METHOD FOR PRODUCING A MOTOR VEHICLE RIM FROM ALUMINIUM OR AN ALUMINIUM ALLOY FOR A WHEEL OF A MOTOR VEHICLE, AND CORRESPONDING MOTOR VEHICLE RIM

Abstract

A method for producing an automobile rim made of aluminum or an aluminum alloy for a wheel of an automobile, the automobile rim having a rim bed bounded on opposite sides by an outer flange and an inner flange, a hub with a center recess and a bolt circle, as well as a rim center connecting the rim bed and the hub to one another, the rim center being designed with a plurality of spokes spaced apart in the circumferential direction with respect to the longitudinal center axis of the automobile rim. The automobile rim is produced in one piece and continuously in a casting mold by die casting of a casting material, wherein the automobile rim has, at least in some areas, a low wall thickness not exceeding 15 mm.

Claims

1-10. (canceled)

11. A method for producing an automobile rim from aluminum or an aluminum alloy for a wheel of an automobile, wherein the automobile rim has a rim bed bounded on opposite sides by an outer flange and an inner flange, a hub with a center recess and a bolt circle, as well as a rim center connecting the rim bed and the hub with one another, wherein the rim center is formed with a plurality of spokes spaced apart in the circumferential direction with respect to the longitudinal center axis of the automobile rim, wherein the automobile rim is produced in one piece and continuously in a casting mold by die casting a casting material, and that the automobile rim has, at least in some areas, a low wall thickness not exceeding 15 mm, wherein the low wall thickness is used in an intermediate spoke region situated in the circumferential direction between two of the spokes, such that the two spokes are interconnected via an intermediate spoke element produced by die casting and having the low wall thickness at least in some areas, and/or wherein a ring is formed on the automobile rim, which starts from the outer flange, extends inwardly in the radial direction, overlaps the rim center at least in some areas, and has the low wall thickness.

12. The method of claim 11, wherein the automobile rim is produced in some areas with a first wall thickness exceeding 15 mm and in some areas, with a second wall thickness equal to the low wall thickness.

13. The method of claim 11, wherein at least one of the spokes is formed by die casting with one supporting wall which has the greater first wall thickness, and at least one decorative wall having the smaller second wall thickness.

14. The method of claim 11, wherein the automobile rim is formed in such a way that the ring has an extension in the radial direction which is greater by a factor of at least 1.25, at least 1.5, at least 1.75 or at least 2.0 than an extension of the outer flange and/or the inner flange in the same direction.

15. The method of claim 11, wherein the intermediate spoke portion is separated in the circumferential direction from the two spokes, in the radially inward direction by the hub or an inner projection extending radially outwardly from the hub, and in the radially outward direction by the rim bed or an outer projection extending radially inwardly from the rim bed, and the intermediate spoke element is formed to completely fill the intermediate spoke region.

16. The method of claim 11, wherein, viewed in the circumferential direction, one of the spokes is adjoined on the one hand by the intermediate spoke region and on the other, by a further intermediate spoke region, wherein the intermediate spoke element is formed in the further intermediate spoke region and the intermediate spoke region is designed to be free of material.

17. The method of claim 11, wherein the intermediate spoke region is formed extending further inward in the radial direction than the further intermediate spoke region.

18. The method of claim 11, wherein the intermediate spoke element is produced extending in the radial direction with a load-bearing capacity equal to at least 50%, at least 60%, at least 70% or at least 75% of the load capacity of one of the spokes.

19. The method of claim 11, wherein the intermediate spoke element is produced in the radial direction with a maximum load-bearing capacity not exceeding 50%, at most 40%, at most 30% or at most 25% of the load capacity of one of the spokes.

20. An automobile rim made of aluminum or an aluminum alloy for a wheel of an automobile, the automobile rim comprising: a rim bed bounded on opposite sides by an outer flange and an inner flange, a hub with a center recess and a bolt circle, and a rim center connecting the rim bed and the hub with one another, wherein the rim center is formed with a plurality of spokes spaced apart in the circumferential direction with respect to the longitudinal center axis of the automobile rim, wherein the automobile rim is produced in one piece and continuously in a casting mold by die casting a casting material and that the automobile rim has, at least in some areas, a low wall thickness not exceeding 15 mm, wherein the low wall thickness is present in an intermediate spoke region situated in the circumferential direction between two of the spokes, such that the two spokes are interconnected via an intermediate spoke element produced by pressure die casting and having the low wall thickness at least in some areas, and/or wherein a ring is formed on the automobile rim, which ring starts from the outer flange, extends inwardly in the radial direction, overlaps the rim center at least in some areas, and has the low wall thickness.

21. The method of claim 12, wherein the automobile rim is produced in some areas with a first wall thickness exceeding 15 mm and in some areas, with a second wall thickness equal to the low wall thickness.

22. The method of claim 12, wherein the automobile rim is formed in such a way that the ring has an extension in the radial direction which is greater by a factor of at least 1.25, at least 1.5, at least 1.75 or at least 2.0 than an extension of the outer flange and/or the inner flange in the same direction.

23. The method of claim 13, wherein the automobile rim is formed in such a way that the ring has an extension in the radial direction which is greater by a factor of at least 1.25, at least 1.5, at least 1.75 or at least 2.0 than an extension of the outer flange and/or the inner flange in the same direction.

24. The method of claim 12, wherein the intermediate spoke portion is separated in the circumferential direction from the two spokes, in the radially inward direction by the hub or an inner projection extending radially outwardly from the hub, and in the radially outward direction by the rim bed or an outer projection extending radially inwardly from the rim bed, and the intermediate spoke element is formed to completely fill the intermediate spoke region.

25. The method of claim 13, wherein the intermediate spoke portion is separated in the circumferential direction from the two spokes, in the radially inward direction by the hub or an inner projection extending radially outwardly from the hub, and in the radially outward direction by the rim bed or an outer projection extending radially inwardly from the rim bed, and the intermediate spoke element is formed to completely fill the intermediate spoke region.

26. The method of claim 14, wherein the intermediate spoke portion is separated in the circumferential direction from the two spokes, in the radially inward direction by the hub or an inner projection extending radially outwardly from the hub, and in the radially outward direction by the rim bed or an outer projection extending radially inwardly from the rim bed, and the intermediate spoke element is formed to completely fill the intermediate spoke region.

27. The method of claim 12, wherein, viewed in the circumferential direction, one of the spokes is adjoined on the one hand by the intermediate spoke region and on the other, by a further intermediate spoke region, wherein the intermediate spoke element is formed in the further intermediate spoke region and the intermediate spoke region is designed to be free of material.

28. The method of claim 13, wherein, viewed in the circumferential direction, one of the spokes is adjoined on the one hand by the intermediate spoke region and on the other, by a further intermediate spoke region, wherein the intermediate spoke element is formed in the further intermediate spoke region and the intermediate spoke region is designed to be free of material.

29. The method of claim 14, wherein, viewed in the circumferential direction, one of the spokes is adjoined on the one hand by the intermediate spoke region and on the other, by a further intermediate spoke region, wherein the intermediate spoke element is formed in the further intermediate spoke region and the intermediate spoke region is designed to be free of material.

30. The method of claim 15, wherein, viewed in the circumferential direction, one of the spokes is adjoined on the one hand by the intermediate spoke region and on the other, by a further intermediate spoke region, wherein the intermediate spoke element is formed in the further intermediate spoke region and the intermediate spoke region is designed to be free of material.

Description

BRIEF DESCRIPTION OF THE FIGURES

[0056] The invention will be explained in more detail below with reference to the exemplary embodiments shown in the drawings, without any limitation of the invention. In the drawings:

[0057] FIG. 1 shows a a schematic representation of an automobile rim in a first embodiment, and

[0058] FIG. 2 shows a schematic representation of said automobile rim in a second embodiment.

DETAILED DESCRIPTION

[0059] FIG. 1 shows a schematic representation of an automobile rim 1 in a first embodiment. The automobile rim 1 has as essential components a rim bed 2, a rim center 3 and a hub 4. The automobile rim 1 is shown in axial plan view with respect to a longitudinal center axis 5 of the automobile rim 1. The rim bed 2 is bounded in the axial direction on the one hand by an outer flange 6 and on the other, by an inner flange, which is not shown here, and which each extend outwards from the rim bed 2 in the radial direction with respect to the longitudinal center axis 5. It should also be noted that the axial extent of the rim bed 2 extends to a respective outer end of the outer flange 6 and of the inner flange. Thus, the axial extension of the rim bed 2 includes the axial extensions of the outer flange 6 and the inner flange.

[0060] The rim bed 2 and the hub 4 are connected to each other via the rim center 3. The rim center 3 thus engages both the rim bed 2 and the hub 4 and extends from the hub 4 to the rim bed 2. The hub 4 has a center recess 7 which is present centrally in the hub 4 with respect to the longitudinal center axis 5 and extends completely through the hub 4 in the axial direction. In addition, the hub 4 has a bolt circle 8 with a plurality of holes 9, which are marked here only in part by way of example and each serve to receive a fastening means by means of which the automobile rim 1 can be fastened or is fastened to a wheel hub of the automobile.

[0061] In the exemplary embodiment shown here, the rim center 3 has a plurality of spokes 10, of which in turn only some are marked by way of example. The spokes 10 are spaced apart from one another in the circumferential direction with respect to the longitudinal center axis 5. Each of the spokes 10 extends from the hub 4 to the rim bed 2. Intermediate spoke regions 11 and further intermediate spoke regions 12 are present in the circumferential direction between the spokes 10. The intermediate spoke regions 11 and 12 are also marked only in part and by way of example.

[0062] The spokes 10 each divide into a plurality of partial spokes 14 and 15 at a division point 13. The division point 13 is located between the hub 4 and the rim bed 2 as viewed in the radial direction, for example the division point 13 is arranged at a distance from the rim bed 2 of at least 10% and at most 50% with respect to the distance between the rim bed 2 and the hub 4 in the radial direction. At the division point 13, the spoke 10 divides into the partial spokes 14 and 15, which continue from one another in the circumferential direction and extend from the division point 13 in the direction of the rim bed 2. Here, they run away from each other. The partial spokes 14 and 15 here, for example, each have a straight course and are arranged symmetrically with respect to a longitudinal center axis of the respective spoke 10.

[0063] The intermediate spoke regions 11 are now present between adjacent spokes 10, and thus between a partial spoke 14 of a first of the spokes 10 and a partial spoke 15 of another of the spokes 10. The further intermediate spoke regions 12, on the other hand, are present between the partial spokes 14 and 15 of the same spoke, and is thus bounded by the latter in the circumferential direction. It can be clearly seen that, due to the division of the spokes 10 into the partial spokes 14 and 15, the intermediate spoke regions 11 have a greater extension in the radial direction than the further intermediate spoke regions 12.

[0064] It is now provided that a ring 16 extends from the outer flange 6, which extends inwardly in the radial direction and overlaps the rim center 3 and thus the spokes 10 at least in some areas. The ring 16 is formed with a low wall thickness not exceeding 15 mm, preferably at most 10 mm, at most 7.5 mm or at most 5 mm. It preferably has a planar outer surface 17, so that particularly good aerodynamic properties of the automobile rim 1 are realized due to the ring 16. The outer surface 17 of the ring 16 particularly preferably merges seamlessly into an outer surface 18 of the outer flange 6, i.e., is aligned with it or is designed to be flush with it, for example.

[0065] The outer flange 6 and the ring 16 are in particular configured in such a way that their outer surfaces 17 and 18 are continuously planar and, for example, lie continuously on an imaginary line in the radially inward direction. The outer surfaces 17 and 18 particularly preferably lie continuously in an imaginary plane which is perpendicular to the longitudinal center axis 5. However, the outer surfaces 17 and 18 may also be inclined inwardly so that they lie on a conical surface of an imaginary cone whose longitudinal center axis coincides with the longitudinal center axis 5 of the automobile rim 1.

[0066] It should be noted that, for better illustration, the ring 16 is exemplarily shown extending over only a partial circumference of the automobile rim 1. In fact, such an embodiment may be realized. However, the ring 16 particularly preferably extends continuously in the circumferential direction, i.e., uninterrupted.

[0067] FIG. 2 shows a second embodiment of the automobile rim 1 in a likewise schematic representation. The second embodiment is similar to the first embodiment, so that reference is made to the above explanations and only the differences between the two embodiments are discussed below. These lie in the fact that the ring 16 is not present, although this may also be the case in the second embodiment. Furthermore, intermediate spoke elements 19 are formed in the further intermediate spoke regions 12, which are designed continuously with the low wall thickness. The intermediate spoke elements 19 completely fill the respective further intermediate spoke region 12. The intermediate spoke areas 11, on the other hand, are designed to be material-free, i.e., open in the axial direction with respect to the longitudinal center axis 5. Also, with such a design of the automobile rim 1, its aerodynamic properties can be significantly improved.

[0068] Outer surfaces 20 of the intermediate spoke elements 19 in particular are in each case completely planar and close flush with the spokes 10 or partial spokes 14 and 15 enclosing them, namely in particular on an outer side of the automobile rim 1. Also, in the exemplary embodiment shown here, the intermediate spoke elements 19 are indicated only for a part of the further intermediate spoke regions 12. Although such an embodiment may actually exist, preferably an intermediate spoke element 19 is formed in each of the further intermediate spoke regions 12. Of course, it may also be provided that, for example, as viewed in the circumferential direction, only every second one of the intermediate spoke regions 12 has such an intermediate spoke element 19.

[0069] The described embodiment of the automobile rim 1 realizes an extremely filigree appearance and, at the same time, due to the producing of the automobile rim 1 by die casting, ensures a cost-effective and fast producing of the automobile rim 1. In addition, excellent strength values are achieved by means of the die casting of the aluminum or the aluminum alloy.

LIST OF REFERENCE NUMERALS

[0070] 1 automobile rim [0071] 2 rim bed [0072] 3 rim center [0073] 4 hub [0074] 5 longitudinal center axis [0075] 6 outer flange [0076] 7 center recess [0077] 8 bolt circle [0078] 9 bore [0079] 10 spoke [0080] 11 intermediate spoke area [0081] 12 intermediate spoke area [0082] 13 division point [0083] 14 split spoke [0084] 15 split spoke [0085] 16 ring [0086] 17 outer surface [0087] 18 outer surface [0088] 19 intermediate spoke element [0089] 20 outer surface