JP2011225016A - Cap and cap mounting structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cap easy to be mounted in a wheel and hard to fall from the wheel.SOLUTION: When a cover 20 is mounted in the wheel 80 in the wheel center cap 10, elastic deformation is started for a second locking claw 50 by deviating from a point of time for starting elastic deformation for a first locking claw 30 and thereby a mounting load acting on the cover 20 by the first locking claw 30 and a mounting load acting on the cover 20 by the second locking claw 50 are deviated from each other and made to act on the cover 20. Accordingly, the wheel center cap 10 can be made easy to be mounted in the wheel 80. When the cover 20 is removed from the wheel 80, the first locking claw 30 and the second locking claw 50 are simultaneously elastically deformed, and thereby removing the load acting on the cover 20 by the first locking claw 30 and removing the load acting on the cover 20 by the second locking claw 50 are made to simultaneously act on the cover 20. Accordingly, the wheel center cap 10 can be made difficult to fall from the wheel 80.

Description

  The present invention relates to a cap attached to a vehicle wheel and a cap attachment structure for attaching the cap to a vehicle wheel.

  As the cap mounting structure, there is one in which the wheel cap is mounted on the wheel hub by engaging the engagement protrusion provided on the inner side of the wheel cap with the circumferential groove formed on the wheel hub provided on the wheel ( For example, see Patent Document 1).

  Here, when the wheel cap is attached to the wheel hub, a large moment force that moves the engagement protrusion inward in the radial direction of the wheel cap acts on the engagement protrusion due to friction caused by contact between the engagement protrusion and the wheel hub. To do. On the other hand, when the wheel cap is removed from the wheel hub, a moment force that moves the engaging protrusion outward in the wheel cap radial direction by the circumferential groove acts on the locking protrusion.

  For this reason, in this cap mounting structure, the mounting load when the wheel cap is mounted on the wheel hub (the pushing load of the wheel cap) is larger than the removal load when the wheel cap is removed from the wheel hub (the pulling load of the wheel cap). Become. As a result, if the wheel cap removal load is set to the required load to prevent the wheel cap from falling off the wheel hub, the wheel cap mounting load will increase significantly and the wheel cap will be attached to the wheel hub. It becomes difficult.

JP 2001-71705 A

  The present invention has been made in consideration of the above-described facts, and an object thereof is to provide a cap and a cap mounting structure that are easy to be attached to a wheel and are difficult to drop off from the wheel.

  The cap according to claim 1 is provided in a main body part attached to a wheel of a vehicle, and the main body part, and when the main body part is attached to the wheel and when the main body part is removed from the wheel. A first elastic deformation portion that is elastically deformed, and is provided in the main body portion, and when the main body portion is attached to the wheel, the first elastic deformation portion starts to deviate from a point in time when the first elastic deformation portion starts elastic deformation. And a second elastic deformation portion that is elastically deformed simultaneously with the first elastic deformation portion when the main body is removed from the wheel.

  The cap according to claim 2 is provided in a main body part attached to a wheel of a vehicle and the main body part, and when the main body part is attached to the wheel and when the main body part is removed from the wheel. A first elastically deforming portion that is elastically deformed, and a point in time when the attachment load that is provided on the main body portion and is elastically deformed to act on the main body portion when the main body portion is attached to the wheel is maximized. A second elastic deformation that is shifted from the time when the attachment load that the elastic deformation portion acts on the main body portion becomes maximum, and is elastically deformed simultaneously with the first elastic deformation portion when the main body portion is removed from the wheel. And a section.

  The cap according to claim 3 is the cap according to claim 1 or 2, wherein when the main body is removed from the wheel, the first elastic deformation portion and the second elastic deformation portion are At the same time, elastic deformation is started.

  The cap according to claim 4 is the cap according to any one of claims 1 to 3, wherein the first elastic deformation portion is the main body when the main body is removed from the wheel. The time point at which the removal load applied to the part is maximized and the time point at which the removal load applied to the main body part by the second elastically deforming part is maximized are set simultaneously.

  The cap according to claim 5 is the cap according to any one of claims 1 to 4, wherein the second elastic deformation portion is elastically deformed when the main body portion is removed from the wheel. As a result, the first elastic deformation portion is elastically deformed.

  The cap attachment structure according to claim 6 is provided on a wheel attached to a vehicle wheel, the wheel or the cap, and when the cap is attached to the wheel and when the cap is removed from the wheel. A first elastic deformation portion that is elastically deformed and an elastic deformation that is provided on the wheel or the cap and deviates from a point in time when the first elastic deformation portion starts elastic deformation when the cap is attached to the wheel. And a second elastic deformation portion that is elastically deformed simultaneously with the first elastic deformation portion when the cap is removed from the wheel.

  The cap attachment structure according to claim 7 is provided on a wheel attached to a vehicle wheel and the wheel or the cap. When the cap is attached to the wheel and when the cap is removed from the wheel. The first elastically deformable portion that is elastically deformed to the wheel or the cap, and the time when the attachment load that is elastically deformed and acts on the main body portion when the cap is attached to the wheel is maximized. The second elastic deformation that is shifted from the time when the attachment load applied to the cap by the first elastic deformation portion becomes maximum, and is elastically deformed simultaneously with the first elastic deformation portion when the cap is removed from the wheel. And a section.

  The cap attachment structure according to claim 8 is the cap attachment structure according to claim 6 or 7, wherein when the cap is removed from the wheel, the first elastic deformation portion and the second elasticity. At the same time, the deforming portion starts elastic deformation.

  The cap attachment structure according to claim 9 is the cap attachment structure according to any one of claims 6 to 8, wherein the first elastic deformation portion is formed when the cap is removed from the wheel. The point at which the removal load that acts on the cap is maximized and the point at which the removal load that the second elastically deforming portion acts on the cap is maximized.

  The cap attachment structure according to claim 10 is the cap attachment structure according to any one of claims 6 to 9, wherein when the cap is removed from the wheel, the second elastic deformation portion. Is elastically deformed to elastically deform the first elastic deformation portion.

  In the cap according to claim 1, the main body portion is provided with the first elastic deformation portion and the second elastic deformation portion, and when the main body portion is attached to the wheel and when the main body portion is removed from the wheel, The first elastic deformation portion and the second elastic deformation portion are elastically deformed.

  Here, when the main body portion is attached to the wheel, the second elastic deformation portion starts to be elastically displaced from the time point when the first elastic deformation portion starts elastic deformation. For this reason, since the attachment load which the 1st elastic deformation part acts on a main-body part and the attachment load which a 2nd elastic deformation part acts on a main-body part shift | deviate and act on a main-body part, a cap (main-body part) is used for a wheel. Easy to install.

  Moreover, when the main body is removed from the wheel, the first elastic deformation portion and the second elastic deformation portion are simultaneously elastically deformed. For this reason, the removal load which the 1st elastic deformation part acts on a main-body part, and the removal load which a 2nd elastic deformation part acts on a main-body part act on a main-body part simultaneously. Thereby, a cap (main body part) can be made difficult to fall off from a wheel.

  In the cap according to claim 2, when the main body portion is provided with the first elastic deformation portion and the second elastic deformation portion, and when the main body portion is attached to the wheel and when the main body portion is removed from the wheel, The first elastic deformation portion and the second elastic deformation portion are elastically deformed.

  Here, when the main body is attached to the wheel, the point at which the attachment load applied to the main body by the first elastic deformation portion is maximized and the attachment load applied to the main body by the second elastic deformation portion is maximized. The time is shifted. For this reason, the maximum value of the attachment load of the cap (main body part) is the maximum value of the attachment load that the first elastic deformation part acts on the main body part and the maximum value of the attachment load that the second elastic deformation part acts on the main body part. Lower than the sum of Thereby, a cap can be easily attached to a wheel.

  Moreover, when the main body is removed from the wheel, the first elastic deformation portion and the second elastic deformation portion are simultaneously elastically deformed. For this reason, the removal load which the 1st elastic deformation part acts on a main-body part, and the removal load which a 2nd elastic deformation part acts on a main-body part act on a main-body part simultaneously. Thereby, a cap (main body part) can be made difficult to fall off from a wheel.

  In the cap according to the third aspect, when the main body portion is removed from the wheel, the first elastic deformation portion and the second elastic deformation portion are simultaneously started to elastically deform. For this reason, the removal load that the first elastic deformation portion acts on the main body portion and the removal load that the second elastic deformation portion acts on the main body portion simultaneously start to act on the main body portion. Thereby, it is possible to effectively prevent the cap (main body portion) from falling off the wheel.

  In the cap according to claim 4, when the main body part is removed from the wheel, the point at which the removal load that the first elastic deformation part acts on the main body part becomes maximum and the second elastic deformation part is attached to the main body part. At the same time as the maximum removal load to be applied. For this reason, the maximum value of the removal load of the cap (main body part) is the maximum value of the removal load that the first elastic deformation part acts on the main body part and the removal load that the second elastic deformation part acts on the main body part. Total with the maximum value. This effectively prevents the cap from falling off the wheel.

  In the cap according to the fifth aspect, the second elastic deformation portion elastically deforms the first elastic deformation portion by elastically deforming the second elastic deformation portion when the main body portion is removed from the wheel. For this reason, the 1st elastic deformation part and the 2nd elastic deformation part can be elastically deformed simultaneously reliably.

  In the cap attachment structure according to claim 6, when the wheel or the cap is provided with the first elastic deformation portion and the second elastic deformation portion, when the cap is attached to the wheel and when the cap is removed from the wheel, The first elastic deformation portion and the second elastic deformation portion are elastically deformed.

  Here, when the cap is attached to the wheel, the second elastic deformation portion starts to be elastically displaced from the time when the first elastic deformation portion starts elastic deformation. For this reason, since the attachment load which the 1st elastic deformation part acts on a cap and the attachment load which a 2nd elastic deformation part acts on a cap shifts and acts on a cap, it can make it easy to attach a cap to a wheel.

  Further, when the cap is removed from the wheel, the first elastic deformation portion and the second elastic deformation portion are simultaneously elastically deformed. For this reason, the removal load that the first elastic deformation portion acts on the cap and the removal load that the second elastic deformation portion acts on the cap are simultaneously applied to the cap. Thereby, it is possible to make it difficult for the cap to fall off the wheel.

  In the cap attachment structure according to claim 7, when the wheel or the cap is provided with the first elastic deformation portion and the second elastic deformation portion, when the cap is attached to the wheel and when the cap is removed from the wheel, The first elastic deformation portion and the second elastic deformation portion are elastically deformed.

  Here, when the cap is attached to the wheel, the time when the attachment load applied to the cap by the first elastic deformation portion becomes maximum and the time when the attachment load applied to the cap by the second elastic deformation portion becomes maximum. It is shifted. For this reason, the maximum value of the mounting load of the cap is lower than the sum of the maximum value of the mounting load applied to the cap by the first elastic deformation portion and the maximum value of the mounting load applied to the cap by the second elastic deformation portion. . Thereby, a cap can be easily attached to a wheel.

  Further, when the cap is removed from the wheel, the first elastic deformation portion and the second elastic deformation portion are simultaneously elastically deformed. For this reason, the removal load that the first elastic deformation portion acts on the cap and the removal load that the second elastic deformation portion acts on the cap are simultaneously applied to the cap. Thereby, it is possible to make it difficult for the cap to fall off the wheel.

  In the cap attachment structure according to the eighth aspect, when the cap is removed from the wheel, the first elastic deformation portion and the second elastic deformation portion are simultaneously started to elastically deform. For this reason, the removal load that the first elastic deformation portion acts on the cap and the removal load that the second elastic deformation portion acts on the cap simultaneously start to act on the cap. This effectively prevents the cap from falling off the wheel.

  In the cap attachment structure according to claim 9, when the cap is removed from the wheel, the point at which the removal load applied to the cap by the first elastic deformation portion becomes maximum and the second elastic deformation portion acts on the cap. At the same time as the removal load to be maximized. The maximum value of the cap removal load is the sum of the maximum value of the removal load applied to the cap by the first elastic deformation portion and the maximum value of the removal load applied to the cap by the second elastic deformation portion. This effectively prevents the cap from falling off the wheel.

  In the cap attachment structure according to the tenth aspect, when the cap is removed from the wheel, the first elastic deformation portion is elastically deformed by elastically deforming the second elastic deformation portion. For this reason, the 1st elastic deformation part and the 2nd elastic deformation part can be elastically deformed simultaneously reliably.

It is sectional drawing (1-1 sectional view taken on the line of FIG. 3) along the wheel radial direction showing a state in which the wheel center cap according to the first embodiment of the present invention is attached to the wheel of the vehicle. It is the perspective view seen from the vehicle width direction inner side which shows the wheel center cap which concerns on the 1st Embodiment of this invention. It is the reverse view seen from the vehicle width direction inner side which shows the principal part of the wheel center cap which concerns on the 1st Embodiment of this invention. It is the side view which piled up the front-end | tip part of the 1st latching claw of the wheel center cap which concerns on the 1st Embodiment of this invention, and the 2nd latching claw in the circumferential direction of the wheel center cap. The relationship between the amount (insertion amount) of the wheel center cap inserted into the wheel and the insertion load (attachment load) of the wheel center cap when the wheel center cap according to the first embodiment of the present invention is attached to the wheel. It is a graph to show. The amount of the wheel center cap to be pulled out from the wheel when the wheel center cap according to the first embodiment of the present invention is removed from the wheel (the amount of pull-out) and the pull-out load (the removal load) of the wheel center cap It is a graph which shows the relationship. It is the side view which piled up the tip part of the 1st claw and the 2nd claw of the wheel center cap concerning the 2nd embodiment of the present invention in the peripheral direction of the wheel center cap.

  [First Embodiment]

  FIG. 1 shows a cross-sectional view of a wheel center cap 10 as a cap according to a first embodiment of the present invention attached to a wheel 80 of a vehicle. FIG. 2 shows a wheel center cap. The cap 10 is shown in the perspective view seen from the vehicle width direction inner side. In the drawings, the inner side in the vehicle width direction (the inner side in the axial direction of the wheel 80) is indicated by an arrow A, and the outer side in the vehicle width direction (the outer side in the axial direction of the wheel 80) is indicated by an arrow B.

  The wheel center cap 10 according to the first embodiment is made of resin, and as shown in FIG. 1, the wheel center cap 10 is attached to the axial center portion of the wheel 80 of the vehicle from the outside in the vehicle width direction. Yes.

  As shown in FIGS. 1 and 2, a cover 20 as a main body is provided at the outer end in the vehicle width direction of the wheel center cap 10, and the cover 20 is formed in a disc shape, and the axis of the wheel 80. The part is covered from the outside in the vehicle width direction.

  On the inner side in the vehicle width direction (arrow A direction side) of the outer peripheral portion of the cover 20, a first locking claw 30 as a first elastically deforming portion is integrally provided at predetermined intervals along the circumferential direction of the cover 20. The first locking claw 30 is curved along the circumferential direction of the cover 20.

  An elastic deformation portion 31 is provided at a portion other than the tip portion of the first locking claw 30, and the elastic deformation portion 31 extends from the cover 20 toward the inside in the vehicle width direction. The elastic deformation portion 31 is formed in a plate shape and can be elastically deformed in the radial direction of the cover 20.

  An inclined portion 36 is formed at the distal end portion of the first locking claw 30 on the inner side in the vehicle width direction and on the outer side in the cover 20 radial direction. Inclined toward the outside. An engaging portion 40 is formed at the front end portion of the first locking claw 30 on the outer side in the vehicle width direction and on the outer side in the radial direction of the cover 20, and the engaging portion 40 moves toward the inner side in the vehicle width direction. It is inclined in a direction toward the radially outer side. A sliding portion 38 is formed at the tip of the first locking claw 30 between the inclined portion 36 and the engaging portion 40, and the sliding portion 38 is in the radial direction of the cover 20. The inclined portion 36 and the engaging portion 40 are communicated with each other.

  As shown in FIG. 3, slopes 34 are formed on both sides in the circumferential direction of the cover 20 of the first locking claw 30, and the first locking claw 30 is directed radially inward of the cover 20 by the slope 34. And gradually protrude outward.

  On the other hand, as shown in FIGS. 1 and 2, on the inner side in the vehicle width direction of the outer peripheral portion of the cover 20, second second pawls 50 as second elastically deforming portions are arranged at predetermined intervals along the circumferential direction of the cover 20. The second locking claws 50 are provided integrally, and are arranged between the first locking claws 30 and curved along the circumferential direction of the cover 20.

  An elastic deformation portion 51 is provided at a portion other than the tip portion of the second locking claw 50, and the elastic deformation portion 51 extends from the cover 20 toward the inside in the vehicle width direction. The elastic deformation portion 51 is formed in a plate shape and can be elastically deformed in the radial direction of the cover 20.

  An inclined portion 56 is formed at the tip of the second locking claw 50 on the inner side in the vehicle width direction and on the outer side in the cover 20 radial direction, and the inclined portion 56 increases in the radial direction of the cover 20 toward the outer side in the vehicle width direction. Inclined toward the outside. An engaging portion 60 is formed at the distal end portion of the second locking claw 50 on the outer side in the vehicle width direction and the outer side in the cover 20 radial direction, and the engaging portion 60 moves toward the inner side in the vehicle width direction. It is inclined in a direction toward the radially outer side. Further, a sliding portion 58 is formed at the tip of the second locking claw 50 between the inclined portion 56 and the engaging portion 60, and the sliding portion 58 is in the radial direction of the cover 20. The inclined portion 56 and the engaging portion 60 are communicated with each other.

  As shown in FIG. 3, inclined surfaces 54 are formed on both sides of the cover 20 in the circumferential direction of the cover 20, and the second locking claws 50 are directed radially inward of the cover 20 by the inclined surface 54. And gradually protrude outward.

  The side surface 52 of the second locking claw 50 on the radially inner side of the cover 20 is disposed on the radially outer side of the cover 20 with respect to the side surface 32 of the first locking claw 30 on the radially inner side of the cover 20. Further, both end portions of the side surface 52 in the circumferential direction of the cover 20 are arranged so as to overlap with the inclined surface 34 of the first locking claw 30 with a gap in the radial direction of the cover 20 (overlap). For this reason, when the 2nd latching claw 50 (elastic deformation part 51) is elastically deformed to the radial inside of the cover 20, the cover 20 circumferential direction both ends of the side surface 52 are the slopes of the 1st latching claw 30, respectively. The second locking claw 50 can be elastically deformed with respect to the first locking claw 30 (elastic deformation portion 31).

  In addition, as shown in FIG. 4, the inclined portion 56 of the second locking claw 50 is formed in a shape in which the inclined portion 36 of the first locking claw 30 is shifted in parallel to the outside in the vehicle width direction. It is arranged on the inner side in the vehicle width direction than the inclined portion 56. Furthermore, the engaging portion 60 of the second locking claw 50 and the engaging portion 40 of the first locking claw 30 are arranged at a flush position along the circumferential direction of the cover 20. Further, the sliding portion 58 of the second locking claw 50 and the sliding portion 38 of the first locking claw 30 are arranged at the same position along the circumferential direction of the cover 20. The sliding portion 58 is formed longer in the vehicle width direction.

  On the other hand, as shown in FIG. 1, a mounting hole 82 having a circular cross section is provided in the axial center portion of the wheel 80 along the vehicle width direction, and each first center of the wheel center cap 10 is provided in the mounting hole 82. The locking claw 30 and each second locking claw 50 are inserted.

  An engagement convex portion 84 having a trapezoidal cross section is formed in an annular shape on the inner peripheral surface of the mounting hole 82, and the engagement convex portion 84 projects inward in the radial direction of the wheel 80. Arranged along the direction. The engaging convex portion 84 is formed with an inclined portion 86 on the outer side in the vehicle width direction, and the inclined portion 86 is inclined in a direction toward the inner side in the radial direction of the wheel 80 toward the inner side in the vehicle width direction. An engagement portion 88 is formed on the engagement convex portion 84 on the inner side in the vehicle width direction, and the engagement portion 88 is inclined toward the inner side in the radial direction of the wheel 80 as it goes outward in the vehicle width direction. Yes. Further, a sliding portion 87 is formed on the engaging convex portion 84 between the inclined portion 86 and the engaging portion 88, and the sliding portion 87 is disposed perpendicular to the radial direction of the wheel 80. In addition, the inclined portion 86 and the engaging portion 88 are communicated with each other.

  Further, a recessed portion 89 having a trapezoidal cross section is formed in an annular shape on the inner peripheral surface of the mounting hole 82, and the recessed portion 89 is disposed along the circumferential direction of the wheel 80. The concave portion 89 is disposed on the inner side in the vehicle width direction with respect to the engaging convex portion 84, and the engaging portion 88 of the engaging convex portion 84 constitutes the concave portion 89.

  The distal end portion of the first locking claw 30 and the distal end portion of the second locking claw 50 are inserted into the concave portion 89 of the wheel 80, and the elastic deformation portion 31 of the first locking claw 30 and the second locking claw 50. The elastic deformation portion 51 is elastically deformed radially inward of the cover 20. The distal end portion of the first locking claw 30 is fitted into the concave portion 89 (surface pressure contact), and the engaging portion 60 of the second locking claw 50 is engaged with the engaging portion 88 of the concave portion 89 (surface pressure contact). The wheel center cap 10 is attached (locked) to the wheel 80 without backlash.

  Next, the operation of the first embodiment will be described.

  When the wheel center cap 10 is attached to the wheel 80, each first locking claw 30 of the wheel center cap 10 with the center axis of the wheel center cap 10 aligned with the center axis of the attachment hole 82 of the wheel 80. And the second locking claws 50 are inserted into the mounting holes 82 toward the inner side in the vehicle width direction (the direction of arrow A in FIG. 1).

  At this time, since the inclined portion 36 of the first locking claw 30 is disposed on the inner side in the vehicle width direction with respect to the inclined portion 56 of the second locking claw 50, the first locking claw 30 is first inclined. The portion 36 (which may be a boundary portion between the inclined portion 36 and the sliding portion 38) is slid on the inclined portion 86 of the wheel 80 (which may be a boundary portion between the inclined portion 86 and the sliding portion 87). For this reason, the inclined portion 36 is pushed inward in the radial direction of the wheel 80 by the inclined portion 86, and the elastic deformation portion 31 of the first locking claw 30 is elastically deformed inward in the radial direction of the cover 20.

  After the inclined portion 36 starts to slide on the inclined portion 86, the inclined portion 56 of the second locking claw 50 (may be a boundary portion between the inclined portion 56 and the sliding portion 58) is the inclined portion of the wheel 80. 86 (which may be a boundary portion between the inclined portion 86 and the sliding portion 87) is slid. For this reason, the inclined portion 56 is pushed radially inward of the wheel 80 by the inclined portion 86, and the elastic deformation portion 51 of the second locking claw 50 is elastically deformed radially inward of the cover 20.

  After the inclined portion 56 starts sliding on the inclined portion 86, the sliding portion 38 of the first locking claw 30 is slid along the boundary portion between the inclined portion 86 and the sliding portion 87 of the wheel 80. .

  After the sliding portion 38 starts to slide to the boundary portion between the inclined portion 86 and the sliding portion 87, the sliding portion 58 of the second locking claw 50 is moved to the inclined portion 86 and the sliding portion of the wheel 80. 87 is slid along the boundary.

  After the sliding portion 58 starts to slide to the boundary portion between the inclined portion 86 and the sliding portion 87, the boundary portion between the sliding portion 38 and the engaging portion 40 of the first locking claw 30 is the wheel. At the same time that the sliding portion 87 of the wheel 80 is slid, the boundary portion between the sliding portion 58 and the engaging portion 60 of the second locking claw 50 is slid along the sliding portion 87 of the wheel 80.

  The boundary portion between the sliding portion 38 and the engaging portion 40 of the first locking claw 30 and the boundary portion between the sliding portion 58 and the engaging portion 60 of the second locking claw 50 are the sliding portions of the wheel 80. After sliding to the boundary between 87 and the engaging portion 88, the engaging portion 40 of the first locking claw 30 and the engaging portion 60 of the second locking claw 50 become the sliding portion of the wheel 80. The front end portion of the first locking claw 30 and the front end portion of the second locking claw 50 are inserted into the concave portion 89 of the wheel 80 by sliding on the boundary portion between the 87 and the engaging portion 88. Thereby, the wheel center cap 10 is attached to the wheel 80 without backlash.

  On the other hand, when the wheel center cap 10 is removed from the wheel 80, the wheel center cap 10 is placed in the vehicle width with the center axis of the wheel center cap 10 aligned with the center axis of the mounting hole 82 of the wheel 80. It is pulled out in the direction outward (arrow B direction in FIG. 1).

  At this time, since the engaging portion 40 of the first locking claw 30 and the engaging portion 60 of the second locking claw 50 are disposed at the same position along the circumferential direction of the cover 20, The joining portion 40 and the engaging portion 60 are simultaneously slid on the boundary portion between the sliding portion 87 and the engaging portion 88 of the wheel 80. For this reason, the engaging part 40 and the engaging part 60 are simultaneously pushed inward in the radial direction of the wheel 80 by the boundary part between the sliding part 87 and the engaging part 88, and the elastically deforming part of the first locking claw 30. 31 and the elastic deformation portion 51 of the second locking claw 50 are simultaneously elastically deformed radially inward of the cover 20.

  After the engaging portion 40 and the engaging portion 60 finish sliding on the boundary portion between the sliding portion 87 and the engaging portion 88, the engaging portion 40 and the sliding portion 38 of the first locking claw 30 are finished. And the boundary portion between the engaging portion 60 and the sliding portion 58 of the second locking claw 50 are slid on the sliding portion 87 of the wheel 80.

  The boundary portion between the engaging portion 40 and the sliding portion 38 and the boundary portion between the engaging portion 60 and the sliding portion 58 are slid to the boundary portion between the sliding portion 87 and the inclined portion 86 of the wheel 80. After that, the sliding portion 38 of the first locking claw 30 and the sliding portion 58 of the second locking claw 50 are slid along the boundary portion between the sliding portion 87 and the inclined portion 86 of the wheel 80.

  Thereafter, the inclined portion 56 of the second locking claw 50 (may be a boundary portion between the inclined portion 56 and the sliding portion 58) is the inclined portion 86 of the wheel 80 (the boundary portion between the inclined portion 86 and the sliding portion 87). Or the inclined portion 56 of the second locking claw 50 is separated from the inclined portion 86 of the wheel 80.

  After the inclined portion 56 starts to slide on the inclined portion 86, the inclined portion 36 of the first locking claw 30 (which may be a boundary portion between the inclined portion 36 and the sliding portion 38) is the inclined portion of the wheel 80. 86 (which may be a boundary portion between the inclined portion 86 and the sliding portion 87) is slid, and the inclined portion 36 of the first locking claw 30 is separated from the inclined portion 86 of the wheel 80. As a result, the wheel center cap 10 is removed from the wheel 80.

  As shown in FIG. 5, when the wheel center cap 10 is attached to the wheel 80, the attachment load curve applied to the wheel center cap 10 by the first locking claw 30 is a load curve D.

  When the inclined portion 36 of the first locking claw 30 slides on the inclined portion 86 of the wheel 80, the elastic force of the elastic deformation portion 31 of the first locking claw 30, the inclined portion 36 and the inclined portion 86, Is gradually increased, and the attachment load applied to the wheel center cap 10 by the first locking claw 30 is gradually increased (part D1 in FIG. 5).

  When the boundary portion between the inclined portion 36 and the sliding portion 38 of the first locking claw 30 is slid along the boundary portion between the inclined portion 86 and the sliding portion 87 of the wheel 80, the first locking claw The mounting load 30 acts on the wheel center cap 10 is maximized (the portion D2 in FIG. 5).

  Thereafter, when the sliding portion 38 of the first locking claw 30 is slid along the boundary portion between the inclined portion 86 and the sliding portion 87 of the wheel 80, the sliding portion 38 slides with the inclined portion 86 of the sliding portion 38. Since the frictional force with the boundary portion with the portion 87 is small, the mounting load that the first locking claw 30 acts on the wheel center cap 10 is reduced (portion D3 in FIG. 5).

  Further, when the boundary portion between the sliding portion 38 and the engaging portion 40 of the first locking claw 30 is slid on the sliding portion 87 of the wheel 80, the sliding portion 38 and the engaging portion 40 are not connected. Since the frictional force with the sliding portion 87 at the boundary portion is even smaller, the mounting load that the first locking claw 30 acts on the wheel center cap 10 is reduced (portion D4 in FIG. 5).

  Thereafter, when the tip end portion of the first locking claw 30 is inserted into the concave portion 89 of the wheel 80, the elastic force of the elastic deformation portion 31 of the first locking claw 30 gradually decreases, and the first engagement claw 30 decreases. The attachment load that the pawl 30 acts on the wheel center cap 10 gradually decreases (part D5 in FIG. 5).

  The curve of the attachment load that the second locking claw 50 acts on the wheel center cap 10 is a load curve E.

  Since the inclined portion 56 of the second locking claw 50 is disposed on the outer side in the vehicle width direction with respect to the inclined portion 36 of the first locking claw 30, the inclined portion 36 of the first locking claw 30 is inclined with respect to the wheel 80. After the sliding to the portion 86 is started, the inclined portion 56 of the second locking claw 50 is started to slide on the inclined portion 86 of the wheel 80.

  When the inclined portion 56 of the second locking claw 50 slides on the inclined portion 86 of the wheel 80, the elastic force of the elastic deformation portion 51 of the second locking claw 50, the inclined portion 56 and the inclined portion 86, Is gradually increased, and the mounting load applied to the wheel center cap 10 by the second locking claw 50 gradually increases with a delay (inclined portion E1 in FIG. 5).

  When the boundary portion between the inclined portion 56 and the sliding portion 58 of the second locking claw 50 is slid along the boundary portion between the inclined portion 86 and the sliding portion 87 of the wheel 80, the second locking claw The maximum mounting load 50 acts on the wheel center cap 10 (the portion E2 in FIG. 5).

  Thereafter, when the sliding portion 58 of the second locking claw 50 is slid along the boundary portion between the inclined portion 86 and the sliding portion 87 of the wheel 80, the sliding portion 58 slides with the inclined portion 86 of the sliding portion 58. Since the frictional force with the boundary portion with the portion 87 is small, the mounting load that the second locking claw 50 acts on the wheel center cap 10 is reduced (portion E3 in FIG. 5).

  Further, when the boundary portion between the sliding portion 58 and the engaging portion 60 of the second locking claw 50 is slid on the sliding portion 87 of the wheel 80, the sliding portion 58 and the engaging portion 60 Since the frictional force with the sliding portion 87 at the boundary portion is even smaller, the mounting load that the second locking claw 50 acts on the wheel center cap 10 is reduced (portion E4 in FIG. 5).

  Thereafter, when the distal end portion of the second locking claw 50 is inserted into the concave portion 89 of the wheel 80, the elastic force of the elastic deformation portion 51 of the second locking claw 50 gradually decreases, and the second engagement claw 50 decreases. The mounting load that the pawl 50 acts on the wheel center cap 10 gradually decreases (E5 portion in FIG. 5).

  For this reason, as shown in FIG. 5, the curve of the mounting load of the wheel center cap 10 is a load curve F that is the sum of the load curve D and the load curve E. Further, the curve of the mounting load of the wheel center cap 10 when the second locking claw 50 has the same configuration as the first locking claw 30 is a load curve K.

  As shown in FIG. 6, when the wheel center cap 10 is removed from the wheel 80, the curve of the removal load that the first locking claw 30 acts on the wheel center cap 10 is a load curve G.

  When the engaging portion 40 of the first locking claw 30 is slid along the boundary portion between the sliding portion 87 and the engaging portion 88 of the wheel 80, the elasticity of the elastic deformation portion 31 of the first locking claw 30 is obtained. The removal load that the first locking claw 30 acts on the wheel center cap 10 by gradually increasing the force and the frictional force between the sliding portion 87 of the engaging portion 40 and the boundary portion of the engaging portion 88. Gradually increases (portion G1 in FIG. 6).

  When the boundary portion between the engaging portion 40 and the sliding portion 38 of the first locking claw 30 slides on the boundary portion between the engaging portion 88 and the sliding portion 87 of the wheel 80, The removal load that the claw 30 acts on the wheel center cap 10 becomes the maximum (G2 portion in FIG. 6).

  Thereafter, when the boundary portion between the engaging portion 40 and the sliding portion 38 of the first locking claw 30 slides on the sliding portion 87 of the wheel 80, the engagement portion 40 and the sliding portion 38 Since the frictional force with the sliding portion 87 in the boundary portion is small, the removal load that the first locking claw 30 acts on the wheel center cap 10 is reduced (portion G3 in FIG. 6).

  Further, when the sliding portion 38 of the first locking claw 30 slides on the boundary portion between the sliding portion 87 and the inclined portion 86 of the wheel 80, the sliding portion 87 and the inclined portion 86 of the sliding portion 38. Since the frictional force with the boundary portion is further smaller, the removal load that the first locking claw 30 acts on the wheel center cap 10 is reduced (G4 portion in FIG. 6).

  Thereafter, when the inclined portion 36 of the first locking claw 30 slides on the inclined portion 86 of the wheel 80, the elastic force of the elastic deformation portion 31 of the first locking claw 30 gradually decreases, The removal load that the one locking claw 30 acts on the wheel center cap 10 gradually decreases (portion G5 in FIG. 6).

  The curve of the removal load that the second locking claw 50 acts on the wheel center cap 10 is a load curve H.

  Since the engaging portion 60 of the second locking claw 50 and the engaging portion 40 of the first locking claw 30 are arranged at the same position in the circumferential direction of the cover 20, When the joint portion 60 starts to slide to the boundary portion between the sliding portion 87 and the engaging portion 88 of the wheel 80, the engaging portion 40 of the first locking claw 30 is moved to the sliding portion 87 of the wheel 80. And the time when the sliding to the boundary portion between the engaging portion 88 is started is the same time.

  When the engaging portion 60 of the second locking claw 50 is slid along the boundary portion between the sliding portion 87 and the engaging portion 88 of the wheel 80, the elasticity of the elastic deformation portion 51 of the second locking claw 50 is reached. The removal load that the second locking claw 50 acts on the wheel center cap 10 by gradually increasing the force and the frictional force between the sliding portion 87 of the engaging portion 60 and the boundary portion of the engaging portion 88. Gradually increases (H1 portion in FIG. 6).

  When the boundary portion between the engaging portion 60 and the sliding portion 58 of the second locking claw 50 slides on the boundary portion between the engaging portion 88 and the sliding portion 87 of the wheel 80, The removal load that the claw 50 acts on the wheel center cap 10 is maximized (the portion H2 in FIG. 6).

  After that, when the boundary portion between the engaging portion 60 and the sliding portion 58 of the second locking claw 50 slides on the sliding portion 87 of the wheel 80, the engagement portion 60 and the sliding portion 58 Since the frictional force with the sliding portion 87 at the boundary portion is small, the removal load that the second locking claw 50 acts on the wheel center cap 10 is reduced (the portion H3 in FIG. 6).

  Furthermore, when the sliding portion 58 of the second locking claw 50 slides on the boundary portion between the sliding portion 87 and the inclined portion 86 of the wheel 80, the sliding portion 87 and the inclined portion 86 of the sliding portion 58. Since the frictional force with the boundary portion is further smaller, the removal load that the second locking claw 50 acts on the wheel center cap 10 is reduced (the portion H4 in FIG. 6).

  Thereafter, when the inclined portion 56 of the second locking claw 50 slides on the inclined portion 86 of the wheel 80, the elastic force of the elastic deformation portion 51 of the second locking claw 50 gradually decreases, The removal load that the two locking claws 50 act on the wheel center cap 10 gradually decreases (portion H5 in FIG. 6).

  Therefore, the removal load curve of the wheel center cap 10 is a load curve J that is the sum of the load curve G and the load curve H.

  Here, as described above, when the wheel center cap 10 is attached to the wheel 80, the elasticity of the second locking claw 50 is delayed from the time when the elastic deformation portion 31 of the first locking claw 30 starts elastic deformation. The deformation part 51 starts elastic deformation. For this reason, since the attachment load which the 1st latching claw 30 acts on the wheel center cap 10 and the attachment load which the 2nd latching claw 50 acts on the wheel center cap 10 shift, it acts on the wheel center cap 10, The wheel center cap 10 can be easily attached to the wheel 80.

  Further, as described above, when the wheel center cap 10 is attached to the wheel 80, the second locking claw 50 is moved from the time when the mounting load applied to the wheel center cap 10 by the first locking claw 30 reaches the maximum value. The point in time when the mounting load applied to the wheel center cap 10 reaches the maximum value is delayed. Thereby, the maximum value of the mounting load of the wheel center cap 10 (the maximum value of the load curve F in FIG. 5) is the maximum value of the mounting load that the first locking claw 30 acts on the wheel center cap 10 (D2 in FIG. 5). (The load value at the time) and the maximum value of the attachment load (the load value at the time E2 in FIG. 5) applied to the wheel center cap 10 by the second locking claw 50 becomes lower. As a result, the wheel center cap 10 can be more easily attached to the wheel 80.

  Further, as described above, when the wheel center cap 10 is removed from the wheel 80, the elastic deformation portion 31 of the first locking claw 30 and the elastic deformation portion 51 of the second locking claw 50 are simultaneously elastically deformed. Be started. For this reason, the removal load that the first locking claw 30 acts on the wheel center cap 10 and the removal load that the second locking claw 50 acts on the wheel center cap 10 simultaneously start to act on the wheel center cap 10. Thereby, it is possible to effectively prevent the wheel center cap 10 from falling off the wheel 80.

  Further, as described above, the maximum value of the removal load of the wheel center cap 10 (the maximum value of the load curve J in FIG. 6) is the maximum value of the removal load that the first locking claw 30 acts on the wheel center cap 10. (The maximum value of the load curve H in FIG. 6) and the maximum value of the removal load (the maximum value of the load curve G in FIG. 6) applied to the wheel center cap 10 by the second locking claw 50. As a result, the wheel center cap 10 can be more effectively prevented from falling off the wheel 80.

  In addition, when the wheel center cap 10 is removed from the wheel 80, the wheel center cap 10 is positioned in the vehicle width with the center axis of the wheel center cap 10 inclined with respect to the center axis of the mounting hole 82 of the wheel 80. May be pulled out in the direction.

  Even in this case, the elastic deformation portion 51 of the second locking claw 50 is elastically deformed inward in the radial direction of the cover 20, and both end portions in the circumferential direction of the cover 20 on the side surface 52 of the second locking claw 50 are respectively the first locking. The second locking claw 50 can press the first locking claw 30 by contacting the inclined surface 34 of the claw 30. For this reason, the 2nd latching claw 50 (elastic deformation part 51) and the 1st latching claw 30 (elastic deformation part 31) can be elastically deformed simultaneously. As a result, when the removal load applied to the wheel center cap 10 by the first locking claw 30 via the second locking claw 50 is maximized, and when the second locking claw 50 is applied to the wheel center cap 10. At the same time when the external load becomes maximum, the maximum value of the removal load of the wheel center cap 10 can be increased.

  [Second Embodiment]

  In FIG. 7, the tip end portions of the first locking claw 30 and the second locking claw 50 of the wheel center cap 100 according to the second embodiment of the present invention are viewed in the circumferential direction of the wheel center cap 100. It is shown in a side view.

  The wheel center cap 100 according to the second embodiment has substantially the same configuration as that of the first embodiment, but differs in the following points.

  As shown in FIG. 7, the engaging portion 40 of the first locking claw 30 is formed so as to be shifted inward in the vehicle width direction (arrow A direction) with respect to the engaging portion 60 of the second locking claw 50. The tip end portion of the first locking claw 30 is fitted (surface contact) with the recess 89, and the elastic deformation portion 31 of the first locking claw 30 is not elastically deformed.

  On the other hand, the engaging portion 60 of the second locking claw 50 is engaged (surface pressure contact) with the engaging portion 88 of the recess 89, and the elastic deformation portion 51 of the second locking claw 50 is radially inward of the cover 20. The two end portions of the side surface 52 of the second locking claw 50 in the circumferential direction of the cover 20 are in contact with the inclined surfaces 34 of the first locking claw 30.

  Therefore, when the wheel center cap 100 is pulled outward in the vehicle width direction with the center axis of the wheel center cap 100 aligned with the center axis of the mounting hole 82 of the wheel 80, the second locking Both ends in the circumferential direction of the cover 20 on the side surface 52 of the claw 50 press the slope 34 of the first locking claw 30, respectively, and the elastic deformation portion 31 of the first locking claw 30 and the elastic deformation portion of the second locking claw 50. 51 is simultaneously elastically deformed.

  Therefore, also in the second embodiment, the same effect as the first embodiment is obtained.

  In the second embodiment, when the wheel center cap 100 is attached to the wheel 80, the elastic deformation portion 31 of the first locking claw 30 is not elastically deformed. No bending stress is applied. For this reason, it can suppress that the 1st latching nail | claw 30 deform | transforms aged or creep-deforms by a heat load. Thereby, the fall of the removal load from the wheel 80 of the wheel center cap 100 can be suppressed.

  In the first embodiment and the second embodiment, the configuration in which the cover 20 circumferential end of the side surface 52 of the second locking claw 50 can press the inclined surface 34 of the first locking claw 30 is configured. It was. Instead, by providing a protrusion or the like at the end of the cover 20 in the circumferential direction of the first locking claw 30 or the second locking claw 50, the protrusion causes the second locking claw 50 or the first locking claw 30 to be provided. It is good also as a structure made to be able to press.

  In the first embodiment and the second embodiment, both end portions of the side surface 52 of the second locking claw 50 in the circumferential direction of the cover 20 can press the slope 34 of the first locking claw 30. The configuration. Instead of this, one end of the side surface 52 of the second locking claw 50 in the circumferential direction of the cover 20 may be configured to be able to press the slope 34 of the first locking claw 30.

  Furthermore, in the first embodiment and the second embodiment, when the wheel center cap 10, 100 is not attached to the wheel 80, the cover 20 circumferential end of the side surface 52 of the second locking claw 50 is The first locking claw 30 is arranged with a gap in the radial direction of the slope 34 and the cover 20. Instead, when the wheel center cap 10, 100 is not attached to the wheel 80, the circumferential end of the cover 20 on the side surface 52 contacts the inclined surface 34 of the first locking claw 30 in the radial direction of the cover 20. It is good also as a structure (there may not be a clearance gap).

  In the first embodiment and the second embodiment, the first locking claw 30 and the second locking claw 50 are provided on the wheel center caps 10 and 100. Instead, at least one of the first locking claw 30 and the second locking claw 50 may be provided on the wheel 80. In this case, the engagement convex portion 84 is provided on at least one of the wheel center caps 10 and 100 and the wheel 80.

  Furthermore, in the first embodiment and the second embodiment, the cap of the present invention is applied to the wheel center caps 10 and 100 that cover the axial center portion of the wheel 80 from the outside in the vehicle width direction. You may apply a cap to the wheel cap which coat | covers parts other than the periphery of the wheel 80 from the vehicle width direction outer side.

10 Wheel center cap (cap)
20 Cover (main part)
30 1st latching claw (1st elastic deformation part)
40 engaging portion 50 second locking claw (second elastic deformation portion)
60 engaging portion 80 wheel 100 wheel center cap (cap)

Claims (10)

A main body attached to the wheel of the vehicle;
A first elastically deforming portion provided on the main body portion and elastically deformed when the main body portion is attached to the wheel and when the main body portion is removed from the wheel;
Provided in the main body, and when the main body is attached to the wheel, the first elastic deformation portion starts to be elastically deviated from the time when the first elastic deformation portion starts elastic deformation, and the main body is removed from the wheel. A second elastic deformation part that is elastically deformed simultaneously with the first elastic deformation part when
Cap with. A main body attached to the wheel of the vehicle;
A first elastically deforming portion provided on the main body portion and elastically deformed when the main body portion is attached to the wheel and when the main body portion is removed from the wheel;
The first elastically deforming part is applied to the main body part when the main body part is attached to the wheel and the attachment load that is elastically deformed and applied to the main body part when the main body part is attached to the wheel is maximized. A second elastic deformation portion that is shifted from the time when the load becomes maximum and is elastically deformed simultaneously with the first elastic deformation portion when the main body portion is removed from the wheel;
Cap with.   3. The cap according to claim 1, wherein when the main body is removed from the wheel, the first elastic deformation portion and the second elastic deformation portion are simultaneously started to elastically deform.   When the main body is removed from the wheel, the point at which the removal load applied to the main body by the first elastic deformation portion is maximized and the removal at which the second elastic deformation portion is applied to the main body. The cap according to any one of claims 1 to 3, wherein the external load is maximized at the same time.   The said 1st elastic deformation part is elastically deformed by the said 2nd elastic deformation part being elastically deformed when the said main-body part is removed from the said wheel, The any one of Claims 1-4. Cap. A cap attached to the wheel of the vehicle;
A first elastic deformation portion provided on the wheel or the cap, and elastically deformed when the cap is attached to the wheel and when the cap is removed from the wheel;
Provided on the wheel or the cap, and when the cap is attached to the wheel, the first elastic deformation portion starts to be elastically shifted from the time when the elastic deformation starts, and the cap is removed from the wheel. A second elastic deformation part that is elastically deformed simultaneously with the first elastic deformation part when
Cap mounting structure with A cap attached to the wheel of the vehicle;
A first elastic deformation portion provided on the wheel or the cap, and elastically deformed when the cap is attached to the wheel and when the cap is removed from the wheel;
An attachment that is provided on the wheel or the cap, and that the first elastic deformation portion acts on the cap when the attachment load that is elastically deformed and acts on the main body when the cap is attached to the wheel becomes maximum. A second elastic deformation portion that is shifted from the time when the load becomes maximum and is elastically deformed simultaneously with the first elastic deformation portion when the cap is removed from the wheel;
Cap mounting structure with   The cap mounting structure according to claim 6 or 7, wherein when the cap is removed from the wheel, the first elastic deformation portion and the second elastic deformation portion are simultaneously started to elastically deform.   When the cap is removed from the wheel, the maximum removal load applied to the cap by the first elastic deformation portion and the maximum removal load applied to the cap by the second elastic deformation portion are maximized. The cap mounting structure according to any one of claims 6 to 8, wherein the time point becomes the same time.   The said 1st elastic deformation part is elastically deformed by the said 2nd elastic deformation part being elastically deformed when the said cap is removed from the said wheel, The any one of Claims 6-9. Cap mounting structure.

Images