MXPA97005802A - Wheel for vehicle and process for your manufacturer - Google Patents

Abstract

The present invention relates to a vehicle wheel consisting of a rim and a center plate or wheel disc which is connected thereto and which can be secured to a hub or brake drum with a plurality of connecting holes for the orifices of the wheel pins disposed on the circumference of the circle of bolt holes, whereby the connecting holes have a spherical or conical recess and the area surrounding the recess is flared out as seen from the hub and the plate. center or wheel disc has contact surfaces for the hub or brake drum distributed over the circumference whereby the area of the connecting hole that surrounds the recess in all sectional planes has a thickness greater than the more distant area that forms the plate of center or disc wheel and area directly attached to the recess that presents the largest thickness that then decreases radially outwards seen from the axis of the recess and then passes to a boundary area that has a nearly constant thickness that corresponds essentially to the initial thickness of the round preform to form the center plate or wheel disk, characterized in that it is also provided with an increase in thickness directed towards inside that forms a toroidal ring that extends in the direction of the brake hub or drum and in contact with the contact area of the hub or brake drum forms a compression spring with adjustable spring ribs that become effective in addition to the ribs of the known spiral spring of the limit area, whereby in the state without screwing the toroidal ring has a defined space relative to the hub or brake drum whose size can be used to determine the starting point of the compression spring in relation to the spring spy

Description

WHEEL FOR VEHICLE AND PROCESS FOR ITS MANUFACTURE Description The invention relates to a vehicle wheel according to the main concept of claim 1 of the patent. When a vehicle wheel consisting of a ring or rim (rim in Mexico) and a wheel disc or wheel plate attached to the rim is mounted on a vehicle, the disk of the wheel or wheel plate is attached in force kinematic connection with the braking bucket or drum.

The wheel bolts are tightened by means of torque wrenches, in order to produce a sufficiently large defined longitudinal screwing force. The amount of screw force required is determined, inter alia, by the number of screws, the friction diameter of the contact surfaces, the coefficients of friction between the connecting elements and the impulse and braking moments that must be applied. be transmitted. The longitudinal screwing force is superimposed on an excess of safety that takes into account the forces acting on the screw when the wheel is rolled. Through the longitudinal screwing force, the connecting or countersinking eye of the wheel is braced with the hub or the braking drum. For this, the countersink fulfills the task of opposing an elastic resistance to the longitudinal screwing force up to the high magnitudes that can be produced by abuses, such as, for example, oiled screws or tightening moments that are too high, since a plastic flow can lead to that the longitudinal screwing-in force and finally the loosening of the wheel bolts decreases. Known embodiments of connecting eyelets obtain their spring stiffness in the direction of the longitudinal axis of the screw by bending the material which is arranged annularly around the countersink. In order to increase the spring stiffness with respect to that presented by the natural thickness of the sheet or metal sheet, construction reinforcements are known. One of the possibilities consists of the inverted drawing of (drawing in) the radially inner region of the connecting eyelet. This shape additionally has the advantage of increasing or enlarging the contact surfaces with respect to the pin (or stud) of the wheel in comparison with the simple embossments evertidas (embuticiones outwards). For exemplification purposes, we refer to the catalog of wheels, edition 1990/1991, of the Mannesmann Kronprinz AG Company, page 28, lower half. The disadvantage of the connection eyelet embodiments known hitherto is that the rigidity of the connection eyelet clearly depends (or depends on) the thickness of the metal foil and the material strength of the starting material. From US-A-3, 664, 708 a wheel is known consisting of a profiled rim and a wheel plate attached thereto through welding in the region of the bottom of the throat. In order to avoid a cracking of the connection eyelet in the event that the wheel bolts are too tightly tightened, it is proposed to have a bushing configured in the manner of a flange within the connection eye. The region of the bushing configured as a flange is located on the side facing the hub or the braking drum, and must be passed through the connection eyelet before mounting the wheel. After placing the wheel, the front region of the bushing conforms to a cone shape by tightening the wheel nut. This cone comes to rest or rest against the region of the edge of the connecting eyelet, but only when the front side of the flange-like region of the bushing is already resting on the hub or the braking drum. The disadvantage of this construction lies in the fact that separate ferrules have to be manufactured, which can easily fall out of the connection eyelet during the assembly of the wheel until the cone that fixes the ferrule has been formed. Additionally, this arrangement or arrangement is only suitable for wheels that have the studs arranged on the hub or the braking drum, since otherwise, in the case of the usual fixing of the screws (studs) of the wheel, the bushes easily they may fall during assembly. Another additional disadvantage is that the bushing is always only suitable for a single type of wheel, so that in the case of one hundred different types of wheels, one hundred different bushes have to be manufactured and kept in the stock warehouse. In addition, confusions can occur that lead to the wrong bushing being inserted. Another disadvantage is that due to the bipartite arrangement, there will always be two settling gaps. This is very inconvenient for the stability of the longitudinal screwing force. In addition to all this, already during the assembly, the bending spring is subjected to heavy loads, since the cone of the bushing is formed by means of the wheel nut. In FR-A-2539079 a special construction of the wheel hub is revealed. In the single figure is represented a part or sector of the vehicle wheel, including a region of the wheel plate. The wheel plate is provided with several connecting eyelets for the screw holes of the screws or studs of the wheel, arranged along the circumference of the circle of screw holes. The connection eyelet has a countersink shaped conical, and the region that covers the countersink presents everted stuffing (this stuffed outward). The region of the connecting eyelet covering the countersink has a greater thickness in all the cross-section planes than the region of the wheel plate that is furthest away. The region immediately adjacent to the countersink has the maximum thickness, which from there is reduced radially outward as seen from the axis of the countersink, and then pass in rounded form to the adjoining region. This adjoining region has a thickness that remains almost uniform, and that essentially corresponds to the starting thickness of the slice that will be formed on the wheel plate. The task of the invention is to provide a vehicle wheel consisting of a rim which is attached to a wheel wheel or metal wheel plate, especially made of a light metal, in which, with a simple shape As a result of the mounting procedure, loosening of the screws (or studs) of the wheel during the driving of the vehicle is assuredly avoided. In addition to the above, a large contact surface is sought against the screws or studs of the wheels, in order to reduce the surface pressure. This task is solved with the properties according to the characterizing section of claim 1. Advantageous improvements as well as a process for the manufacture of a wheel of this kind are an integral part of the secondary claims. According to the invention, the region comprising the countersinking has a significantly greater thickness compared to common thinning due to the implicit conditions of the process. The region immediately adjacent or adjacent to the countersink has the maximum thickness, which from there is continuously reduced radially outwards, to later pass in rounded or tangential form, to the adjoining region. The region mentioned last is characterized in that it has a thickness that remains almost uniform, and that corresponds essentially to the starting thickness of the slice for the manufacture of the disk of the wheel or plate of the wheel. By means of an upset or crushing channel in the region of the countersink, the rigidity of the connection eyelet which acts as a bending spring is increased. In addition, the resistance against a countersinking of the countersink is increased by tightening the screw or stud of the wheel. Because of this, the thickness of the remaining metal sheet can be reduced to a minimum, since the weak point - the connection eyelet - has sufficient rigidity in accordance with this proposal, even taking into account the abuse during the placement of the screws or studs of the wheels. In order to form a contact surface as large as possible between the screw or stud of the wheel and the countersink, preferably the increase in thickness is carried out axially outwards. However, the limitations given by the prescribed connection measures must be taken into account. In any case, the surface pressure between the screw or stud of the wheel and the countersink is reduced by increasing the contact surface. The proposed configuration of the connection eye can be used or applied for all metal wheels, but especially for those made of light metal, since this source material has a lower resistance. To make the weak point - connecting eyelet - safer - in the case of light metal wheels, it is proposed in a further development, to further tighten material axially inward, under formation of a ring of toroidal shape. By this, the spring stiffness of the connection eyelet is significantly increased, since the torsional proportionality of the toroidal ring acting as a spring or pressure spring is added to the bending prorata of the surrounding region. For this, the ring rests on the hub or brake drum when the wheel plate is tightened. In the non-screwed state, the front surface of the toroidal ring has a gap of defined height with respect to the bearing or resting surface on the hub or the braking drum. This spacing is used to adjust or coordinate the mutual coupling between the bending spring and the pressure spring, and in this way to influence the longitudinal screwing force of the tightening torque. This toroidal ring has the advantage that plastic deformation of the region subject to bending stress is prevented, and that, through the geometrical configuration of the ring, a bending stiffness can be adjusted largely independent of the material starting point used, in terms of strength and thickness. For this, it has been found to be advantageous if the ring of toroidal shape is surrounded by an annular groove or a rounded recess. This last variant is particularly advantageous in the case of steel wheels, since with it the danger of cracking in the slot-ring transition region is avoided. The proposed construction is especially advantageous for a light metal wheel made of sheet or metal sheet, but is equally suitable for a steel wheel or a light cast or cast metal wheel. The configuration of the countersink according to the invention has the essential advantage of responding to the wishes of the automotive industry with regard to having, as far as possible, bolts or studs of standardized or standardized wheels, since the rigidity of the countersinking can be coordinated or adjust within very wide limits independently of the height of the countersink and the starting thickness of the source material used. In the manufacture of the vehicle wheel according to the invention, unlike the known state of the art, the formation of the connection eyelet reduces the volume of material to be lost through drilling, and the material saved from this. In this way, it is displaced from the rear countersink by stressing it in the adjoining region by means of optimal tightening and drawing, applying a variable back pressure simul- taneously. In the formation of the toroidal ring, especially in the manufacture of light metal wheels, material is pressed inwardly further by axial compression.

In the drawing, the vehicle wheel according to the invention is explained in more detail, based on some examples of embodiments. Figure 1 shows in cross-section a partial sector of a first embodiment of the vehicle wheel according to the invention, in the region of the connecting eyelet. Figure 2 in the same cross section as that of Figure 1, a second embodiment. Figure 3 in the same cross section as that of Figure 2, a third embodiment. Figure 4 as Figure 2, in combination with a wheel bolt or stud and the braking bucket or drum. Figure 5a a top view of the outer side of the wheel plate. Figure 5b a section A-A in Figure 5a. Figure 5c a section B-B in Figure 5b. Figure 1 shows in cross section a partial sector of a first embodiment of the vehicle wheel according to the invention, in the region of or 1 connection. The connection eyelet 1 has a countersink 2 of conical configuration with a cone opening angle of, for example, 60 °. The connecting eyelet 1 presents everted stuffing (this stuffing made out) in a known manner over the adjoining region 3, 4. In this figure is outlined a sector of the part of the plate 5 of the wheel that is added. According to the invention, the region 6 covering the countersink has a significantly greater thickness than the region 5 forming the wheel plate 5. In this, the region directly adjacent to the countersink 2 is the one with the greatest thickness, which from then on is continuously reduced radially outwards as seen from the axis 7 of the countersink 2, to then make the transition in rounded shape or possibly tangential to the adjoining region 3, 4. The dashed or continuous lines made slightly below the connecting eye 1 show in exemplary form the region of the disc of the wheel or plate 8 of the wheel, which is between two connecting eyelets 1 seen in the direction of the circumference . The thickness 9 in the region immediately adjacent to the countersink 2 is at least 15 and preferably more than 25% greater, compared to the thickness 10 of the region forming the wheel plate 5. In addition to the increase in the stiffness of the connection eyelet 1, the upsetting of material in the countersink region according to the invention results in an increase in the contact surface 11 with the wheel bolt (see also Figure 4). this context). For this reason the increase in the thickness of preference is directed axially outwards, although it will nevertheless be necessary to observe the prescribed connection measures, indicated here by arrow 12. Figure 2 shows in cross section equal to that of Figure 1 a second embodiment, being that the same reference symbols were selected for equal parts. In contrast to Figure 1, the connecting lug 1 'additionally has a ring 13 of toroidal shape directed towards the inside, which radially inside is delimited by the cylindrical part 14 of the hole 15 for the passage of the screw or bolt, and whose extension according to the invention can be greater than the thickness 16, 17 in the axial direction of the material of the adjoining regions 3, 4. In the non-screwed state, the front surface 18 of the ring 13 of toroidal shape has a gap 20 of defined height with respect to the resting surface or support that is radially outwardly, interstice with which the setting or insertion point of the ring 13 acting as a pressure spring can be adjusted, with respect to the region 3, 4 surrounding that acts as bending spring. The spring stiffness of the ring 13 of toroidal shape is essentially determined by the volume of material brought in as a spring, which in exemplary form can be determined by the width and depth of the annular groove 21. When assembling and later screwing the wheel bolt 24 (see Figure 4), the resting surface or support arranged radially outwards first rests or rests on the contact surface 26 of the hub 25. By increasing the tightening torque of the wheel bolt 24 until reaching the value usually determined by the vehicle manufacturer will rest on the rest the resting surface or internal support 22 on the contact surface 26 of the hub 25 (see Figure 4). From this moment the region 3, 4 surrounding the connecting eye 1 'acts as a bending spring, until the front surface 18 makes contact with the contact surface of the hub 25, which is when the ring 13 of toroidal shape acts additionally as a pressure spring. The embodiment shown in FIG. 2 is preferably used for light metal wheels, in order to compensate for the lower resistance attributable to the material at the weak point 1 'of connection. Figure 3 shows in cross section the same as that of Figure 2 a third embodiment of the region according to the invention. Here also identical reference symbols were selected for equal parts. Unlike Figure 2, the countersink 23 is configured in a spherical manner. The fundamental arrangement and the manner of operation of the execution of the connecting eyelet 1 'according to the invention are the same as those described above. However, the transition of the toroidal ring 13 to adjacent or adjacent regions 3, 4 is configured a little differently. Instead of a stamped annular groove 21 (FIG. 2), a more or less rounded recess 27 is provided in this embodiment. This embodiment is preferably used for steel wheels. Figure 4 is identical to that of Figure 2 in what refers to the embodiment, but shows the interaction of the eye of connection of the disc of the wheel or of the plate 5 of the wheel according to the invention, with a wheel bolt 24 and a sector of the hub or brake drum 25. The represented state shows a moment in which the resting or resting surface 19 which is radially outwards is in contact with the contact surface 26 of the hub 25, but a longitudinal screwing force is not yet exerted. Only when tightening is done by screwing the screw or stud 24 of the wheel with a screwdriver or a torque wrench, the stepped contact of the individual surface regions with the contact surface 26 of the hub 25 is established. In Figures 5a-5c A top view is shown as well as two cuts of the vehicle wheel according to the invention. For this, Figure 5a shows the outer side of the plate 5 of the wheel. The embodiment of the connecting eyelets 1 'essentially corresponds to the representation of Figure 3. In the representation of the partial figure 5a, the embossed rest or support surfaces 30, 31 can be clearly seen. In accordance with the invention, the support surfaces 31 that are radially outwardly have been brought as close as possible to the respective connecting eyelet 1 '. By means of this stamping, a discharge is provided to the screw or stud 24 of the wheel. Since the distance between the bolt or stud 24 of the wheel and the effective bearing surface 31 is reduced, which results in a shortening of the bending lever arm, the desired result is obtained by providing relief to the bolt or stud 24 the wheel.

Claims (1)

1. CLAIMS l. Vehicle wheel consisting of a rim or wheel and, attached to it, a wheel disc or wheel plate (5) that is fixed to a hub (25) or braking drum with several connecting eyelets (l1, l ' 1) for the screw holes of the bolts or screws (24) of the wheel, arranged along the circumference forming the circle of bolt holes, in which the connecting eyelets (l1, l1) present a countersink (2, 23) configured in a spherical or conical shape, and the region comprising the countersink (2, 23) has everted embossment (this is drawn out) and the disc of the wheel or plate (5) of the wheel presents rest or support surfaces (19) for the hub (25) or braking drum disposed in a distributed manner around the circumference, in which the region of the connecting eye (l1, l '') encompassing the countersink (2, 23) has a greater thickness in all planes of cross section than the region that is furthest away and which forms the disk of the wheel or plate (5) of the wheel, being that the region immediately adjacent to the countersink (2, 23) has the greatest thickness, which is then reduced radially outwards as seen from the axis of the countersink (2) to then make its transition to the region that has an almost uniform thickness, which in essence corresponds to the starting thickness of the slice for the conformation of the disc wheel or plate (5) of the wheel, In addition, an increase in the thickness directed inwards is characterized, which is characterized by the formation of a ring (13) of toroidal shape that extends in the direction of the hub (25) or brake drum , and that when in contact with the contact surface (26) of the hub (25) or of the braking drum, forms a pressure spring with an adjustable spring stiffness that acts additionally to the known spring stiffness coming from the bending of the surrounding region (3, 4), wherein the ring (13) of toroidal shape in the unscrewed state has a gap (20) defined with respect to the hub (25) or braking drum, whose size can be determined the point of in serration of the pressure spring to the bending spring. 7. Process for the manufacture of a vehicle wheel according to claim 1, wherein, from a metal sheet slice, a wheel disk or wheel plate (5) is formed in several chipless pressing processes, and the connecting eyelet (! ', 1") is manufactured by a combination of pressing and / or drawing without chips and drilling with chip formation, and finally the rim or rim manufactured in a separate process, joins with the plate (5) being characterized this procedure by the fact that, for the formation of the connection eyelet (1 ', l1') the volume of material lost by the perforation is reduced, which is displaced from the subsequent countersink (2, 23) emphasizing it against the adjoining region by means of optimal pressing and drawing with simultaneous application of a variable back pressure, additional material being pressed inwardly by means of an axial pressing. SUMMARY The invention relates to a • vehicle wheel consisting of a rim or wheel that is joined to a wheel disc or wheel plate that is fixed to a braking bucket or drum with several connecting eyelets for the screw holes of the bolts or screws of the wheel, arranged along the circumference of screw holes, in which the connecting eyelets have a countersinking configured in a spherical or conical shape, and the region covering the countersink presents everted embossment (this inserted outside) and the disc of the wheel or plate of the wheel has rest or support surfaces for the braking bucket or drum arranged in a distributed manner around the circumference. In accordance with the invention, it is provided that the region (6) of the connection eyelet (l1), l1 1) that covers the countersink (2, 23) has a significantly greater thickness in all the planes of cross section than the region that is furthest away and that forms the disk of the wheel or plate (5) of the wheel, being that the region (6) that covers the countersink (2, 23) forms an integral unit with the region (5) that is far away, and the region immediately adjacent to the countersink (2, 23) has the greatest thickness (9). ), which is then reduced radially outwards as seen from the axis (7) of the countersink (2) to then make its rounded or tangential transition to the region having an almost uniform thickness (10), which essentially corresponds with the starting thickness of the slice from which the disc of the wheel or plate (5) of the wheel is integrally formed. With regard to this Figure 1