TWI801651B - rim - Google Patents

Abstract

The object of the present invention is to provide a wheel rim that can provide a well-balanced way of stressing the spokes during driving and/or braking, thereby improving riding comfort and improving design. The rim 1 of the present invention has: a hub 3, which has a shaft core 2; a circular rim 4, centered on the shaft core 2; a plurality of spokes 5, which are erected between the hub 3 and the rim 4; The advancing position, which is used as a position for installing the spokes 5, is arranged in a direction parallel to the radial direction relative to the shaft core 2 and is installed on the front side of the rolling direction of the wheel rim 4 relative to the shaft core 2; The position where the spokes 5 are installed is arranged in a direction parallel to the radial direction relative to the shaft core 2 and installed on the rear side of the rolling direction of the rim 4 relative to the shaft core 2; and the spokes 5 installed in the traveling position are only arranged on the The left and right sides of the hub 3 of the sprocket should be installed, that is, the sprocket side.

Description

rim

The present invention relates to a wheel rim for bicycles, mainly for sports bicycles.

Bicycles including sports bicycles such as road bicycles are equipped with rims with tires on the front and rear, and the rims rotate to move forward. The rotation of the rim rotates the crankshaft through the pedals located at the substantially lower center of the vehicle body, and the rotational driving force is transmitted to and given to the shaft of the rear wheel through the chain. The rim is composed of the following parts, namely: the shaft (hub), which transmits the driving force; the circular rim, which is centered on the hub; and the rod-shaped spokes, which are erected between the hub and the rim (For example, refer to Patent Document 1).

There are various modes of installation of the spokes, for example, in Patent Document 1, it is shown that the extension of the spokes passes through the axis of the hub, the so-called mode of being installed at a position extending radially from the axis of the hub (which is defined as "the axis of the hub") Location"). In addition, Patent Document 1 also shows the mode of being installed at the braking position and the traveling position. The aforementioned braking position is parallel to the spokes installed at the axis, and the extension of the spokes is offset to one side relative to the axis of the hub. Position (braking position), the aforementioned traveling position is when the spokes at the braking position are viewed from the same side relative to the left and right of the rim, the position (traveling position) offset to the other side relative to the axis of the hub.

Generally speaking, in order to increase the rigidity by intersecting the spokes at the approximate center of the hub and the rim, the spokes are often installed not parallel to the spokes located at the axis (so-called one-on-six etc.). In Patent Document 1, the appearance is improved by installing the spokes at the axis position, the braking position and the running position parallel to the axis position, and the spokes are shorter in weight to reduce the weight.

Here, the spokes located at the axle center only function to bear the load. According to the direction of rotation of the rim, when the rim is installed on the vehicle body, the extension line of the spoke is shifted toward the front side of the hub, which is the traveling position. The spoke that is positioned at this advance position when being the spoke of trailing wheel, is to be used for accepting the driving force person that causes because of rotation. Conversely, offset towards the rear of the hub is the braking position. It is designed to take over the braking force when the brakes are applied. [Prior Art Literature] [Patent Document]

[Patent Document 1] Japanese Design Registration No. 1162273

[Problem to be solved by the invention]

However, in the rim of Patent Document 1, the spokes installed at the braking position and the traveling position are equally arranged on the left and right sides of the rim. Thus, driving force from, for example, a chain is transmitted from the right side of the vehicle body, but the driving force is first received by the spokes on the right side, and then received by the spokes on the left side across the hub. When passing through the hub, if the rigidity of the hub is not so high, the driving force cannot be appropriately received, and the left and right receiving methods are different. It is poor in balance and poor in riding comfort.

And, more sports bicycles will be used to dispose the sprocket for speed change on the right side of the traveling direction of the rim. At both ends of the hub there are wide flanges on which spokes are mounted. Due to the presence of the aforementioned sprocket, the distance between the flange on the sprocket side and the center of the hub is shorter than the flange on the left (opposite side of the sprocket) in the direction of travel without the sprocket. Correspondingly, the spokes on one side of the sprocket are shorter than the spokes on the opposite side of the sprocket, and the tension is also higher.

If so, the spokes at the traveling position are formed as described above so that the spokes on the right side (sprocket side) receive the driving force first, and then receive the driving force through the spokes on the left side (opposite side of the sprocket) of the hub, but because the spokes on the opposite side of the sprocket The tension is low, so it cannot efficiently undertake the driving force.

On the other hand, when there are spokes (such as crossing) at the braking position and the traveling position on the left and right sides of the above-mentioned rim, both of the spokes at the braking position and the traveling position are formed when there is an impact from the road surface. Receive the impact (for example, the direction of the impact is different, but when the impact is first received by the spokes in the braking position, and then the reaction force acts in the opposite direction to receive the impact by the spokes in the travel position). Therefore, no matter which direction the impact comes from, only the spokes receive the impact. However, since the spokes on the sprocket side are highly tensed as described above, the spokes themselves have no room for expansion and contraction in the longitudinal direction, and thus cannot absorb shocks. It leads to deterioration of riding comfort.

The present invention is made in consideration of the above-mentioned prior art, and aims to provide a wheel rim that can provide a spoke force during driving and/or braking with a high balance, thereby improving riding comfort and improving design. [Technical means to solve the problem]

In order to achieve the above object, the present invention provides a wheel rim, which is characterized in that it has: a hub, which has an axis that becomes the center of the rotating shaft; a circular rim, which centers on the axis; a plurality of rod-shaped The spokes are installed between the aforementioned hub and the aforementioned rim; the sprocket is installed on either side of the aforementioned hub in order to transmit the rotational driving force from the pedal to the aforementioned axis; the traveling position is its As a position for installing the spokes, it is arranged in a direction parallel to the radial direction relative to the aforementioned shaft core and is installed on the front side of the rolling direction of the aforementioned wheel rim relative to the aforementioned shaft core; and a braking position, which is used as a position for installing the aforementioned spokes Position, arranged in a direction parallel to the radial direction relative to the aforementioned shaft core and installed on the rolling direction rear side of the aforementioned wheel rim relative to the aforementioned shaft core; The left and right sides of the aforementioned hub of the sprocket are the sprocket side.

Preferably, the side opposite to the sprocket side is the rotor side to be arranged on the rotor of the disc brake, and the spokes installed at the braking position are only arranged on the rotor side. [Effect of Invention]

According to the present invention, the spokes installed at the traveling position reliably receive the rotational driving force transmitted by stepping on the pedals, thereby preventing the vehicle body from shaking, thereby improving the balance. At this time, since the spokes installed at the traveling position are only arranged on the sprocket side, the spokes on the opposite side across the hub will not receive the rotational driving force transmitted from the sprocket side, and will not be affected by the rigidity of the hub. Therefore, since the strength and weakness when the rotational driving force is received by the spokes disappear, the riding comfort is good.

That is, it means that there are no spokes in the running position on the opposite side of the sprocket, and it also means that there are no longer lower tension spokes among the spokes that are used to receive the driving force. Therefore, since the rotational driving force is efficiently transmitted, and it is possible to exclude, for example, spokes with low tension that do not play the role of receiving the driving force, parts are not wasted. By adding spokes in the travel position on the sprocket side, it can also withstand greater force.

Furthermore, when encountering an impact from the road surface, the spokes at the traveling position and the braking position will bear the impact, but if the spokes at the traveling position on the side of the sprocket, for example, receive the impact, the reaction force will then be generated by the spokes at the chain wheel side. The spokes of the braking position on the opposite side of the wheel bear. At this time, since the reaction force is transmitted through the hub, the torsion of the hub is also used for shock absorption. The so-called hub acts as a torsion spring, which greatly improves riding comfort compared to only using spokes to absorb shocks. In addition, the driving force and braking force at this time will not be affected.

Also, when the rotor for disc brakes is arranged on the opposite side of the sprocket side, by disposing the spokes at the braking position only on the rotor side where the rotor is arranged, the braking force of the disc brakes can all be provided by the rotor side. The spokes of the braking position undertake. Therefore, the spokes on the opposite side (sprocket side) of the hub do not receive the braking force transmitted from the rotor side, and are not affected by the rigidity of the hub. Therefore, since the intensity when the spokes bear the braking force disappears, the riding comfort is better.

Also, by installing only the spokes at the traveling position on the sprocket side and only the spokes at the braking position on the rotor side, a rim with better appearance and higher design can be obtained.

As shown in FIG. 1, the rim 1 of this invention is provided with the hub 3 which has the shaft core 2 which becomes the center of a rotating shaft. A circular rim 4 centered on the shaft core 2 is provided on the outer side of the hub 3 . The hub 3 is in the shape of a hollow cylinder, and its shaft becomes the shaft core 2 . Therefore, the hub 3 and the rim 4 are designed around the same shaft core 2 . Spokes 5 are spanned between the hub 3 and the rim 4 . The spokes 5 have a rod shape and are formed in plural. Specifically, flanges 6 protruding outward from both left and right ends of the hub 3 are formed, and one ends of the spokes 5 are attached to the flanges 6 . On the other hand, the other end of the spoke 5 is attached substantially in the center with respect to the left-right direction of the rim 4 . Therefore, there is a concept that the spokes 5 are installed on either side of the left and right for the hub 3, but this concept does not exist for the rim. In addition, Fig. 1 shows the rim 1 which becomes the rear wheel relative to the body of the bicycle, and shows the left side view viewed from the left side of the body (when the body advances, the rim rotates in the direction of arrow R), but for convenience, use The spokes 5 mounted on the left side of the wheel hub 3 are described by solid lines, and the spokes 5 mounted on the right side are described by chain lines. In addition, the sprocket 7 and the rotor 8 which will be described later are omitted in the figure.

As shown in FIG. 2 , a sprocket 7 for transmitting rotational driving force and a rotor 8 of a disc brake are disposed on the left and right of the hub. The sprocket 7 transmits the rotational driving force from the pedal (not shown) to the shaft core 2 and is generally arranged on the right side of the hub 3 . The sprocket 7 is provided with a plurality of sprockets with different radii in order to adjust the amount of rotation with respect to the driving force. On the opposite side of the sprocket 7, ie on the left side of the hub 3, there is a disc brake mechanism, for which a rotor 8 is provided. The rotor 8 , the hub 3 , and the sprocket 7 are integrally attached via a shaft 9 .

As shown in FIG. 3 , there is a traveling position as a position for mounting the spoke 5 . The traveling position refers to a position parallel to the radial direction of the shaft core 2 and on the front side of the rolling direction R of the rim 4 relative to the shaft core 2 . On the other hand, as shown in FIG. 4 , there is a braking position as a position for mounting the spoke 5 . The braking position refers to a position arranged in a direction parallel to the radial direction of the shaft core 2 and on the rear side of the rolling direction R of the rim 4 relative to the shaft core 2 . Moreover, the spokes 5 installed in the traveling position are only arranged on the side of the sprocket 7 (generally the right side of the vehicle body) (when the rim 1 in FIG. wheel side). On the other hand, the spokes 5 installed at the braking position are arranged only on the rotor 8 side (generally on the left side of the vehicle body) (when the rim 1 in FIG. rotor side).

Since the rotational driving force transmitted from the sprocket 7 is applied to the rim 4 in the rolling direction R, it is always applied in the same direction as the rolling direction R. The spokes 5 at the advancing position are positioned to receive the rotational driving force with respect to the rolling direction R, so they play the role of stabilizing the rim 1 by reliably receiving the rotational driving force. That is, the spokes 5 reliably receive the rotational driving force transmitted by stepping on the pedals, thereby preventing the vehicle body from shaking, thereby improving the balance. At this time, since the spokes 5 installed at the traveling position are only arranged on the side of the sprocket 7, the spokes 5 on the opposite side across the hub 3 will not receive the rotational driving force transmitted from the side of the sprocket 7. Therefore, the force of the rotational driving force received by the spokes 5 is constant and will not be affected by the rigidity of the hub 3 . Therefore, it can be prevented that the spokes 5 on the side of the sprocket 7 are strongly subjected to the rotational driving force, followed by the spokes 5 on the opposite side (rotor 8 side) via the hub 3 from receiving the rotational driving force relatively weakly and then strongly. One weakly bears the rotational driving force. In this way, the strength of the rotational driving force received by the spokes 5 disappears, and the riding comfort is also improved.

Also, when the rotor 8 for disc brakes is disposed on the opposite side of the sprocket 7 side, since the spokes 5 at the braking position are only disposed on the rotor 8 side, the braking force of the disc brakes can be entirely provided by the rotor 8. The spoke 5 of the braking position on the side is accepted. That is, the spokes 5 positioned at the braking position reliably receive the braking force intended to stop the rotation of the rim 4 through the rotor 8, and the spokes 5 on the opposite side (sprocket 7 side) across the hub 3 will not bear the braking force . Therefore, the force of the braking force received by the spokes 5 is constant and will not be affected by the rigidity of the hub 3 . Therefore, similar to the above-mentioned rotational driving force, since the strength and weakness when the spokes 5 receive the braking force disappear, riding comfort is improved.

Also, when only the spokes 5 at the same position (braking position or traveling position) are arranged on one side of the rim 1 as described above, if a load (including driving force and braking force) is applied to the hub 3 through the spokes 5, the torsional force will Acts on flange 6. By unexpectedly generating this torsional force, when an impact load is applied, the hub 3 can be twisted to absorb the load. By utilizing the torsional elasticity of the hub 3 to absorb this force, the impact from the road surface can be further alleviated, thereby improving riding comfort. It is also effective against spokes 5 which are difficult to cut.

Moreover, when a driving force or a braking force acts, since the spokes 5 receiving the force are all located on the same side, the tension of the spokes 5 becomes equal, which can also be said to be difficult to cut.

Also, by installing only the spokes 5 at the traveling position on the side of the sprocket 7 and only the spokes 5 at the braking position on the side of the rotor 8, a rim 1 with better appearance and higher design can be obtained.

1: rim 2: shaft core 3: hub 4: rim 5: Spokes 6: Flange 7: sprocket 8: rotor 9: axis R: arrow/scroll direction

Fig. 1 is a schematic side view of the wheel rim of the present invention. Fig. 2 is a schematic diagram near the hub of the rim of the present invention. Fig. 3 is a schematic side view of the rim that only records the spokes in the traveling position. Figure 4 is a schematic side view of the rim that only records the spokes at the braking position.

1: rim

2: shaft core

3: hub

4: rim

5: Spokes

6: Flange

R: arrow/scroll direction

Claims (2)

A wheel rim is characterized in that it has: a hub having a core which becomes the center of the axis of rotation; A circular rim centered on the aforementioned axis; A plurality of rod-shaped spokes are erected between the aforementioned hub and the aforementioned wheel rim; A sprocket, which should be installed on either side of the aforementioned wheel hub in order to transmit the rotational driving force from the pedal to the aforementioned shaft core; The traveling position, which is a position for installing the spoke, is arranged in a direction parallel to the radial direction relative to the aforementioned shaft core and is installed on the front side of the rolling direction of the aforementioned wheel rim relative to the aforementioned shaft core; and The braking position, which serves as a position for installing the aforementioned spokes, is arranged in a direction parallel to the radial direction relative to the aforementioned shaft core and is installed on the rear side of the rolling direction of the aforementioned wheel rim relative to the aforementioned shaft core; and The aforementioned spokes installed in the aforementioned traveling position are only arranged on the left and right side of the aforementioned wheel hub where the aforementioned sprocket should be installed, that is, the sprocket side. The wheel rim according to claim 1, wherein the side opposite to the aforementioned sprocket side is the rotor side of the rotor that should be configured for disc brakes; and The aforementioned spokes installed at the aforementioned braking positions are only arranged on the aforementioned rotor side.

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