JP2015160527A - vehicle wheel - Google Patents

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JP2015160527A
JP2015160527A JP2014037140A JP2014037140A JP2015160527A JP 2015160527 A JP2015160527 A JP 2015160527A JP 2014037140 A JP2014037140 A JP 2014037140A JP 2014037140 A JP2014037140 A JP 2014037140A JP 2015160527 A JP2015160527 A JP 2015160527A
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rim
wheel
reinforcing member
bead seat
vehicle wheel
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JP6138073B2 (en
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晋祐 下田
Shinsuke Shimoda
晋祐 下田
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

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Abstract

PROBLEM TO BE SOLVED: To provide a vehicle wheel the weight of which can be further saved by reducing a thickness of the whole of a rim including a rim flange part.SOLUTION: A vehicle wheel 1 includes: a disk 21 attached to a hub of a vehicle; and a fiber-reinforced resin rim 11 which is prepared to the outer peripheral side of the disk 21 and on which a tire 100 is fitted. The rim 11 includes a bead seat part 12 to which a bead part 101 of the tire 100 is fitted; a rim flange part 13 having a rising part 131 and an extending part 132; and a well part 15 formed in a recessed state inward in a wheel radius direction between the paired bead seat parts 12, 12a. A metallic reinforcement member 31 is formed ranging from the rim flange part 13 to the bead seat part 12.

Description

本発明は、車両用ホイール（以下、単に「ホイール」とも称する。）の軽量化技術に関する。   The present invention relates to a technique for reducing the weight of a vehicle wheel (hereinafter also simply referred to as “wheel”).

車両用ホイールは、製造コストや燃費などの観点から、所定の強度を実現した上で、なるべく軽量化することが望ましい。従来技術として、例えば、特許文献１では、ホイールの軽量化を図りつつ強度（剛性）を保つために、繊維強化樹脂製のリムのうち、リムフランジ部に金属線からなる補強材を埋設した技術が開示されている。   It is desirable to reduce the weight of the vehicle wheel as much as possible after realizing a predetermined strength from the viewpoint of manufacturing cost, fuel consumption, and the like. As a conventional technique, for example, in Patent Document 1, in order to maintain strength (rigidity) while reducing the weight of a wheel, a technique in which a reinforcing material made of a metal wire is embedded in a rim flange portion of a rim made of fiber reinforced resin. Is disclosed.

特開平１０−２０３１０１号公報JP-A-10-203101

しかし、特許文献１の技術では、タイヤからリムに加わる荷重を主にリムフランジ部が受けることになり、リムフランジ部の肉厚を減らすとリム全体のどこかに亀裂や破損を招く恐れがあるので、リムフランジ部を含むリム全体の肉厚を薄くするには限界があり、それ以上の軽量化を実現することが困難であった。また、リムに単に補強材を設けるだけでは、タイヤからリムに加わる荷重によって補強材の形状やホイールへの取付け位置が安定せず、補強材の効果を十分に発揮できない虞がある。   However, in the technique of Patent Document 1, the rim flange portion mainly receives a load applied to the rim from the tire, and if the thickness of the rim flange portion is reduced, there is a risk of causing a crack or break somewhere in the entire rim. Therefore, there is a limit to reducing the thickness of the entire rim including the rim flange portion, and it has been difficult to realize further weight reduction. Further, simply providing a reinforcing material on the rim does not stabilize the shape of the reinforcing material and the mounting position on the wheel due to the load applied from the tire to the rim, and there is a possibility that the effect of the reinforcing material cannot be fully exhibited.

そこで、本発明は、リムフランジ部を含むリム全体の肉厚を薄くすることで更なる軽量化を図ることができる車両用ホイールを提供することを課題とする。   Then, this invention makes it a subject to provide the vehicle wheel which can aim at the further weight reduction by making thin the thickness of the whole rim | rim including a rim flange part.

前記課題を解決するために、請求項１に係る発明は、車両のハブに取り付けられるディスクと、前記ディスクの外周側に設けられ、タイヤが装着される繊維強化樹脂製のリムと、を備える車両用ホイールであって、前記リムは、前記タイヤのビード部が装着される一対のビードシート部と、前記一対のビードシート部それぞれからホイール径方向外側に立ち上がる立上り部、および、前記立上り部からホイール幅方向外側に延出する延出部を有する一対のリムフランジ部と、前記一対のビードシート部の間でホイール径方向内側に凹形状を呈するウェル部と、を有し、少なくとも一方の前記延出部から前記ビードシート部にわたって、金属製の補強部材（補強材）が設けられていることを特徴とする。   In order to solve the above-mentioned problem, the invention according to claim 1 is a vehicle comprising: a disk attached to a hub of a vehicle; and a fiber reinforced resin rim provided on an outer peripheral side of the disk and fitted with a tire. The rim includes a pair of bead seat portions to which a bead portion of the tire is mounted, a rising portion that rises outward in the wheel radial direction from each of the pair of bead seat portions, and a wheel from the rising portion. A pair of rim flange portions having an extending portion extending outward in the width direction, and a well portion having a concave shape in the wheel radial direction between the pair of bead seat portions, and at least one of the extending portions A metal reinforcing member (reinforcing material) is provided from the protruding portion to the bead sheet portion.

このように、リムフランジ部の延出部からビードシート部にわたって補強部材を設けたことで、リムフランジ部がタイヤから受ける荷重による応力を補強部材によってリム全体（リムの広範囲）に伝えることができる。これにより、タイヤからの荷重による応力をリム全体に分散することができ、リムフランジ部を含むリム全体の肉厚を薄くすることで更なる軽量化を図ることができる。また、補強部材が延出部からビードシート部にわたって設けられている（Ｓ字状である）ため、タイヤからの荷重に起因する補強部材の変形や位置ズレを防止することができる。   Thus, by providing the reinforcing member from the extended portion of the rim flange portion to the bead seat portion, the stress due to the load that the rim flange portion receives from the tire can be transmitted to the entire rim (a wide range of the rim) by the reinforcing member. . Thereby, the stress by the load from a tire can be disperse | distributed to the whole rim, and further weight reduction can be achieved by making thin the thickness of the whole rim including a rim flange part. In addition, since the reinforcing member is provided from the extending portion to the bead seat portion (S-shaped), deformation and displacement of the reinforcing member due to the load from the tire can be prevented.

また、請求項２に係る発明では、前記補強部材は、前記ディスクが設けられていない側のみ、前記延出部から前記ビードシート部にわたって埋設されていることを特徴とする。   The invention according to claim 2 is characterized in that the reinforcing member is embedded from the extending portion to the bead sheet portion only on the side where the disk is not provided.

このように、補強部材は、ディスクが設けられていない側のみに設けられているため、補強部材の数を削減できる。なお、ディスクが設けられている側のリムフランジ部は、タイヤからの荷重に対してディスクが支えとなるので、強度的に問題がない。   Thus, since the reinforcing member is provided only on the side where the disk is not provided, the number of reinforcing members can be reduced. The rim flange portion on the side where the disc is provided has no problem in strength because the disc is supported by the load from the tire.

また、請求項３に係る発明では、前記補強部材のホイール幅方向における内側端は、テーパー形状の応力緩和部となっていることを特徴とする。   The invention according to claim 3 is characterized in that the inner end of the reinforcing member in the wheel width direction is a tapered stress relaxation portion.

これにより、補強部材のホイール幅方向における内側端への応力集中に起因するリムの亀裂を防ぐことができる。   Thereby, the crack of the rim | limb resulting from the stress concentration to the inner side end in the wheel width direction of a reinforcement member can be prevented.

また、請求項４に係る発明では、前記リムは、前記補強部材が設けられている側の前記ビードシート部のホイール幅方向内側に設けられホイール径方向外側に突出するハンプ部を有し、前記補強部材のホイール幅方向における内側端は、前記ハンプ部内に位置していることを特徴とする。   Moreover, in the invention which concerns on Claim 4, the said rim | limb has the hump part which is provided in the wheel width direction inner side of the said bead seat part of the side in which the said reinforcement member is provided, and protrudes on the wheel radial direction outer side, The inner end of the reinforcing member in the wheel width direction is located in the hump portion.

このように、応力が集中しやすい、補強部材のホイール幅方向における内側端を、リムの中でも肉厚部分である（つまり、強度の高い）ハンプ部内に配置することで、その内側端への応力集中に起因するリムの亀裂を一層防止することができる。   In this way, stress is concentrated on the inner end of the reinforcing member in the wheel width direction in the hump, which is a thick part (that is, high strength) in the rim. It is possible to further prevent rim cracking due to concentration.

本発明によれば、リムフランジ部を含むリム全体の肉厚を薄くすることで更なる軽量化を図ることができる車両用ホイールを提供することができる。   ADVANTAGE OF THE INVENTION According to this invention, the vehicle wheel which can achieve further weight reduction by making thin the thickness of the whole rim | rim including a rim flange part can be provided.

本実施形態に係る車両用ホイールの断面図である。It is sectional drawing of the wheel for vehicles which concerns on this embodiment. 補強部材による応力分散についての説明図である。It is explanatory drawing about the stress dispersion | distribution by a reinforcement member. （ａ）は、ホイール幅方向における内側端がテーパー形状の応力緩和部となっている補強部材の応力分布を示す図である。（ｂ）は、ホイール幅方向における内側端がテーパー形状の応力緩和部となっていない補強部材の応力分布を示す図である。(A) is a figure which shows the stress distribution of the reinforcement member in which the inner side end in a wheel width direction becomes a taper-shaped stress relaxation part. (B) is a figure which shows the stress distribution of the reinforcement member in which the inner side end in a wheel width direction is not a taper-shaped stress relaxation part. （ａ）は、本実施形態に係る車両用ホイールのリムフランジ部にかけた荷重による応力の分散状況を示す図である。（ｂ）は、比較例に係る車両用ホイールのリムフランジ部にかけた荷重による応力の分散状況を示す図である。(A) is a figure which shows the dispersion | distribution condition of the stress by the load applied to the rim flange part of the wheel for vehicles concerning this embodiment. (B) is a figure which shows the dispersion | distribution condition of the stress by the load applied to the rim flange part of the wheel for vehicles concerning a comparative example.

以下に、本発明を実施するための形態（実施形態）について、図面を参照しながら詳細に説明する。
図１に示すように、本実施形態に係る車両用ホイール１は、繊維強化樹脂製であり、車両のハブ（不図示）に取り付けられるディスク２１と、ディスク２１の外周側に設けられ、タイヤ１００が装着されるリム１１と、を備える。なお、ディスク２１は、例えば、アルミニウム合金製でもよい。 EMBODIMENT OF THE INVENTION Below, the form (embodiment) for implementing this invention is demonstrated in detail, referring drawings.
As shown in FIG. 1, the vehicle wheel 1 according to the present embodiment is made of fiber reinforced resin, and is provided on a disk 21 attached to a hub (not shown) of the vehicle, an outer peripheral side of the disk 21, and a tire 100. And a rim 11 on which is mounted. The disk 21 may be made of, for example, an aluminum alloy.

ここで、車両用ホイール１に用いる繊維強化樹脂としては、例えば、炭素繊維、ガラス繊維、アラミド繊維などの強化繊維に不飽和ポリエステル樹脂、エポキシ樹脂、ジアレルフタレート樹脂などの熱硬化性樹脂を含浸させたものを使用すればよい。また、具体的な成形方法としては、例えば、繊維に液状樹脂を含浸させながら手作業で積重ねて所定の形状に仕上げて硬化させるハンドレーアップ法や、型の上に繊維と樹脂を同時に吹き付けて積層してこれを硬化させるスプレーアップ法や、心型に対して樹脂を含浸させたロービングを巻き付けていき、硬化後に心型を取り除くフィラメントワイディング法などがある。   Here, as the fiber reinforced resin used for the vehicle wheel 1, for example, a reinforced fiber such as carbon fiber, glass fiber, or aramid fiber is impregnated with a thermosetting resin such as unsaturated polyester resin, epoxy resin, or diallephthalate resin. What is necessary is just to use. Specific molding methods include, for example, a hand lay-up method in which fibers are piled up manually with liquid resin impregnated, finished into a predetermined shape and cured, and fibers and resin are simultaneously sprayed onto a mold. There are a spray-up method for laminating and curing, and a filament wiping method in which a roving impregnated with resin is wound around the core mold and the core mold is removed after curing.

リム１１は、一対のビードシート部１２，１２ａと、一対のリムフランジ部１３，１３ａと、一対のハンプ部１４，１４ａと、ウェル部１５と、を備えている。なお、以下において、一対のビードシート部１２，１２ａに関しては、主に、代表してビードシート部１２について説明する。また、一対のリムフランジ部１３，１３ａと、一対のハンプ部１４，１４ａについても同様である。   The rim 11 includes a pair of bead seat portions 12 and 12a, a pair of rim flange portions 13 and 13a, a pair of hump portions 14 and 14a, and a well portion 15. In the following, regarding the pair of bead sheet portions 12 and 12a, the bead sheet portion 12 will be mainly described as a representative. The same applies to the pair of rim flange portions 13 and 13a and the pair of hump portions 14 and 14a.

ビードシート部１２は、タイヤ１００のビード部１０１が装着される部位である。
リムフランジ部１３は、立上り部１３１と延出部１３２を備えている。
立上り部１３１は、ビードシート部１２からホイール径方向外側に立ち上がっている部位である。
延出部１３２は、立上り部１３１からホイール幅方向外側に延出している部位である。 The bead seat portion 12 is a portion where the bead portion 101 of the tire 100 is mounted.
The rim flange portion 13 includes a rising portion 131 and an extending portion 132.
The rising portion 131 is a portion rising from the bead seat portion 12 to the outer side in the wheel radial direction.
The extending part 132 is a part that extends from the rising part 131 to the outside in the wheel width direction.

ハンプ部１４は、ビードシート部１２のホイール幅方向内側に設けられ、ホイール径方向外側に突出している部位である。
ウェル部１５は、一対のビードシート部１２，１２ａの間でホイール径方向内側に凹形状を呈する部位である。 The hump portion 14 is a portion provided on the inner side in the wheel width direction of the bead seat portion 12 and protruding outward in the wheel radial direction.
The well portion 15 is a portion having a concave shape on the inner side in the wheel radial direction between the pair of bead sheet portions 12 and 12a.

このようなリム１１に対して、延出部１３２、立上り部１３１、ビードシート部１２、および、ハンプ部１４にわたって、金属製の補強部材３１が設けられている。補強部材３１の材料は、例えば、アルミニウム合金である。   For such a rim 11, a metal reinforcing member 31 is provided over the extending portion 132, the rising portion 131, the bead sheet portion 12, and the hump portion 14. The material of the reinforcing member 31 is, for example, an aluminum alloy.

このように、延出部１３２からビードシート部１２にわたって補強部材３１を設けたことで、図２に示すように、リムフランジ部１３がタイヤ１００（図１参照）から受ける荷重による応力を補強部材３１によってリム１１全体（広範囲）に伝えることができる。これにより、タイヤ１００からの荷重による応力をリム１１全体に分散することができ、リムフランジ部１３を含むリム１１全体の肉厚を薄くすることで更なる軽量化を図ることができる。   Thus, by providing the reinforcing member 31 from the extending portion 132 to the bead seat portion 12, as shown in FIG. 2, the rim flange portion 13 receives the stress due to the load received from the tire 100 (see FIG. 1) by the reinforcing member. 31 can be transmitted to the entire rim 11 (wide range). Thereby, the stress by the load from the tire 100 can be distributed over the entire rim 11, and further weight reduction can be achieved by reducing the thickness of the entire rim 11 including the rim flange portion 13.

また、例えば、ディスク２１が設けられていない側のみ、延出部１３２からビードシート部１２にわたって補強部材３１を埋設すれば、補強部材３１の数を削減できる。なお、ディスク２１が設けられている側のリムフランジ部１３ａは、タイヤ１００からの荷重に対してディスク２１が支えとなるので、強度的に問題がない。   For example, if the reinforcing member 31 is embedded from the extending portion 132 to the bead sheet portion 12 only on the side where the disk 21 is not provided, the number of the reinforcing members 31 can be reduced. The rim flange portion 13 a on the side where the disc 21 is provided has no problem in strength because the disc 21 is supported by the load from the tire 100.

また、補強部材３１のホイール幅方向における内側端をテーパー形状の応力緩和部３２とすることで、その内側端への応力集中に起因するリム１１の亀裂を防ぐことができる。これについて、図３を参照して説明する。   Further, by forming the inner end of the reinforcing member 31 in the wheel width direction as a tapered stress relaxation portion 32, it is possible to prevent the rim 11 from cracking due to stress concentration on the inner end. This will be described with reference to FIG.

まず、図３（ａ）に示すように、ホイール幅方向における内側端がテーパー形状の応力緩和部３２となっている補強部材３１では、応力緩和部３２やその付近への応力集中が少ないことがわかる（図３（ｂ）と比較）。   First, as shown in FIG. 3A, in the reinforcing member 31 in which the inner end in the wheel width direction is a tapered stress relaxation portion 32, there is little stress concentration in the stress relaxation portion 32 and its vicinity. You can see (compare with Fig. 3 (b)).

一方、図３（ｂ）に示すように、ホイール幅方向における内側端が非テーパー形状の円筒端３３となっている補強部材３１ｂでは、図３（ａ）の場合と比較して、円筒端３３の角部に向かう上辺と下辺に応力集中が起きていることがわかる。   On the other hand, as shown in FIG. 3B, in the reinforcing member 31b in which the inner end in the wheel width direction is a non-tapered cylindrical end 33, the cylindrical end 33 is compared with the case of FIG. It can be seen that stress concentration occurs on the upper side and the lower side toward the corner.

図１に戻って、補強部材３１が延出部１３２からビードシート部１２にわたって設けられている（Ｓ字状である）ため、タイヤ１００からの荷重に起因する補強部材３１の変形や位置ズレを防止することができる。   Returning to FIG. 1, since the reinforcing member 31 is provided from the extending portion 132 to the bead seat portion 12 (S-shaped), the deformation or misalignment of the reinforcing member 31 due to the load from the tire 100 is prevented. Can be prevented.

また、補強部材３１のホイール幅方向における内側端である応力緩和部３２は、ハンプ部１４内に位置している。このように、応力が集中しやすい応力緩和部３２を、リム１１の中でも肉厚部分である（つまり、強度の高い）ハンプ部１４内に配置することで、応力緩和部３２への応力集中に起因するリム１１の亀裂を一層防止することができる。   Further, the stress relaxation portion 32 that is the inner end of the reinforcing member 31 in the wheel width direction is located in the hump portion 14. As described above, the stress relaxation part 32 in which stress is likely to concentrate is arranged in the hump part 14 that is a thick part (that is, high strength) in the rim 11, thereby concentrating the stress on the stress relaxation part 32. The resulting crack of the rim 11 can be further prevented.

次に、図４を参照して、本実施形態に係る車両用ホイール１のリム１１の作用効果について説明する。図４（ａ）に示すように、本実施形態に係る車両用ホイール１のリム１１のリムフランジ部１３に荷重を印加した場合、その応力がリム１１全体に広く分散している（詳細は後記）。また、図４（ｂ）に示すように、比較例に係る車両用ホイールのリム１１Ａのリムフランジ部に荷重を印加した場合、その応力はリム１１Ａ全体にあまり分散していない（詳細は後記）。   Next, with reference to FIG. 4, the effect of the rim | limb 11 of the vehicle wheel 1 which concerns on this embodiment is demonstrated. As shown in FIG. 4A, when a load is applied to the rim flange portion 13 of the rim 11 of the vehicle wheel 1 according to the present embodiment, the stress is widely dispersed throughout the rim 11 (details will be described later). ). Further, as shown in FIG. 4B, when a load is applied to the rim flange portion of the rim 11A of the vehicle wheel according to the comparative example, the stress is not so much dispersed throughout the rim 11A (details will be described later). .

つまり、図４（ａ）のリム１１の領域Ｒ１と図４（ｂ）のリム１１Ａの領域Ｒ３を比較すると、後者（リム１１Ａの領域Ｒ３）のほうが、応力が大きい。また、図４（ａ）のリム１１の領域Ｒ２と図４（ｂ）のリム１１Ａの領域Ｒ４を比較すると、前者（リム１１の領域Ｒ２）のほうが、応力が広く分散している。   That is, when comparing the region R1 of the rim 11 in FIG. 4A and the region R3 of the rim 11A in FIG. 4B, the latter (region R3 of the rim 11A) has a greater stress. Further, when comparing the region R2 of the rim 11 in FIG. 4A and the region R4 of the rim 11A in FIG. 4B, the former (region R2 of the rim 11) is more widely dispersed in stress.

したがって、本実施形態に係る車両用ホイール１のリム１１によれば、タイヤ１００からの荷重による応力をリム１１全体に分散することができ、リムフランジ部１３を含むリム１１全体の肉厚を薄くすることで更なる軽量化を図ることができる。   Therefore, according to the rim 11 of the vehicle wheel 1 according to the present embodiment, the stress due to the load from the tire 100 can be distributed to the entire rim 11, and the entire thickness of the rim 11 including the rim flange portion 13 is reduced. By doing so, further weight reduction can be achieved.

（製造方法）
なお、このような車両用ホイール１の製造方法としては、例えば、先に補強部材３１を押出成形やプレス成型により製造しておき、車両用ホイール１の成型時にその補強部材３１を鋳込めばよい。そうすれば、車両用ホイール１の成型後に加工する必要がなく、高生産性を実現できる。ただし、車両用ホイール１の成型後に加工して溝を作って、そこに予め製造した補強部材３１を嵌め込むことで埋設させる方法など、他の方法を採用してもよい。 (Production method)
In addition, as a manufacturing method of such a vehicle wheel 1, for example, the reinforcing member 31 is first manufactured by extrusion molding or press molding, and the reinforcing member 31 is cast when the vehicle wheel 1 is molded. . Then, it is not necessary to process the vehicle wheel 1 after molding, and high productivity can be realized. However, other methods such as a method of forming a groove by forming after processing the vehicle wheel 1 and embedding the reinforcing member 31 manufactured in advance therein may be adopted.

（変形例）
図１に示すように、ディスク２１が設けられている側のリムフランジ部１３ａ（立上り部と延出部を有する。）、ビードシート部１２ａ、および、ハンプ部１４ａにわたって、補強部材３１ａを設けてもよい。そうすれば、ディスク２１が設けられている側のリムフランジ部１３ａに対するタイヤからの荷重による応力をリム１１全体に分散することができ、リム１１の肉厚を減らしたとしても、リム１１の耐久性が低下することをより一層防止することができる。 (Modification)
As shown in FIG. 1, a reinforcing member 31a is provided across the rim flange portion 13a (having a rising portion and an extending portion) on the side where the disk 21 is provided, the bead seat portion 12a, and the hump portion 14a. Also good. By doing so, the stress due to the load from the tire on the rim flange portion 13a on the side where the disk 21 is provided can be distributed to the entire rim 11, and even if the thickness of the rim 11 is reduced, the durability of the rim 11 is improved. It is possible to further prevent the deterioration of the property.

以上で本実施形態の説明を終えるが、本発明の態様はこれらに限定されるものではない。
例えば、リム１１への補強部材３１の設置方法は、埋設でなくても、凹んだ表面への接着など、他の方法であってもよい。
また、補強部材３１の材料は、アルミニウム合金でなくても、応力を伝えることができるものであれば、マグネシウム合金などの他の金属でもよい。
その他、具体的な形状や材料などについて、本発明の主旨を逸脱しない範囲で適宜変更が可能である。 Although description of this embodiment is finished above, the aspect of the present invention is not limited to these.
For example, the method of installing the reinforcing member 31 on the rim 11 may be other methods such as adhesion to a recessed surface, instead of embedding.
Further, the material of the reinforcing member 31 may not be an aluminum alloy but may be other metals such as a magnesium alloy as long as it can transmit stress.
In addition, specific shapes and materials can be appropriately changed without departing from the gist of the present invention.

１ 車両用ホイール
１１ リム
１２，１２ａ ビードシート部
１３，１３ａ リムフランジ部
１４，１４ａ ハンプ部
１５ ウェル部
２１ ディスク
３１，３１ａ，３１ｂ 補強部材
３２ 応力緩和部
３３ 円筒端
１００ タイヤ
１０１ ビード部
１３１ 立上り部
１３２ 延出部 DESCRIPTION OF SYMBOLS 1 Vehicle wheel 11 Rim 12, 12a Bead seat part 13, 13a Rim flange part 14, 14a Hump part 15 Well part 21 Disc 31, 31a, 31b Reinforcement member 32 Stress relaxation part 33 Cylindrical end 100 Tire 101 Bead part 131 Rising part 132 Extension

Claims (4)

車両のハブに取り付けられるディスクと、
前記ディスクの外周側に設けられ、タイヤが装着される繊維強化樹脂製のリムと、を備える車両用ホイールであって、
前記リムは、
前記タイヤのビード部が装着される一対のビードシート部と、
前記一対のビードシート部それぞれからホイール径方向外側に立ち上がる立上り部、および、前記立上り部からホイール幅方向外側に延出する延出部を有する一対のリムフランジ部と、
前記一対のビードシート部の間でホイール径方向内側に凹形状を呈するウェル部と、を有し、
少なくとも一方の前記延出部から前記ビードシート部にわたって、金属製の補強部材が設けられている
ことを特徴とする車両用ホイール。 A disc attached to the hub of the vehicle;
A vehicle wheel provided on the outer peripheral side of the disk, and a rim made of fiber reinforced resin to which a tire is attached,
The rim is
A pair of bead seat parts to which the bead part of the tire is mounted;
A pair of rim flange portions each having a rising portion rising outward in the wheel radial direction from each of the pair of bead seat portions, and an extending portion extending outward in the wheel width direction from the rising portion;
A well portion having a concave shape on the inner side in the wheel radial direction between the pair of bead sheet portions, and
A vehicle wheel, wherein a metal reinforcing member is provided from at least one of the extending portions to the bead seat portion. 前記補強部材は、前記ディスクが設けられていない側のみ、前記延出部から前記ビードシート部にわたって埋設されている
ことを特徴とする請求項１に記載の車両用ホイール。 The vehicle wheel according to claim 1, wherein the reinforcing member is embedded from the extending portion to the bead seat portion only on a side where the disk is not provided. 前記補強部材のホイール幅方向における内側端は、テーパー形状の応力緩和部となっている
ことを特徴とする請求項１又は請求項２に記載の車両用ホイール。 The vehicle wheel according to claim 1, wherein an inner end of the reinforcing member in the wheel width direction is a tapered stress relaxation portion. 前記リムは、前記補強部材が設けられている側の前記ビードシート部のホイール幅方向内側に設けられホイール径方向外側に突出するハンプ部を有し、
前記補強部材のホイール幅方向における内側端は、前記ハンプ部内に位置している
ことを特徴とする請求項１乃至請求項３のいずれか一項に記載の車両用ホイール。 The rim has a hump portion that is provided on the inner side in the wheel width direction of the bead seat portion on the side where the reinforcing member is provided and protrudes outward in the wheel radial direction,
The vehicle wheel according to any one of claims 1 to 3, wherein an inner end of the reinforcing member in the wheel width direction is located in the hump portion.
JP2014037140A 2014-02-27 2014-02-27 Vehicle wheel Expired - Fee Related JP6138073B2 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112016003764T5 (en) 2015-08-17 2018-05-03 Denso Corporation Fuel Supply System
TWI648188B (en) * 2017-01-30 2019-01-21 日商山葉發動機股份有限公司 Straddled vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5635401U (en) * 1979-08-28 1981-04-06
US20130049433A1 (en) * 2011-08-23 2013-02-28 Toyota Boshoku Kabushiki Kaisha Vehicle seat
US20130049443A1 (en) * 2011-08-26 2013-02-28 Basf Se Wheel for a motor vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5635401U (en) * 1979-08-28 1981-04-06
US20130049433A1 (en) * 2011-08-23 2013-02-28 Toyota Boshoku Kabushiki Kaisha Vehicle seat
US20130049443A1 (en) * 2011-08-26 2013-02-28 Basf Se Wheel for a motor vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112016003764T5 (en) 2015-08-17 2018-05-03 Denso Corporation Fuel Supply System
TWI648188B (en) * 2017-01-30 2019-01-21 日商山葉發動機股份有限公司 Straddled vehicle

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