JP2023141409A - Vehicle wheel, and, vehicle brake disc rotor - Google Patents

Abstract

To provide a vehicle wheel and a brake disc rotor which can be improved in heat dissipation performance and cooling performance.SOLUTION: A vehicle wheel in an aspect of the present disclosure is a wheel used in combination with a brake disc rotor arranged in a vehicle inside of the wheel. The vehicle wheel comprises: an air flow path formed inside a disc portion of the wheel and extending from the center to a peripheral edge; a first air hole formed inside the wheel and in the center side and communicated with a center side end of the air flow path; and a second air hole formed outside the wheel and in the peripheral edge side and communicated with a peripheral edge side end of the air flow path. A radial distance from the center to the second air hole is longer than a radius of the brake disc rotor.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to wheels and brake disc rotors applied to vehicles such as automobiles.

Conventionally, structures for vehicles have been proposed to improve heat dissipation and cooling performance around brake rotors and wheels. For example, Patent Document 1 discloses that by forming a conduit with ribs on the back surface of the base of the hubcap, air between the hubcap and the disc wheel is guided to the conduit by rotation and is discharged to the outside from an opening on the outermost periphery. A configuration is disclosed.

Furthermore, Patent Document 2 discloses that airflow escapes from a through hole in the center of rotation of a rectifying cover disposed between a wheel disc and a brake disc to an opening in the wheel disc, thereby cooling both sides of the brake disc. It is stated that.

Patent Document 3 discloses that a cooling air inlet is provided at a position inside the inner circumferential surface of a disk portion of a brake rotor, a slit is provided at a position close to the rim of a wheel disk, and cooling air is introduced into the slit from the cooling air inlet. A structure is disclosed in which the brake rotor is cooled by passing the brake rotor through the brake rotor.

Patent Document 4 discloses that an intake port is provided inside the hub of the wheel, an exhaust port is provided inside the outer periphery of the spoke of the wheel, and an air guide path is formed as an air flow path inside the spoke of the wheel from the intake port to the exhaust port. A configuration is disclosed.

Patent Document 5 discloses a configuration in which airflow is generated by rotation of the disc rotor in a gap between the dust cover and the disc rotor.

Japanese Patent Application Publication No. 10-324104 Japanese Patent Application Publication No. 2009-179074 Japanese Patent Application Publication No. 08-020318 JP2021-014228A Japanese Patent Application Publication No. 2011-220372

In order to improve the heat dissipation and cooling performance around the brake rotor and wheels using the airflow generated by the rotation of vehicle tires, it is considered necessary to generate a larger airflow. As disclosed in the above patent documents, the wheel diameter is generally larger than the brake rotor diameter in many cases, but since the size of the airflow generated by the rotation of the brake rotor depends on the brake rotor diameter, the brake rotor There was a desire for a technology that would improve heat dissipation and cooling around the rotor and wheels by generating a larger airflow that is independent of the diameter of the wheel.

The present disclosure has been made in view of the above problems as an example, and an object thereof is to provide a vehicle wheel that can improve heat dissipation and cooling performance around the rotor and the wheel.

In order to solve the above problems, a vehicle wheel according to an embodiment of the present disclosure is a wheel that is used in combination with a brake disc rotor that is disposed on the inside of the vehicle, and that is formed inside a disc portion of the wheel. , an air flow path extending from the center toward the periphery; a first air hole formed inside and on the center side of the wheel and communicating with the center side end of the air flow path; a second air hole formed on the edge side and communicating with the peripheral side end of the air flow path, the radial distance from the center to the second air hole being longer than the radius of the brake disc rotor. It is characterized by

According to the present disclosure, it is possible to provide a vehicle wheel and a brake disc rotor that can improve heat dissipation and cooling performance.

FIG. 1 is a schematic diagram showing a wheel portion of a vehicle to which a vehicle wheel according to an embodiment of the present disclosure is applied. FIG. 1 is a front view showing a wheel of a vehicle according to an embodiment of the present disclosure. 3 is a sectional view taken along line AA in FIG. 2. FIG. 4 is a sectional view taken along line BB in FIG. 3. FIG. FIG. 1 is a front view showing a brake disc rotor of a vehicle according to an embodiment of the present disclosure. 6 is a sectional view taken along the line CC in FIG. 5. FIG. 7 is a sectional view taken along line DD in FIG. 6. FIG. FIG. 1 is a cross-sectional view showing a combined state of a wheel and a brake disc rotor of a vehicle according to an embodiment of the present disclosure.

Next, a preferred embodiment of the present disclosure will be described. In addition, in all the figures of the following embodiment, the same code|symbol is attached to the same or corresponding part. Furthermore, the present disclosure is not limited to the embodiments described below.

[wheel]
1 to 4 illustrate a wheel according to an embodiment of the present disclosure. FIG. 1 shows a side view when a tire T is attached to a wheel 1 of a vehicle C. In addition, the arrow "Fr" in FIG. 1 represents the vehicle traveling direction.

The wheel 1 is made of a metal material such as aluminum or steel, and is fixed to a hub X of a vehicle C (see FIG. 8). The wheel 1 has a rim 12 that supports a tire T, and a disk portion 14 that is more centered on the wheel rotation axis than the rim 12. The disk portion 14 includes a substantially disk-shaped outer disk 14a, and an inner disk 14b arranged substantially parallel to the outer disk 14a on the inner side of the vehicle than the outer disk 14a. As shown in FIG. 2, the outer disk 14a has no openings other than the bolt holes 14c in a region closer to the center than the second air holes 19 from the viewpoint of aerodynamic performance. However, the present invention is not limited to this, and as long as the desired aerodynamic performance and cooling performance can be obtained, irregularities or openings may be provided on the surface of the outer disk 14a as appropriate.

The distance between the outer disk 14a and the inner disk 14b in the cross-sectional view is approximately 1 to 10 cm, but is not limited thereto. As shown in FIG. 2, a plurality of bolt holes 14c for fixing to the hub X with known bolts or the like may be provided near the center of the rotation axis of the outer disk 14a. As shown in FIG. 2, when the wheel 1 is viewed from the front, a circumferential gap (a second air hole 19 to be described later) is provided between the outer disk 14a and the rim 12.

(Air flow path 16)
FIG. 3 is a sectional view taken along line AA in FIG. As shown in FIG. 3, a plurality of fins 17 are formed between the outer disk 14a and the inner disk 14b from the center of the rotation axis of the wheel 1 toward the rim 12 side of the periphery of the wheel 1. The thickness, height, and number of the fins 17 are not particularly limited as long as they have a protruding shape provided between the outer disk 14a and the inner disk 14b. An air flow path 16 is formed between adjacent fins 17. The air flow path 16 has a function through which the air flow generated by the rotation of the wheel 1 flows, and cooperates with a first air hole 18 and a second air hole 19, which will be described later, to absorb the heat generated when the vehicle C is braking. is discharged to the outside of the vehicle C.

FIG. 4 is a sectional view taken along line BB in FIG. As shown in FIG. 4, a plurality of fins 17 are arranged radially from the vicinity of the center of the rotation axis of the disk portion 14 (on the bolt hole 14c side) toward the peripheral portion (on the rim 12 side). A plurality of air flow paths 16 are arranged radially between adjacent fins 17 from the vicinity of the center of the rotation axis of the disk portion 14 (on the bolt hole 14c side) toward the peripheral portion (on the rim 12 side). That is, the plurality of air flow paths 16 (16a, 16b, 16c, . . . , 16h) are disposed intermittently along the circumferential direction of the disk portion 14 with the fins 17 interposed therebetween. Although FIG. 4 shows a state in which eight air flow paths 16 from 16a to 16h are provided, the present invention is not limited to this, and the number may be more or less than eight. Furthermore, although the fins 17 have a linear shape in FIG. 4, they are not limited to this, and may have a spiral or wavy shape.

(First air hole 18)
As shown in FIG. 3, the first air hole 18 is arranged near the center of the rotation axis of the inner disk 14b. The first air hole 18 communicates with an end of the air flow path 16 near the center of the rotation axis (on the side of the bolt hole 14c). That is, the airflow (air containing heat) generated by the rotation of the wheel 1 flows into the air flow path 16 through the first air hole 18 .

The first air holes 18 are disposed intermittently along the circumferential direction of the circumference formed by the ends of the plurality of air channels 16 near the center of the rotation axis, as shown by dotted lines in FIG. 4 . Specifically, a circular first air hole 18a is arranged between the ends of the fins 17a and fins 17b on the rotation axis side, and the first air hole 18a is configured to absorb the air formed between the fins 17a and 17b. It communicates with the flow path 16a. Note that "communication" refers to communication such that gas can flow. Similarly, a first air hole 18b is arranged between the ends of the fins 17b and 17c on the rotating shaft side, and the first air hole 18b communicates with an air flow path 16b formed between the fins 17b and 17c. do. However, the arrangement location of the first air hole 18 is not limited to this aspect, and one first air hole 18 may be arranged at the center side end of one fin 17. That is, the first air hole 18 only needs to communicate with the airflow path 16 so that the airflow generated by the rotation of the wheel can flow into the airflow path 16.

(Second air hole 19)
The second air hole 19 is formed between the outer disk 14a and the rim 12 (at a portion close to each other). The second air hole 19 is formed at the outer edge of the wheel 1 and inside the rim 12 as a continuous opening along the circumferential direction. That is, the edge portion of the outer disk 14a is not directly connected to the rim 12, and the gap between the edge portion of the outer disk 14a and the rim 12 is configured as the second air hole 19. An end of the air flow path 16 on the rim 12 side (periphery side end) communicates with the second air hole 19 .

In the present disclosure, by increasing the radial distance _L1 from the rotation axis center O of the wheel to the second air hole 19, it is possible to increase the length of the air flow path 16 inside the outer disk 14a and the inner disk 14b. It is possible. From the viewpoint of discharging brake heat, it is necessary that the radial distance _L1 from the center of the rotation axis of the wheel to the second air hole 19 be longer than the radius _L2 of the brake disc rotor installed on the inside of the vehicle of the wheel 1. be done. Structurally, the diameter of the brake disc rotor must be smaller than the inner diameter of the wheel, but generally, from the viewpoint of both braking performance and maximum temperature of the brake rotor, the diameter of the brake disc rotor is smaller than the inner diameter of the wheel ( This is about 50 to 80% of L ₃ ) in FIG. Therefore, in the present disclosure, it is preferable that the second air holes 19 in the wheel 1 be provided outside (on the rim side) of 50% of the radial length in the radial direction from the center of rotation. That is, in FIG. 3, it is preferable that "L ₃ /4<L ₁ <L ₃ /2" is satisfied.

As shown in FIG. 2, by making the second air holes 19 continuous in the circumferential direction, it is possible to improve the performance of discharging the airflow generated by the rotation of the wheel. The airflow flowing into the air flow path 16 from the first air hole 18 absorbs heat from the surroundings while flowing and becomes hot. Therefore, by improving the discharge performance of the airflow from the second air hole 19, it becomes possible to improve the heat dissipation performance and cooling performance of the entire wheel 1.

In the present disclosure, it is preferable that the opening area of the second air hole 19 is larger than the opening area of the first air hole 18 from the viewpoint of improving the performance of discharging the airflow from the second air hole 19. That is, by making the opening area of the second air hole 19 larger than the total opening area of the plurality of first air holes 18, the airflow can be easily discharged from the second air hole 19, and as a result, the air flow path Since the internal pressure of the first air hole 16 is reduced, the suction performance of the airflow from the first air hole 18 is further improved, and the heat dissipation performance and cooling performance can be improved by virtuous circulation.

Note that the second air holes 19 are not limited to the shape of continuous openings along the circumferential direction, and may be arranged intermittently. Further, as described above, based on the viewpoint of improving the performance of discharging the airflow from the second air hole 19, the first air hole 18 and the second air hole 19 may have different hole shapes. For example, the opening shape of the second air holes 19 may be a wave shape, a zigzag shape, a honeycomb hole, or the like.

[Brake disc rotor]
Next, the brake disc rotor 2 in the present disclosure will be explained. 5-7 illustrate a brake disc rotor according to one embodiment of the present disclosure. Note that the brake disc rotor 2 of the present disclosure can be used in combination with the wheel 1 described above. That is, FIG. 8 is a sectional view showing a combination of the brake disc rotor 2 of the present disclosure and the wheel 1 of the present disclosure.

The brake disc rotor 2 is fixed to a vehicle hub inside a vehicle wheel. The brake disc rotor 2 is used in a disc brake for a vehicle, and includes a hat part 21 that is attached to a hub of a vehicle C, and a flat plate collar part 22 that extends in a ring shape around the hat part 21. Note that the hat portion 21 and the brim portion 22 may be configured to be connected to each other with a fixing pin, bolt, or the like (not shown).

Regarding the braking function of the brake disc rotor 2, the hat part 21 is connected to the hub of the vehicle C, and the brake pad of a brake caliper (not shown) attached to the vehicle side is pressed against the sliding surfaces 22a and 22b of the flange part 22. , a frictional force is generated between the brake pad and the sliding surfaces 22a and 22b to obtain braking force for the vehicle.

The collar portion 22 is formed using FC cast iron or carbon. The hat portion 21 may be formed of the same kind of metal material as the brim portion 22, or may be formed using a different metal from the brim portion 22, such as aluminum or stainless steel. As an example, the size of the brake disc rotor 2 is such that the outer diameter (diameter) of the flange 22 is 300 to 400 mm, the diameter (inner diameter) of the hat 21 is approximately 250 mm, and the thickness of the flange 22 is 4 to 30 mm. It is not limited to.

Note that the collar portion 22 may be of a ventilated type (ventilation type) having a radial passage inside. However, from the viewpoint of manufacturing and cost, it is more preferable that the flange portion 22 of the brake disc rotor 2 according to the present disclosure is of a solid type having a single plate shape.

The hat portion 21 has a screw hole 21b through which a screw portion protruding from the vehicle-side hub passes, and is fixed to the hub by tightening the screw portion passing through the screw hole 21b with a bolt. The hat portion 21 includes a top surface portion 25 fixed to the vehicle hub on the rotation axis center side, and a cylindrical side wall portion 27 that bends and extends toward the inside of the vehicle from the radially outer end of the top surface portion 25. In other words, the side wall portion 27 is bent in a direction crossing the top surface portion 25 and is connected to the inner diameter end of the collar portion 22 . In the brake disc rotor 2, the axially protruding end of the side wall portion 27 and the inner diameter side of the flange portion 22 are connected to each other.

(Third air hole 24)
As shown in FIGS. 5 and 6, a third air hole 24 is formed in the top surface portion 25 of the hat portion 21. As shown in FIGS. That is, a plurality of third air holes 24 (24a, 24b, 24c, . . . , 24h) are disposed intermittently along the circumferential direction near the radially outer end of the disc-shaped top surface portion 25. Although FIG. 5 shows a configuration in which eight third air holes 24 from 24a to 24h are arranged, the configuration is not limited to this, and the number may be more or less than eight. Further, although the third air hole 24 is shown as circular in FIG. 5, it is not limited to this, and may have another shape such as a triangle or a square.

In the brake disc rotor 2 of the present disclosure, the third air hole 24 is provided in the top surface portion 25 at a position where it can communicate with an air hole provided in the wheel of the vehicle. This configuration allows the airflow generated by the brake disc rotor 2 to flow from the inside of the brake disc rotor 2 to the wheel side via the third air hole 24, further improving cooling performance. It will be done.

(Fourth air hole 26)
As shown in FIGS. 6 and 7, a fourth air hole 26 is formed in the side wall portion 27 of the hat portion 21. As shown in FIGS. That is, a plurality of fourth air holes 26 (26a, 26b, 26c, . . . , 26h) are provided at equal distances from the cylindrical side wall portion 27 at positions close to the inner diameter end of the collar portion 22 in the side wall portion 27. are arranged intermittently. Although FIG. 7 shows a configuration in which eight fourth air holes 26 from 26a to 26h are arranged, the configuration is not limited to this, and the number may be more or less than eight. The shape of each fourth air hole 26 is not particularly limited, and shapes such as circular, triangular, and quadrangular are applicable.

As the brake disc rotor 2 rotates, airflow generated near the sliding surface 22a of the flange portion 22 flows into the fourth air hole 26 and then flows to the outside of the vehicle from the third air hole 24. . Since the third air hole 24 communicates with the air hole provided in the wheel, the airflow can cool both the brake disc rotor 2 and the wheel at the same time.

[Assembly of wheel 1 and brake disc rotor 2]
Next, a case where the above-described wheel 1 and brake disc rotor 2 in the present disclosure are used in combination will be described together with the flow of airflow during rotation.

FIG. 8 is a sectional view showing a state in which the brake disc rotor 2 is attached to the inside of the wheel 1 according to the present disclosure. A plurality of black arrows in FIG. 8 indicate the flow of airflow caused by the rotation of the wheel 1 and the brake disc rotor 2.

A wheel 1 and a brake disc rotor 2 are fixed to a hub X of a vehicle with bolts or the like. It is also possible to further arrange a known dust cover D inside the brake disc rotor 2 if necessary.

As the vehicle travels, the wheel 1 and brake disc rotor 2 rotate simultaneously. As the brake disc rotor 2 rotates, air currents generated on both surfaces of the brake disc rotor 2 are attracted to the center of the brake disc rotor 2. The airflow on the inside (22b) of the sliding surface of the brake disc rotor 2 passes through the third air hole 24 from the inside and flows toward the wheel 1 side. On the other hand, the airflow on the outside of the sliding surface (22a) of the brake disc rotor 2 passes through the fourth air hole 26 of the side wall portion 27 and enters the inside of the hat portion 21, and then passes through the third air hole 24. and flows to the wheel 1 side. That is, the airflow on the inside (22b) of the sliding surface of the brake disc rotor 2 and the airflow on the outside (22a) of the sliding surface are integrated inside the hat portion 21 and are discharged from the third air hole 24 to the wheel 1 side. .

In the present disclosure, the position of the third air hole 24 of the brake disc rotor 2 in the circumferential direction with respect to the rotation axis center O matches the position of the first air hole 18 of the wheel 1. Therefore, the airflow discharged to the wheel 1 side enters the air flow path 16 from the first air hole 18 of the wheel 1, is transferred to the second air hole 19 by centrifugal force, and then flows from the second air hole 19. Emitted outside the vehicle.

As shown in FIG. 8, the distance (L ₁ ) from the center of the second air hole 19 of the wheel 1 is longer than the radius (L ₂ ) of the brake disc rotor 2 (L ₁ >L ₂ ). With such a configuration, the airflow generated by the rotation of the brake disc rotor 2 can be transferred within the air flow path 16 over a distance longer than the radius of the brake disc rotor 2. Therefore, it becomes possible to efficiently cool the brake disc rotor 2 without depending on the radius of the brake disc rotor 2. In order to produce such an effect, it is necessary to ensure the length of the air flow path 16, so it is preferable that the second air hole 19 be formed on the rim side of the wheel 1. That is, assuming that the inner diameter of the wheel is L _{3 and} the inner radius of the wheel is L ₃ /2, it is preferable that "L ₃ /4<L ₁ <L ₃ /2" is satisfied.

The effects of using the wheel 1 and brake disc rotor 2 of the present disclosure in combination will be described below.

Effect (1): As described above, when the wheel 1 and brake disc rotor 2 of the present disclosure are used in combination, the brake disc rotor 2 can be cooled by the air flowing through the air flow path 16, so the radius of the brake disc rotor 2 can be reduced. It becomes possible to efficiently cool the brake disc rotor 2 without relying on the brake disc rotor 2.

Effect (2): The wheel 1 according to the present disclosure can improve aerodynamic performance mainly by the outer disk 14a. That is, a technique for attaching a wheel cover to a vehicle wheel has been known as a technique for improving the aerodynamic performance of a vehicle wheel. The wheel cover is attached to a vehicle wheel by fitting a locking portion formed on the back surface into the inner periphery of the rim. Therefore, if the wheel cover receives shock or vibration from contact with another object while the vehicle is running, there is a risk that the wheel cover may fall off. On the other hand, in the wheel 1 of the present disclosure, the outer disk 14a has a substantially disk-shaped shape, and the hot air after cooling the brake disk rotor 2 is exhausted from the second air hole 19 formed on the rim side of the wheel 1. Ru. Therefore, compared to wheels with known spokes, the occurrence of turbulence during running can be suppressed, making it possible to improve aerodynamic performance in addition to cooling performance.

Effect (3): The brake disc rotor 2 according to the present disclosure does not need to be of a ventilated type, which is advantageous from the viewpoint of manufacturing efficiency and cost. In other words, the known ventilated type brake rotor improves the rotor cooling performance through air holes provided between the outer disc and the inner disc, but the manufacturing cost and manufacturing time are lower than that of the so-called solid type brake rotor. Disadvantages compared to brake rotors. On the other hand, by using the brake disc rotor 2 of the present disclosure in combination with the wheel 1 of the present disclosure, it is possible to improve the cooling performance even though it is a solid type.

Although preferred embodiments of the present disclosure have been described above with reference to the accompanying drawings, the present disclosure is not limited to such examples. That is, it is understood that it is obvious for those skilled in the art to attempt further modifications to the above-described embodiments.

C: vehicle; T: tire; X: hub; 1: wheel; 12: rim; hole, 19: second air hole, 2: brake disc rotor, 21: hat part, 22: brim part, 24: third air hole, 25: top part, 26: fourth air hole, 27: side wall part

Claims (5)

A wheel used in combination with a brake disc rotor placed on the inside of the vehicle,
an air flow path formed inside the disc portion of the wheel and extending from the center toward the periphery;
a first air hole formed inside the wheel and on the center side and communicating with the center side end of the air flow path;
a second air hole formed on the outer side of the wheel and on the peripheral side and communicating with the peripheral side end of the air flow path;
Equipped with
The radial distance from the center to the second air hole is longer than the radius of the brake disc rotor.
vehicle wheels. The vehicle wheel according to claim 1, wherein the first air holes are provided intermittently along the circumferential direction, and the second air holes are continuous openings along the circumferential direction. The vehicle wheel according to claim 1 or 2, wherein a plurality of the air flow paths are provided intermittently radially along the circumferential direction. It has a hat part fixed to the vehicle hub on the center side of the rotation axis, and a collar part extending in a ring shape around the hat part,
A brake disc rotor for a vehicle, wherein the hat portion includes a top portion having a third air hole that can communicate with an air hole of a wheel of the vehicle. The hat portion further includes:
5. The air conditioning system according to claim 4, further comprising a side wall portion having a fourth air hole extending from an edge of the top surface portion in a bent manner in a direction crossing the top surface portion and communicating with the third air hole. Vehicle brake disc rotor.