WO2016148239A1 - 車両用ホイール - Google Patents
車両用ホイール Download PDFInfo
- Publication number
- WO2016148239A1 WO2016148239A1 PCT/JP2016/058504 JP2016058504W WO2016148239A1 WO 2016148239 A1 WO2016148239 A1 WO 2016148239A1 JP 2016058504 W JP2016058504 W JP 2016058504W WO 2016148239 A1 WO2016148239 A1 WO 2016148239A1
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- WO
- WIPO (PCT)
- Prior art keywords
- wheel
- rim
- annular
- inclined surface
- disk
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B21/00—Rims
- B60B21/02—Rims characterised by transverse section
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B3/00—Disc wheels, i.e. wheels with load-supporting disc body
- B60B3/04—Disc wheels, i.e. wheels with load-supporting disc body with a single disc body not integral with rim, i.e. disc body and rim being manufactured independently and then permanently attached to each other in a second step, e.g. by welding
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B7/00—Wheel cover discs, rings, or the like, for ornamenting, protecting, venting, or obscuring, wholly or in part, the wheel body, rim, hub, or tyre sidewall, e.g. wheel cover discs, wheel cover discs with cooling fins
- B60B7/01—Rings specially adapted for covering only the wheel rim or the tyre sidewall, e.g. removable tyre sidewall trim rings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B21/00—Rims
- B60B21/12—Appurtenances, e.g. lining bands
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B2900/00—Purpose of invention
- B60B2900/10—Reduction of
- B60B2900/121—Resisting forces
- B60B2900/1216—Resisting forces due to air-drag
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B3/00—Disc wheels, i.e. wheels with load-supporting disc body
- B60B3/02—Disc wheels, i.e. wheels with load-supporting disc body with a single disc body integral with rim
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses
Definitions
- the present invention relates to a wheel used in a vehicle.
- the wheel includes a disc and a rim.
- the disc is disposed at the outer end of the rim in the wheel axis direction (the opposite end of the vehicle body).
- Tires are mounted on the outer periphery of the rim.
- the airflow from the front hits the front end of the rotating tire and escapes to the rear through both sides of the wheel (wheel axially outside and inside).
- the airflow that flows along the outer side of the wheel in the axial direction is referred to as a side surface flow
- the airflow that flows along the inner side of the wheel in the axial direction (the vehicle body side) on the lower side of the vehicle body is referred to as the downstream of the floor.
- the side flow flows relatively smoothly along one side of the tire and the design surface of the disk.
- a part of the floor is peeled off and caught in the opening, and a vortex is generated.
- the airflow including the vortex is pushed out to the next vortex, blows out from the decorative hole of the disk through the inner space of the wheel, and merges with the side flow. Therefore, the side flow is disturbed and a vortex is generated.
- air resistance due to vortices is generated in the wheel. Air resistance is also generated when the downstream of the floor collides with the inner wall surface of the rim at the rear of the wheel.
- Patent Document 1 discloses a vehicle wheel in which vortex generation is suppressed and air resistance is reduced. More specifically, an annular rectifying member is attached to the end of the rim on the vehicle body side (the end on the opposite side of the disk). The rectifying member protrudes radially inward from the bead seat portion and covers a part of the opening on the vehicle body side of the wheel (the vicinity of the periphery of the opening). The rectifying member has an annular flat surface orthogonal to the central axis of the wheel on the vehicle body side.
- Patent Document 1 Although the air resistance at the wheel is reduced, the amount of air flowing into the inner space of the wheel is reduced, so that the cooling performance of the brake device built in the wheel is reduced.
- Patent Document 1 also discloses an embodiment in which an air intake hole is formed in a rectifying member, and air is taken into a wheel internal space to cool the brake device.
- this air intake hole opens on a flat surface perpendicular to the center axis of the wheel, the amount of the downstream part of the floor flowing into the wheel interior space through the air intake hole is small, and the brake device is fully I could not expect it to cool.
- the present invention has been made in order to solve the above problems, and in a vehicle wheel including a disc and a rim and incorporating a brake device,
- An annular rectifying portion is provided at the opposite end of the disk in the rim,
- the rectifying portion has an annular protruding portion that protrudes inward in the radial direction of the wheel from the bead seat portion of the rim, and the protruding portion is directed toward the central axis of the wheel on the opposite side of the disk.
- An annular inclined surface inclined so as to approach the disk is provided.
- the inclined surface of the projecting portion of the rectifying unit can suppress the generation of vortices due to separation downstream of the floor and reduce the air resistance.
- a sufficient amount of air for cooling the brake device can be guided to the wheel internal space by the inclined surface of the rectifying unit.
- the straightening portion has an annular wall portion along the rim flange portion of the rim, and a side surface of the wall portion on the opposite side of the disk forms a flat surface perpendicular to the central axis of the wheel, It is connected to the inclined surface.
- the flat side surface orthogonal to the central axis of the wheel is connected to the inclined surface, the air resistance can be further reduced.
- the inclined surface is inclined by 5 to 15 ° with respect to a plane perpendicular to the central axis of the wheel. According to this configuration, the effect of reducing the air resistance and the cooling effect of the brake device can be realized with a good balance. If the angle is less than 5 °, the flow rate required to cool the brake device cannot be secured. If the angle exceeds 15 °, the flow rate necessary to cool the brake device can be secured, but the air resistance increases and This is because the effect is reduced.
- the protruding part of the rectifying part has an annular collar shape. According to this configuration, an increase in wheel weight can be suppressed.
- the inclined surface of the protruding portion is provided as a first inclined surface
- the protruding portion further includes an annular second inclined surface facing the disk side
- the second inclined surface is As it goes to the central axis of the wheel, it inclines away from the disk, and an annular top is formed by the intersection of the first and second inclined surfaces.
- the rectifying unit is integrated with the rim. In another aspect of the present invention, the rectifying unit is separate from the rim and attached to the rim.
- the straightening portion is constituted by an annular member that is separate from the rim, and the annular member protrudes in the wheel axial direction from the protrusion, the wall, and the boundary between the protrusion and the wall.
- the mounting portion is fitted into the inner periphery of the bead seat portion. According to this configuration, the annular member that is separate from the rim can be attached to the rim relatively easily.
- the vehicle wheel of the present invention can reduce the air resistance while securing the flow rate of air flowing in the wheel for cooling the brake device.
- a vehicle wheel 1 shown in FIG. 1 is made of, for example, an aluminum alloy (light metal) casting, and includes a substantially disc-shaped disk 10 and a substantially cylindrical rim 20 that is continuous with the periphery of the disk 10. .
- a tire T is mounted on the outer periphery of the rim 20.
- the disk 10 has a central disk-shaped hub mounting portion 11, an annular peripheral edge portion 12, and spoke portions 14 that extend radially so as to connect the hub mounting portion 11 and the peripheral edge portion 12. .
- the hub mounting portion 11 is formed with a hub hole 11a and a plurality of bolt holes 11b.
- a decorative hole 15 is formed between the spoke portions 14.
- the rim 20 has a rim drop portion 21, a pair of bead seat portions 22 connected to both ends thereof, and a pair of rim flange portions 23, similarly to a general wheel rim.
- the disc 10 is disposed at the end of the rim 20 on the outer side in the wheel axial direction (opposite the vehicle body), and the inner space 2 of the wheel 1 is formed by the disc 10 and the rim 20.
- An opening 3 is formed inside the rim 20 in the wheel axial direction (vehicle body side).
- a vehicle hub (not shown) enters the internal space 2 from the opening 3, and the hub mounting portion 11 of the disk 10 is fixed to the hub.
- a brake device 30 is accommodated in the internal space 2.
- the brake device 30 includes a brake rotor 31 fixed to a hub (not shown) and a brake caliper 32.
- the brake caliper 32 has a pair of brake pads (not shown) that are operated by a hydraulic cylinder, and enables braking by friction by pressing the brake pads against the brake rotor 31.
- the decorative hole 15 has a role of releasing the heat generated in the brake device 30 to the outside as well as improving the design.
- an annular rectifying unit 40 is provided integrally with the rim 20 at an end of the rim 20 on the vehicle body side (the side opposite to the disk 10).
- the rectifying part 40 is an annular collar part 41 (collar-shaped projecting part) projecting radially inward of the wheel 1 from the bead seat part 22, and an annular part integrally formed with the rim flange part 23 along the rim flange part 23. Wall portion 42.
- the side surface of the collar portion 41 on the vehicle body side is an inclined surface 41a (tapered surface; conical surface) that approaches the disc 10 toward the central axis L.
- a side surface of the wall portion 42 on the vehicle body side is an annular flat surface 42a orthogonal to the central axis L of the wheel 1, and is continuous with the inclined surface 41a.
- the width a of the rectifying unit 40 in the radial direction of the wheel and the angle b of the inclined surface 41a are the air necessary for cooling the brake device 30 in the wheel 1 while suppressing partial separation (around the opening 3) downstream of the floor. Is set so as to secure the flow rate.
- the width a is preferably 50 mm to 80 mm, and the inclination angle b of the inclined surface 41a is preferably 5 to 15 °. This is because it is difficult to ensure the flow rate of the cooling air to the brake device 30 when the angle is less than 5 °. This is because if the angle exceeds 15 °, the flow rate of the cooling air can be secured, but the air resistance increases and the effect of the rectifying unit 40 is reduced.
- the wheel 1 and the rectifying unit 40 are integrally formed, and the rectifying unit 40 is formed on the wheel 1 by performing flow forming and machining after the wheel 1 is cast.
- the downstream of the floor is rectified by the flat surface 42a of the wall portion 42 and the inclined surface 41a of the collar portion 41 connected to the front portion of the wheel 1 during traveling of the vehicle.
- the air resistance is reduced because the generation of vortices is suppressed and the generation of vortices is suppressed.
- the floor downstream A is rectified and flows backward, the collision with the inner wall surface of the rim 20 behind the wheel 1 is suppressed, and the air resistance due to this collision is also reduced.
- a part of the floor downstream A is led to the inside of the wheel 1 by the inclined surface 41 a to cool the brake device 30, exits the wheel 1 from the decorative hole 15 of the disk 10, and flows to the outside of the wheel 1.
- Join B A part of the floor downstream A is led to the inside of the wheel 1 by the inclined surface 41 a to cool the brake device 30, exits the wheel 1 from the decorative hole 15 of the disk 10, and flows to the outside of the wheel 1.
- the rectifying unit 40 is disposed on the vehicle body side of the rim 20 and is difficult to see from the outside. Further, it is not necessary to change the opening area of the decorative hole 15 of the disk 10 in order to reduce the air resistance. Therefore, the design of the wheel is not impaired.
- the rectifying unit 40 ⁇ / b> A is configured by an annular member 49 that is separate from the rim 20.
- the annular member 49 includes a flange portion 41 having an inclined surface 41a, a wall portion 42 having a flat surface 42a, and a mounting portion 43 protruding outward in the wheel axial direction from the vicinity of the boundary portion between the flange portion 41 and the wall portion 42.
- a plurality of attachment portions 43 are formed at intervals in the circumferential direction.
- a protrusion 43 a is formed on the outer side in the wheel radial direction of the tip of the attachment portion 43.
- the mounting portion 43 is elastically deformed and the protrusion 43 a gets over the bead seat portion 22.
- the projection 43a fits into the annular notch 24 formed on the inner peripheral surface of the rim 20 adjacent to the bead seat portion 22, and the attachment portion 43 is elastically restored.
- the collar portion 41 protrudes inward in the wheel radial direction from the bead seat portion 22, the wall portion 42 is in contact with the side surface on the vehicle body side of the rim flange portion 23, and the flat surface 42a is formed on the rim flange.
- the outer peripheral edge of the portion 23 is flush with the side surface 23a on the vehicle body side. Since the operation of the rectifying unit 40A during traveling of the vehicle is the same as that of the first embodiment, description thereof is omitted.
- an annular rectifying unit 50 is formed at the end of the rim 20 on the vehicle body side.
- the rectifying unit 50 is disposed on the vehicle body side of the rim flange portion 23 so as to be integrated with the rim flange portion 23, and has an annular protrusion 51 that protrudes inward in the radial direction of the wheel 1 from the bead seat portion 22. And a wall portion 52 formed.
- the protrusion 51 includes an annular first inclined surface 51 a (tapered surface; conical surface) far from the disk 10 and an annular second inclined surface 51 b (tapered surface; conical surface) close to the disk 10. )have.
- the first inclined surface 51a is inclined so as to approach the disk 10 toward the central axis L of the wheel 1 in the same manner as the inclined surface 41a of the first and second embodiments.
- the second inclined surface 51 b is inclined so as to move away from the disk 10 toward the central axis L of the wheel 1.
- the cross-sectional contours of the first inclined surface 51a and the second inclined surface 51b may be straight lines or curved lines.
- An annular top 51c is formed by intersecting the inclined surfaces 51a and 51b.
- the cross-sectional outline of the top 51c may be sharp, but it is preferably a convex curve having a relatively small radius of curvature.
- the vehicle body side of the wall 52 is a flat surface 52a orthogonal to the wheel center axis, and is continuous with the inclined surface 51a.
- the floor downstream is rectified to the flat surface 52a and the inclined surface 51a at the front portion of the wheel 1, and a part of the downstream of the floor is led to the inclined surface 51a to cool the brake device 30.
- This is the same as in the first and second embodiments.
- the following effects can be further exhibited.
- the floor downstream A collides with the inner wall surface of the rim 20, it flows separately from the top part 51 c of the protruding part 51 into an inclined surface 51 a and an inclined surface 51 b.
- the airflow flowing through the inclined surface 51a is rectified by the flat surface 52a and flows backward.
- the airflow flowing through the inclined surface 51 b is guided to the inside of the wheel 1, cools the brake device 30, exits the wheel 1 from the decorative hole 15 of the disk 10, and merges with the side flow flowing outside the wheel 1.
- the inclination angle of the inclined surface 51a is most preferably 5 to 15 ° as in the first and second embodiments, but even a larger inclination angle can be adopted. This is because the decrease in the air resistance due to the shunt effect cancels a part of the increase in the air resistance accompanying the increase in the tilt angle.
- the contour of the cross-sectional shape of the first inclined surface 51a forms a convex curve, and is smoothly connected to the inclined side surface 23a on the vehicle body side of the rim flange portion 23.
- the protruding portion 51 of the rectifying portion 50 ⁇ / b> A includes an annular member 55 and a cap 56 that are separate from the rim 20.
- the annular member 55 has a substantially chevron-shaped cross section, and has an annular groove 55a and screw insertion holes 55b formed on the bottom surface of the groove 55a at intervals in the circumferential direction.
- the annular member 55 is fixed to the bead sheet portion 22 by screwing the screw 57 inserted into the screw insertion hole 55 b into the screw hole 22 a formed in the inner peripheral surface of the bead seat portion 22 of the rim 20.
- the cap 56 has a half-divided annular shape and has a shape in which a transverse section is bent.
- the groove 55 a is closed by fixing the cap 56 to the top of the annular member 55.
- First and second inclined surfaces 51 a and 51 b are formed on the annular member 55 and the cap 56, and a top portion 51 c is formed on the cap 56.
- the first inclined surface 51 a is continuous with the side surface 23 a on the vehicle body side of the rim flange portion 23.
- a counterbore hole having a diameter larger than the bolt head may be provided at the bolt hole position. In this case, the cap 56 is installed for each counterbore hole.
- the protruding portion 51 of the rectifying portion 50 ⁇ / b> B is configured by an annular member 58 that is separate from the rim 20.
- the annular member 58 has first and second inclined surfaces 51a and 51b and a top portion 51c.
- An annular shallow recess 58a is formed on the inner peripheral surface of the annular member 58, and the annular member 58 is fixed to the inner peripheral surface of the bead sheet portion 22 by an adhesive 59 filled in the recess 58a.
- the recess 58a may be formed continuously in the circumferential direction or may be formed intermittently.
- the rectifying unit has a wall portion having a flat surface, but this wall portion may be omitted.
- the inclined surface of the collar portion is continuous with the side surface of the rim flange portion.
- the present invention can be applied to a vehicle wheel that requires a reduction in air resistance and cooling of a brake device.
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Abstract
Description
上述したように、ホイールには渦に起因した空気抵抗が生じる。また、床下流がホイール後部においてリム内壁面に衝突することによっても、空気抵抗が生じる。
上記リムにおける上記ディスクの反対側の端に、環状の整流部が設けられ、
上記整流部は、上記リムのビードシート部から上記ホイールの径方向内側に突出する環状の突出部を有し、この突出部は、上記ディスクの反対側において、上記ホイールの中心軸線に向かうにしたがって上記ディスクに近づくように傾斜した環状の傾斜面を有していることを特徴とする。
この構成によれば、ホイールの中心軸線と直交する平坦な側面が傾斜面に連なっているので、空気抵抗のさらなる低減を図ることができる。
この構成によれば、空気抵抗の低減効果とブレーキ装置の冷却効果をバランス良く実現できる。5°未満であるとブレーキ装置を冷却するのに必要な流量を確保できず、15°を超えるとブレーキ装置を冷却するのに必要な流量を確保できるものの、空気抵抗が増大して整流部の効果が減じられるからである。
この構成によれば、ホイール重量の増大を抑制できる。
この構成によれば、ホイール前部での床下流の剥離による渦発生を抑制できるだけでなく、ホイール後部のリム内壁面に床下流が衝突する際に、整流部の頂部で分流して第1、第2の傾斜面に沿って円滑に流すことができるので、さらに空気抵抗を低減できる。
本発明の他の態様では、上記整流部が上記リムと別体をなし、上記リムに取り付けられている。
この構成によれば、リムと別体をなす環状部材を比較的容易にリムに取り付けることができる。
図1に示す車両用ホイール1は、例えばアルミ合金(軽金属)の鋳造品からなり、ほぼ円盤形状のディスク10と、このディスク10の周縁に連なるほぼ円筒形状のリム20とを一体に備えている。リム20の外周にはタイヤTが装着される。
上記ハブ取付部11には、ハブ穴11aと複数のボルト穴11bが形成されている。スポーク部14間には飾り穴15が形成されている。
上記開口部3から上記内部空間2に車両のハブ(図示しない)が入り込み、このハブに上記ディスク10のハブ取付部11が固定されている。この内部空間2にはブレーキ装置30が収容されている。
上記飾り穴15は、意匠性を高める役割とともに上記ブレーキ装置30で発生する熱を外部に逃がす役割を有している。
図1で矢印Aで示すように、車両走行中に床下流は、ホイール1の前部において壁部42の平坦面42a及びこれに連なるつば部41の傾斜面41aにより整流されるため、剥離が抑制され、ひいては渦の発生が抑制されるので、空気抵抗が減じられる。また、床下流Aが整流されて、後方に流れるので、ホイール1の後方のリム20の内壁面に衝突することが抑制され、この衝突に起因した空気抵抗も低減される。
車両走行中における整流部40Aの作用は第1実施形態と同様であるので説明を省略する。
第1の傾斜面51aと第2の傾斜面51bの断面輪郭は、直線であってもよいし曲線であってもよい。
上記傾斜面51a,51bが交差することにより環状の頂部51cが形成されている。頂部51cの断面輪郭は、尖っていてもよいが、曲率半径が比較的小さな凸曲線になるのが好ましい。
上記壁部52の車体側は、ホイール中心軸線と直交する平坦面52aとなっていて、上記傾斜面51aに連なっている。
第3実施形態でも、傾斜面51aの傾斜角度は第1、第2実施形態と同様に5~15°が最も好ましいが、より大きな傾斜角度であっても採用可能である。上記分流効果による空気抵抗の減少が、傾斜角度の増大に伴う空気抵抗の増加の一部を相殺するからである。
上記環状部材55とキャップ56に、第1及び第2の傾斜面51a,51bが形成され、キャップ56に頂部51cが形成されている。第1の傾斜面51aは、リムフランジ部23の車体側の側面23aに連なっている。
上記溝55aの代わりに、ボルト穴位置にボルト頭より径が大きい座グリ穴を設けてもよい。この場合、キャップ56は座グリ穴ごとに設置される。
上記凹部58aは周方向に連続的に形成されていてもよいし、断続的に形成されていてもよい。
上記第1、第2実施形態において整流部は、平坦面を有する壁部を有するが、この壁部は無くてもよい。その場合、つば部の傾斜面がリムフランジ部の側面に連なる。
Claims (8)
- ディスク(10)とリム(20)を備え、ブレーキ装置(30)を内蔵した車両用ホイールにおいて、
上記リム(20)における上記ディスク(10)の反対側の端に、環状の整流部(40;40A;50;50A;50B)が設けられ、
上記整流部は、上記リム(20)のビードシート部(22)から上記ホイールの径方向内側に突出する環状の突出部(41;51)を有し、この突出部は、上記ディスク(10)の反対側において、上記ホイールの中心軸線に向かうにしたがって上記ディスクに近づくように傾斜した環状の傾斜面(41a;51a)を有していることを特徴とする車両用ホイール。 - 上記整流部(40;40A;50)は、上記リム(20)のリムフランジ部(23)に沿う環状の壁部(42;52)を有し、この壁部における上記ディスク(10)の反対側の側面(42a;52a)が、上記ホイールの中心軸線(L)と直交する平坦面をなし、上記傾斜面(41a;51a)に連なっていることを特徴とする請求項1に記載の車両用ホイール。
- 上記傾斜面(41a;51a)は、上記ホイールの中心軸線(L)と直交する平面に対して、5~15°傾斜していることを特徴とする請求項1または2に記載の車両用ホイール。
- 上記整流部(40;40A)の突出部(41)は、環状のつば形状をなしていることを特徴とする請求項1~3のいずれかに記載の車両用ホイール。
- 上記突出部(51)の上記傾斜面(51a)が第1の傾斜面として提供され、
さらに上記突出部は上記ディスク(10)側を向く環状の第2の傾斜面(51b)を有し、この第2の傾斜面は、上記ホイールの中心軸線に向かうにしたがって上記ディスクから遠ざかるように傾斜し、
上記第1及び第2の傾斜面(51a,51b)の交差により、環状をなす頂部(51c)が形成されていることを特徴とする請求項1~3のいずれかに記載の車両用ホイール。 - 上記整流部(40;50)が上記リム(20)と一体をなしていることを特徴とする請求項1~5のいずれかに記載の車両用ホイール。
- 上記整流部(40A;50A;50B)が上記リム(20)と別体をなし、上記リムに取り付けられていることを特徴とする請求項1~5のいずれかに記載の車両用ホイール。
- 上記整流部(40A)は上記リム(20)と別体をなす環状部材(49)により構成され、この環状部材(49)は、上記突出部(41)と、上記壁部(42)と、上記突出部と上記壁部の境からホイール軸方向に突出する取付部(43)とを一体に有し、この取付部が上記ビードシート部(22)の内周に嵌め込まれることを特徴とする請求項2に記載の車両用ホイール。
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US15/555,351 US10525767B2 (en) | 2015-03-19 | 2016-03-17 | Wheel for vehicle |
CN201680014336.0A CN107405946B (zh) | 2015-03-19 | 2016-03-17 | 用于车辆的车轮 |
JP2017506609A JP6708624B2 (ja) | 2015-03-19 | 2016-03-17 | 車両用ホイール |
DE112016001285.3T DE112016001285T5 (de) | 2015-03-19 | 2016-03-17 | Fahrzeugrad |
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JP (1) | JP6708624B2 (ja) |
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JP2018020591A (ja) * | 2016-08-01 | 2018-02-08 | 株式会社レイズエンジニアリング | 車両用ホイール及び車両用ホイールの製造方法 |
JP2019137216A (ja) * | 2018-02-09 | 2019-08-22 | トヨタ自動車株式会社 | スポーク式ホイール |
JP2020164114A (ja) * | 2019-03-29 | 2020-10-08 | 日本電産株式会社 | 電動車両用モータ |
JP7501599B2 (ja) | 2022-11-18 | 2024-06-18 | ニデック株式会社 | 電動車両用モータ |
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CA3077096A1 (en) * | 2017-12-29 | 2019-07-04 | Arconic Inc. | Wheel having a stiffening rib |
DE102020114463A1 (de) | 2020-05-29 | 2021-12-02 | Audi Aktiengesellschaft | Fahrzeugrad mit kreisringförmiger Abdeckscheibe an der Innenseite und kreisringförmige Abdeckscheibe |
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US20180037055A1 (en) | 2018-02-08 |
CN107405946A (zh) | 2017-11-28 |
US10525767B2 (en) | 2020-01-07 |
CN107405946B (zh) | 2020-02-21 |
DE112016001285T5 (de) | 2018-01-18 |
JPWO2016148239A1 (ja) | 2018-01-11 |
JP6708624B2 (ja) | 2020-06-10 |
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