JP2019167063A - Vehicle wheel - Google Patents

Abstract

To provide a vehicle wheel in which electric corrosion on a junction is suppressed even when a carbon fiber-reinforced resin and metal are combined, and intensity of an adhesive layer is enhanced even when jointing is performed by an adhesive.SOLUTION: A vehicle wheel comprises: an almost cylindrical rim part 10; and a plurality of spoke parts 20 jointed to the rim part 10. On the rim part 10 and the spoke parts 20, one is formed of a carbon fiber-reinforced resin, the other is formed of metal. The rim part 10 comprises a junction part 102 comprising a junction surface 103 to which one end surface 201 of the spoke part 20 is jointed, and protruding from an inner face 101 of the rim part 10. The junction surface 103 is formed to be relative to a central axis of the rim part 10, and one end surface 201 of the spoke part 20 and the junction surface 103 are jointed through an adhesive layer S.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle wheel. In particular, the present invention relates to a vehicle wheel partially composed of a resin reinforced with carbon fiber.

  Carbon fiber reinforced resin (CFRP) is a material in which carbon fiber is hardened with epoxy resin or the like. It is higher in strength and rigidity than metal material, and has only about one-fourth the weight of metal material. For this reason, attempts to reduce weight using carbon fiber reinforced resin have been made in various fields. For vehicle wheels, lightweight wheels that have been partially replaced with carbon fiber reinforced resin have been developed and marketed. For example, the vehicle wheel is composed of a rim portion made of carbon fiber reinforced resin and a spoke portion made of aluminum alloy. The wheel can be reduced in weight by about 20% to 60% compared to the conventional wheel. Here, the rim portion made of carbon fiber reinforced resin and the spoke made of aluminum alloy are joined to each other by an adhesive, a bolt, or the like, so that the vehicle wheel is lightened.

  As a conventional wheel using fiber reinforced resin, as shown in FIG. 6, in Patent Document 1, an inward rib f is integrally provided on a rim 1 formed by molding a fiber reinforced synthetic resin, and casting and forging are performed. A fitting surface that closely fits with the inner periphery of the inward rib f, and a butt surface that is in wide contact with the side surface of the inward rib f, on the outer periphery of the disk 2 made of a light alloy material such as an aluminum alloy A combined wheel for an automobile tire characterized in that, at the abutting surface of the disk 2, it is firmly fixed and integrated through an adhesive layer 6 or the like under concentric holding at the mating surface. It is disclosed. In addition, the spoke part in the present invention corresponds to a part of the disk in Patent Document 1. The disc is usually composed of a central hub portion and spoke portions extending radially from the outer periphery of the hub portion.

Japanese Utility Model Publication No. 58-26805

  In the wheel described in Patent Document 1, when the fiber reinforced synthetic resin is CFRP, the inward rib and the disk are in direct contact with each other on the mating surface and are closely fitted. May occur. Further, in the joining via the adhesive layer on the abutting surface in contact with the side surface of the inward rib, the strength is low, and there is a possibility that the adhesive layer may be damaged when shock stress is applied to the rib.

  Then, this invention makes it the 1st subject to provide the wheel for vehicles by which the electrolytic corrosion in the junction part was suppressed even if it was the combination of carbon fiber reinforced resin and a metal.

  Moreover, this invention makes it a 2nd subject to provide the wheel for vehicles by which the intensity | strength of the adhesive bond layer was raised even if it was joining by an adhesive agent.

  The inventor has found that the first problem can be solved by forming a joint surface opposite to the central axis of the rim portion and joining one end surface of the spoke portion to the joint surface with an adhesive.

  In addition, the present inventor has provided a joining surface for joining one end face of the spoke portion at the joining portion protruding from the inner surface of the rim portion, and preferably, by inclining the joining surface with respect to the central axis of the rim portion, We found that two problems could be solved and completed the invention.

That is, the gist of the present invention is as follows.
(1) It has a substantially cylindrical rim part and a plurality of spoke parts joined to the rim part, and one of the rim part and the spoke part is made of carbon fiber reinforced resin, and the other is a metal. A vehicle wheel comprising:
The rim portion includes a joining portion that has a joining surface to which one end face of the spoke portion is joined and projects from the inner surface of the rim portion,
The joint surface is formed to face the central axis of the rim portion,
The vehicle wheel, wherein one end face of the spoke part and the joint surface are joined via an adhesive layer.
(2) The vehicle wheel according to (1), wherein the joint surface is a surface that is inclined with respect to a central axis of the rim portion.
(3) The vehicle wheel according to (2), wherein an intersection angle between the joint surface and the central axis of the rim portion is 10 to 40 °.
(4) In the direction along the central axis of the rim portion, the end portion of the joint surface is the same height as the inner surface of the rim portion, according to any one of (1) to (3). Vehicle wheel.

  According to the vehicle wheel of the present invention, the bonding surface is formed so as to be opposed to the central axis of the rim portion, and the one end surface of the spoke portion is bonded to the bonding surface via the adhesive layer. Electrocorrosion can be suppressed without direct contact between the part and the spoke part.

  In addition, even when an impact force is applied to the rim portion by providing a joint portion protruding from the inner surface of the rim portion, and preferably inclining the joint surface at the joint portion with respect to the central axis of the rim portion. The stress acting on the layer is reduced, and breakage of the adhesive layer can be suppressed. Further, the inclined joint surface allows the joint surface of the joint portion and one end surface of the spoke portion joined to the joint surface to be in a taper fitting state, thereby facilitating centering when the spoke portion is assembled to the rim portion. it can. In addition, the effect of the preferable form which concerns on this invention, or another form is demonstrated in detail at the term of the following embodiment.

1 is a perspective view showing a vehicle wheel according to a first embodiment of the present invention. It is sectional drawing along the A-A 'line | wire in FIG. It is sectional drawing which shows the vehicle wheel which concerns on 2nd embodiment of this invention. It is a perspective view which shows the wheel for vehicles which does not have the junction part which protrudes from the inner surface of a rim | limb part. FIG. 5 is a cross-sectional view taken along line B-B ′ in FIG. 4. It is sectional drawing which shows the conventional vehicle wheel.

  Hereinafter, the present invention will be described in detail based on embodiments. Note that, in a plurality of embodiments, components having the same function are denoted by the same reference numerals.

  First, a first embodiment of a vehicle wheel according to the present invention is shown in FIGS. FIG. 1 is a perspective view of a vehicle wheel, and FIG. 2 is a cross-sectional view taken along line A-A ′ in FIG. 1. The vehicle wheel 1 </ b> A in FIG. 1 is schematically configured from a substantially cylindrical rim portion 10 and a plurality of spoke portions 20 joined to the rim portion 10. The plurality of spoke portions 20 are usually formed integrally with the hub portion 21 located on the central axis L of the rim portion 10, and the plurality of spoke portions 20 extend radially from the hub 21 toward the inner surface of the rim portion 10. ing.

  As shown in FIGS. 1 and 2, the vehicle wheel of the present embodiment includes a substantially cylindrical rim portion 10 and a plurality of spoke portions 20 joined to the rim portion 10, and the rim portion 10 and the spoke portion. 20, the rim portion 10 is made of carbon fiber reinforced resin, and the spoke portion 20 is made of metal. The rim portion 10 includes a joint surface 103 to which the one end surface 201 of the spoke portion 20 is joined, and includes a joint portion 102 that protrudes from the inner surface of the rim portion 10. The joining surface 103 is formed so as to face the central axis L of the rim portion 10, and the one end surface 201 of the spoke portion 20 and the joining surface 103 are joined via the adhesive layer S. Note that the joint surface 103 of the present embodiment is a surface that is inclined with respect to the central axis L of the rim portion 10. Hereinafter, the vehicle wheel of the present embodiment will be described in detail.

  In the present embodiment, the rim portion 10 and the spoke portion 20 are made of different materials. Specifically, the rim portion 10 is made of carbon fiber reinforced resin (CFRP), and the spoke portion 20 joined to the rim portion 10 includes: It is made of metal. As the carbon fiber reinforced resin, any conventional carbon fiber reinforced resin known in the art can be applied. For example, a so-called prepreg, a thermosetting material such as an epoxy resin on a fiber layer made of a carbon fiber woven fabric, can be used. It can be produced by curing a sheet laminate in which a plurality of sheet-like fiber reinforced resin materials (sheet materials) impregnated with a thermoplastic resin, polyamide, polypropylene, or the like are laminated. Moreover, as a metal which comprises the spoke part 20, various metals, such as an aluminum alloy, a magnesium alloy, and stainless steel, can be used.

  The rim portion 10 is provided with a joint portion 102 that protrudes from the inner surface 101 of the rim portion 10. As shown in FIG. 2, the joint portion 102 increases the total thickness M of the rim portion 10 and the joint portion 102 at the portion where the joint portion 102 is provided, and is generated at the joint portion between the rim portion 10 and the spoke portion 20. The rigidity against deformation mainly consisting of bending is improved. Therefore, the stress acting on the adhesive layer S when an impact is applied to the rim portion 10 can be reduced. If the height of the protrusion of the joint portion 102 is increased, the rim portion 10 becomes thicker and the effect of reducing the stress is obtained. However, if the protrusion is extremely large, it is not preferable in terms of the aesthetic appearance of the wheel. It is set as appropriate in consideration. Specifically, the height at which the joint portion 102 protrudes from the inner surface 101 of the rim portion 10 is the largest, and the distance between the outer surface of the rim portion 10 and the inner surface 101 (that is, the rim at the portion where the joint portion 102 does not exist). Although it is preferable that it is about 30 to 100% with respect to the thickness of the part 10, it is not limited to this range.

The joint portion 102 has a joint surface 103 formed so as to face the central axis L of the rim portion 10. And the one end surface 201 of the spoke part 20 is joined to the joining surface 103 through the adhesive layer S. Here, “relative to the central axis L” means that the central axis L passes through the midpoint of the length of the component S ₀ parallel to the central axis L in the curved region where the adhesive layer S is formed in FIG. As seen from the intersection of the straight line orthogonal to the central axis L, the entire joint surface 103 can be seen. The adhesive layer S is formed by using various adhesives having electrical insulating properties that can be applied to the bonding of the carbon fiber reinforced resin and the metal, such as an epoxy resin adhesive and an acrylic resin adhesive. The rim part 10 made of carbon fiber reinforced resin and the spoke part made of metal are joined by joining the joining surface 103 of the rim part 10 facing the central axis L and the one end face 201 of the spoke part 20 via the adhesive layer S. Direct contact with 20 can be avoided, and electrolytic corrosion can be suppressed.

In the present embodiment, the joint surface 103 of the rim portion 10 is inclined with respect to the central axis L of the rim portion 10. Specifically, in the embodiment shown in FIG. 2, the intersection angle (inner angle) α ₁ between the joint surface 103 and the central axis L of the rim portion 10 is 31.5 °. In the present specification, the intersection angle between the joint surface and the central axis of the rim portion is the length of the component S ₀ parallel to the central axis L in the curved region where the adhesive layer S is formed in FIG. An intermediate point O (black circle in FIG. 2) on the joint surface 103 corresponding to the middle point is defined, and an inner angle formed by the tangent line of the joint surface 103 and the central axis L at the intermediate point O. As shown in FIG. 2, by inclining the joint surface 103 with respect to the central axis L of the rim portion 10, the stress acting on the adhesive layer S when an impact is applied to the rim portion 10 can be further reduced. Further, since the joint surface 103 of the joint portion 102 and the one end surface 201 of the spoke portion 20 are joined by a tapered surface, centering when the spoke portion 20 is assembled to the rim portion 10 can be facilitated, and the shape is A precisely controlled bonding structure can be obtained.

  Next, a second embodiment of the vehicle wheel according to the present invention will be described with reference to FIG. FIG. 3 is a cross-sectional view showing a joint portion between the rim portion and the spoke portion as in FIG. In the vehicle wheel 1 </ b> B of FIG. 3, the rim portion 10 includes a joint portion 102 that protrudes from the inner surface 101 of the rim portion 10, as in the first embodiment. The one end surface 201 of the spoke portion 20 is bonded to the bonding surface 103 of the bonding portion 102 via the adhesive layer S, but the end portion of the bonding surface 103 in the direction along the central axis of the rim portion 10. (Upper end portion) 104 is different in that it has the same height as the inner surface of the rim portion 10.

That is, in the present embodiment, as in the first embodiment, the joint surface 103 is inclined with respect to the central axis of the rim portion 10, but the intersection angle (inner angle) between the joint surface 103 and the central axis of the rim portion 10. ) Α ₂ is smaller than that of the first embodiment, and is set to about 20 °. Since the bonding surface 103 is inclined, the stress acting on the adhesive layer S is reduced.

  In this embodiment, the end portion 104 of the joint surface 103 is formed so as to have the same height as the inner surface 101 of the rim portion 10. By providing such a portion having the same height, the effect of reducing the stress due to the protruding joint portion 102 is enjoyed, while an increase in thickness at the portion where the joint portion 102 is provided is prevented, and from the viewpoint of design. The protruding joint 102 is not conspicuous, and a preferable appearance of the vehicle wheel can be obtained. Other configurations in the second embodiment conform to those in the first embodiment described above.

Without being limited to the first and second embodiments described above, the crossing angles α ₁ and α ₂ between the joint surface 103 and the central axis L of the rim portion 10 can be changed as appropriate. The reason why the stress acting on the adhesive layer S is reduced by making the joining surface 103 inclined is not clear, but as described in the following examples, the stress acting on the adhesive layer S is not bonded. It is assumed that there is a correlation between the stress and the crossing angles α ₁ and α ₂ of the joint surface 103 without depending on only the thickness M of the portion 102. For this reason, if the intersection angles α ₁ and α ₂ are too small, the effect of reducing the stress acting on the adhesive layer S cannot be obtained. If the crossing angles α ₁ and α ₂ exceed a certain value, the effect of reducing the stress acting on the adhesive layer S is balanced, but this is not preferable in terms of design and increases the manufacturing cost. Is set as appropriate. Preferably, the intersecting angles (inner angles) α ₁ and α ₂ with the central axis L of the rim portion 10 are in the range of 10 to 40 °, more preferably in the range of 30 to 40 °.

  In the first and second embodiments, the case where the rim portion 10 is made of carbon fiber reinforced resin and the spoke portion 20 is made of metal has been described. Conversely, the rim portion is made of metal. Yes, the spoke part may be made of carbon fiber reinforced resin. 2 and 3, the joint surface 103 has a curved shape, but the present invention is not limited to this, and the cross section of the joint surface 103 may be linear. Furthermore, you may join the rim | limb part 10 and the spoke part 20 together using mechanical joining elements, such as a volt | bolt.

  EXAMPLES Next, although an Example and a comparative example demonstrate this invention further in detail, this invention is not limited to these Examples.

  Designed vehicle wheel with rim part made of carbon fiber reinforced resin and spoke part made of aluminum alloy, and calculated and compared Mises stress at joints in various joint structures by simulation using optimization analysis software Went.

  As for the input conditions, a 13 ° impact test defined by JIS D 4103 was assumed, and the load was 10 kN. Table 1 shows the physical property values used in the analysis. The Young's modulus, Poisson's ratio, and specific gravity were defined for each member constituting the vehicle wheel. As the adhesive, 3M liquid epoxy structural adhesive IW2460 was used.

  The analysis results are shown in Table 2. Example 4 has an intersection angle of 31.5 °, and corresponds to the vehicle wheel according to the first embodiment as shown in FIGS. 1 and 2. Further, Example 3 in which the intersection angle is 20 ° corresponds to the vehicle wheel according to the second embodiment as shown in FIG. The comparative example is a vehicle wheel that does not have a joint protruding from the inner surface of the rim, and has the structure shown in FIGS. The vehicle wheel 4 of this comparative example has a substantially cylindrical rim portion 41 and a plurality of spoke portions 40 joined to the rim portion 41, and one end surface of the spoke portion 40 with respect to the inner surface 411 of the rim portion 41. 401 is bonded via an adhesive layer S (film thickness 0.4 mm).

In each of the examples and comparative examples, the shape other than the joint portion 102 is the same, the outer diameter D of the upper end portion of the rim portion 10 is 522 mm, and the wall thickness t1 (the rim portion along the direction perpendicular to the central axis L). The maximum thickness) is 25 mm, and the thickness t2 of the rim portion 10 (the thickness of the rim portion along the straight line passing through the intermediate point O and perpendicular to the central axis L) at the portion where the joint portion 102 is formed is 9 mm. . Moreover, as shown in FIG. 1, regarding the length in the circumferential direction of the joining portion 102A among the joining portions 102 having two kinds of shapes according to one end surfaces of the spoke portions to be joined, the upper side W21 is 12 mm, the lower side W22 is 49 mm, and the length of the joint portion 102B in the circumferential direction is such that the upper side W11 is 44 mm, the lower side W12 is 79 mm, and the component S _{0 in} the direction along the central axis L of the rim portion 10 of the joint portions 102A and 102B The length of each was 45 mm. In addition, the total thickness M of the rim portion 10 and the joint portion 102 at the intermediate point O of the joint surface 103 (when a straight line perpendicular to the central axis L of the rim portion 10 is drawn so as to pass through the intermediate point O, the straight line is As shown in Table 2, the comparative example is 9 mm (the distance between the point intersecting the outer peripheral surface of the rim portion 10 and the intermediate point O) (in this case, the total thickness M matches the thickness t2 of the rim portion 41). Example 1 was 10 mm, Example 2 was 11 mm, Example 3 was 12 mm, Example 4 was 15 mm, and Example 5 was 19 mm.

  As shown in Table 2, as a result of changing the crossing angle in the range of 10 to 40 °, the stress at the joint is reduced as compared with the vehicle wheel of the comparative example in which none of Examples 1 to 5 has a projecting joint It was confirmed that In particular, the vehicle wheel of Example 4 having an intersection angle of 31.5 ° was found to have the smallest stress.

DESCRIPTION OF SYMBOLS 1A, 1B Vehicle wheel 4 Vehicle wheel 10 Rim part 20 Spoke part 21 Hub part 40 Spoke part 41 Rim part 101 Inner surface 102, 102A, 102B Joint part 103 Joint surface 104 End part 201 of a joint surface One end surface D Rim part Outer diameter L of upper end portion Center axis M, t1, t2 Thickness O Intermediate point S Adhesive layer S ₀ Components α ₁ and α ₂ intersecting angles parallel to the central axis of the region where the adhesive layer is formed

Claims (4)

It has a substantially cylindrical rim part and a plurality of spoke parts joined to the rim part, and one of the rim part and the spoke part is made of carbon fiber reinforced resin, and the other is made of metal. Vehicle wheel,
The rim portion includes a joining portion that has a joining surface to which one end face of the spoke portion is joined and projects from the inner surface of the rim portion,
The joint surface is formed to face the central axis of the rim portion,
The vehicle wheel, wherein one end face of the spoke part and the joint surface are joined via an adhesive layer.   The vehicle wheel according to claim 1, wherein the joint surface is a surface that is inclined with respect to a central axis of the rim portion.   The vehicle wheel according to claim 2, wherein an intersection angle between the joint surface and the central axis of the rim portion is 10 to 40 °.   The vehicle wheel according to any one of claims 1 to 3, wherein an end portion of the joint surface is flush with an inner surface of the rim portion in a direction along a central axis of the rim portion.

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