JP2002274102A - Wheel for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a new wheel for an automobile capable of reducing road noise due to tire vibration by heightening characteristic frequency of the whole wheel and performing reduction of weight. SOLUTION: The characteristic frequency of the whole of the wheel 10 is heightened cooperation of a disc 11 made of materials of a large longitudinal elastic coefficient and a rim 13 made of materials small in specific gravity and light in weight, and the road noise is reduced as resonance of the wheel 10 due to vibration of a tire 12 is prevented. Additionally, the rim 13 is light in weight, and as the disc 11 to support the rim 13 is also light in weight, it is possible to maintain sufficient rigidity even when it is thinned, and it comes to be possible to reduce the weight of the whole of the wheel 10.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle wheel, and more particularly, to a vehicle wheel capable of reducing road noise and reducing weight.

[0002]

2. Description of the Related Art In general, in an automobile, it is required to reduce noise in order to improve the livability in a passenger compartment and to reduce the weight of a vehicle body in order to improve running performance and fuel efficiency. For automobile wheels that roll on a road surface with tires mounted thereon, it is desired to reduce vibration noise generated when the tire rolls on the road surface, that is, road noise, and to reduce the weight of the wheel itself. ing.

Here, the vehicle wheel is composed of a disk fixed to an axle hub and a rim to which tires are mounted. The rim has a brake device disposed inside the axle hub. Usually, the center in the width direction is offset from the disk to the inside in the vehicle width direction so as to cover the disk. The structure of this type of automobile wheel is a structure in which a steel disc and a rim are press-fitted and welded, and a disc and a rim made of a light alloy such as aluminum or magnesium are fastened and welded with bolts and nuts And a structure in which a disc and a rim are integrally formed by casting, forging, cutting, or the like using a light alloy such as aluminum or magnesium as a material. That is, the conventionally generally known automobile wheel welds the disc and the rim, or forms the both integrally, so that if the disc material is steel, the rim material is also steel,
If the material of the disc is an aluminum alloy, the disc and the rim are made of the same material, for example, the material of the rim is also an aluminum alloy.

[0004] By the way, in a vehicle equipped with the above-mentioned vehicle wheels, for example, a passenger car, when rolling on a rough pavement surface with tires, it is generally required to use a vehicle having a tire diameter of 250 m.
It is known that a tire vibrates at a frequency of about Hz. In such a situation, the wheel also vibrates in response to the vibration of the tire. In particular, the disk-shaped disk vibrates laterally in the vehicle width direction together with the rim. In this case, if the natural frequency in the lateral direction of the entire wheel matches the frequency (about 250 Hz) of the tire, the wheel resonates and large road noise is generated, and the noise level in the passenger compartment rises extremely. I do. Therefore, in order to keep the noise level in the passenger compartment low, it is necessary to prevent the resonance of the wheels so as not to generate a large road noise.

Here, in order to prevent the resonance of the wheel, the lateral natural frequency of the entire wheel may be set to a high value which is far from the frequency of the tire (250 Hz). It is conceivable to increase the longitudinal elastic modulus of the disk to increase its natural frequency.

[0006]

When the disk and the rim are made of the same material, as in the conventional automobile wheel, the weight of the rim, whose volume is about twice as large as that of the disk, is reduced. , About twice the size of a disk. For this reason, in an automobile wheel in which the disc and the rim are made of the same steel, the natural frequency of the disc itself is high due to the characteristics of steel having a large longitudinal elastic modulus, but the natural vibration of the entire wheel is increased due to the increase in the weight of the rim. The number drops. Further, in order to support a heavy rim, it is necessary to increase the thickness of the disk to increase its rigidity. As a result, the weight of the entire wheel increases, so that the object of reducing the weight cannot be achieved at all.

On the other hand, in the case of an automobile wheel in which the disc and the rim are made of the same light alloy, although the weight can be reduced as compared with a steel automobile wheel, the disc is made of a light alloy having a small modulus of longitudinal elasticity. The natural frequency of the wheel itself is reduced, and the natural frequency of the entire wheel is also reduced.
Naturally, the natural frequency can be somewhat increased by increasing the thickness of the disk, but in this case, the weight of the disk increases and the advantage of weight reduction is impaired.

Accordingly, an object of the present invention is to provide a novel automobile wheel capable of increasing the natural frequency of the entire wheel to reduce road noise caused by tire vibration and achieving weight reduction. I do.

[0009]

As a means for solving the above-mentioned problems, in an automobile wheel according to the present invention, a disk is made of a material having a higher longitudinal elastic modulus than a rim, and a rim is made of a material having a smaller specific gravity than a disk. And the two were integrally fixed by means such as fastening and bonding.

In the vehicle wheel of the present invention thus constructed, the natural frequency of the entire wheel increases due to the cooperation of the disc made of a material having a large longitudinal elastic modulus and the rim made of a material having a small specific gravity and a light weight. I do. Further, since the rim is lightweight and the disk supporting the rim can maintain sufficient rigidity even when the thickness of the disk is reduced, the weight of the entire wheel can be reduced.

In the automobile wheel of the present invention, the material of the disk may be steel, and the material of the rim may be a light alloy such as aluminum or magnesium. In this case, the disk and the rim are usually integrally fastened to each other with bolts or the like, but may be bonded with an appropriate adhesive.

In the vehicle wheel of the present invention, the material of the disk may be a light alloy, and the material of the rim may be a synthetic resin. In this case, the disk and the rim are integrally fastened to each other by bolts or the like.

[0013]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view showing an embodiment of a vehicle wheel according to the present invention. In the drawings to be referred to, FIG. 1 is a longitudinal sectional view showing a structure of a vehicle wheel according to a first embodiment. As shown in FIG.
The vehicle wheel 10 of the first embodiment is mainly composed of, for example, a disc 11 fixed to an axle hub of a passenger car (not shown) and a rim 13 to which tires 12 are mounted.

The disk 11 is made of steel, and has a boss hole 11A at the center by pressing a steel plate, for example.
It is formed in a disk shape having a plurality of hub bolt holes 11B around it. A plurality of bolt holes 11C are formed in the outer peripheral portion of the disk 11 for mutually fastening with the rim 13. This disk 11
Is formed with a curved cross-section 11D bulging outward in the vehicle width direction in order to increase its rigidity.

On the other hand, the rim 13 is made of a light alloy, and has a well 13A at the center in the width direction of the outer peripheral surface and a bead sheet 13B on both sides thereof by casting and machining an aluminum alloy, for example. It is formed in a ring shape having flanges 13C on both sides thereof. On the inner peripheral side of the rim 13, a ring-shaped protrusion 13D to which the outer peripheral portion of the disk 11 can be joined is formed. The ring-shaped protrusion 13D has a plurality of bolts on the disk 11 side. A plurality of screw holes 13E corresponding to the holes 11C are formed.

The disc 11 and the rim 13 are integrally fixed to each other by screwing a plurality of bolts 14 inserted from the disc 11 into the respective bolt holes 11C into the respective screw holes 13E on the rim 13 side. In the automobile wheel 10 assembled in this manner, the mounting surface 11E of the disk 11 having the hub bolt hole 11B is offset outward in the vehicle width direction with respect to the center in the width direction of the rim 13, and is shown inside the rim 13. A brake device or the like on the vehicle body side of the passenger car that does not need to be arranged.

Here, the vehicle wheel 10 of the first embodiment is provided with a natural vibration in the lateral direction so as not to resonate with a tire vibration of about 250 Hz generated when a passenger car equipped with the vehicle runs on a rough pavement surface. The numbers are set based on the characteristic diagrams of FIG. 2 and FIG. FIG. 2 is a characteristic diagram in which the relationship between the lateral natural frequency of the vehicle wheel and the vehicle interior noise is experimentally obtained. The vehicle interior noise is reduced when the vehicle natural frequency is around 300 to 400 Hz. It indicates that you want to. FIG. 3 is a characteristic diagram in which the relationship between the lateral natural frequency of the vehicle wheel and the weight of the rim is experimentally obtained. The lighter the rim, the higher the lateral natural frequency of the vehicle wheel. It indicates that you want to. Therefore,
In the automobile wheel 10 of the first embodiment, the steel disk 11 having a large longitudinal elastic modulus and a high natural frequency is employed, and the rim 13 made of an aluminum alloy having a small specific gravity and a light weight is employed. The overall natural frequency in the horizontal direction is configured to be 300 to 400 Hz. Also, in order to reduce the weight of the entire wheel, the disk 11 and the rim 1 are kept in a range that can maintain necessary rigidity.
3 is thinner and lighter.

The vehicle wheel 10 of the first embodiment configured as described above is fixed to an axle hub of a passenger car (not shown) with the tire 12 mounted on the rim 13. That is, a plurality of hub bolts protruding from the axle hub are inserted into respective hub bolt holes 11B formed on the mounting surface 11E of the disk 11, and hub nuts are screwed into the hub bolts. Fixed to

The automobile wheel 10 of the first embodiment mounted as a wheel on a passenger car has a lateral natural frequency set to about 300 to 400 Hz.
250 generated when a car travels on rough pavement
It does not resonate with tire vibration of about Hz. Therefore,
The vehicle wheel 10 of the first embodiment can prevent an increase in road noise, can maintain a low noise level in the vehicle interior, and can achieve a reduction in weight.

Next, an automobile wheel 20 according to a second embodiment will be described with reference to FIG. This car wheel 2
0 is provided with a rim 23 in which the cross-sectional shape of the rim 13 in the vehicle wheel 10 of the first embodiment is slightly changed, and the other structural parts are configured in the same manner as the vehicle wheel 10 of the first embodiment. ing. That is, the steel disk 21 corresponding to the steel disk 11 has the boss hole 11A, the hub bolt hole 11B, and the bolt hole 11B.
C, boss holes 21A, hub bolt holes 21B, and bolt holes 21 corresponding to the curved cross section 11D and the mounting surface 11E, respectively.
C, a curved cross section 21D, and a mounting surface 21E are formed. Also, the aluminum alloy rim 23 corresponding to the aluminum alloy rim 13 has wells 13A,
Bead sheet 13B, flange 13C, ring-shaped protrusion 1
Well 23 corresponding to each of 3D and screw hole 13E
A, a bead sheet 23B, a flange 23C, a ring-shaped protrusion 23D, and a screw hole 23E are formed.

Here, in the vehicle wheel 20 of the second embodiment, the rim 23 has a ring-shaped main body having a well 23A and a bead seat 23B thinner than the rim 13 of the vehicle wheel 10 of the first embodiment. And lighter weight. And, in order to compensate for the decrease in rigidity due to thinning, the flanges 23C on both sides in the width direction
The cross section is formed as a hollow ellipse. In FIG. 4, the tire 12 shown in FIG.

The vehicle wheel 20 of the second embodiment
Also, similarly to the vehicle wheel 10 of the first embodiment, the configuration is such that the lateral natural frequency of the entire wheel is 300 to 400 Hz. Accordingly, the vehicle does not resonate with the tire vibration of about 250 Hz generated when the passenger car travels on a rough pavement surface, so that an increase in road noise can be prevented and the noise level in the vehicle compartment can be maintained at a low level. And since the rim 23 is thinned, further weight reduction can be achieved.

Next, an automobile wheel 30 according to a third embodiment will be described with reference to FIG. The vehicle wheel 30 includes a steel disk 31 formed to be thin and light like the disk 11 of the vehicle wheel 10 of the first embodiment, and a rim 23 of the vehicle wheel 20 of the second embodiment. And a rim 33 made of an aluminum alloy, which is formed to be thin and light like the above. In FIG. 5, the tire 12 shown in FIG.

The disk 31 has a boss hole 31 at the center.
A is formed in a cup shape having a plurality of hub bolt holes 31B around the periphery thereof, and a fitting portion 31C fitted to the rim 33 is formed on an outer peripheral portion thereof. The disk 31 has a curved cross-section 31D that bulges outward in the vehicle width direction in order to increase its rigidity.

On the other hand, the rim 33 has a well 33A at the center in the width direction of the outer peripheral surface, and the bead sheets 3 are provided on both sides thereof.
3B, and is formed in a ring shape having flanges 33C on both sides thereof. The rim 33 is provided on the inner peripheral surface on the back side of the well 33A.
By fitting C through an adhesive, the disk 31
And are fixed together. The rim 33 may be made of an appropriate structural plastic instead of the aluminum alloy.

The vehicle wheel 30 of the third embodiment
Also, similarly to the vehicle wheel 10 of the first embodiment, the configuration is such that the lateral natural frequency of the entire wheel is 300 to 400 Hz. Therefore, the vehicle wheel 30 of the third embodiment does not resonate with the tire vibration of about 250 Hz generated when the passenger car travels on a rough pavement surface, prevents an increase in road noise, and reduces the noise in the vehicle interior. The level can be kept low. And since the rim 33 is thinned, further weight reduction can be achieved.

Next, an automobile wheel 40 according to a fourth embodiment will be described with reference to FIG. This car wheel 4
Reference numeral 0 denotes a disc 41 formed in a thick disk shape having a boss hole 41A in the center and a plurality of hub bolt holes 41B around the boss hole 41A by, for example, casting and machining of an aluminum alloy. A ring-shaped rim 43 having a well 43A at the center in the width direction of the outer peripheral surface, a bead sheet 43B on both sides thereof, and a flange 43C on both sides thereof is mainly formed by injection molding of plastic or the like. It is configured as a unit. In FIG. 6, the tire 12 shown in FIG.

The disk 41 and the rim 43 are connected to the bolt 4
4, the outer peripheral portion of the disk 41
A plurality of fastening portions 41C are intermittently protruded at equal intervals in the circumferential direction. Each of the fastening portions 41C is formed with a fitting groove 41D that opens on the outer peripheral side thereof along the circumferential direction of the disk 41. A bolt hole 41E for the bolt 44 is formed on an outer wall of each fastening portion 41C facing the fitting groove 41D, and an inner wall of each fastening portion 41C facing the fitting groove 41D is provided with the bolt. Screw hole 4 for 44
1F are respectively formed.

On the other hand, on the inner peripheral side of the rim 43, a plurality of fastening pieces 43D that can be fitted into the fitting grooves 41D of the respective fastening portions 41C of the disk 41 intermittently project at equal intervals in the circumferential direction. Has been established. Each of the fastening pieces 43D has a bolt hole 43E corresponding to the bolt hole 41E on the disk 41 side.
Are formed respectively.

The disk 41 and the rim 43 are fitted into the fitting grooves 41D of the respective fastening portions 41C of the disk 41 while rotating the respective fastening pieces 43D of the rim 43 in the circumferential direction.
The fastening portions 41C and the fastening pieces 43D are integrally fastened by bolts 44. That is, the bolts 44 are inserted from the bolt holes 41E of the fastening portions 41C into the fastening pieces 43D.
Screw hole 41 of each fastening portion 41C through the bolt hole 43E of
By screwing into the F, the disk 41 and the rim 43 are integrally fixed to each other.

The vehicle wheel 40 of the fourth embodiment
Since the disk 41 is made of, for example, an aluminum alloy and has a lower longitudinal elastic modulus than that of steel, the natural frequency in the lateral direction is increased by increasing the thickness. In addition, by adopting a rim 43 made of a structural plastic having a smaller specific gravity and a lighter weight than an aluminum alloy, it is configured such that the lateral natural frequency of the entire wheel is 300 to 400 Hz. Therefore, the automobile wheel 40 of the fourth embodiment does not resonate with tire vibration of about 250 Hz generated when a passenger car travels on a rough pavement surface, prevents an increase in road noise and reduces noise in the vehicle interior. The level can be kept low. Since the disc 41 is made of an aluminum alloy which is lighter than steel, and the rim 33 is made of a structural plastic which is lighter than the aluminum alloy, further weight reduction can be achieved.

In the vehicle wheel of the present invention, the light alloy used for the disk or rim is not limited to an aluminum alloy, but may be a magnesium alloy or another light alloy. The structural plastic employed as the material of the rim is not particularly limited in its raw material, and may be an appropriate synthetic resin as long as the function of mounting the tire is not impaired. Further, it is also possible to use a synthetic resin as a material of the disk.

[0033]

As described above, according to the automotive wheel of the present invention, the disk made of a material having a large longitudinal modulus and the rim made of a lightweight material having a small specific gravity cooperate with each other. , The resonance of the wheel caused by the tire vibration can be prevented, and the road noise can be reduced. In addition, the rim is lightweight, and the disk supporting the rim can maintain sufficient rigidity even if the disk is thinned to reduce the weight, so that the weight of the entire wheel can be reduced.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of a vehicle wheel according to a first embodiment of the present invention.

FIG. 2 is a characteristic diagram showing a relationship between a natural frequency of a vehicle wheel and vehicle interior noise.

FIG. 3 is a characteristic diagram showing a relationship between a natural frequency of a vehicle wheel and a weight of a rim.

FIG. 4 is a longitudinal sectional view of a vehicle wheel according to a second embodiment of the present invention.

FIG. 5 is a longitudinal sectional view of a vehicle wheel according to a third embodiment of the present invention.

FIG. 6 is a longitudinal sectional view of a vehicle wheel according to a fourth embodiment of the present invention.

[Explanation of symbols]

 10: Car wheel 11: Disc 12: Tire 13: Rim 14: Bolt 20: Car wheel 21: Disc 22: Tire 23: Rim 24: Bolt 30: Car wheel 31: Disc 32: Tire 33: Rim 40: Automobile wheel 41: Disc 42: Tire 43: Rim 44: Bolt

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hisamitsu Takagi 1-4-1, Chuo, Wako, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor Shinichi Watanabe 1-4-1, Chuo, Wako, Saitama Inside Honda R & D Co., Ltd. (72) Inventor Hidemi Ichinose 1-4-1 Chuo, Wako-shi, Saitama

Claims (3)

[Claims] 1. An automobile wheel, wherein the disc is made of a material having a higher longitudinal elastic modulus than the rim, the rim is made of a material having a lower specific gravity than the disc, and both are integrally fixed. 2. The vehicle wheel according to claim 1, wherein a material of the disc is steel and a material of the rim is a light alloy. 3. The vehicle wheel according to claim 1, wherein said disc material is a light alloy and said rim material is a synthetic resin.