JP2006168597A - Wheel for automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel for an automobile capable of enhancing the steering stability the riding comfort of the automobile. <P>SOLUTION: The wheel for the automobile comprises a fixed part 9 in which an outer circumferential edge of a disk 3 is joined with or integrally and continuously formed on a face side well part 14a, a bent part 8 to be bent backward of an inner circumference portion of a design part 6, and a folded part 15 between a drop part 13 and a back side well part 14b. The external force applied to the wheel during the traveling can be mitigated, and the ride quality and the steering stability can be enhanced. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an automobile wheel including a disk and a rim.

  As an automobile wheel, for example, as in casting, a disk having a hub mounting portion connected to a hub of a vehicle, a bead seat portion for seating a bead of a tire, and a flange portion for supporting the bead from the side are provided. A structure in which rims provided on both front and back sides are integrally formed, and a structure in which the disk and the rim are respectively formed from a metal plate by pressing or the like, and both are joined by welding or the like. is there.

  The vehicle wheel is mounted on a vehicle by attaching a tire and connecting the vehicle wheel to a hub of the vehicle. When the automobile is traveling straight ahead, an upward external force (hereinafter referred to as a radial reaction force) acts on the tire from the road surface, whereby the wheel is subjected to the wheel seats on both the front and back sides via the tire. An external force acts inward along the radial direction. Further, when the driver turns the steering wheel and changes the direction of the tire, an upward reaction force (hereinafter referred to as a radial reaction force) occurs when the tire presses the road surface. A lateral force (hereinafter referred to as a lateral force) is generated that balances with the centrifugal force generated in the cylinder. Then, an external force acts on the wheel in the back direction along the wheel axial direction, and an external force acts on the wheel inward along the wheel radial direction, and both external forces act in combination. The force acting on the wheel as described above can be generated by vibration received from the road surface when the automobile is running. For this reason, when this vibration propagates to the vehicle through the wheel, it is transmitted to the passenger of the automobile, and this appears as a ride feeling felt by the passenger. Therefore, the ride comfort can be improved by preventing the passengers from directly feeling the large vibrations, vibrations that are strongly input instantaneously, etc., which are received while the automobile is running. Furthermore, when the steering wheel is cut, if the combined force of the lateral force and the radial reaction force is transmitted to the axle via the wheel, the force is transmitted to the driver via the steering wheel. It appears as so-called operability such as stability and ease of operation. Therefore, by properly mitigating the combined force of lateral force and radial reaction force with the wheel and transmitting it to the steering wheel, the steering operation of the driver is made stable and easy, and the operability is improved. can do. Since the vibration described above is also transmitted through the handle together with the lateral force and the radial reaction force, the vibration also affects the operability.

In recent years, automobiles have a growing tendency to place emphasis on ride comfort and maneuverability as the sensibility of human beings, and there has been a strong demand for improving the ride comfort and maneuverability. Various proposals have been made as automobile wheels for improving these. For example, as in Patent Document 1, a configuration has been proposed in which a disk and a rim are joined via a rubber elastic body to reduce vibration and lateral force transmitted from the rim to the disk. Further, for example, as in Patent Document 2, a configuration in which the peripheral length of the back bead sheet portion is longer than that of the front bead sheet portion has been proposed. With this configuration, the tire can ensure sufficient contact with the ground even when the vehicle is turning, so that the maneuverability during turning can be improved.
JP 2004-106567 A JP 2002-274107 A

  In the above-described conventional configuration in which the rim and the disk are joined via the rubber elastic body, the external force acting from the tire is absorbed by the deformation of the rubber elastic body, and the external force disk Propagation to is suppressed. Therefore, this rubber elastic body always repeats deformation while the automobile is running. For this reason, stress concentration occurs in the rubber elastic body, and fatigue failure of the rubber elastic body due to long-term use becomes a problem. On the other hand, in the conventional configuration in which the circumference of the backside bead seat portion is long, the tire can ensure sufficient grounding performance when turning, but there is a difference in grounding performance between the front side and the back side of the tire during straight running. Therefore, there is a problem in that the external force acting on the back side bead seat portion and the front side bead seat portion is biased, and the ride comfort and straight running stability may be reduced.

  The present invention proposes an automobile wheel that can improve riding comfort and maneuverability even when the vehicle is traveling straight and when the steering wheel is turned, without using a rubber elastic body.

  The present invention includes a disk having a substantially disk-shaped hub mounting portion connected to a hub of an axle, a bead seat portion on which a tire bead is seated, and a flange portion that supports the bead from the side on both sides. In the automobile wheel comprising the rim, the outer peripheral edge of the disk is provided on the front side well portion provided between the drop portion and the front side bead seat portion for temporarily dropping the bead of the tire when the tire is mounted. Bonded or integrally coupled fixed portion, design portion that bulges from the peripheral edge of the hub mounting portion to the front side of the disk, a bent portion that bends back to the inner peripheral portion thereof, and a drop portion of the rim An automobile wheel comprising a back-side well portion that rises outward from the back-side periphery and a bent portion between the drop portion.

  In such a configuration, since the solidified portion formed by joining or integrally coupling the rim and the disk is provided in the front side well portion, the rim is mounted in a state where the vehicle wheel is attached to the vehicle. Is supported and fixed to the disk at the well on the front side. This consolidated part is applied in the wheel radial direction when an external force is applied inward along the wheel radial direction from the tire to the bead seat parts on both sides of the front or back, or from the tire to the bead seat parts and flanges on both sides of the front and back sides. When the external force inward along the wheel and the external force in the back along the wheel axial direction act in combination, the rim and the disc are supported by the rigidity. For this reason, when the external force as described above acts, the bead sheet portion and the flange portion are easily deformed so as to be displaced inward and outward with respect to the consolidated portion, and the bent portion and the bent portion, respectively. The part can be easily deformed. Therefore, the external force inward along the wheel radial direction and the external force in the wheel back direction can be reduced by the deformation. Thus, the vibration that the tire picks up from the road surface and the force that acts when the steering wheel is cut can be transmitted flexibly to the vehicle side, and the riding comfort and the maneuverability of the automobile can be improved.

  In the above-described automobile wheel, when an external force acts inward along the radial direction of the wheel from the mounted tire, a solidified portion that joins or integrally couples the rim and the disk, It becomes a deformation support node that supports deformation that displaces the bead seat part and flange part on both sides of the front and back sides, and external force acts inward along the wheel radial direction from the mounted tire, and along the wheel axial direction When an external force is applied to the back side, the bent part of the disk becomes the first inflection node that bends and deforms so that the design part of the disk is displaced in the entire front and back direction, and the bent part of the rim A configuration is proposed in which the bead sheet portion and the flange portion on the back side become a second inflection node that is bent and deformed so as to be displaced inward.

  In such a configuration, the consolidated portion is supported by the rigidity of the disk when an external force acts inwardly along the wheel radial direction from the tire to the bead seat portions on both sides of the front and back surfaces. On the other hand, the bead sheet portion and the flange portion on the front side and the bead sheet portion and the flange portion on the back side are deformed so as to be displaced inward and outward, respectively. That is, the consolidated portion serves as a deformation support node that supports this deformation. And the bead sheet | seat part and flange part of both front and back sides can displace, and the external force to the inside along a wheel radial direction can be relieve | moderated. On the other hand, if a combination of external force along the wheel radial direction and external force along the wheel axial direction acts on the bead seats and flanges on both sides from the tire, The connecting part is supported by the rigidity of the rim and the disk, and the bending part of the disk part is bent and deformed so as to displace the design part in the reverse direction. The bead seat portion and the flange portion and the back bead seat portion and the flange portion are deformed so as to be displaced inward and outward, respectively. Further, the bent portion of the rim is bent and deformed so as to displace the bead seat portion and the flange portion on the back side inward. By such each deformation | transformation, the external force which acted to the inner side of the wheel radial direction and the external force which acted on the back side of the wheel axial direction can be relieved. Here, the bent portion becomes the first inflection node, and the bent portion becomes the second inflection node. The consolidated portion plays a role of transmitting an external force to the disk and a role of a deformation support node.

  Thus, in the automobile wheel of the present invention, the external force acting inward along the wheel radial direction, or the external force acting inward in the wheel radial direction and the external force acting behind the wheel axial direction. The force combined with is not a local deformation, but is relaxed by deforming so that a relatively wide region is bent. As a result, the vibration that the tire picks up from the road surface that acts along the wheel radial direction during straight traveling can be sufficiently mitigated. And since the vibration received from the road surface is supple and transmitted to the axle, the ride comfort felt by the passenger can be improved. In particular, even if there is a momentary strong vibration that pushes up, such as over a road step, the vibration can be mitigated by deforming so that a relatively wide area of the wheel is bent. It will be transmitted after being converted into a supple vibration to the person, and it will be able to demonstrate excellent ride comfort. On the other hand, when the steering wheel is turned, a combination of the radial reaction force acting on the tire along the wheel radial direction and the lateral force acting on the tire along the wheel axial direction, which is generated to balance the centrifugal force. It is possible to sufficiently relieve the force (combined force) by deforming so that a relatively wide area of the wheel is bent. For this reason, the lateral force and the radial reaction force are softly transmitted from the steering wheel to the driver via the axle, and the driver can easily and appropriately operate the steering wheel, thereby improving the operability. This maneuverability can also be improved when the vibration described above is supple and transmitted from the steering wheel to the driver.

  In the present invention, since the consolidated portion is provided inside the front side well portion, the consolidated portion can be deformed and supported as described above with respect to the external force acting inward along the wheel radial direction. And the external force is eased. Furthermore, with respect to the external force acting on the back side along the wheel axis direction, the bending portion is used as the first inflection node as described above, and the bending portion is provided as described above. To reduce the external force. In this way, the consolidated portion has a function of becoming a key to deform the wheel as a whole for each external force acting on the wheel. In general, the automobile wheel of the present invention is described above. Such excellent maneuverability and ride comfort can be demonstrated.

  Further, in such an automobile wheel, a configuration in which the drop portion of the rim is formed so that the outer diameter thereof is 80% or more and 95% or less with respect to the rim diameter around the wheel center axis is proposed. Is done. In such a configuration, since the drop portion is formed relatively deep inside the wheel radial direction, an air space (hereinafter referred to as an air column) generated between the tire and the rim when the tire is attached is formed. It will increase and the amount of air stored here will also increase. Thereby, road noise generated by friction between the tire and the road surface can be prevented from resonating with the air column of the wheel, and noise due to the road noise can be reduced. Even if this noise is reduced, it is possible to indirectly increase the ride comfort felt by the passenger.

  Here, when the outer diameter of the drop part is larger than 95% with respect to the rim diameter, the effect of preventing the road noise from resonating with the air column cannot be sufficiently exhibited. On the other hand, as the outer diameter of the drop portion decreases, the gap between the inner peripheral surface of the drop portion and the brake disposed on the inside of the wheel becomes narrower when the drop portion is mounted on an automobile. For this reason, the inwardly displaceable amount of the back side bead sheet portion and the flange portion due to the action of the external force described above must be reduced as the outer diameter of the drop portion becomes smaller. For this reason, the outer diameter of the drop portion should be as large as possible, and unless the diameter is at least larger than 80% as compared with the rim diameter, the effect of reducing the external force cannot be fully exerted. Although the outer diameter of the drop portion can be further reduced by reducing the brake, it is not suitable because the braking force is reduced. Here, by setting the outer diameter of the drop part to 85% or more and 94% or less with respect to the rim diameter, the effect of preventing the road noise from resonating with the air column can be further enhanced, which is preferable. Can be used as a configuration. Although the brake can be reduced, it is not suitable because the braking force is reduced.

  Further, in the above-described automobile wheel, a configuration in which the drop portion of the rim is formed so as to have a plate thickness of 50% to 70% with respect to the plate thickness of the rim bead sheet portion is proposed. In such a configuration, when the external force is applied to the bead seat portion and the flange portion of the wheel as described above by thinning the drop portion as compared with the bead seat portion to which the external force directly acts, Using the connecting portion as a deformation support node, the drop portion can be bent and deformed relatively easily in the inner and outer directions. Thereby, the bead seat part and the flange part on the back side are relatively large inward and outward, and the region on the back side of the rim of the rim can be displaced as a whole. Therefore, the effect | action which relieves the external force which acted on the wheel increases further. In addition, when the plate | board thickness of a drop part becomes thinner than 50%, there exists a concern about the fall of the intensity | strength and durability of this drop part. On the other hand, if the thickness is greater than 70%, the amount of displacement with respect to the external force is reduced, and the effect of relaxing the external force cannot be fully exhibited. Moreover, by making the plate | board thickness of a drop part into 56% or more and 70% or less, an above-described effect is further heightened and it can be used as a suitable structure.

  Further, in such an automobile wheel, the solidified portion between the disc and the rim is such that the wheel axial direction position is a distance from the wheel axial direction center plane of the rim width to the front side, and the rim width is 7 inches or less. In the case of a wheel, the position is 20% or more and 30% or less of the rim width, or in the case of a wheel with a rim width exceeding 7 inches, the position is 30% or more and 40% or less of the rim width, and the wheel radial position Is provided at a circumferential position formed by a diameter that is not less than 80% and not more than 96% with respect to the rim diameter with the wheel center axis as the center. The distance from the back surface of the mounting portion to the front side is 10% or more and 60% or less of the rim width, and the wheel radial direction position is 35% or more of the rim diameter around the wheel center axis. It is provided so that it is in a circumferential position formed by a diameter of 0% or less, and the bent portion of the rim has a distance that the wheel axial direction position is separated from the wheel axial direction central plane of the rim width to the back side. In the case of a wheel having a width of 7 inches or less, it is in a position of 20% or more and 30% or less of the rim width, or in the case of a wheel having a rim width exceeding 7 inches, it is in a position of 30% or more and 40% or less of the rim width. A configuration is proposed in which the wheel radial direction position is located at a circumferential position formed by a diameter that is 80% or more and 95% or less with respect to the rim diameter with respect to the wheel center axis.

  Such a consolidated portion, a bent portion, and a bent portion are brakes that are arranged inside the wheel even if it is deformed by an external force when it is mounted on an automobile as a structural condition necessary for an automobile wheel. It is provided so as not to interfere with. By arranging in this way, when an external force is applied, each of the above-described operational effects can be fully exerted, and the most suitable configuration is achieved to exert a relaxing action of the external force.

  In such a configuration, the consolidated portion has a wheel axial direction position, a front side separation distance from the wheel axial center plane, and when the rim width is 7 inches or less, 25% or more and 30% or less of the rim width. Or when the rim width exceeds 7 inches, the wheel rim width is in the position of 33% to 36% of the rim width, and the wheel radial direction position is 85% of the rim diameter with the wheel center axis as the center. It is preferable that the above-described effects can be exhibited more appropriately by adopting a configuration in which the circumferential position is formed with a diameter of 96% or less. The above-described effects can also be obtained by adopting a configuration in which the wheel radial position of the bent portion is at a circumferential position formed by a diameter that is 35% to 50% of the rim diameter with the wheel center axis as the center. Can be exhibited more appropriately, which is preferable. Furthermore, the bent portion has a wheel axial direction position and a back side separation distance from the wheel axial direction center plane of the rim width. When the rim width is 7 inches or less, it is 25% to 30% of the rim width. Or, when the rim width exceeds 7 inches, it is in a position that is 33% or more and 36% or less of the rim width, and the wheel radial direction position is 85% or more and 94% of the rim diameter with the wheel center axis as the center. It is preferable that the above-described operation and effect can be more appropriately exhibited by adopting a configuration in which it is located at a circumferential position formed with a diameter of not more than%.

  The present invention has a solidified portion in which the outer peripheral edge of the disk is joined or integrally coupled to the front side well portion of the rim, and a bent portion that bends back to the inner peripheral portion of the design portion of the disk, Since it is an automobile wheel that is provided with a bent part between the drop part and the back side well part of the rim, an external force inward along the wheel radial direction and an external force in the wheel back direction When this occurs, the bead seat portion and the flange portion, or the bent portion or the bent portion are deformed with respect to the consolidated portion supported by the rigidity of the rim and the disk, and these external forces can be reduced. Therefore, the vibration that the tire picks up from the road surface and the force that acts when the steering wheel is turned can be transmitted flexibly to the vehicle side, and the riding comfort and the maneuverability of the automobile can be improved.

  Here, when an external force is applied inward along the wheel radial direction, the consolidated portion becomes a deformation support node that supports deformation that displaces the bead seat portion and the flange portion on both sides of the front and back sides inward and outward. When an external force is applied inward along the radial direction and an external force is applied along the wheel axis direction, the bent part bends so that the design part of the disk is displaced in the entire front and back direction. In the configuration in which the first inflection node is deformed and the bent portion is a second inflection node that bends and deforms so as to displace the bead sheet portion and the flange portion on the back side inward. The vibration that the tire picks up from the road surface during traveling and the resultant force of the lateral force and the radial reaction force generated when the steering wheel is turned can be sufficiently mitigated by deforming the relatively wide area of the wheel to bend. . And, the ride force and maneuverability can be improved by relieving the resultant force of the vibration, lateral force and radial reaction force.

  In addition, in the configuration in which the drop portion of the rim described above is formed so that the outer diameter is 80% or more and 95% or less with respect to the rim diameter with the wheel center axis as the center, the drop portion has the wheel diameter. By forming a relatively deep inside in the direction, the amount of air stored between the tire and the rim is increased. Therefore, road noise becomes difficult to resonate with the air column between the wheel and the tire, and noise due to the road noise can be reduced. Further, by reducing this noise, it is possible to exert an effect of indirectly increasing the ride comfort felt by the passenger.

  In the configuration in which the drop portion of the rim described above is formed so as to have a plate thickness of 50% to 70% with respect to the plate thickness of the bead sheet portion of the rim, as described above, the bead sheet portion When an external force is applied to the flange portion, the consolidation portion is used as a deformation support node, and the bead seat portion and the flange portion on the back side are relatively large inward and outward, and the region of the rim that is behind the consolidation portion It can be displaced entirely. Therefore, the effect | action which relieves the external force which acted on the wheel increases further.

Embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a cross-sectional view of an automobile wheel 1 according to the present invention. The vehicle wheel 1 is a so-called two-piece type aluminum alloy wheel formed by joining a rim 2 formed from an aluminum alloy plate and a disk 3. Here, the direction of the appearance of the wheel when mounted on the design surface side of the automobile wheel 1, that is, a so-called automobile, is the front direction, the wheel radial direction, and the center direction is the inward direction.

  Here, in the rim 2, a substantially rectangular aluminum alloy flat plate is formed into a cylindrical shape by butt-joining the short sides thereof, and then a predetermined mold is attached in a state where the plate is rotated. Molding is performed by roll processing in which pressure is applied from both the inside and outside of the cylinder (not shown). By this roll processing, the rim 2 is formed into a desired shape. In the rim 2 of the present embodiment, flange portions 10a and 10b for holding tire beads from the sides are formed at the opening edges of both ends, and beats for seating and supporting and fixing the tire beads on the flange portions 10a and 10b. Sheet portions 11a and 11b are coupled to each other. Further, a drop portion 13 is provided between the bead sheet portions 11a and 11b on both sides for dropping the tire bead when the tire is mounted. Well portions 14a and 14b are also formed which rise outward from the peripheral edges of the drop portion 13 and are continuous with the bead sheet portions 11a and 11b. Here, between the back side peripheral edge of the drop part 13 and the back side well part 14b, there exists a bent part 15 according to the present invention in which both are smoothly coupled. In addition, the outer diameter with respect to the central axis L of each bead seat part 11a, 11b of the rim 2 becomes the rim diameter R of the vehicle wheel 1 (see FIG. 2). Moreover, the distance between the back side surface of the front side flange portion 10a and the front side surface of the back side flange portion 10b becomes the rim width H of the vehicle wheel 1 (see FIG. 2).

  On the other hand, the disk 3 is formed by forging and pressing a substantially circular aluminum alloy flat plate (not shown). The disk 3 is formed into a desired shape by this forging and pressing. The disk 3 of the present embodiment has a hub hole 17 formed in the center, a plurality of bolt holes 18 that are located radially outside and provided at equal intervals in the circumferential direction, and an axle hub on the back surface. A substantially disc-shaped hub mounting portion 5 is provided, which includes a hub mounting surface 19 to which are connected. And the design part 6 which bulges to the front side from the periphery of this hub attaching part 5 is formed in the outer side of this hub attaching part 5. As shown in FIG. Here, a bent portion 8 according to the present invention that is bent backward is formed in the inner peripheral region of the design portion 6. Further, the outer peripheral end of the design portion 6 is a joint outer peripheral end 7 to be joined to the rim 2 described above. Each part of the disk 3 is formed concentrically with the central axis L as the center.

  The rim 2 and the disk 3 formed in this way are joined together to obtain the automobile wheel 1. Here, after the outer peripheral end 7 of the disk 3 is abutted against the inner peripheral surface of the front side well portion 14a of the rim 2 so that the central axis of the disk 3 and the central axis of the rim 2 coincide, The disk 3 and the rim 2 are joined by performing MIG welding. This joined portion is the consolidated portion 9 according to the present invention. In this embodiment, the consolidated portion 9 is provided closest to the drop portion 13 of the front side well portion 14a.

  As the automobile wheel 1 of this example, Example 1 having the same rim diameter and a rim width of 7 inches or less and Example 2 having a rim width exceeding 7 inches were prepared. And the predetermined | prescribed tire was mounted | worn with the vehicle wheel 1 of these Examples 1 and 2, it attached to the motor vehicle, the actual driving | running | working test was done, and maneuverability and riding comfort were evaluated. As shown in FIG. 4, as a conventional configuration, a so-called bead fitting wheel 51 (Comparative Example 1) for fitting the disk 53 to the front bead sheet portion 11a and a drop portion 13 as shown in FIG. A so-called drop fitting wheel 61 (Comparative Example 2) to be fitted was prepared, and the operability and ride comfort were similarly evaluated. Hereinafter, each configuration will be described in detail.

  Example 1 is an automotive wheel 1 having a rim diameter R of 17 inches and a rim width H of 7 inches (see FIG. 1). Here, the bent portion 15 of the rim 2 between the drop portion 13 and the back side well portion 14b is separated from the center plane F of the rim width H in the wheel axial direction by a separation distance h2 from the center plane F in the wheel axial direction. And the wheel radial direction position is determined as a circumferential position formed by a diameter r2 centered on the central axis L (see FIG. 2). The bent portion 15 of the first embodiment is provided with a separation distance h2 of 51.3 mm and a diameter r2 of 370.0 mm. The separation distance h2 is about 29% of the rim width H, and the diameter r2 is about 85% of the rim diameter R.

  Further, the rim 2 is provided with the drop portion 13 so as to have a depth p inward with respect to the bead sheet portions 11a and 11b (see FIG. 2). The depth p of the drop portion 13 is 32.0 mm in the first embodiment. Here, the outer diameter r3 (= R−2p) of the drop portion 13 centering on the central axis L is about 85% of the rim diameter R. Further, the plate thickness t of the drop portion 13 is about 4.2 mm, and the drop portion 13 is formed to be about 56% with respect to the plate thickness t0 of the bead sheet portion 11b.

  On the other hand, the bent portion 8 provided on the inner peripheral portion of the design portion 6 of the disk 3 has a wheel axial direction position that is separated from the hub mounting surface 19 by a separation distance h1 and a wheel radial direction position. Is defined as the circumferential position formed by the diameter r1 centered on the central axis L (see FIG. 2). The bent portion 8 of the first embodiment is provided with a separation distance h1 of 25.3 mm and a diameter r1 of 167.7 mm. The separation distance h1 is about 14% of the rim width H, and the diameter r1 is about 38% of the rim diameter R. Here, the wheel axial direction distance of the hub mounting surface 19 with respect to the center plane F is a so-called offset (not shown), which varies depending on the type of vehicle and the wheel shape of the automobile to be mounted. This offset is set equal in Example 1 and Comparative Examples 1 and 2 described later.

  Further, the solidified portion 9 in which the outer peripheral end 7 of the disk 3 is joined to the inner side surface of the front side well portion 14a of the rim 2, the wheel axial direction position is faced away from the center plane F of the rim width H in the wheel axial direction. The wheel radial direction position is determined as a circumferential position formed by a diameter r0 centered on the central axis L (see FIG. 2). The consolidated portion 9 of the first embodiment is provided with a separation distance h0 of 51.0 mm and a diameter r0 of 370.7 mm. The separation distance h0 is about 29% of the rim width H, and the diameter r0 is about 85% of the rim diameter R. Here, as described above, the consolidated portion 9 is positioned closest to the drop portion 13 of the front side well portion 14a.

  Example 2 is an automotive wheel 1 having a rim diameter R of 17 inches and a rim width H of 6.5 inches (see FIG. 1). Here, the rim diameter R is the same as that in the first embodiment.

  In the second embodiment, the bent portion 15 of the rim 2 is provided at a position where the separation distance h2 is 44.8 mm and the diameter r2 is 370.0 mm (see FIG. 2). The separation distance h2 is about 27% of the rim width H, and the diameter r2 is about 85% of the rim diameter R. The drop part 13 has a depth p of 32.0 mm. The outer diameter r3 of the drop portion 13 is about 85% of the rim diameter R. Further, the plate thickness t of the drop portion 13 is about 4.2 mm, which is the same as that in the first embodiment.

  The disk 3 has the same shape as that of the first embodiment, and the bent portion 8 is provided at a position where the separation distance h1 is 25.3 mm and the diameter r1 is 167.7 mm (see FIG. 2). ). The solidified portion 9 where the rim 2 and the disk 3 are joined is provided at a position where the separation distance h0 is 44.5 mm and the diameter r0 is 370.7 mm. The separation distance h0 is about 27% of the rim width H, and the diameter r0 is about 85% of the rim diameter R. Here, the consolidated portion 9 is located closest to the drop portion 13 of the front side well portion 14a as in the first embodiment.

  In the second embodiment, the rim width H is different from that in the first embodiment, and the position of each part of the rim 2 in the wheel axial direction with respect to the center plane F of the rim width H is different. That is, the wheel axis direction length of the central surface drop part 13, the wheel axis direction positions of the bent part 15 and the consolidated part 9 are different. Except for the difference in the wheel axial direction position, the configuration is the same as that of the first embodiment, and the description is omitted. Since the rim width H is different from that in the first embodiment, the above-described offset is also different.

<Comparative Example 1>
As shown in FIG. 4, the automobile wheel 51 of Comparative Example 1 is formed by fitting a disk 53 to the front bead seat portion 11 a of the rim 2. In the disk 53 constituting the automobile wheel 51, the design portion 56 bulging from the hub mounting portion 5 to the front side has its outer peripheral edge expanded outward as compared with the design portion 6 of the first embodiment described above. It has a shape. The outer peripheral end of the design portion 56 is a fitting outer peripheral end 57 that is fitted to the inner peripheral surface of the front bead sheet portion 11a of the rim 2. Here, the hub mounting portion 5 of the disk 53 has the same configuration as the disk 3 of the first embodiment. The disc 53 and the rim 2 are joined to each other by welding the fitting outer peripheral end 57 of the disc 53 and the front bead sheet portion 11a of the rim 2. The joined portion is a joined portion 59. The joined portion 59 has a wheel axial direction position that is approximately 74.4 mm away from the center plane F on the front side, and a wheel radial direction position that is a central axis L. And a circumferential position formed with a diameter of about 428.0 mm.

  The rim 2 constituting the automobile wheel 51 is the same as that of the first embodiment. Thus, the automotive wheel 51 of Comparative Example 1 is the above-described Example 1 except that the outer peripheral shape of the design portion 56 is changed so that the disk 53 is joined to the front bead seat portion 11a of the rim 2. It has the same configuration as Therefore, the description of the configuration having the same shape is omitted, and the same reference numerals are attached. The bent portion 58 provided on the disk 53 is slightly different from the bent shape of the first embodiment. On the other hand, the bent portion 15 has the same configuration as that of the first embodiment.

<Comparative example 2>
As shown in FIG. 5, the automobile wheel 61 of Comparative Example 2 is formed by fitting a disk 63 to the inner peripheral surface of the drop portion 13 of the rim 2. In the disk 63 constituting the automobile wheel 61, a disk that is bent backward from the design portion 66 to the outer peripheral edge of the design portion 66 that bulges from the hub mounting portion 5 to the front side and is substantially parallel to the wheel axial direction. A flange portion 62 is extended. Then, the disc flange portion 62 is fitted into the drop portion 13 of the rim 2 and the edge of the disc flange portion 62 is welded to the inner peripheral surface of the drop portion 13 so that the disc 63 and the rim 2 are connected. Be joined. The joined portion is a joined portion 69. The joined portion 69 has a position in the wheel axial direction that is about 18.2 mm away from the center plane F on the front side, and a position in the wheel radial direction is the central axis L. And a circumferential position formed with a diameter of about 368.9 mm.

  Further, the rim 2 constituting the automobile wheel 61 is the same as that of the first embodiment. As described above, the vehicle wheel 61 of Comparative Example 2 is the same as that described above except that the disk 63 is shaped so that the disk flange 62 extends from the design portion 66 so as to join the drop portion 13 of the rim 2. The configuration is the same as that of the first embodiment. Therefore, the description of the configuration having the same shape is omitted, and the same reference numerals are attached. As in the comparative example 1 described above, the bent portion 68 provided on the disk 63 is slightly different from the bent shape of the first embodiment. On the other hand, the bent portion 15 has the same configuration as that of the first embodiment.

  Next, after a predetermined tire was mounted on the vehicle wheel 1 of Example 1 and Example 2 described above and mounted on the vehicle, an actual running test was performed. Similarly, the vehicle wheel 51 of Comparative Example 1 and the vehicle wheel 61 of Comparative Example 2 were also fitted with tires and subjected to an actual running test. Here, the same type of tire is used for each wheel, and the tires are sequentially attached to the same automobile for testing. In this actual driving test, the vehicle repeats straight driving and driving with the steering wheel turned to the left and right by a predetermined amount (for example, turning and lane change). Therefore, the evaluation was made based on each sensitivity. The evaluation results are shown in FIG. Here, each evaluation is a five-level evaluation, and the larger the value, the better.

  As shown in FIG. 3, the vehicle wheel 1 of Example 1 and Example 2 according to the present invention obtained excellent evaluation both in terms of ride comfort and maneuverability. And the vehicle wheel 1 of Example 1 showed a high superiority in both ride comfort and maneuverability as compared with the vehicle wheels 51 and 61 of Comparative Examples 1 and 2 of the conventional configuration.

  From this evaluation result, in the automobile wheel 1 of Examples 1 and 2, the vibration acting on the wheel via the tire, the lateral force and the radial reaction force generated when the direction of the tire (wheel) is changed, Since the resultant force can be sufficiently relaxed, these are transmitted to the axle flexibly, resulting in excellent ride comfort and maneuverability. Here, when the vibration, lateral force, and radial reaction force are applied, the consolidated portion 9 becomes a deformation support node that does not deform, and the bead seat portions 11a and 11b and the flange portions 10a and 10b on both sides of the front and back sides are connected to each other. Deforms to displace in the direction. Further, the bent portion 8 of the disk 3 becomes the first inflection node, and the design portion 6 is bent and deformed so as to be displaced inward, and the bent portion 15 of the rim 2 becomes the second inflection node. The back side bead sheet portion 11b and the flange portion 10b are bent and deformed so as to be displaced inward and outward. Such deformation is caused so that the wheel is bent as a whole, and therefore vibration, lateral force and radial reaction force can be efficiently and appropriately mitigated. Therefore, the external force input instantaneously and rapidly is transmitted to the axle after being converted into a supple state. In addition, road noise during running was small, and excellent quietness was exhibited. This is because the drop portion 13 of the rim 2 is set to an appropriate depth.

  On the other hand, in the automobile wheel 51 of the comparative example 1, since the joint portion 59 is provided in the front bead seat portion 11a, vibrations acting from the front bead seat portion 11a and the flange portion 10a are directly transmitted through the disk 53. Because it is transmitted to the axle, the ride comfort cannot be improved. Further, in the automobile wheel 51 of the comparative example 1, the outer diameter of the disk 53 is larger than that of the first embodiment, and the axial rigidity of the disk 53 tends to decrease. Therefore, when the rigidity balance between the rim 2 and the disk 53 is lost and a resultant force of the lateral force and the radial reaction force acts, the bending portion 8 of the disk 53 is caused by the lateral force as compared with the first embodiment. It becomes easier to bend and deform. As described above, when the bending portion 8 is easily bent and deformed (decreases in rigidity), when the steering wheel is turned to change the direction of the vehicle wheel 51 (tire), the vehicle wheel 51 (tire) of the vehicle wheel with respect to the handle operation is changed. Followability tends to become dull, and the operability cannot be improved. That is, the configuration of the first embodiment in which the bent portion 8 has an appropriate rigidity is necessary for exhibiting high maneuverability.

  Further, in the automobile wheel 61 of the comparative example 2, since the joint portion 69 is provided in the drop portion 13, the back side bead sheet portion 11b and the flange portion 10b against the external force acting from the back side bead sheet portion 11b. The amount of displacement becomes smaller. Moreover, since the disk flange part 62 is internally fitted in the drop part 13 also with respect to the external force which acted from the front side bead sheet part 11a, the deformation amount to the inside of the front side bead sheet part 11a and the flange part 10a is also increased. The level is almost the same as that of the first embodiment. Therefore, the effect of alleviating the vibration acting on the bead seat portion 11b is poor, and the riding comfort cannot be sufficiently increased. On the other hand, when a lateral force and a radial reaction force are applied, the bent portion connected from the design portion 66 to the disc flange portion 62 is bent and deformed, and the bent portion 8 cannot be bent and deformed and is bent. Becomes smaller. For this reason, the amount of displacement is reduced, the action of relaxing the lateral force is poor, and the operability cannot be improved.

  In the automobile wheels 51 and 61 of Comparative Examples 1 and 2 having such a conventional configuration, when the resultant force of vibration or lateral force and radial reaction force acts via the tire, the ride comfort and the maneuverability are improved. The improvement effect has not been demonstrated. Thus, it was confirmed that the automobile wheel 1 of Examples 1 and 2 can exhibit high superiority in ride comfort and maneuverability.

  In the first and second embodiments, the positions of the consolidated portion 9, the bent portion 8, and the bent portion 15 are provided at predetermined positions as described above. It can also be set as the structure changed within the specific range. Here, when the rim width H is 7 inches or less, the consolidated portion 9 has a separation distance h0 of 20% to 30% of the rim width H and a diameter r0 of about 80% or more of the rim diameter R. It can be provided at a position so as to be 96% or less. When the rim width H exceeds 7 inches, the separation distance h0 can be set to 30% or more and 40% or less of the rim width H, and the diameter r0 can be provided at a position where the rim width R is 80% or more and 96% or less. Further, the bent portion 8 can be provided at a position so that the separation distance h1 is 10% or more and 60% or less of the rim width H, and the diameter r1 is 35% or more and 60% or less of the rim diameter R. . Further, when the rim width H is 7 inches or less, the bent portion 15 has a separation distance h2 of 20% to 30% of the rim width H and a diameter r2 of 80% to 95% of the rim diameter R. It can be provided at a position to be as follows. When the rim width H exceeds 7 inches, the separation distance h2 can be set to be 30% or more and 40% or less of the rim width H, and the diameter r2 can be provided at a position that is 80% or more and 96% or less of the rim diameter R. By providing the solidified portion 9, the bent portion 8, and the bent portion 15 at such a position within the specific range, the same operational effects as those of the first and second embodiments are exhibited.

  Furthermore, in the drop part 13 of the rim | limb 2, it can also be set as the structure which changed the depth p and the board thickness t within the specific range. The depth p of the drop portion 13 can be provided such that the outer diameter r3 that defines the depth p is 80% or more and 95% or less of the rim diameter R. On the other hand, the plate thickness t of the drop portion 13 can be 50% or more and 70% or less with respect to the plate thickness t0 of the bead sheet portion 11b. By forming the drop portion 13 so as to be within the specific range, the same effects as those of the first and second embodiments can be obtained.

  In this embodiment, the two-piece type wheel is formed by welding the rim 2 and the disk 3. In addition, a one-piece type aluminum alloy manufactured by casting is used. Even in the case of a wheel made of the present invention, the structure having the consolidated portion, the bent portion, and the bent portion according to the present invention exhibits the operational effect of being excellent in ride comfort and maneuverability as described above. It becomes.

  Furthermore, the automobile wheel 1 according to the present invention does not use the rubber elastic body, unlike the conventional configuration in which the rim and the disk are joined via the rubber elastic body. Therefore, unlike the conventional configuration, there is no need to worry about deterioration of the rubber elastic body. Further, the process for interposing the rubber elastic body between the rim and the disk is not necessary in the wheel manufacturing process of the present invention, which is advantageous in terms of manufacturing time and manufacturing cost.

  In this invention, it is not limited to the Example mentioned above, About another structure, it can change suitably within the range of the meaning of this invention. For example, even a steel automobile wheel can exhibit excellent ride comfort and maneuverability.

It is sectional drawing of the wheel 1 for motor vehicles (Example 1, 2) concerning this invention. FIG. 3 is an explanatory diagram showing the positional relationship between a consolidated portion 9, a bent portion 8, and a bent portion 15 of the automobile wheel 1. It is a graph showing the evaluation result of the maneuverability and riding comfort by an actual driving test. It is sectional drawing of the wheel 51 for motor vehicles of the comparative example 1 of a conventional structure. It is sectional drawing of the wheel 61 for motor vehicles of the comparative example 2 of a conventional structure.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car wheel 2 Rim 3 Disc 5 Hub mounting part 6 Design part 8 Bending part (1st inflection section)
9 Consolidation part (deformation support node)
10a, 10b Flange part 11a, 11b Bead sheet part 14a, 14b Well part 15 Bent part (second inflection part)
R rim diameter H rim width

Claims (5)

A disc having a substantially disc-shaped hub mounting portion connected to an axle hub, a bead seat portion on which a tire bead is seated, and a rim having flange portions for supporting the bead from the side on both sides. In the automotive wheel
The outer peripheral edge of the disk is joined or integrally coupled to the front side well portion provided between the drop portion and the front side bead sheet portion for temporarily dropping the tire bead when the tire is mounted. The section,
A bent portion of the design portion that bulges from the periphery of the hub mounting portion to the front side of the disc, and that bends backward to the inner peripheral portion thereof,
An automotive wheel comprising a rim, a back-side well portion that rises outward from a rear-side periphery of the drop portion, and a bent portion between the drop portion. When an external force acts inward along the wheel radial direction from the mounted tire, the solidified parts that join or integrally connect the rim and the disk are the bead seat parts and flange parts on both sides It becomes a deformation support node that supports deformation that displaces inward and outward,
When an external force is applied inward along the wheel radial direction from the mounted tire, and an external force is applied in the reverse direction along the wheel axial direction, the bent part of the disc overwhelms the design portion of the disc. A second inflection that bends and deforms so that the bend seat portion and the flange portion on the back side are displaced inwardly. The automobile wheel according to claim 1, wherein the wheel is a node.   The drop portion of the rim is formed so that an outer diameter thereof is 80% or more and 95% or less with respect to the rim diameter with the wheel center axis as a center. The automotive wheel described.   The drop part of a rim | limb is formed so that it may become plate | board thickness of 50% or more and 70% or less with respect to the plate | board thickness of the bead sheet | seat part of a rim | limb. The automotive wheel described. For the disk and rim consolidated part, the wheel axial position is the distance from the wheel axial direction center plane of the rim width to the front side. In the case of a wheel with a rim width of 7 inches or less, 20% or more of the rim width 30 %, Or in the case of a wheel with a rim width of more than 7 inches, it is in a position that is not less than 30% and not more than 40% of the rim width, and the wheel radial direction position is the rim diameter with the wheel center axis as the center In contrast, it is provided at a circumferential position formed by a diameter of 80% or more and 96% or less,
The bent part of the disk is located at a position where the distance in the wheel axial direction is 10% or more and 60% or less of the rim width, and the distance in the wheel radial direction is the center of the wheel. Centered on the axis, provided to be at a circumferential position formed by a diameter of 35% to 60% of the rim diameter,
For the rim bends, the distance between the wheel axis direction position and the rear side from the wheel axis direction center plane of the rim width is 20% to 30% of the rim width in the case of a wheel with a rim width of 7 inches or less. Alternatively, in the case of a wheel having a rim width exceeding 7 inches, the wheel is positioned at 30% or more and 40% or less of the rim width, and the wheel radial direction position is 80 with respect to the rim diameter about the wheel center axis. 5. The automobile wheel according to claim 1, wherein the automobile wheel is provided so as to be located at a circumferential position formed by a diameter of not less than 95% and not more than 95%.

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