JP2009096377A - Automotive wheel - Google Patents

Automotive wheel Download PDF

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JP2009096377A
JP2009096377A JP2007271045A JP2007271045A JP2009096377A JP 2009096377 A JP2009096377 A JP 2009096377A JP 2007271045 A JP2007271045 A JP 2007271045A JP 2007271045 A JP2007271045 A JP 2007271045A JP 2009096377 A JP2009096377 A JP 2009096377A
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wheel
spoke
protruding
radial
shaped
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Masashi Bojo
雅史 坊上
Koji Murakami
浩司 村上
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Topy Ind Ltd
トピー工業株式会社
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Priority to JP2007271045A priority Critical patent/JP2009096377A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an automotive wheel capable of enhancing the out-of-plane rigidity of the wheel comparing to conventional ones. <P>SOLUTION: (1) The wheel 10 for the wheel includes a spoke sections 40 and the spoke sections 40 have crosssectional C-shape sections 41 with a C-shape whose crosssection opens to the inside in a wheel axial direction and protruding sections 42 protruding from the inside end portions in the wheel axial direction of the crosssectional C-shape sections 41 to the outside in the width direction of the spoke sections 40. (2) The width of the crosssectional C-shape sections 41 becomes smaller when coming closer to the inside end in the wheel radial direction of the spoke sections 40 and the length in the protruding direction of the protruding sections 42 becomes larger when coming closer to the inside end in the wheel radial direction of the spoke sections 40. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、自動車用ホイールに関する。   The present invention relates to an automobile wheel.
従来、自動車用ホイールのスポーク部は、横断面がホイール軸方向内側に開放するコ字状の断面コ字状部のみで形成されている。   Conventionally, a spoke part of an automobile wheel is formed only by a U-shaped cross-section having a U-shaped cross section that opens inward in the wheel axial direction.
しかし、従来の自動車用ホイールにはつぎの問題点がある。
ホイールの面外剛性(リム部の接地側にタイヤから横荷重を受けたとき、ハブ取付け面を基準としたリム部のたわみの少なさ)を向上させたいというニーズがある。しかし、単純にスポーク部の断面積を増加させてスポーク部の断面係数を向上させホイールの面外剛性を向上させようとすると、スポーク部の断面積が増加するため、ホイールの質量が増加してしまう。
特開2004−9889号公報
However, the conventional automobile wheel has the following problems.
There is a need to improve the out-of-plane rigidity of the wheel (less deflection of the rim relative to the hub mounting surface when a lateral load is applied from the tire to the ground side of the rim). However, simply increasing the cross-sectional area of the spokes to improve the cross-sectional modulus of the spokes and improve the out-of-plane rigidity of the wheel will increase the cross-sectional area of the spokes, increasing the wheel mass. End up.
JP 2004-9889 A
本発明の目的は、ホイールの面外剛性を従来に比べて向上させることができる自動車用ホイールを提供することにある。   The objective of this invention is providing the wheel for motor vehicles which can improve the out-of-plane rigidity of a wheel compared with the past.
上記目的を達成する本発明はつぎの通りである。
(1) スポーク部を有しており、
前記スポーク部が、横断面がホイール軸方向に開放するコ字状の断面コ字状部と、該断面コ字状部のホイール軸方向開放側端部から前記スポーク部の幅方向外側に突出する突出部と、を備えている、自動車用ホイール。
(2) 前記突出部の突出方向長さは、前記スポーク部のホイール半径方向内側端に近づくにつれて大とされている、(1)記載の自動車用ホイール。
(3) 前記断面コ字状部の幅は、前記スポーク部のホイール半径方向内側端に近づくにつれて小とされている、(2)記載の自動車用ホイール。
(4) 前記スポーク部はホイール周方向に複数設けられており、
ホイール周方向で隣り合う前記スポーク部の突出部同士のホイール半径方向内側端部が滑らかに連なっている、(1)記載の自動車用ホイール。
(5) 前記突出部に、該突出部をホイール軸方向に貫通する貫通穴が設けられている、(1)記載の自動車用ホイール。
(6) 前記突出部の厚みは、ホイール半径方向内側端部に近づくにつれて大とされている、(1)記載の自動車用ホイール。
The present invention for achieving the above object is as follows.
(1) Has a spoke part,
The spoke part protrudes outward in the width direction of the spoke part from a U-shaped cross-sectionally U-shaped part whose transverse cross section is open in the wheel axis direction, and a wheel axial direction opening side end part of the cross-sectionally U-shaped part. An automotive wheel comprising a protrusion.
(2) The automobile wheel according to (1), wherein a length of the protruding portion in the protruding direction is increased as the distance from the inner end in the wheel radial direction of the spoke portion is increased.
(3) The automobile wheel according to (2), wherein a width of the U-shaped cross-section is reduced toward the inner end in the wheel radial direction of the spoke.
(4) A plurality of the spoke portions are provided in the circumferential direction of the wheel,
The automobile wheel according to (1), wherein the inner ends in the wheel radial direction between the protruding portions of the spoke portions adjacent in the wheel circumferential direction are smoothly connected.
(5) The automobile wheel according to (1), wherein the protruding portion is provided with a through hole penetrating the protruding portion in the wheel axial direction.
(6) The automobile wheel according to (1), wherein the thickness of the protruding portion is increased as it approaches the inner end in the wheel radial direction.
上記(1)の自動車用ホイールによれば、断面コ字状部のホイール軸方向開放側端からスポーク部の幅方向外側に突出する突出部が設けられているため、突出部が設けられていない場合(従来)に比べて、スポーク部の横断面で、図心をとおりホイール軸方向(スポーク部の厚み方向)と直交する線に対して離れたところの断面積が大きくなり断面二次モーメントが大きくなる。したがって、従来に比べて、ホイールの面外剛性を向上させることができる。
上記(2)の自動車用ホイールによれば、突出部の突出方向長さがスポーク部のホイール半径方向内側端に近づくにつれて大とされているため、ホイール半径方向内側にいくにつれてホイールのスポーク部の厚み方向の曲げ剛性を向上させることができ、タイヤからの横荷重によるモーメントはホイール半径方向内側にいくにつれて大になるから耐曲げモーメント上有利である。
上記(3)の自動車用ホイールによれば、断面コ字状部の幅がスポーク部のホイール半径方向内側端に近づくにつれて小とされており、また、断面コ字状部の幅が小になるにつれて突出部の突出方向長さが大となるため、スポーク部の質量(ホイールの質量)の増大を抑制しながらスポーク部のホイール半径方向内側端部に近づくにつれてスポーク部の厚み方向の曲げ剛性を向上させることができる。
上記(4)の自動車用ホイールによれば、ホイール周方向で隣り合うスポーク部の突出部同士のホイール半径方向内側端部が滑らかに連なっているため、滑らかに連なっていない場合に比べて疲労強度等において有利である。
上記(5)の自動車用ホイールによれば、突出部に貫通穴が設けられているため、貫通穴が設けられていない場合に比べてホイールの軽量化を図ることができる。
上記(6)の自動車用ホイールによれば、突出部の厚みがホイール半径方向内側端部に近づくにつれて大とされているため、突出部の厚みが変わらない場合に比べて、ホイールの面外剛性を向上させることができるとともにタイヤからの力を効果的にハブ取付け部に伝えることができる。
According to the automobile wheel of the above (1), since the protruding portion that protrudes outward in the width direction of the spoke portion from the wheel axial direction open side end of the U-shaped section is provided, the protruding portion is not provided. Compared to the case (conventional), in the cross section of the spoke part, the cross-sectional area away from the line perpendicular to the wheel axis direction (thickness direction of the spoke part) passes through the centroid and the cross-sectional secondary moment increases. growing. Therefore, the out-of-plane rigidity of the wheel can be improved as compared with the conventional case.
According to the automobile wheel of the above (2), the length of the protruding portion in the protruding direction becomes larger as it approaches the inner end in the wheel radial direction of the spoke portion. The bending rigidity in the thickness direction can be improved, and the moment due to the lateral load from the tire increases as it goes inward in the wheel radial direction, which is advantageous in terms of bending resistance.
According to the vehicle wheel of (3) above, the width of the U-shaped section is made smaller as it approaches the inner end in the wheel radial direction of the spoke section, and the width of the U-shaped section becomes smaller. As the projection length of the projection increases, the bending stiffness in the thickness direction of the spoke increases as it approaches the inner radial end of the spoke while suppressing the increase in the mass of the spoke (the mass of the wheel). Can be improved.
According to the automobile wheel of (4) above, since the inner ends in the wheel radial direction of the protruding portions of the spoke portions adjacent in the circumferential direction of the wheel are smoothly connected, the fatigue strength compared to the case where the spokes are not smoothly connected. Etc. are advantageous.
According to the vehicle wheel of (5) above, since the through hole is provided in the protruding portion, the weight of the wheel can be reduced as compared with the case where the through hole is not provided.
According to the automobile wheel of (6) above, since the thickness of the protruding portion increases as it approaches the inner end in the radial direction of the wheel, the out-of-plane rigidity of the wheel is larger than when the thickness of the protruding portion does not change. The force from the tire can be effectively transmitted to the hub mounting portion.
図1〜図9は、本発明実施例の自動車用ホイールを示している。
本発明実施例の自動車用ホイール10は、アルミ合金製、マグネシウム合金製等の(鋳造)軽合金ホイールである。ただし、自動車用ホイールはスチール製であってもよい。自動車用ホイール10は、リム部とディスク部を別々に作製して溶接で一体化した2ピースホイールであってもよく、リム部とディスク部とを(全体を)一体に作製した1ピースホイールであってもよい(図示例では1ピースホイールである場合を示している)。
1 to 9 show an automobile wheel according to an embodiment of the present invention.
The vehicle wheel 10 of the embodiment of the present invention is a (cast) light alloy wheel made of aluminum alloy, magnesium alloy or the like. However, the automobile wheel may be made of steel. The vehicle wheel 10 may be a two-piece wheel in which a rim portion and a disc portion are separately manufactured and integrated by welding, or a one-piece wheel in which the rim portion and the disk portion are manufactured integrally (entirely). It may be present (in the illustrated example, a case of a one-piece wheel is shown).
自動車用ホイール10は、図2に示すように、リム部20と、スポーク部40を備えるディスク部30と、を有する。   As shown in FIG. 2, the automobile wheel 10 includes a rim portion 20 and a disc portion 30 including a spoke portion 40.
ディスク部30は、ホイール半径方向外側端部とその近傍に位置するディスク外周部31と、ホイール半径方向中央のハブ穴32の周囲に設けられるハブ取付け部33と、を備える。   The disk part 30 includes a wheel radial outer end part, a disk outer peripheral part 31 located in the vicinity thereof, and a hub mounting part 33 provided around a hub hole 32 in the center of the wheel radial direction.
ディスク外周部31は、(i)自動車用ホイール10が1ピースホイールである場合、リム部20のホイール軸方向一側のフランジ部21、ビードシート部22、サイドウォール部23の役割を果たしており、(ii)自動車用ホイール10が2ピースホイールである場合、リム部20のホイール軸方向一側のフランジ部21、ビードシート部22、サイドウォール部23の役割を果たしていてもよい。   The disk outer peripheral portion 31 plays the role of the flange portion 21, the bead seat portion 22, and the sidewall portion 23 on the wheel axial direction one side of the rim portion 20 when the automobile wheel 10 is a one-piece wheel. (Ii) When the automobile wheel 10 is a two-piece wheel, the rim portion 20 may serve as a flange portion 21, a bead seat portion 22, and a sidewall portion 23 on one side in the wheel axial direction.
ハブ取付け部33には、図3に示すように、ホイール周方向に等間隔にボルト穴33aが複数設けられている。隣り合うボルト穴33a間には、自動車用ホイール10の軽量化を図るために、肉盗み部33bが設けられていることが望ましい。
ハブから延びてくるハブボルト(両方ともに図示略)をボルト穴33aに挿入し、ハブボルトに図示略のハブナットを螺合することにより、自動車用ホイール10は、ディスク部30部位にてハブに固定される。
As shown in FIG. 3, the hub mounting portion 33 is provided with a plurality of bolt holes 33a at equal intervals in the wheel circumferential direction. In order to reduce the weight of the automobile wheel 10 between the adjacent bolt holes 33a, it is desirable that a meat stealing portion 33b is provided.
By inserting hub bolts (both not shown) extending from the hub into bolt holes 33a and screwing hub nuts (not shown) into the hub bolts, the automobile wheel 10 is fixed to the hub at the disk portion 30 site. .
スポーク部40は、ディスク外周部31とハブ取付け部33との間にわたってホイール半径方向に直線状に延びている。スポーク部40は、ディスク外周部31とハブ取付け部33とに連なっている。スポーク部40は、ホイール周方向に等間隔にたとえば5個設けられている。ただし、スポーク部40の数は5個に限定するものではなく、複数設けられていれば、2個、3個、4個でもよく、6個以上であってもよい。ホイール周方向に隣り合うスポーク部40の間は、飾り穴50になっている。   The spoke portion 40 extends linearly in the wheel radial direction between the disc outer peripheral portion 31 and the hub mounting portion 33. The spoke part 40 is continuous with the disk outer peripheral part 31 and the hub attachment part 33. For example, five spoke portions 40 are provided at equal intervals in the circumferential direction of the wheel. However, the number of the spoke portions 40 is not limited to five, and may be two, three, four, or six or more as long as a plurality of spoke portions 40 are provided. A decorative hole 50 is formed between the spoke portions 40 adjacent to each other in the wheel circumferential direction.
スポーク部40は、図4〜図7に示すように、ホイール半径方向と直交する面で切断して見た断面(横断面)がホイール軸方向内側またはホイール軸方向外側に開放するコ字状(U字状)の断面コ字状部41と、断面コ字状部41のホイール軸方向開放側端部からスポーク部40の幅方向外側に突出する突出部42と、を備えている。なお、本発明図示例では、断面コ字状部41がホイール軸方向内側に開放し、突出部42が断面コ字状部41のホイール軸方向内側端部からスポーク部40の幅方向外側に突出する場合を示している。以下、本発明実施例では、断面コ字状部41がホイール軸方向内側に開放し、突出部42が断面コ字状部41のホイール軸方向内側端部からスポーク部40の幅方向外側に突出する場合を説明する。   As shown in FIGS. 4 to 7, the spoke portion 40 has a U-shaped cross section (cross section) viewed by cutting along a plane orthogonal to the wheel radial direction and opens to the wheel axis direction inner side or the wheel axis direction outer side ( U-shaped) U-shaped cross-section 41 and a protruding portion 42 that protrudes outward in the width direction of the spoke 40 from the wheel axial direction opening side end of the U-shaped cross-section 41. In the illustrated example of the present invention, the U-shaped section 41 is opened to the inner side in the wheel axis direction, and the projecting part 42 projects from the inner end of the U-shaped section 41 to the outer side in the width direction of the spoke section 40. Shows when to do. Hereinafter, in the embodiment of the present invention, the U-shaped section 41 is opened to the inner side in the wheel axis direction, and the projecting part 42 is projected to the outer side in the width direction of the spoke part 40 from the inner end part in the wheel axis direction of the U-shaped section 41. The case where it does is demonstrated.
断面コ字状部41は、スポーク部40の幅方向(ホイール周方向)に互いに対向する2つの側壁部41aと、2つの側壁部41aを連結する連結部41bとで形成されている。   The U-shaped section 41 is formed by two side wall portions 41a that face each other in the width direction (wheel circumferential direction) of the spoke portion 40 and a connecting portion 41b that connects the two side wall portions 41a.
側壁部41aは、連結部41bから離れる方向(ホイール軸方向内側)かつスポーク部幅方向外側に傾斜して直線状に延びている。ただし、側壁部41aは、傾斜せずに連結部41bから離れる方向に直線状に延びていてもよい。また、側壁部41aの傾斜が直線状ではなく、連結部41bから離れるにつれて傾斜角度が変化していてもよい。側壁部41aのホイール軸方向長さは、スポーク部40のホイール半径方向内側端に近づくにつれて大とされている。側壁部41aの厚み(スポーク部幅方向の厚み)は、連結部41bの厚み(ホイール軸方向の厚み)よりも大とされている。   The side wall 41a is inclined in a direction away from the connecting portion 41b (inward in the wheel axis direction) and outward in the spoke width direction, and extends linearly. However, the side wall portion 41a may extend linearly in a direction away from the connecting portion 41b without being inclined. Moreover, the inclination of the side wall 41a may not be linear, and the inclination angle may change as the distance from the connecting part 41b increases. The length of the side wall portion 41a in the wheel axial direction is increased as it approaches the inner end of the spoke portion 40 in the wheel radial direction. The thickness of the side wall portion 41a (the thickness in the spoke portion width direction) is larger than the thickness of the connecting portion 41b (the thickness in the wheel axis direction).
連結部41bは、2つの側壁部41aのホイール軸方向外側端部同士を連結している。連結部41bのスポーク部幅方向中央部は、図2に示すように、ホイール半径方向外側にいくにつれてホイール軸方向内側に傾斜している。連結部41bは、スポーク部幅方向中央側にいくにつれてホイール軸方向内側に凹んでいる(傾斜している)。
連結部41bのスポーク部幅方向の幅は、図1に示すように、スポーク部40のホイール半径方向内側端に近づくにつれて小とされている。連結部41bの幅がスポーク部40のホイール半径方向内側に近づくにつれて小とされているため、断面コ字状部41の幅は、スポーク部40のホイール半径方向内側端に近づくにつれて小とされている。
The connection part 41b has connected the wheel axial direction outer side edge part of the two side wall parts 41a. As shown in FIG. 2, the spoke portion width direction center portion of the connecting portion 41b is inclined inward in the wheel axial direction as it goes outward in the wheel radial direction. The connecting portion 41b is recessed (inclined) toward the inner side in the wheel axial direction as it goes toward the center in the spoke width direction.
As shown in FIG. 1, the width of the connecting portion 41 b in the spoke portion width direction is made smaller as it approaches the inner end in the wheel radial direction of the spoke portion 40. Since the width of the connecting portion 41b becomes smaller as it approaches the inner side in the wheel radial direction of the spoke portion 40, the width of the U-shaped cross section 41 becomes smaller as it approaches the inner end in the wheel radial direction of the spoke portion 40. Yes.
突出部42は、断面コ字状部41のホイール半径方向全体にわたって設けられていてもよく、断面コ字状部41のホイール半径方向の一部のみに設けられていてもよい。突出部42が断面コ字状部41のホイール半径方向の一部のみに設けられる場合、突出部42は断面コ字状部41の少なくともホイール半径方向内側端部に設けられる。突出部42のホイール軸方向外側面は、図5〜図7に示すように、断面コ字状部41の側壁部41aに滑らかに連なっている。   The protrusion 42 may be provided over the entire wheel radial direction of the U-shaped section 41 or may be provided only in a part of the U-shaped section 41 in the wheel radial direction. When the protrusion 42 is provided only at a part of the U-shaped section 41 in the wheel radial direction, the protrusion 42 is provided at least at the inner end of the U-shaped section 41 in the wheel radial direction. As shown in FIGS. 5 to 7, the outer surface of the protrusion 42 in the wheel axial direction is smoothly connected to the side wall 41 a of the U-shaped section 41.
突出部42の突出方向長さは、図1に示すように、スポーク部40のホイール半径方向内側端に近づくにつれて大とされている。ホイール周方向で隣り合うスポーク部40の突出部42同士の、ホイール半径方向内側端部とその近傍(のホイール半径方向外側面)は、滑らかに連なっている。   As shown in FIG. 1, the length of the protruding portion 42 in the protruding direction is increased as the spoke portion 40 approaches the inner end in the wheel radial direction. The wheel radial direction inner end portion and the vicinity thereof (the wheel radial direction outer surface) of the protruding portions 42 of the spoke portions 40 adjacent in the wheel circumferential direction are smoothly connected.
突出部42の厚み(ホイール軸方向の厚み)は、図5〜図7に示すように、ホイール半径方向内側にいくにつれて大となっている。スポーク部40のホイール半径方向内側端部にある突出部42の厚みは、断面コ字状部41の側壁部41a及び連結部41bの厚みより大とされている。スポーク部40のホイール半径方向中央よりホイール半径方向内側にある突出部42の厚みは、断面コ字状部41の側壁部41a及び連結部41bの厚みより大とされている。   As shown in FIGS. 5 to 7, the thickness of the projecting portion 42 (thickness in the wheel axis direction) increases toward the inner side in the wheel radial direction. The thickness of the protrusion 42 at the inner end of the spoke 40 in the radial direction of the wheel is greater than the thickness of the side wall 41a and the connecting part 41b of the U-shaped section 41. The thickness of the protruding portion 42 on the inner side in the wheel radial direction from the center of the spoke portion 40 in the wheel radial direction is larger than the thickness of the side wall portion 41a and the connecting portion 41b of the U-shaped section 41.
図8に示すスポーク部40の変形例では、連結部41bの厚みt1が側壁部41aの厚みt2より厚く、また、突出部42の厚みt3が側壁部41aの厚みt2より厚くなっている。このような厚みバランスにすることによって、スポーク部40の断面積を増すことなくスポーク部40の厚み方向の剛性をさらに効果的に増すことができ、より軽量化が可能となる。   In the modification of the spoke part 40 shown in FIG. 8, the thickness t1 of the connection part 41b is thicker than the thickness t2 of the side wall part 41a, and the thickness t3 of the protruding part 42 is thicker than the thickness t2 of the side wall part 41a. By making such a thickness balance, the rigidity in the thickness direction of the spoke part 40 can be further effectively increased without increasing the cross-sectional area of the spoke part 40, and the weight can be further reduced.
突出部42には、図9に示すように、突出部42をホイール軸方向に貫通する貫通穴42aが設けられていてもよい。貫通穴42aが設けられる場合、ホイール軸方向から見たときの貫通穴42aの形状は、円形であってもよく、楕円形であってもよく、その他の形状であってもよい。   As shown in FIG. 9, the protruding portion 42 may be provided with a through hole 42 a that penetrates the protruding portion 42 in the wheel axis direction. When the through hole 42a is provided, the shape of the through hole 42a when viewed from the wheel axial direction may be a circle, an ellipse, or other shapes.
ここで、図10〜図12について説明する。
図10は、スポーク部40の計算用モデルの横断面図である。図10において、
b:断面コ字状部41の連結部41bの幅、
X−X:スポーク部40の横断面の図心をとおりホイール軸方向(スポーク部40の厚み方向)と直交する線、
Y−Y:スポーク部40の横断面の図心をとおりホイール周方向(スポーク部40の幅方向)と直交する線、
h:断面コ字状部41の側壁部41aのホイール軸方向長さ、
t1:連結部41bの厚み、
t2:側壁部41aの厚み、
t3:突出部42の厚み、
(なお、計算用モデルでは、t1=t2=t3 としている。)
L:突出部42の突出方向長さ、
を示している。
Here, FIGS. 10 to 12 will be described.
FIG. 10 is a cross-sectional view of a calculation model for the spoke part 40. In FIG.
b: width of the connecting portion 41b of the U-shaped section 41,
XX: a line passing through the centroid of the cross section of the spoke part 40 and orthogonal to the wheel axial direction (thickness direction of the spoke part 40),
YY: a line passing through the centroid of the cross section of the spoke part 40 and orthogonal to the wheel circumferential direction (width direction of the spoke part 40),
h: Wheel axial direction length of the side wall 41a of the U-shaped section 41,
t1: thickness of the connecting portion 41b,
t2: thickness of the side wall 41a,
t3: thickness of the protrusion 42,
(In the calculation model, t1 = t2 = t3.)
L: length of the protruding portion 42 in the protruding direction,
Is shown.
また、図11は、図10において、突出部42の断面コ字状部41からの突出方向長さLが0(ゼロ)のときのbの値を8.0とし、そこから、t1、t2、hは変えずにbの値を0.0まで小さくしていき、bが小さくなっていく分だけ左右の突出部42の突出方向長さLの合計を大きくしていったときの、スポーク部40の横断面でのスポーク部40の厚み方向(X−X軸周り)の断面二次モーメントIxを示した表である。
また、図12は、横軸を連結部41bの幅b、縦軸を断面二次モーメントIxの比としたときの、グラフである。なお、bの値が8.0でLの値が0.0のときのIxを100パーセントとしている。
Further, FIG. 11 shows that in FIG. 10, when the length L in the protruding direction from the U-shaped section 41 of the protruding portion 42 is 0 (zero), the value of b is 8.0, from which t1, t2 , H without changing b, the value of b is decreased to 0.0, and the total of the length L in the protruding direction of the left and right protruding portions 42 is increased by the amount of decreasing b. 6 is a table showing a cross-sectional secondary moment Ix in the thickness direction (around the XX axis) of the spoke part 40 in a cross section of the part 40.
FIG. 12 is a graph in which the horizontal axis is the width b of the connecting portion 41b and the vertical axis is the ratio of the cross-sectional secondary moment Ix. Note that Ix when the value of b is 8.0 and the value of L is 0.0 is 100%.
図12から以下のことがわかる。幅bを小さくしていくと、ある値(図では4.0)までは、bの値が小さくなるにつれて(突出部42の突出方向長さが大になるにつれて)Ixが大きくなり、ある値(図では4.0)を超えると、bの値が小さくなるにつれてIxが小さくなることがわかる。すなわち、bの値を小さくしてその分Lの値を増していくと、Ixの極大値が存在することがわかる。よって、Ixが極大値となるbの値またはその近傍のbの値をとることにより、自動車用ホイール10の面外剛性(リム部20の接地側にタイヤから横荷重を受けたとき、ハブ取付け面を基準としたリム部20のたわみの少なさ)上有利になることがわかる。   The following can be understood from FIG. As the width b is decreased, up to a certain value (4.0 in the figure), Ix increases as the value of b decreases (as the protruding direction length of the protruding portion 42 increases). If it exceeds (4.0 in the figure), it can be seen that Ix decreases as the value of b decreases. That is, when the value of b is decreased and the value of L is increased accordingly, it can be seen that there is a maximum value of Ix. Therefore, by taking the value of b at which Ix is the maximum value or the value of b in the vicinity thereof, the out-of-plane rigidity of the automobile wheel 10 (when a lateral load is applied from the tire to the grounding side of the rim portion 20 is attached to the hub). It can be seen that it is advantageous in that the rim portion 20 has less deflection with respect to the surface.
つぎに、本発明実施例の作用を説明する。
本発明実施例では、断面コ字状部41のホイール軸方向内側端からスポーク部40の幅方向外側に突出する突出部42が設けられているため、突出部42が設けられていない場合(従来)に比べて、スポーク部40の横断面で、図心をとおりホイール軸方向(スポーク部の厚み方向)と直交する線に対して離れたところの断面積が大きくなりスポーク部40の厚み方向の断面二次モーメントが大きくなる。したがって、従来に比べて、自動車用ホイール10の面外剛性を向上させることができる。
従来に比べて自動車用ホイール10の面外剛性を向上させることができるため、突出部42に貫通穴42aを設けて自動車用ホイール10の軽量化を図ることができ、また貫通穴42aに相当する肉量を突出部42の先端部に移動させた場合、スポーク部40の幅方向の図心から離れたところの断面積が大きくでき、スポーク部40の幅方向の剛性を向上させることができる。
Next, the operation of the embodiment of the present invention will be described.
In the embodiment of the present invention, since the protruding portion 42 protruding from the inner end in the wheel axis direction of the U-shaped section 41 to the outer side in the width direction of the spoke portion 40 is provided, the protruding portion 42 is not provided (conventional) ) In the cross section of the spoke portion 40, the cross-sectional area away from the line perpendicular to the wheel axial direction (thickness direction of the spoke portion) passes through the centroid and becomes larger in the thickness direction of the spoke portion 40. The cross-sectional second moment increases. Therefore, the out-of-plane rigidity of the automobile wheel 10 can be improved as compared with the conventional case.
Since the out-of-plane rigidity of the automobile wheel 10 can be improved as compared with the prior art, the through-hole 42a can be provided in the protrusion 42 to reduce the weight of the automobile wheel 10, and it corresponds to the through-hole 42a. When the amount of meat is moved to the tip of the protruding portion 42, the cross-sectional area of the spoke portion 40 away from the centroid in the width direction can be increased, and the rigidity of the spoke portion 40 in the width direction can be improved.
断面コ字状部41の幅がスポーク部40のホイール半径方向内側端に近づくにつれて小とされており、突出部42の突出方向長さがスポーク部40のホイール半径方向内側端に近づくにつれて大とされているため、ホイール半径方向内側にいくにつれて自動車用ホイール10のスポーク部40の厚み方向の曲げ剛性を向上させることができる。その結果、図示略のタイヤからの横荷重によるモーメントはホイール半径方向内側にいくにつれて大になるから耐曲げモーメント上有利である。   The width of the U-shaped section 41 is made smaller as it approaches the inner end in the radial direction of the wheel of the spoke 40, and the length in the direction of protrusion of the protruding part 42 becomes larger as it approaches the inner end of the spoke 40 in the radial direction of the wheel. Therefore, the bending rigidity in the thickness direction of the spoke portion 40 of the automobile wheel 10 can be improved as it goes inward in the wheel radial direction. As a result, the moment due to a lateral load from a tire (not shown) becomes larger as it goes inward in the wheel radial direction, which is advantageous in terms of bending resistance.
断面コ字状部41の幅が小になるにつれて突出部42の突出方向長さが大となるため、スポーク部40の質量(ホイール10の質量)の増大を抑制しながらスポーク部40のホイール半径方向内側端部の曲げ剛性を向上させることができる。また、断面コ字状部41の幅が小になるにつれて突出部42の突出方向長さが大となるため、スポーク部40の横断面の形状を従来とは異なる形状にすることで、スポーク部40の断面積(ホイール質量)を維持しながら、自動車用ホイール10の面外剛性を向上させることができる。   As the width of the U-shaped section 41 becomes smaller, the protruding direction length of the protruding section 42 becomes larger, so that the wheel radius of the spoke section 40 is suppressed while suppressing an increase in the mass of the spoke section 40 (the mass of the wheel 10). The bending rigidity of the inner end in the direction can be improved. Moreover, since the protrusion direction length of the protrusion part 42 becomes large as the width | variety of the cross-sectional U-shaped part 41 becomes small, by making the shape of the cross section of the spoke part 40 into a different shape from the past, a spoke part While maintaining the cross-sectional area (wheel mass) of 40, the out-of-plane rigidity of the automobile wheel 10 can be improved.
ホイール周方向で隣り合うスポーク部40の突出部42同士の、ホイール半径方向内側端部が滑らかに連なっているため、滑らかに連なっていない場合に比べて疲労強度等において有利である。   Since the inner end portions in the radial direction of the wheel between the protruding portions 42 of the spoke portions 40 adjacent to each other in the circumferential direction of the wheel are smoothly connected, it is advantageous in terms of fatigue strength as compared with the case where the spokes 40 are not connected smoothly.
突出部42の厚みがホイール半径方向内側端部に近づくにつれて大とされているため、突出部42の厚みが変わらない場合に比べて、自動車用ホイール10の面外剛性を向上させることができるとともにタイヤからの力を効果的にハブ取付け部33に伝えることができる。
突出部42のホイール半径方向内側端部の厚みが断面コ字状部41の側壁部41a及び連結部41bの厚みよりも大とされているため、突出部42の厚みが断面コ字状部41の側壁部41a及び連結部41bの厚みより小とされている場合に比べて、自動車用ホイール10の面外剛性を向上させることができる。
Since the thickness of the protrusion 42 is increased as it approaches the inner end in the radial direction of the wheel, the out-of-plane rigidity of the automobile wheel 10 can be improved as compared with the case where the thickness of the protrusion 42 does not change. The force from the tire can be effectively transmitted to the hub mounting portion 33.
Since the thickness of the inner end of the protrusion 42 in the radial direction of the wheel is larger than the thickness of the side wall 41 a and the connecting portion 41 b of the U-shaped section 41, the thickness of the protruding section 42 is the U-shaped section 41. The out-of-plane rigidity of the automobile wheel 10 can be improved as compared with the case where the thickness is smaller than the thickness of the side wall portion 41a and the connecting portion 41b.
本発明実施例の自動車用ホイールの、正面図である。It is a front view of the wheel for cars of the example of the present invention. 本発明実施例の自動車用ホイールの、断面図である。It is sectional drawing of the wheel for motor vehicles of this invention Example. 本発明実施例の自動車用ホイールの、背面図である。It is a rear view of the wheel for cars of the example of the present invention. 図1のA―A線断面図である。It is the sectional view on the AA line of FIG. 図1のB―B線断面図である。FIG. 3 is a sectional view taken along line BB in FIG. 1. 図1のC―C線断面図である。It is CC sectional view taken on the line of FIG. 図1のD―D線断面図である。It is the DD sectional view taken on the line of FIG. 図1のスポーク断面の変形例の図である。It is a figure of the modification of the spoke cross section of FIG. 本発明実施例の自動車用ホイールの、突出部に貫通穴が設けられている場合の、正面図である。It is a front view in case the through-hole is provided in the protrusion part of the wheel for motor vehicles of this invention Example. 本発明実施例の、スポーク部の計算用モデルの断面図である。It is sectional drawing of the model for calculation of a spoke part of the Example of this invention. 図10において、突出部の断面コ字状部からの突出方向長さが0(ゼロ)のときのbの値を8.0とし、そこからbの値を0.0まで小さくしていき、bが小さくなっていく分だけ左右の突出部の突出方向長さの合計を大きくしていったときの、スポーク部の横断面での断面二次モーメントIxを示した表である。In FIG. 10, when the length in the protruding direction from the U-shaped section of the protruding portion is 0 (zero), the value of b is set to 8.0, and then the value of b is decreased to 0.0, It is the table | surface which showed the cross-sectional secondary moment Ix in the cross section of a spoke part when the sum total of the protrusion direction length of a right-and-left protrusion part is enlarged by the part which b becomes small. 横軸を連結部の幅b、縦軸を断面二次モーメントIxの比としたときの、グラフである。It is a graph when the horizontal axis is the width b of the connecting portion and the vertical axis is the ratio of the sectional secondary moment Ix.
符号の説明Explanation of symbols
10 自動車用ホイール
20 リム部
21 リム部のホイール軸方向一側のフランジ部
22 リム部のホイール軸方向一側のビードシート部
23 リム部のホイール軸方向一側のサイドウォール部
30 ディスク部
31 ディスク外周部
32 ハブ穴
33 ハブ取付け部
33a ボルト穴
33b 肉盗み部
40 スポーク部
41 断面コ字状部
41a 側壁部
41b 連結部
42 突出部
42a 貫通穴
50 飾り穴
DESCRIPTION OF SYMBOLS 10 Automobile wheel 20 Rim part 21 The flange part 22 of the rim part at one side of the wheel axis direction 22 The bead seat part 23 of the rim part of the wheel axis direction one side Side wall part 30 of the rim part of the wheel axis direction 30 Disc part 31 Disc Outer peripheral portion 32 Hub hole 33 Hub mounting portion 33a Bolt hole 33b Meat stealing portion 40 Spoke portion 41 U-shaped cross section 41a Side wall portion 41b Connecting portion 42 Protruding portion 42a Through hole 50 Decoration hole

Claims (6)

  1. スポーク部を有しており、
    前記スポーク部が、横断面がホイール軸方向に開放するコ字状の断面コ字状部と、該断面コ字状部のホイール軸方向開放側端部から前記スポーク部の幅方向外側に突出する突出部と、を備えている、自動車用ホイール。
    Has a spoke part,
    The spoke part protrudes outward in the width direction of the spoke part from a U-shaped cross-sectionally U-shaped part whose transverse cross section is open in the wheel axis direction, and a wheel axial direction opening side end part of the cross-sectionally U-shaped part. An automotive wheel comprising a protrusion.
  2. 前記突出部の突出方向長さは、前記スポーク部のホイール半径方向内側端に近づくにつれて大とされている、請求項1記載の自動車用ホイール。   The automotive wheel according to claim 1, wherein a length of the protruding portion in the protruding direction is increased as the spoke portion approaches an inner end in a wheel radial direction of the spoke portion.
  3. 前記断面コ字状部の幅は、前記スポーク部のホイール半径方向内側端に近づくにつれて小とされている、請求項2記載の自動車用ホイール。   The automobile wheel according to claim 2, wherein a width of the U-shaped cross-section is reduced as approaching an inner end in a wheel radial direction of the spoke.
  4. 前記スポーク部はホイール周方向に複数設けられており、
    ホイール周方向で隣り合う前記スポーク部の突出部同士のホイール半径方向内側端部が滑らかに連なっている、請求項1記載の自動車用ホイール。
    A plurality of the spoke portions are provided in the circumferential direction of the wheel,
    The wheel for motor vehicles of Claim 1 with which the wheel radial direction inner side edge part of the protrusion parts of the said spoke part adjacent in a wheel circumferential direction is continuing smoothly.
  5. 前記突出部に、該突出部をホイール軸方向に貫通する貫通穴が設けられている、請求項1記載の自動車用ホイール。   The automotive wheel according to claim 1, wherein the projecting portion is provided with a through hole penetrating the projecting portion in a wheel axial direction.
  6. 前記突出部の厚みは、ホイール半径方向内側端部に近づくにつれて大とされている、請求項1記載の自動車用ホイール。   The automotive wheel according to claim 1, wherein a thickness of the protruding portion is increased as approaching an inner end portion in a wheel radial direction.
JP2007271045A 2007-10-18 2007-10-18 Automotive wheel Pending JP2009096377A (en)

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JP2011213237A (en) * 2010-03-31 2011-10-27 Honda Motor Co Ltd Wheel structure of saddle riding type vehicle
JP2012040903A (en) * 2010-08-16 2012-03-01 Reizu Eng:Kk Light alloy wheel for vehicle
CN104943470A (en) * 2015-06-29 2015-09-30 开平市中铝实业有限公司 Automobile hub with rhombus structure
JP5961309B1 (en) * 2015-04-27 2016-08-02 ドンギ ユ An automobile wheel with a cavity formed between bolt holes in the hub mounting part
CN106687302A (en) * 2014-07-24 2017-05-17 高级工业国际股份有限公司 Cast aluminum wheel

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JP2005511371A (en) * 2001-12-03 2005-04-28 ソシエテ ド テクノロジー ミシュラン Motor vehicle wheel disc, especially for passenger cars
JP2007076432A (en) * 2005-09-13 2007-03-29 Bridgestone Corp Wheel for vehicle

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JPS5330601U (en) * 1976-07-16 1978-03-16
JPS6316901U (en) * 1986-07-21 1988-02-04
JP2002274103A (en) * 2001-03-16 2002-09-25 Sumitomo Rubber Ind Ltd Aluminium wheel for vehicle
JP2005511371A (en) * 2001-12-03 2005-04-28 ソシエテ ド テクノロジー ミシュラン Motor vehicle wheel disc, especially for passenger cars
JP2007076432A (en) * 2005-09-13 2007-03-29 Bridgestone Corp Wheel for vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011213237A (en) * 2010-03-31 2011-10-27 Honda Motor Co Ltd Wheel structure of saddle riding type vehicle
JP2012040903A (en) * 2010-08-16 2012-03-01 Reizu Eng:Kk Light alloy wheel for vehicle
CN106687302A (en) * 2014-07-24 2017-05-17 高级工业国际股份有限公司 Cast aluminum wheel
US10300738B2 (en) 2014-07-24 2019-05-28 Superior Industries International, Inc. Method of manufacturing a cast alloy wheel
JP5961309B1 (en) * 2015-04-27 2016-08-02 ドンギ ユ An automobile wheel with a cavity formed between bolt holes in the hub mounting part
CN106183623A (en) * 2015-04-27 2016-12-07 柳侗其 The automotive rim of shrinkage pool is contained between the bolt hole of wheel hub construction section
CN104943470A (en) * 2015-06-29 2015-09-30 开平市中铝实业有限公司 Automobile hub with rhombus structure

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