EP4698385A1 - Hybrid vehicle wheel - Google Patents

Abstract

The invention relates to a hybrid vehicle wheel, consisting of a light metal wheel disc and a steel rim ring 2. The rim ring comprises a.o. an outer rim flange (8), an outer well base flank (4), an outer rim shoulder (9) and a transition section (5), and the wheel disc 30 has an outer front surface 31 and a disc edge 32 running concentrically around the wheel axle and having a contour on an inner side 33 adapted to the course of the outer part of the rim. In order to create a hybrid vehicle being cost-effective in production and offering advantages in operational use, the outer rim flange 8 is spaced apart from the contour section 38 of the disc's inner side, and preferably a elastically deformable ring element 25 is arranged between the outer rim flange 8 and the contour section, providing a free space 20.

Description

Applicant : Maxion Wheels Holding GmbH , Ladestrasse , DE -53639 Kdnigswinter

Title : Hybrid vehicle wheel

The invention relates to a hybrid vehicle wheel , consisting of a wheel disc made as a cast or forged part from light metal and a rim ring made of steel , having an inner rim flange , an outer rim flange , a rim well base , an inner well base flank, an inner rim shoulder, an outer well base flank, an outer rim shoulder and a transition section between the outer rim shoulder and the outer rim flange , wherein the wheel disc has an outer front surface and a disc edge running concentrically around the wheel axle , which disc edge has a contour on an inner side of the disc adapted to the course of the outer rim flange , the outer rim shoulder, the transition section and the outer well base flank .

Vehicle wheels for motor vehicles exist in numerous shape and material designs . In addition to the classic steel vehicle wheels , which are usually manufactured from the two connected vehicle wheel parts wheel rim and wheel disc, light alloy wheels have increasingly established themselves on the market in recent years , which light alloy wheels are produced as a one-piece cast or forged part and are therefore diverse in terms of design . The disadvantage of light alloy wheels manufactured using the casting or forging process is their higher price compared to steel wheels and the sensitivity in particular of their rim regions to shock loads , such as those that can occur when hitting kerbs or potholes . Such stresses can cause damage not only to the tyre but also to the vehicle wheel , making it necessary to replace the entire wheel , which is particularly annoying given the potentially high price of light alloy wheels . Steel wheels , on the other hand, are robust , but have the disadvantage of limited design options when it comes to the design of the wheel disc .

Hybrid wheels for vehicles are already known and can be used for passenger cars , commercial vehicles and trucks . In such wheels , which are usually two-piece wheels , the rim ring generally consists steel , while the wheel disc or disk consists of a material other than steel , for example aluminium, magnesium or another non-ferrous material . The rim ring consisting of steel is manufactured using conventional manufacturing process such as rounding , butt welding , forming , etc . , while the disc part of the wheel is usually manufactured using the casting process . The two parts made of different materials can be j oined together using different j oining processes . Adhesive processes , thermal shrinking and/or plastic deformation of the rim ring can thereby be used, so that the rim ring is connected to the wheel disc by at least one adhesive connection and/or at least one pressure zone created by thermal shrinking or plastic deformation of the rim ring in the assembly state .

It has been shown that the known connection processes for the parts of hybrid wheels consisting of different materials lead to connections that do not always adequately withstand heavy loads , for example cornering and radial forces , during operation, or that sufficiently stable connections can often only be achieved with increased material thicknesses and/or high-strength materials , which increases the cost of the wheel and/or its weight . An additional problem consists of corrosion at the contact points made of different materials .

In DE 698 15 693 T2 it has been proposed to connect the wheel disc and the wheel rim to one another by means of a pressing and forming process in which the rim is first heated and then pulled onto the disc until it is in the desired position with a rim section over a circumferential groove of the disc, whereby a section of the rim which lies over the circumferential groove is then partially rolled into the groove . Rolling means an additional process step that requires relative rotation between the rolling tool and the wheel , whereby, due to changing temperature conditions , the rolling depth of the rim part rolled into the circumferential groove is not constant over the entire circumference , which is detrimental to the wheel strength . From WO 2008 / 061703 Al , a hybrid vehicle wheel is known in which the wheel disc is given a contour at the disc edge that is adapted to the course of the wheel rim in such a manner that , when the wheel disc and wheel rim are assembled, a pressure zone can respectively be generated on the one hand on the well base flank and on the other hand on the outer rim flange in order to generate the frictional connection between the wheel disc and the wheel rim . For this , the wheel rim is clamped to the outer rim flange by cold forging and/or rolling it onto the disc edge .

It is the obj ect of the invention to create a hybrid vehicle which makes better use of the advantages of a wheel rim made of steel and a wheel disc made of light metal and, while being cost-effective in production, also offers advantages in operational use and in the individualization of the design .

For solving this obj ect , it is proposed by the invention in that the outer rim flange of the rim ring is spaced apart from the contour section of the inner side of the disc facing the rim ring , and a preferably elastically deformable ring element is arranged between the outer rim flange and the contour section, forming a free space or an air gap between the transition section and the contour of the wheel disc on the inner side of the disc . With the gap or the free space between the rim flange and the inner side of the disc and the ring element positioned there provided according to the invention, several functional advantages can be achieved in a surprisingly simple manner . Due to the gap deliberately provided according to the invention, the outer rim flange can be elastically deformed within limits , for example when it comes into contact with kerbs or when driving through potholes , which can often occur when driving, without resulting in a damage to the rim ring forming the wheel rim or the wheel disc and thus to the hybrid vehicle wheel . The ring element inserted into the gap can in turn ensure a seal of the gap against the ingress of foreign bodies and also against excessive ingress of splash water , for example during rain . Depending on the properties of the material for the ring element , the deformation of the outer rim flange can be reduced to the elastic region of the steel used for the wheel rim and the impact energy that can be exerted on the vehicle wheel by contact with a kerb or an obj ect on the road or by driving through a pothole can be reduced to such an extent that the vehicle wheel is not damaged to such an extent that its functionality is significantly impaired . Even if plastic deformation of the rim ring should occur in the region of the outer rim flange , the ring element can dampen and minimize this deformation in such a manner that the functionality of the vehicle wheel is guaranteed .

In order to fulfil the above functions , it is particularly advantageous for the dimensioning of the ring element , if the ring element has at least partially a thickness which is greater than the distance between an underside of the rim flange and a surface of the contour section of the disc edge on the inner side of the disc . This ensures that the ring element is firmly clamped in the gap and at the same time supports the outer rim flange in a flexible manner and also largely seals the gap .

It is particularly advantageous if the ring element is mechanically pressed in between the wheel disc and the rim ring, wherein the initial shape preferably has a circular shape in cross section with a diameter which is greater than the distance between the underside of the rim flange and the surface of the contour section of the disc edge at the transition of the inner side of the disc into the outer front surface of the wheel disc .

According to a particularly advantageous embodiment variation, the ring element can have an asymmetrical initial shape in cross section with a preferably circular head section and a web section formed integrally on the head section, wherein the head section is mechanically pressed between the wheel disc and the rim ring while deforming its initial shape and the web section partially proj ects with an end face over the outer front surface of the wheel disc in the assembly state of the ring element . A suitably shaped ring element not only provided the necessary required damping of the impact energy to prevent or minimize the deformation of the rim flange , but the web section proj ecting over the front surface can also provide a particularly high level of protection for the visible outer surface of the wheel disc , for example in the event of contact with a kerb , pothole or driving over obj ects such as stones . At the same time , an additional design accentuation can be achieved and created via the bridge , as the shaping and colouring of the web can be varied almost arbitrarily depending on the initial material used for the ring element . In this embodiment variant , the web section can essentially only have a thickness that corresponds to the radial distance between the outer contour of the wheel disc and the radial underside of the outer rim flange , so that the web fits through the clear opening between the rim flange and the disc edge .

According to yet another advantageous embodiment variant , the ring element can have an asymmetrical initial shape in cross section with a preferably circular head section, a web section and a lip section, wherein the head section is mechanically pressed between the wheel disc and the rim ring while deforming its initial shape and the lip section, in the assembly state of the ring element , partially rests on the outer front surface of the wheel disc and/or partially covers the outer front surface of the wheel disc . In this design, an even better protection of the front surface of the wheel disc is achieved with the lip section, particularly also against scratches that can be caused when driving over stones , a kerb or a pothole . At the same time , the lip section forms an even larger ring-shaped surface , which enables an additional individual aesthetic design through patterns or colours , which can even be changed by replacing the ring element if necessary .

According to yet another alternative design, the ring element can have an asymmetrical initial shape in cross section with a preferably circular head section, a web section and a lip section, wherein the head section is mechanically pressed between the wheel disc and the rim ring while deforming its initial shape , the lip section covers the outer front surface of the wheel disc in the assembly state of the ring element and on a rear side of the lip section, several retaining webs are formed circumferentially offset for cooperation with anchor recesses in the front surface . This design of the ring element enables a particularly simple and secure mounting of the ring element on the correspondingly required anchor recesses in the front surface of the wheel disc , as the anchor recesses form an additional retaining element for the ring element . The additional anchoring of the ring element can in particular also enable an even larger surface coverage on the front surface of the lip section, so that the radial extension of the ring element can be chosen to be even larger .

For a corresponding hybrid vehicle wheel , this requires that the wheel disc has several anchor recesses offset around the circumference on an outer front surface near the disc edge .

According to a particularly advantageous design, the anchor recesses can then open into the air space between the transition section of the rim ring and the contour of the wheel disc and can be open on the inner side of the disc towards the gap .

For a ring element which is to be used on a hybrid vehicle wheel with anchor recesses , it is again particularly advantageous if the retaining webs are provided with retaining lugs at their free ends . This facilitates the assembly and further improves the locking of the ring element on the wheel disc .

However , the ring element can also be formed in another way, for example by foaming .

In order to improve the mechanical and torsion-proof support of the wheel rim on the wheel disc with a hybrid vehicle wheel according to the invention, the wheel disc can be provided with a contact web extending the contour inwards for a partial section of the rim well base at the rear according to a particular advantageous design, wherein the axial length of the contact web is preferably greater than the sum of the rim sheet thickness in the rim well base and the maximum web thickness of the contact web . By means of the extended contact surface between the contour of the wheel disc and the wheel rim and the additional contact region provided between the two parts in the region of the rim well base , the mechanical anchoring between the two parts can be improved . According to a particularly advantageous embodiment variant , the contact web can then be connected and anchored to the wheel disc on the rim well base of the rim ring by means of at least one weld seam, a weld rivet , an adhesive connection or a mechanical securing element , in particular a connecting rivet , connecting pin or weld rivet . In the region of the extended contact web, a corresponding mechanical securing device or a mechanical securing element can be positioned particularly conveniently, which is not visible and, due to its favourable position, is only exposed to a reduced extent to the loads occurring during driving .

In the design with a contact web, according to a further advantageous design, the contact web and/or the rim well base can be provided with at least one receiving hole , or with exactly one receiving hole , for a pin- , rivet- or bolt-shaped mechanical antirotation element , which can be inserted through the receiving hole in the rim ring into the receiving hole in the wheel disc or only passes through one receiving hole in the contact web, wherein the anti-rotation element is preferably fitted with a transition fit or a press fit into the receiving hole in the rim ring or the contact web and/or is welded to the rim ring or the contact web with an end face of the pin, rivet or bolt . A steel rivet can for example be formed as a weld rivet , which is preferably welded with its rivet face to the radial inside or underside of the rim ring using a spot welding process .

In a manner known per se , in a hybrid vehicle wheel according to the invention, the rim part between the outer well base flank and the outer rim shoulder can have a hump as a tyre securing element ; in a hybrid vehicle according to the invention, it is particularly advantageous if the contour of the wheel disc has an elevation on the inner side of the disc in a contour section opposite the hump , wherein a gap or air gap is formed between the underside of the hump and the surface of the elevation of the contour section in the assembly state . By means of this air gap it can be ensured at the same time that pressure zones can be generated on both sides of the elevation on the wheel disc in order to generate an additional mechanical anchoring between the wheel disc and the wheel rim in this region if necessary . The air gap can preferably be partially larger than 0 . 5 mm. The air gap can also offer advantages if no pressure zones are formed on either side of the elevation .

For styling , but also for adequate ventilation of the brakes , the hybrid vehicle wheel according to the invention can, as is usual , be provided with window recesses on the wheel disc as ventilation holes . According to an advantageous embodiment variant , the wheel disc can have , in the region of at least one window recess , a transverse bore opening into the contour of the wheel disc on the inner side of the disc for receiving at least one mechanical securing element connected to the rim part . The mechanical securing element can primarily serve to prevent rotation, but if designed accordingly it can also provide additional anchoring in the radial direction . The securing element can be welded to the rim part , e . g . by spot welding , but can also be anchored by screwing or adhesive .

According to a further alternative advantageous design of a hybrid vehicle wheel according to the invention, the wheel disc in any region of the contour on the inner side of the wheel disc and the rim ring on the contour section abutting thereon in the assembly state , can respectively be provided with at least one , if necessary a further receiving hole , or with exactly one receiving hole , for a pin- , rivet- or bolt-shaped mechanical anti-rotation element which can be inserted through the receiving hole in the rim ring into the receiving hole in the wheel disc, wherein the anti-rotation element is preferably fitted with a transition fit into the receiving hole in the rim ring or is welded to the rim ring with a front end of the bolt , pin or rivet .

According to a further alternative embodiment variant , the mechanical anchoring between the wheel disc and the wheel rim can also be generated by thermally shrinking the rim ring onto the wheel disc in such a manner that , in the assembly state , due to the shrinking process , the rim ring with the wheel disc on its inner side of the disc forms at least a first pressure zone on the well base flank and a second pressure zone on the rim shoulder . It can be particularly advantageous for the shrinking process if the temperature difference between the wheel disc and the rim part is a maximum of 220 K before shrinking , wherein the wheel disc is in particular preferably cooled to a minimum of -40 ° C and/or the rim part is heated to a maximum of +180 ° C . The mechanical anchoring by thermal shrinking is particularly advantageous if the differences in diameter of the rim part and the wheel disc at the parts producing the pressure zones between the rim part and wheel disc in the assembly state are a maximum of 0 . 5 % before shrink-fitting .

In all designs it is particularly advantageous if the distance between the outer rim flange of the rim ring and the contour section of the wheel disc facing it is greater on the inner side of the disc than the sheet thickness of the rim ring, and preferably between 1 . 5 to 10 times greater than the sheet thickness of the rim ring, and if the distance between the transition section and the contour section of the wheel disc opposite thereof is at least partially greater on the inner side of the disc than the sheet thickness of the rim ring , and preferably between 1 . 1 to 6 times greater than the sheet thickness of the rim flange , wherein further preferably the distance along the transition section from the lower transition arch between the outer rim shoulder and the transition section increases in a radially outward direction to the opposite contour sections . Depending on the material used for the rim ring , in particular the deformation properties and the thickness of the steel of the rim ring, it may even be possible for no ring element to be positioned in the free space formed by the respective distance ; nevertheless , the free space then results in a particularly elastic play of movement between the rim ring and the wheel disc in the region of the outer rim flange , which improves the functional reliability of a hybrid vehicle wheel .

Further advantages and designs of a hybrid vehicle wheel according to the invention result from the following description of exemplary embodiments illustrated in the drawing in an exemplary and only in a schematic manner . It shows : Fig . 1 a first embodiment of a hybrid vehicle wheel with a ring element according to the invention between the wheel disc and the wheel rim in radial section, wherein only one wheel half is shown, and this only partially;

Fig . 2 the embodiment of a hybrid vehicle wheel with a ring element according to the invention according to a second embodiment variant between the wheel disc and the wheel rim in a similar representation of a radial section as in figure 1 ;

Fig . 3 the embodiment of a hybrid vehicle wheel with a ring element according to the invention according to a third embodiment variant between the wheel disc and the wheel rim in a similar representation of a radial section as in figure 1 ;

Fig . 4 the embodiment of a hybrid vehicle wheel with a ring element according to the invention according to a fourth embodiment variant between the wheel disc and the wheel rim in a similar representation of a radial section as in figure 1 ;

Fig . 5 a further embodiment of a hybrid vehicle wheel with the ring element from figure 1 and additional mechanical securing elements in radial section as in the previous exemplary embodiments ; and

Fig . 6 a further embodiment of a hybrid vehicle wheel with the ring element from figure 1 and additional mechanical securing elements according to an alternative embodiment variant in radial section as in the previous exemplary embodiments .

Fig . 1 shows a hybrid vehicle wheel designated in its entirety as 10 , which essentially consists of a wheel disc 30 made as a cast or forged part from light metal and a rim ring 2 made of steel forming the wheel rim for supporting a tyre , not shown . The wheel disc 30 and the rim ring 2 are respectively shown only partially . The rim ring has , in a known manner , an inner rim flange , not shown, an outer rim flange 8 , a rim well base 11 , an outer well base flank 4 , an outer rim shoulder 9 and a transition section 5 between the outer rim shoulder 9 and the outer rim flange 8 . The rim ring 2 is manufactured in a conventional manner from hot-rolled sheet steel using rolling and/or deep-drawing processes , as is known to the person skilled in the art for a steel disc wheel consisting entirely of steel . A hump 7 is formed between the outer well base flank and the outer rim shoulder 9 as a tyre securing element . Any known manufacturing process for the rim ring 2 can be used for the invention, which is why reference is made to the specialist knowledge of the person s killed in the art .

The wheel disc 30 is cast or forged from an aluminium alloy or another suitable light metal material and can then be machined by turning . It has an outer front surface 31 and a disc edge 32 running concentrically around the wheel axle A, which disc edge has a contour which is adapted on the inner side 33 of the disc with numerous contour sections 38 , 39 , 35 , 34 to the course of the radially inner underside of the outer rim flange 8 , outer rim shoulder 9 , transition section 5 and outer well base flank 4 . "Outside" or "outer" on the wheel disc 30 refers here to the assembly state of a vehicle wheel 10 on a vehicle and accordingly designates the visible parts of the wheel disc 30 or the correspondingly the more external parts of the rim ring 2 , whereas "inside" or "inner" designates those parts that are not visible on the wheel disc 30 from the outside or are more internal on the rim ring 2 . Radial inside or radial outside , on the other hand, refers to the directions or the plane perpendicular to the wheel axle .

In the assembly state shown, the parts 39 and 34 on the disc edge 32 lie at least partially directly on the corresponding parts of the rim ring, namely the outer rim shoulder 9 and the outer well base flank 4 . A gap 41 is formed between the hump 7 on the rim ring 2 and the contour section 37 formed correspondingly by an elevation on the disc edge 32 , the clear width of which, viewed in the radial direction, is at least partially preferably greater than 0 . 5 mm . The arrangement can be such that the rim ring 2 in the assembly state is connected to the wheel disc 30 by at least one adhesive connection and/or at least one or better two pressure zones generated by thermal shrinking or plastic deformation of the rim ring 2 , in particular in the region of the superimposed parts 34 , 39 of the wheel disc 30 with the rim shoulder 9 and the outer well base flank 4 . The wheel disc 30 is provided at the rear side with a contact web 42 which extends the contour inwards , wherein the axial length of the contact web 42 is preferably greater than the sum of the rim sheet thickness in the rim well base and the maximum web thickness of the contact web 42 . In the exemplary embodiment shown, the contact web 42 is several centimetres long and in particular longer than five times the sheet thickness of the rim ring 2 in the region of the rim well base 12 . At the end face of the contact web 42 , a weld seam can be applied between the wheel disc 30 and the rim ring 2 as an additional locking and securing device , which weld seam is positioned there in a particular favourable manner .

As can be clearly seen in fig . 1 , the outer rim flange 8 together with the outer transition section 5 is spaced from the corresponding parts 35 , 38 of the contour on the disc edge 32 . A lower transition arch 6 between the outer rim shoulder 9 and the outer transition section 5 is also spaced apart from the corresponding contour section 35 on the disc edge 32 . A gap or a free space 20 results hereby, which, depending on the steel used, enables the outer rim flange 8 of the rim ring 2 to have an elastic play of movement as large as possible should the outer rim flange 8 come into contact with, for example , a kerb , a pothole or an obj ect lying on the road due to careless driving . As fig . 1 further clearly shows , the distance S extending essentially in the radial direction between the outer rim flange 8 of the rim ring and the contour section 38 of the wheel disc facing it on the inner side of the disc is greater than the sheet thickness of the rim ring , and is namely preferably between 1 . 5 and 10 times greater than the sheet thickness of the rim ring . Furthermore , the distance in the axial direction between the transition section 5 and the contour section 35 of the wheel disc opposite it is at least partially greater on the inner side of the disc than the sheet thickness of the rim ring , and namely preferably between 1 . 1 and 6 times greater than the sheet thickness of the rim ring 2 . Therefore , the free space 20 has a clear width in the deformation area provided which width is largely greater in all parts than the sheet thickness of the rim ring 2 . The design of the free space is in particular such that the axial distance along the transition section 5 increases in the radially outward direction from the lower transition arch 6 between the outer rim shoulder 9 and the upper ( radially outer ) transition arch into the outer rim flange 8 to the spaced-apart opposite contour sections 35 of the wheel disc .

This free space 20 is in turn used according to the invention to mount a ring element 25 between the outer rim flange 8 and the contour section 38 on the wheel disc 30 opposite it or the upper transition arch and the opposite contour section . The ring element 25 is arranged concentrically along the disc edge and can consist of a closed ring , but also of several ring sections . The ring element can also be formed monolithically, e . g . by foaming . The ring element can therefore also be formed from or consist of a foam material , for example a foam filling, e . g . by means of a polymer mass , or of another material which can assume a damping function and preferably also a sealing function at this position .

In the case of a ring element that is preformed in a predetermined initial state before assembly, the assembly of the ring element 25 is takes place in such a manner that its initial shape is mechanically changed in order to clamp the ring element 25 between the underside of the rim ring 2 in the region of the outer rim flange 8 and the corresponding part on the contour section 38 . The ring element 25 then preferably consists of an elastically deformable material as for example an elastomer , which has a circular cross section in the initial state , which receives a correspondingly oval-deformed cross section, as shown, during assembly when introduced into the free space 20 . Between the contour section 38 directly opposite the outer rim flange 8 at the transition to the outer front surface 31 of the wheel disc 30 and the contour section 35 on the disc edge 32 , which is opposite the transition section 5 on the rim ring 2 , a concave trough section 34 can be formed, which forms a concave , arched depression and is thereby adapted to the deformed cross section of the oval-shaped ring element 25 in a particularly favourable manner , but at the same time also securely positions the ring element 25 in a predetermined position . The shape of the depression and its position can be adapted to optimize the position of the ring element . The circumferential ring element 25 correspondingly rests with its outer circumference on the one hand on the surface of the concave trough section 34 on the contour of the disc edge 32 and on the other hand on the underside of an upper outer transition arch between the transition section 5 and the outer rim flange 8 . The entrance gap indicated by the arrow S , the size of which essentially corresponds to the clear width between the contour section 38 and the underside of the outer rim flange 8 at its outer free end, is open, but the free space 20 is essentially sealed by means of the ring element 25 , even if an air gap remains in the gap or the free space 20 on both sides of the ring element . The ring element 25 has , as can be clearly seen from fig . 1 , at least partially a thickness that is greater than the gap distance S between the underside of the rim flange 8 and the surface of the contour section 38 of the disc edge 38 on the inner side of the disc . The main function of the ring element 25 , however , consists in forming a damping element or in taking on a damping function should a force application act on the outer rim flange 8 of the rim ring 2 forming the wheel rim, e . g . due to a pothole , a kerb, an obj ect or the like .

In the exemplary embodiment according to fig . 2 , the wheel disc 30 and the rim ring 2 forming the wheel rim have exactly the identical structure as in the exemplary embodiment according to fig . 1 , which is why identical reference numerals are used there without the corresponding regions being described again . Here too , according to the invention, there is a free space 20 between the outer transition section 5 and the outer rim flange 8 of the rim ring 2 on the one hand and the corresponding contour sections 35 , 38 , 41 and partially also the contour section 39 , in which a ring element 75 is again arranged, which, however, has a different shape compared to the previous exemplary embodiment . The ring element 75 has an asymmetrical initial shape in cross section with a preferably initial circular head section 76 and a web section 77 formed integrally on the head section 76 , wherein the head section 76 is mechanically pressed between the wheel disc 30 and the rim ring 2 while deforming its initial shape and is therefore deformed in an oval manner and the web section 77 partially proj ects with an end face 78 over the outer front surface 31 of the wheel disc 33 in the assembly state of the ring element 75 . An annular ring 79 can be circumferentially around the end face 78 ( as shown) , but this can also be omitted . The end face 78 can be coloured and/or be provided with a pattern to create an additional design or styling effect on the hybrid vehicle in the assembly state .

In the exemplary embodiment according to fig . 3 , the wheel disc 30 and the rim ring 2 forming the wheel rim have again the identical structure as in the exemplary embodiment according to fig . 1 ( and fig . 2 ) , which is why identical reference numerals are used again as with the exemplary embodiment according to fig . 1 without the corresponding regions being described again . Here too , according to the invention, there is a free space 20 between the outer transition section 5 and the outer rim flange 8 of the rim ring 2 on the one hand and the corresponding contour sections 35 , 38 , 41 and partially also the contour section 39 , in which a ring element 125 is again arranged, which, however, again has a different shape compared to the previous exemplary embodiments . The ring element 125 again has an asymmetrical initial shape in cross section with a preferably initial circular head section 126 , which is deformed in an oval manner in the assembly state , and a web section 127 . However, the web section 127 does not end in an end face , but merges integrally into a lip section 128 , which is formed substantially perpendicular to the web section 127 . The head section 126 is mechanically pressed between the wheel disc 30 and the rim ring 2 while deforming its initial shape , the web section 127 proj ects through the gap S and the lip section 128 , in the assembly state of the ring element 125 , lies completely outside the free space 20 and at the same time partially on the outside of the outer front surface 31 of the wheel disc 30 , whereby the lip section 128 partially covers the outer front surface 31 of the wheel disc 30 . The ring element 25 essentially takes over the damping function with the head section 126 , while the lip section 128 serves as a special protective function for the radially outermost sections on the front surface 31 of the wheel disc 30 at the same time . The lip section 30 can therefore , on the one hand, prevent scratches from occurring on the front surface 31 , even if a kerb is touched due to careless driving or a pothole is driven through, and at the same time , by means of colouring and/or patterns , can form an additional eye-catching design element on the hybrid vehicle wheel 110 .

In the exemplary embodiment of a hybrid vehicle wheel 160 according to fig . 4 , the rim ring 2 forming the wheel rim has again the identical structure as in the exemplary embodiment according to fig . 1 , which is why identical reference numerals are used again as with the exemplary embodiment according to fig . 1 without the corresponding regions being described again . However, the wheel disc

180 has a modification on the wheel front surface 181 compared to the previous exemplary embodiments , because the wheel front surface

181 is provided circumferentially with several anchor recesses 195 , preferably offset from one another at constant angular intervals , which open into the free space 170 between the underside of the rim ring 2 and the corresponding contour sections 189 , 185 , 190 , 188 on the wheel disc 180 . In the free space 170 , a ring element 175 is again arranged which, similar to the exemplary embodiment according to fig . 3 , has an asymmetrical initial shape in cross section with a head section 176 preferably circular in the initial state , a web section 177 and a lip section 178 which runs radially inwards perpendicular to this . The head section 176 is mechanically pressed between the wheel disc 180 and the rim ring 2 while deforming its initial shape , and the lip section 178 covers the outer front surface 181 of the wheel disc 180 in the assembly state of the ring element 170 . However, adapted to the position of the anchor recesses 195 , several retaining webs 179 are additionally formed circumferentially offset on a rear side of the lip section 178 for cooperating with the anchor recesses 195 in the front surface 181 . It goes without saying that the number of anchor recesses 195 is preferably equal to the number of retaining webs 179 . The retaining webs 179 , which extend essentially perpendicular to the lip section 178 and in this respect essentially parallel to the web section 177 , can again be provided at their free end faces with retaining lugs or an annular ring forming a corresponding retaining lug . The cooperation of the retaining webs 179 and the anchor recesses 195 ensures , on the one hand, a particularly good fastening of the ring element 175 and also facilitates its assembly, in particular if the ring element consists of a single piece or of several individual sub-segments .

In the exemplary embodiment according to fig . 5 of a further modified hybrid vehicle wheel 210 , the wheel disc 230 and the rim ring 202 forming the wheel rim again have virtually the same structure as in the exemplary embodiment according to fig . 1 , which is why reference is made to the description above . In the exemplary embodiment shown, the ring element 25 , which is arranged in the free space 220 between the rim ring 202 and the disc edge 232 , has the identical structure , the identical function and the identical shape as in the exemplary embodiment according to fig . 1 , which is why reference is also made to the description therein in this respect . Deviating from all previous embodiments , however, at least one additional mechanical securing element is provided here as an additional anti-rotation device , in the exemplary embodiment shown in fig . 5 by means of a first securing pin 245 , which is inserted into a blind hole 246 , preferably with a clearance or press fit , which is formed in the wheel disc 230 on the inner side 233 of the wheel disc in that contour section 234 against which the outer well base flank 204 rests in the assembly state . The securing pin 245 simultaneously penetrates a hole 247 in the outer well base flank 204 . Here too , as in the previous exemplary embodiments , the wheel disc 230 is extended at the rear side by means of a contact web 242 and the rim well base 212 of the rim ring 202 lies directly on the radial surface of the contact web 242 . The contact web 242 is shorter in its axial extension than the rim well base 212 . In the exemplary embodiment according to fig . 5 , a weld seam is applied to the end face of the contact web 242 . The contact web 242 can also be connected to the rim well base 212 , as shown in fig . 5 , via a possibly further securing pin 248 , which passes through holes in the contact web 242 and in the rim well base 212 that are positioned in alignment with one another and is positioned in these holes , preferably with simultaneous pressure-tight closure of the holes , but this securing pin 248 can preferably be omitted .

In the exemplary embodiment according to fig . 6 of a further modified hybrid vehicle wheel 310 , the wheel disc 330 and the rim ring 302 forming the wheel rim again have virtually the same structure as in the exemplary embodiment according to fig . 1 , which is why reference is made to the description above . The radial section through the wheel disc 330 lies in a different plane and divides a ventilation hole 343 here . Between the rim ring 302 and the contour of the disc edge 332 of the wheel disc 330 , a free space 320 is formed again so that the outer rim flange 308 is correspondingly spaced apart from the inner surface contour on the disc edge 332 , wherein a ring element 325 is arranged in the free space 320 , which ring element is designed identical to the embodiment according to fig . 1 . The vehicle wheel 310 differs from the previous exemplary embodiments in that a weld rivet or several rivets is /are provided as a mechanical securing element . In the representation in fig . 6 , two weld rivets 344 , 345 are shown . Both rivets 344 , 345 are not visible from the outer disc front side 331 . The rivet 344 is seated in a stepped bore 346 which is formed in the region of the ventilation hole 343 and runs essentially perpendicular to the contour section 339 , against which the outer rim shoulder 309 of the rim ring 302 rests , that is obliquely to the wheel axle . The rivet 344 is provided with a head which rests against the step of the stepped bore 346 , and the end face of the rivet 344 is preferably welded to the radially inner underside of the rim shoulder 309 by means of spot welding . The second rivet 345 passes through a through hole 347 in the contact web 342 , which extends the wheel disc 330 inwards parallel to the rim well base 312 and preferably aligned axially parallel , and is welded there to the radial underside of the rim well base 312 with its front surface , also preferably by means of spot welding . The head of the rivet 345 can also be pressed against the radial underside of the contact web 342 here in order to additionally effect a frictional connection in the radial direction .

If the rivet serves solely as an anti-rotation element , a single rivet may be sufficient . However, the entire force-fitting fixing between the wheel disc and the rim ring could also take place via a plurality of rivets , or rivets can be used in addition to an adhesive connection or a clamping connection generated by thermal shrinking and/or a welded connection .

The invention is not limited to the exemplary embodiments shown . The securing element from fig . 1 is shown in fig . 5 and 6 . It goes without saying that the ring elements from fig . 2 to 4 could also be used instead . The torsion-resistant anchoring between the wheel disc and the rim ring can take place in a different manner . The description of the invention was made in all exemplary embodiments with a ring element arranged in the free space with a damping , a sealing and preferably also a protective function . However, it would also be possible to omit the ring element and only use the free space and the functional improvement achieved thereby . The ring element can therefore also be omitted from the claims , even if this represents a less advantageous design .

Claims

C l a i m s:

1. A hybrid vehicle wheel, consisting of a wheel disc made of light metal and a rim ring (2) made of steel, the rim ring comprising an inner rim flange, an outer rim flange (8) , a rim well base (12) , an inner well base flank, an inner rim shoulder, an outer well base flank (4) , an outer rim shoulder (9) and a transition section (5) between the outer rim shoulder (9) and the outer rim flange (8) , wherein the wheel disc (30) has an outer front surface (31) and a disc edge (32) running concentrically around the wheel axle, which disc edge has a contour on an inner side (33) of the disc which is adapted to the course of the outer rim flange, the outer rim shoulder, the transition section and outer well base flank, characterized in that the outer rim flange (8) of the rim ring is spaced apart from the contour section (38) of the inner side of the disc facing it, and a preferably elastically deformable ring element (25) is arranged between the outer rim flange (8) and the contour section, providing a free space (20) between the transition section (5) and the contour (35) of the wheel disc on the inner of the disc.

2. The vehicle wheel according to claim 1, characterized in that the ring element has at least partially a thickness which is greater than the distance between an underside of the rim flange and a surface of the contour section of the disc edge on the inner side of the disc.

3. The vehicle wheel according to claim 2, characterized in that the ring element is mechanically pressed in between the wheel disc and the rim ring, wherein the initial shape preferably has a circular shape in cross section with a diameter which is greater than the distance between the underside of the rim flange and the surface of the contour section of the disc edge at the transition of the inner side of the disc into the outer front surface of the wheel disc .

4 . The vehicle wheel according to claim 2 or 3 , characterized in that the ring element has an asymmetrical initial shape in cross section with a preferably circular head section and a web section formed integrally on the head section, wherein the head section is mechanically pressed between the wheel disc and the rim ring while deforming its initial shape and the web section partially proj ects with an end face over the outer front surface of the wheel disc in the assembly state of the ring element .

5 . The vehicle wheel according to claim 2 or 3 , characterized in that the ring element has an asymmetrical initial shape in cross section with a preferably circular head section, a web section and a lip section, wherein the head section is mechanically pressed between the wheel disc and the rim ring while deforming its initial shape and the lip section partially abuts the outer front surface on the outside or covers the outer front surface of the wheel disc in the assembly state of the ring element .

6 . The vehicle wheel according to claim 2 or 3 , characterized in that the ring element has an asymmetrical initial shape in cross section with a preferably circular head section, a web section and a lip section, wherein the head section is mechanically pressed between the wheel disc and the rim ring while deforming its initial shape , the lip section covers the outer front surface of the wheel disc in the assembly state of the ring element and on a rear side of the lip section, several retaining webs are formed circumferentially offset for cooperation with anchor recesses in the front surface .

7 . The vehicle wheel according to claim 1 for cooperation with a ring element according to claim 5 , characterized in that the wheel disc has a plurality of anchor recesses offset circumferentially on an outer front surface near the disc edge .

8 . The vehicle wheel according to claim 7 , characterized in that the anchor recesses open into the free space between the transition section of the rim ring and the contour of the wheel disc and are open on the inner side of the disc .

9 . The vehicle wheel according to one of claims 6 to 8 , characterized in that the retaining webs are provided with retaining lugs at their free ends .

10 . The vehicle wheel according to one of claims 1 to 9 , characterized in that the wheel disc is provided with a contact web preferably extending the contour inwards for the abutment and support of a partial section of the rim well base at the rear , wherein the axial length of the contact web is preferably greater than the sum of the rim sheet thickness in the rim well base and the maximum web thickness of the contact web .

11 . The vehicle wheel according to claim 10 , characterized in that the contact web is anchored to the wheel disc on the rim well base of the rim ring by means of at least one weld seam, a weld rivet , an adhesive connection or a mechanical securing element , in particular a connecting rivet , connecting pin or weld rivet .

12 . The vehicle wheel according to claim 10 or 11 , characterized in that the contact web and the rim well base are respectively provided with at least one receiving hole , or are provided with exactly one receiving hole , for a pin- or boltshaped mechanical anti-rotation element which is insertable through the receiving hole in the rim ring into the receiving hole in the wheel disc , wherein the anti-rotation element is preferably fitted with a transition fit into the receiving hole in the rim ring or is welded to the rim ring with a head end .

13 . The vehicle wheel according to one of the preceding claims , characterized in that the rim part has a hump between the outer well base flank and the outer rim shoulder as a friction-locking element , and that the contour of the wheel disc has an elevation on the inner side of the disc in a contour section opposite the hump, wherein an air gap is formed in the assembly state between the underside of the hump and the surface of the elevation of the contour section, wherein the air gap is preferably partially greater than 0 . 5 mm.

14 . The vehicle wheel according to one of the preceding claims , characterized in that the wheel disc is provided with window recesses as ventilation holes , wherein the wheel disc has , in the region of at least one window recess a transverse bore opening into the contour of the wheel disc on the inner side of the disc for receiving at least one mechanical securing element connected to the rim part , wherein the rotational securing element is preferably inserted into the transverse bore with a transition fit or clearance fit or is welded to the rim ring with an end face .

15 . The vehicle wheel according to one of the preceding claims , characterized in that the wheel disc in the region of the contour on the inner side of the wheel disc and the rim ring on the contour section abutting thereon in the assembly state , preferably in the region of the outer well base flank, are respectively provided with at least one receiving hole , or with exactly one receiving hole , for a pin- or bolt-shaped mechanical anti-rotation element which is insertable through the receiving hole in the rim ring into the receiving hole in the wheel disc , wherein the anti-rotation element is preferably fitted with a transition fit into the receiving hole in the rim ring or is welded to the rim ring with a front end .

16 . The vehicle wheel according to one of the preceding claims , characterized in that the rim ring is thermally shrunk onto the wheel disc in such a manner that , in the assembly state , the rim ring forms at least a first pressure zone on the well base flank and a second pressure zone on the rim shoulder with the wheel disc on the inner side of the disc, wherein the temperature difference between the wheel disc and the rim part before shrinking is preferably maximally 220 K, wherein in particular preferably the wheel disc is cooled to a minimum of - 40 ° C and/or the rim part is heated to maximally +180 ° C .

17 . The vehicle wheel according to claim 16 , characterized in that the differences in diameter of the rim part and the wheel disc at the parts producing the pressure zones between the rim part and wheel disc in the assembly state are a maximum of 0 . 5 % before shrink-fitting .

18 . The vehicle wheel according to one of the preceding claims , characterized in that the distance ( S ) between the outer rim flange ( 8 ) of the rim ring and the contour section ( 38 ) of the wheel disc facing it is greater on the inner side of the disc than the sheet thickness of the rim ring , and preferably between 1 . 5 to 10 times greater than the sheet thickness of the rim ring, and that the distance between the transition section ( 5 ) and the contour section ( 35 ) of the wheel disc opposite thereof is at least partially greater on the inner side of the disc than the sheet thickness of the rim ring , and preferably between 1 . 1 to 6 times greater than the sheet thickness of the rim flange , wherein further preferably the distance along the transition section from the lower transition arch ( 6 ) between the outer rim shoulder ( 9 ) and the transition section ( 5 ) increases in a radially outward direction to the spaced-apart contour sections of the wheel disc .