of the spoke hole 196 to provide a covering engagement with the outer side surface 200 when assembled. The diameter dimension 219 is sized slightly larger than dimension 116a to allow the enlarged portion 106 to enter the recess 216 and overlap the recess 216.

As shown in fig. 6b and 6d, the fastener 102 has been assembled through the spoke hole 196, and the washer 210 and nipple 220 have been passed through the access hole 198, with the internally threaded hole 228 threadably assembled to the external threads 104 of the fastener 104. The male bearing surface 214 nests in the female outer side 213 in the mating spherical swivel interface 215. The rotational interface 215 provides a pivotal self-alignment between the joint 220 and the washer 210 such that the joint 220 may be aligned with the longitudinal axis 62 while the bearing surface 214 may be aligned with the outboard surface 200. The support surfaces 214 abut and are supported on the outer side surface 200 with a cover engagement therebetween to support the spoke tensioning portion 58. The washer 210 may be considered an intermediate connection element between the spoke nipple 220 and the rim 190, wherein the nipple 220 is connected to the washer 210 in overlying engagement between the bearing surface 226 and the outer side surface 213, and the washer 210 is connected to the rim in overlying engagement between the bearing surface 214 and the outer side surface 200.

Fig. 6b and 6d show the spoke 100 being advanced longitudinally outwardly such that the transition surface 108 is longitudinally outboard of the outboard surface 200 and longitudinally overlaps the recess 216 such that the enlarged portion 106 longitudinally overlaps the entire length of the spoke hole 196 and a portion of the depth dimension 217 of the recess 216 to obtain the overall longitudinally overlapped dimension 211. It may be preferable to leave a longitudinal play gap 221 between the transition surface 108 and the bottom of the recess 216 to provide further threaded adjustment between the internally threaded bore 228 and the external threads 104 to adjust the spoke tensioning portion 58 in a conventional manner.

In this way, both the fastener 102 and a portion of the enlarged portion 106 are obscured by the rim 190, leaving only the remainder of the spoke 100 exposed. In addition, the exposed length 222 of the enlarged portion 106 and the stepped portion 110 is reduced. The result is a more aesthetically pleasing and visually attractive connection between the spoke 100 and the rim 190 than the arrangement of fig. 3 a-3 d.

Fig. 7a to 7d depict another arrangement which eliminates the gap 146 to create a more visually attractive wheel assembly 1. The spokes 100 and the joints 122 are the same as described in fig. 4a to 4 g. The rim 130' is the same as that shown in fig. 3a to 3d, except that the spoke holes 136' have a diameter dimension 137' that is larger than the diameter dimension 137 (of the rim 130) and the spoke holes 136' are sized to provide lateral play having dimension 116a to allow the enlarged portion 106 to pass within the spoke holes 136 '. It should be noted that the outer side surface 140 is a concave arcuate surface as shown. Access hole 138 allows fitting 122 and sleeve 230 to be assembled as shown in fig. 7b and 7 d.

The fitting 122 and sleeve 230 combine to provide a similar function to the fitting 172 of fig. 5 a-5 d. Sleeve 230 is a generally annular member that includes a radially outwardly projecting outer side surface 233, a radially inwardly projecting bearing surface 234, and a bore or opening 232 therethrough. The outer side surface 233 mates with the bearing surface 126. The bearing surface 234 is a convex arcuate saddle surface that is shown to mate with a concave arcuate surface surrounding the outboard surface 140 of the spoke hole 136'. The lateral diameter dimension 236 of the bearing surface 234 is greater than the diameter 137 'of the spoke hole 136' to provide a covering engagement with the outer side surface 200 when assembled. Opening dimension 238 is sized slightly larger than dimension 116a to allow enlarged portion 106 to enter opening 232 and overlap opening 216.

As shown in fig. 7b and 7d, the fastener 102 of the spoke 100 has been assembled through the spoke hole 196, while the sleeve 230 and the nipple 122 have been passed through the access hole 138 with the internally threaded hole 128 threadably assembled to the external threads 104 of the fastener 104. The convex arcuate bearing surface 234 nests in the concave arcuate outer side 140 in the mating arcuate and saddle interface 246. Preferably, the support surface 234 is rotatable relative to the support surface 234 such that the joint 122 is self-aligned relative to the longitudinal axis 62 coincident with the support angle 248. Further, the nesting engagement between the bearing surface 234 and the outer side 140 also provides an anti-rotation engagement therebetween to limit rotation of the sleeve 230 relative to the rim 130' about the longitudinal axis 62. This may be used to maintain alignment of sleeve 230 as joint 122 is rotated and joint 122 is threadably adjusted.

The support surfaces 234 abut and bear against the outer side surfaces 140 in overlying engagement therebetween to support the spoke tensioning portion 58. At the same time, the support surfaces 126 abut and bear against the outer side surface 233 in overlying engagement therebetween to support the spoke tensioning portion 58. Sleeve 230 may be considered an intermediate connecting element between spoke nipple 122 and rim 130, wherein nipple 122 is connected to sleeve 230 in overlying engagement between bearing surface 126 and outer side surface 233, and sleeve 230 is connected to rim 130' in overlying engagement between bearing surface 234 and outer side surface 140.

Fig. 7b and 7d show the spoke 100 being advanced longitudinally outward such that the transition surface 108 is longitudinally outboard of the outboard surface 140 and longitudinally overlaps the opening 232 such that the enlarged portion 106 longitudinally overlaps the entire length of the spoke hole 136' and a portion of the opening 232 to achieve a total longitudinally overlapping dimension 240. It may be preferable to leave a longitudinal play gap 242 between the transition surface 108 and the bearing surface 126 to allow further threaded adjustment between the internally threaded bore 128 and the external threads 104 to adjust the spoke tensioning portion 58 in a conventional manner.

In this way, the fasteners 102 are obscured by the rim 130, leaving only the remainder of the spokes 100 exposed. In addition, the exposed length 244 of the enlarged portion 106 and the stepped portion 110 decreases. The result is a more aesthetically pleasing and visually attractive connection between the spoke 100 and the rim 130 than the arrangement of fig. 3 a-3 d.

Fig. 8a to 8d depict another arrangement that eliminates the gap 146 (of fig. 3a to 3 d) to create a more visually attractive and aerodynamic wheel assembly 1. Spoke 250 is similar to spoke 100 except that spoke 250 does not include stepped portion 110. Alternatively, the spokes 250 are geometrically simplified to include: a fastener 252 having external threads 254 and having a lateral dimension 258; and an enlarged portion 256 extending longitudinally inward therefrom and having a lateral dimension 260. The transition surface 262 extends laterally outwardly a dimension 264 between the side wall of the fastener 252 and the side wall of the enlarged portion 254.

The joint 122 is identical to the joint shown in fig. 7a to 7 d. The rim 130 "is identical to that shown in fig. 7 a-7 d, except that the spoke holes 136" have a diameter dimension 137 "that is greater than the diameter dimension 137' and the spoke holes 136" are sized to provide assembly play to allow the loops 274 (having the outer dimension 280) to overlap the spoke holes 136 "in the longitudinal direction and extend in the spoke holes 136". Access hole 138 allows fitting 122 and sleeve 266 to be assembled as shown in fig. 8b and 8 d.

Sleeve 266 is similar to sleeve 230 of fig. 7 a-7 d and is a generally annular member that includes a longitudinally outwardly projecting outer side 268, a longitudinally inwardly projecting bearing surface 270, and a hole or opening 272 therethrough. Unlike sleeve 230, sleeve 270 includes a cylindrical annular portion 274 extending longitudinally inward from bearing surface 270.

The outer side 268 mates with the bearing surface 126. The bearing surface 270 is preferably a convex arcuate surface that is shown to mate with a concave arcuate surface of the outer side surface 140 surrounding the spoke hole 136 ". The lateral diameter dimension 276 of the bearing surface 270 is greater than the diameter 137 "of the spoke hole 136" to provide a structural covering engagement with the outer side surface 140 when assembled. The opening dimension 278 is sized slightly larger than the dimension 260 to provide assembly play with the enlarged portion 256, thereby allowing the enlarged portion 256 to enter the opening 272 and overlap the opening 272 in a longitudinal direction. The annular portion 274 has an outer dimension 280, the outer dimension 280 being sized to be inserted into the spoke hole 136″ when assembled.

As shown in fig. 8b and 8d, the spokes 250 have been inserted longitudinally outward through the spoke holes 136 "and the sleeve 266 and nipple 122 have been passed longitudinally inward through the access holes 138 with the internally threaded holes 128 threadably assembled to the external threads 254 of the fasteners 252. The convex arcuate bearing surface 270 nests in the concave arcuate outer side 140 in the mating interface 215. The support surfaces 270 abut and are supported on the outer side surfaces 140 in overlying engagement therebetween to support the spoke tensioning portion 58. At the same time, the support surface 126 also abuts and bears against the outer side 268 in a structural covering engagement therebetween to support the spoke tensioning portion 58. Sleeve 266 may be considered an intermediate connecting element between joint 122 and rim 130, wherein joint 122 is connected to sleeve 266 in overlying engagement between bearing surface 126 and outer side surface 268, and sleeve 266 is connected to rim 130 in overlying engagement between bearing surface 270 and outer side surface 140.

In contrast to the sleeve 230 of fig. 7 a-7 d, the annular portion 274 of the sleeve 266 is shown inserted into the spoke hole 136 "in a longitudinally overlapping arrangement therebetween. Thus, the ring 274 can act as a barrier between the enlarged portion 256 and the side wall of the spoke hole 136 ". Such a barrier may be used to provide a lubrication interface with the enlarged portion 256 to prevent wear and/or excessive friction between the enlarged portion 256 and the spoke hole 136 "during threaded adjustment between the nipple 122 and the fastener 252 and corresponding longitudinal displacement of the spoke 250. The annular portion 274 may also serve to provide an galvanic barrier between the enlarged portion 256 and the spoke hole 136 "to prevent galvanic corrosion therebetween.

Fig. 8b and 8d show the spoke 250 next advanced longitudinally outward such that the transition surface 262 is longitudinally outboard of the outboard surface 140 and longitudinally overlaps the opening 272 such that the enlarged portion 256 longitudinally overlaps the entire length of the spoke hole 136″ and a portion of the opening 272 to obtain the overall longitudinally overlapping dimension 284. It may be preferable to leave a longitudinal play gap 286 between the transition surface 262 and the bearing surface 126 to allow further threaded adjustment between the internally threaded bore 128 and the external threads 254 to adjust the spoke tensioning portion 58 in a conventional manner.

In this way, the fasteners 252 are shielded by the rim 130 "and sleeve 266, leaving only the remainder of the spokes 250 exposed. The result is a more attractive and visually attractive connection between the spokes 250 and the rim 130 "than the arrangement of fig. 3 a-3 d.

Fig. 9 a-9 b depict an arrangement similar to that of fig. 4 a-4 d, except that the nipple 80 includes a pilot ring 84 to guide the nipple 80 laterally relative to the spoke hole 156. The spokes 100 and rim 150 are identical to those shown in fig. 4a to 4 d. The joint 80 includes a bearing surface 82, an internally threaded bore 86, and a pilot annulus 84. The pilot ring 84 is shown as a cylindrical ring having a diameter 88, the diameter 88 being sized for insertion of the assembly into the bore 156, as shown in fig. 9 a. The support surface 82 functions the same as the support surface 126 (fig. 4 a-4 d), and the support surface 82 has a diameter 87 that is sized larger than the diameter 157 of the spoke hole 156 such that the support surface 82 provides a structural covering engagement with the outside surface 16 to support the spoke tensioning portion 58.

The pilot ring 84 shown in fig. 9b overlaps the spoke hole 156 in the longitudinal direction (dimension 89) such that it serves to laterally guide the nipple 80 and align it with the spoke hole 156. This ensures that the nipple 80 is advantageously centered with the spoke hole 156 and that the bearing surface 82 does not inadvertently move laterally relative to the inlet 159, thereby maintaining an aligned interface between the bearing surface 82 and the outside surface 160. The enlarged portion 106 overlaps the spoke hole 156 in the longitudinal direction by the dimension 90.

Although my above description contains many specificities, these should not be construed as limitations on the scope of the invention, but rather as examples of its embodiments. For example:

embodiments herein show the spoke holes of the rim as circular spoke holes having a cylindrical profile. This is particularly advantageous because the spoke holes can be formed in conventional drilling operations. However, the spoke holes may alternatively be non-circular and have any desired profile. For example, the spoke holes may have a non-circular profile, wherein the non-circular profile may be advantageously matched to a corresponding cross-sectional profile of the spoke to minimize play therebetween, thereby enhancing aesthetics and aerodynamic performance. Moreover, a non-circular profile of the spoke holes may be advantageous. Further, the elongate aperture profile may be used for keying to provide a rotational keyed engagement, limiting relative rotation therebetween about the longitudinal axis.

Embodiments herein show spokes having an enlarged portion at a second end thereof that overlaps the spoke openings of the rim in a longitudinal direction. It will be appreciated that the hub may alternatively or additionally include a spoke bed and spoke holes therethrough. In this case, the spoke may comprise an enlarged portion at its first end, the arrangement of which is similar to that of the second end shown in, for example, fig. 3e to 3 g. In this way, the enlarged portion may overlap the spoke holes of the hub in a longitudinal direction in a transposed arrangement similar to any of the embodiments described herein.

It is to be understood that the invention is not limited to the illustrations described and shown herein, which are deemed to be merely illustrative of the best modes of carrying out the invention, and which are susceptible of modification of form, size, arrangement and details of operation of parts. Rather, the invention is intended to cover all such modifications that are within its spirit and scope as defined by the appended claims.

Claims (26)

1. A vehicle wheel comprising:

a peripheral wheel rim;

a central hub having an outer flange;

a plurality of spokes extending between the rim and the hub, wherein at least one of the spokes has: a first end portion of the spoke connected to the hub and a second end portion opposite the first portion and connected to the rim, and a bridging portion between the rim and the hub along a longitudinal axis of the spoke, and a tensile axis associated with an applied tensile load along the bridging portion;

A support element comprising at least a portion of one of the rim and the hub;

wherein the support element comprises a spoke bed wall having: a longitudinally outboard bed surface; a longitudinally inboard bed surface; and a spoke hole through the spoke bed wall, the spoke hole having a first inlet adjacent to the inner bed surface and a second inlet longitudinally outboard of the first inlet;

wherein, the spoke includes: a first spoke portion having a first lateral dimension across a cross section of the first spoke portion; a second spoke portion longitudinally inboard of the first spoke portion and having a second lateral dimension across a cross section of the second spoke portion;

wherein the second spoke portion is laterally outboard of the first spoke portion with a transition surface therebetween;

wherein the spoke extends through the spoke aperture and at least a portion of the transition surface is longitudinally outboard of the first inlet; and

Wherein the spoke is connected to the support element at the first spoke portion.

2. The vehicle wheel of claim 1, wherein the second spoke portion overlaps the spoke hole in a longitudinal direction.

3. The vehicle wheel of claim 1, wherein the entire transition surface is located longitudinally outboard of the second inlet.

4. The vehicle wheel of claim 1, wherein the spoke bore extends along a bore axis and the spoke bore has a cylindrical profile about the bore axis.

5. The vehicle wheel of claim 1, wherein spoke bed walls are a single wall between the inboard and outboard bed surfaces.

6. The vehicle wheel of claim 1, wherein the spoke hole surrounds the second spoke portion about the longitudinal axis.

7. The vehicle wheel of claim 1, wherein a radially inner periphery of the rim comprises the inner bed surface.

8. The vehicle wheel of claim 1, wherein the spoke hole is a laterally changeable opening comprising an enlarged hole portion adjacent the inboard surface, the enlarged hole portion being laterally outboard of a reduced hole portion, the reduced hole portion being longitudinally outboard of the enlarged hole portion, wherein the enlarged hole portion is laterally enlarged relative to the reduced hole portion, and wherein the transition surface is longitudinally outboard of the inboard surface and the transition surface overlaps the enlarged hole portion longitudinally.

9. The vehicle wheel of claim 1, comprising a spoke nipple threadably engaged to the first spoke portion, and wherein the spoke nipple includes a bearing surface to provide a cover engagement with the spoke bed in a cover manner to support the tensile load.

10. The vehicle wheel of claim 9, wherein the overlay joint is directly between the support surface and the outboard bed surface.

11. The vehicle wheel of claim 9, wherein the spoke nipple includes nipple recesses extending longitudinally outboard and laterally inboard of the support surface, and wherein the recesses are sized to receive at least one of the transition surface and the second spoke portion.

12. The vehicle wheel of claim 11, wherein at least a portion of the transition surface is longitudinally outboard of the bearing surface and at least a portion of the transition surface overlaps the spoke nipple longitudinally within the recess.

13. The vehicle wheel of claim 9, comprising an intermediate connection element, wherein the spoke nipples are joined to the intermediate connection element and the intermediate connection element is joined to the support element to support the tensile load.

14. A vehicle wheel according to claim 13, wherein the intermediate connection element comprises an intermediate support surface to provide a cover joint to be in cover engagement with the spoke bed to support the tensile load.

15. The vehicle wheel of claim 14, wherein the intermediate connection element includes a connector recess extending longitudinally outboard and laterally inboard of the intermediate support surface, and wherein the recess is sized to receive the second spoke portion.

16. The vehicle wheel of claim 15, wherein at least a portion of the transition surface overlaps the intermediate link longitudinally within the link recess.

17. The vehicle wheel of claim 13, wherein the intermediate connection element includes a longitudinally extending intermediate opening therethrough, the intermediate opening being sized to receive the second spoke portion.

18. The vehicle wheel of claim 17, wherein the intermediate opening is a laterally variable opening comprising an enlarged opening portion adjacent the intermediate bearing surface, the enlarged opening portion being laterally outboard of a necked opening portion longitudinally outboard of the enlarged opening portion, wherein the transition surface is longitudinally outboard of the intermediate bearing surface and longitudinally overlaps the enlarged opening portion.

19. The vehicle wheel of claim 13, comprising a rotational interface between the joint and the intermediate connecting element.

20. The vehicle wheel of claim 13, comprising a rotational interface between the intermediate connecting element and the support element.

21. A vehicle wheel according to claim 13, wherein the joint is rotatable about the longitudinal axis independently of the intermediate connection element.

22. The vehicle wheel of claim 1, wherein the spoke includes a third spoke portion longitudinally inward of the second spoke portion and having a third sidewall and a third lateral dimension across a cross section of the third spoke portion, wherein the third sidewall is laterally outward of the second sidewall, including a stepped surface between the third sidewall and the second sidewall.

23. The vehicle wheel of claim 13, wherein the intermediate connection element comprises a longitudinally inwardly projecting annulus laterally inboard of the bearing surface, and wherein the annulus overlaps the spoke hole in a longitudinal direction.

24. The vehicle wheel of claim 9, wherein the spoke nipple includes a longitudinally inwardly projecting pilot ring projecting longitudinally inwardly from the bearing surface to overlap the spoke hole longitudinally.

25. A vehicle wheel as claimed in claim 13, wherein the intermediate connection element has an anti-rotation engagement portion which is anti-rotatably engaged with the rim to limit rotation of the intermediate connection element relative to the rim about the longitudinal axis.

26. The vehicle wheel of claim 1, wherein at least a portion of the second spoke portion is obscured by at least one of the rim and a sleeve connected to the rim.