Abstract
A vehicle wheel rim made of a metal sheet has a transition section adjacent to an inner well flank and to an inner retaining hump between the transition section and an inner rim shoulder. The inner retaining hump is rotationally symmetrical with respect to a wheel axis. The transition section has at least one stiffening formation arranged on the transition section, the stiffening formation being, on a first radial side of the vehicle wheel rim, radially protruding with respect to an adjacent area of the transition section and, on a second radial side of the vehicle wheel rim, radially recessed with respect to the adjacent area of the transition section. The at least one stiffening formation has a wall thickness substantially equal to a wall thickness of the adjacent area of the transition section that has a radial sectional profile varying along a circumferential direction of a vehicle wheel.
Claims
1. A vehicle wheel rim, wherein the vehicle wheel rim is made of a metal sheet and comprises an inner rim flange, an outer rim flange, an inner rim shoulder, an outer rim shoulder, and a rim well that includes a well base, an inner well flank, and an outer well flank and is interposed between the rim shoulders, wherein the vehicle wheel rim comprises a transition section adjacent to the inner well flank and to an inner retaining hump between the transition section and the inner rim shoulder, the inner retaining hump being rotationally symmetrical with respect to a wheel axis, and wherein the transition section comprises at least one stiffening formation arranged on the transition section, the at least one stiffening formation being, on a first radial side of the vehicle wheel rim, radially protruding with respect to an adjacent area of the transition section and, on a second radial side of the vehicle wheel rim opposite to the first radial side, radially recessed with respect to the adjacent area of the transition section, the at least one stiffening formation having a wall thickness substantially equal to a wall thickness of the adjacent area of the transition section, such that the transition section has a radial sectional profile that varies along a circumferential direction of a vehicle wheel, the radial sectional profile being non-constant over 360 of revolution of the transition section about the wheel axis, the transition section having a non-circular profile according to a cross-sectional view, orthogonal to the wheel axis.
2. The vehicle wheel rim of claim 1, comprising a plurality of stiffening formations regularly distributed on the transition section.
3. The vehicle wheel rim of claim 2, wherein the stiffening formations are angularly equidistant from each other along the circumferential direction of the transition section.
4. The vehicle wheel rim of claim 3, wherein the stiffening formations are connected to each other in such a way as to define a polygonal profile according to a cross-sectional view, orthogonal to the wheel axis.
5. The vehicle wheel rim of claim 3, wherein the stiffening formations are distributed in a plurality of parallel rows extending along the circumferential direction of the transition section.
6. The vehicle wheel rim of claim 5, wherein positions of the stiffening formations along each row of the plurality of parallel rows are angularly offset from the positions of the stiffening formations along an adjacent row or adjacent rows.
7. The vehicle wheel rim of claim 6, wherein the stiffening formations of each row of the plurality of parallel rows are inter-digitated with the stiffening formations of the adjacent row(s).
8. The vehicle wheel rim of claim 6, wherein the positions of the stiffening formations along each row of the plurality of parallel rows are angularly aligned, according to a direction of the wheel axis, with the positions of the stiffening formations along the adjacent row(s).
9. The vehicle wheel rim of claim 1, wherein the at least one stiffening formation is in a form of a rib extending helically along the transition section.
10. A vehicle wheel comprising: a vehicle wheel rim, wherein the vehicle wheel rim is made of a metal sheet and comprises an inner rim flange, an outer rim flange, an inner rim shoulder, an outer rim shoulder, and a rim well that includes a well base, an inner well flank, and an outer well flank and is interposed between the rim shoulders, wherein the vehicle wheel rim comprises a transition section adjacent to the inner well flank and to an inner retaining hump between the transition section and the inner rim shoulder, the inner retaining hump being rotationally symmetrical with respect to a wheel axis, and wherein the transition section comprises at least one stiffening formation arranged on the transition section, the at least one stiffening formation being, on a first radial side of the vehicle wheel rim, radially protruding with respect to an adjacent area of the transition section and, on a second radial side of the vehicle wheel rim opposite to the first radial side, radially recessed with respect to the adjacent area of the transition section, the at least one stiffening formation having a wall thickness substantially equal to a wall thickness of the adjacent area of the transition section, such that the transition section has a radial sectional profile that varies along a circumferential direction of a vehicle wheel, the radial sectional profile being non-constant over 360 of revolution of the transition section about the wheel axis, the transition section having a non-circular profile according to a cross-sectional view, orthogonal to the wheel axis, and a disc attached to the vehicle wheel rim.
Description
BRIEF DESCRIPTION OF THE FIGURES
[0007] Features and advantages of the rim according to the invention will become clearer with the following detailed description of some embodiments of the invention, made with reference to the accompanying drawings, provided purely by way of illustration and not limitation, in which:
[0008] FIG. 1 is a perspective view of a first wheel according to the present invention;
[0009] FIG. 2 is a cross-sectional view of a part of the wheel of FIG. 1, taken along line II-II of FIG. 3;
[0010] FIG. 3 is a radial sectional view of the wheel of FIG. 1;
[0011] FIG. 4 is a perspective view of a second wheel according to the present invention;
[0012] FIG. 5 is a cross-sectional view of a part of the wheel of FIG. 4, taken along line V-V of FIG. 6;
[0013] FIGS. 6 and 7 are radial sectional views of the wheel of FIG. 4;
[0014] FIGS. 8 and 9 are radial sectional views of portions of the rim according to a variant of the wheel of FIG. 4;
[0015] FIG. 10 is a radial sectional view of a portion of the rim according to a further variant of the wheel of FIG. 4;
[0016] FIG. 11 is a perspective view of a third wheel according to the present invention;
[0017] FIG. 12 is a cross-sectional view of a part of the wheel of FIG. 11, taken along line XII-XII of FIG. 13;
[0018] FIGS. 13 and 14 are radial sectional views of the wheel of FIG. 11;
[0019] FIG. 15 is a perspective view of a fourth wheel according to the present invention;
[0020] FIG. 16 is a cross-sectional view of a part of the wheel of FIG. 15, taken along line XVI-XVI of FIG. 17;
[0021] FIG. 17 is a radial sectional view of the wheel of FIG. 15;
[0022] FIG. 18 is a perspective view of a fifth wheel according to the present invention
[0023] FIG. 19 is a radial sectional view of the wheel of FIG. 18;
[0024] FIG. 20 is a perspective view of a sixth wheel according to the present invention;
[0025] FIG. 21 is a cross-sectional view of a part of the wheel of FIG. 20, taken along line XXI-XXI of FIG. 22;
[0026] FIG. 22 is a radial sectional view of the wheel of FIG. 20;
[0027] FIG. 23 is a perspective view of a seventh wheel according to the present invention;
[0028] FIGS. 24 and 25 are cross-sectional views of parts of the wheel of FIG. 23, respectively taken along line XXIV-XXIV of FIG. 26 and along line XXV-XXV of FIG. 23;
[0029] FIGS. 26 and 27 are radial sectional views of the wheel of FIG. 23;
[0030] FIG. 28 is a perspective view of an eighth wheel according to the present invention;
[0031] FIG. 29 is a cross-sectional view of a part of the wheel of FIG. 28, taken along line XXIX-XXIX of FIG. 30;
[0032] FIGS. 30 and 31 are radial sectional views of the wheel of FIG. 28;
[0033] FIG. 32 is a perspective view of a ninth wheel according to the present invention;
[0034] FIGS. 33 and 34 are radial sectional views of the wheel of FIG. 32;
[0035] FIG. 35 is a perspective view of a tenth wheel according to the present invention; and
[0036] FIGS. 36 and 37 are radial sectional views of the wheel of FIG. 35.
DETAILED DESCRIPTION
[0037] In the following description, by axial direction is meant a direction parallel to the axis of the wheel. The indications inner and outer, with respect to the axial direction, are referred to the condition of installation of the wheel on the vehicle, wherein inner indicates towards the vehicle and outer indicates away from the vehicle.
[0038] In FIGS. 1 to 3, reference number 1 overall denotes a vehicle wheel according to the present invention.
[0039] The vehicle wheel 1 comprises a rim 2 made of a metal sheet, for example of steel or aluminium and made for example by rolling and welding, and a disc 3 made of a metal sheet, for example of steel or aluminium and made for example by stamping and shearing.
[0040] The rim 2 conventionally comprises, in succession along the axial direction from the inside towards the outside and joined to one another, an inner rim flange 21, an inner rim shoulder 22, an inner retaining hump 23, a transition section 24, a rim well 25, an outer retaining hump 26, an outer rim shoulder 27, and an outer rim flange 28. The rim well 25 comprises a well base 25a, an inner well flank 25b, and an outer well flank 25c. The transition section 24 is adjacent to the inner well flank 25b and to the inner retaining hump 23. With the exception of the transition section 24, the above-described parts of the rim are rotationally symmetrical, that is, they have the symmetry of a surface of revolution around the axis of the wheel.
[0041] The disc 3 is of the spoked type and is fixed to a radially inner surface of the rim (in particular at the well base 25a), for example by welding. Conventionally, the disc 3 comprises a central mounting portion provided for connection by means of bolts to an axle hub, and a peripheral connection portion provided for being fixed to the rim.
[0042] In the example of FIGS. 1-3, the transition section 24 comprises a plurality of stiffening formations 31 regularly distributed on the transition section 24, in particular angularly equidistant along the circumferential direction of the transition section 24. The stiffening formations 31 are obtained by plastic deformation processing. In the example of FIGS. 1-3, the stiffening formations 31 are shell-shaped bulges, which, on the radially outer side of the rim, protrude radially outwards with respect to an adjacent area of the transition section 24. On the radially inner side of the rim, the stiffening formations 31 are radially recessed with respect to the adjacent area of the transition section 24. The stiffening formations 31 have a wall thickness substantially equal to the wall thickness of the adjacent area of the transition section 24. In this way, it is obtained that the transition section 24 (which in the absence of the stiffening formations 31 would be rotationally symmetrical) has a radial sectional profile that varies along the circumferential direction of the wheel, as can be noted in particular in FIG. 3. In the example of FIGS. 1-3, furthermore, the stiffening formations 31 extend in the axial direction up to one side of the inner retaining hump 23.
[0043] In FIGS. 4 to 7 a second vehicle wheel according to the invention is shown. To elements corresponding to those of the previous embodiment the same reference numerals have been assigned. Such elements will not be further described.
[0044] In the example of FIGS. 4-7, the transition section 24 comprises an inner section 24a and an outer section 24b, between which a groove 24c is interposed, the groove being radially recessed with respect to the inner section 24a and the outer section 24b. The sections 24a and 24b and the groove 24c are rotationally symmetrical with respect to the axis of the wheel. Inside the groove 24c a plurality of stiffening formations 131 is obtained, regularly distributed on the transition section 24, in particular angularly equidistant along the circumferential direction of the transition section 24. The stiffening formations 131 are obtained by plastic deformation processing. In the example of FIGS. 4-7, the stiffening formations 131 are rectangular-shaped bulges, which, on the radially outer side of the rim, protrude radially outwards with respect to an adjacent area of the transition section 24 (more precisely, of the groove 24c). On the radially inner side of the rim, the stiffening formations 131 are radially recessed with respect to the adjacent area of the transition section 24. The stiffening formations 131 have a wall thickness substantially equal to the wall thickness of the adjacent area of the transition section 24. In this way, it is obtained that the transition section 24 has a radial sectional profile that varies along the circumferential direction of the wheel, as can be noted in particular in FIGS. 6 and 7.
[0045] In FIGS. 8 and 9 a variant of the wheel of FIGS. 4-7 is shown, wherein the rim 2 has a different radial profile at the transition section 24.
[0046] In particular, the transition section 24 comprises an outer section 124b adjacent to which a rib 124d is radially protruding outwards with respect to the outer section 124b. A groove 124a radially recessed with respect to the outer section 124b is interposed between the rib 124d and the inner retaining hump 23, and adjacent thereto. The outer section 124b, the rib 124d, and the groove 124c are rotationally symmetrical with respect to the axis of the wheel. Inside the groove 124c a plurality of stiffening formations 131 is obtained as in the previous example.
[0047] In FIG. 10 a further variant of the wheel of FIGS. 4-7 is shown, wherein the rim 2 has a different radial profile at the transition section 24. In particular, the outer section 24b of the transition section 24 has an axial extension greater than in the example of FIGS. 4-7.
[0048] In FIGS. 11 to 14 a third vehicle wheel according to the present invention is shown. To elements corresponding to those of the previous embodiments the same reference numerals have been assigned. Such elements will not be further described.
[0049] In the example of FIGS. 11-14, the transition section 24 comprises a plurality of stiffening formations 231 regularly distributed on the transition section 24, in particular angularly equidistant along the circumferential direction of the transition section 24. The stiffening formations 231 are obtained by plastic deformation processing. In the example of FIGS. 11-14, the stiffening formations 231 extend axially along a band of the transition section 24 and are connected to one another so as to define a polygonal profile in cross section, orthogonal to the axis of the wheel (see in particular FIG. 12), arranged around the axis of the wheel. On the radially outer side of the rim, the stiffening formations 231 protrude radially outwards with respect to an adjacent area of the transition section 24. On the radially inner side of the rim, the stiffening formations 231 are radially recessed with respect to the adjacent area of the transition section 24. The stiffening formations 231 have a wall thickness substantially equal to the wall thickness of the adjacent area of the transition section 24. In this way, it is obtained that the transition section 24 has a radial sectional profile that varies along the circumferential direction of the wheel, as can be noted in particular in FIGS. 13 and 14.
[0050] In FIGS. 15 to 17 a fourth vehicle wheel according to the present invention is shown. To elements corresponding to those of the previous embodiments the same reference numerals have been assigned. Such elements will not be further described.
[0051] In the example of FIGS. 15-17, the transition section 24 comprises a plurality of stiffening formations 331 regularly distributed on the transition section 24, in particular angularly equidistant along the circumferential direction of the transition section 24. The stiffening formations 331 are obtained by plastic deformation processing. In the example of FIGS. 15-17, the stiffening formations 331 are in the form of circular bulges which, on the radially outer side of the rim, protrude radially outwards with respect to an adjacent area of the transition section 24. On the radially inner side of the rim, the stiffening formations 331 are radially recessed with respect to the adjacent area of the transition section 24. The stiffening formations 331 have a wall thickness substantially equal to the wall thickness of the adjacent area of the transition section 24. The formations are distributed in a plurality of parallel rows extending along the circumferential direction of the transition section 24. The positions of the stiffening formations 331 along each row are angularly offset with respect to the positions of the stiffening formations 331 along the adjacent row(s). In this way, it is obtained that the transition section 24 (which in the absence of the stiffening formations 331 would be rotationally symmetrical with respect to the axis of the wheel) has a radial sectional profile that varies along the circumferential direction of the wheel, as can be noted in particular in FIG. 17.
[0052] In FIGS. 18 to 19 a fifth vehicle wheel according to the present invention is shown. To elements corresponding to those of the previous embodiments the same reference numerals have been assigned. Such elements will not be further described.
[0053] In the example of FIGS. 18-19, the transition section 24 comprises a plurality of stiffening formations 331 as those described in the example of FIGS. 15-17. The formations are distributed in a plurality of parallel rows extending along the circumferential direction of the transition section 24. The positions of the stiffening formations 331 along each row are angularly aligned with the positions of the stiffening formations 331 along the adjacent row(s). In this way, it is obtained that the transition section 24 (which in the absence of the stiffening formations 331 would be rotationally symmetrical with respect to the axis of the wheel) has a radial sectional profile that varies along the circumferential direction of the wheel, as can be noted in particular in FIG. 19.
[0054] In FIGS. 20 to 22 a sixth vehicle wheel according to the present invention is shown. To elements corresponding to those of the previous embodiments the same reference numerals have been assigned. Such elements will not be further described.
[0055] In the example of FIGS. 20-22, the transition section 24 comprises a plurality of stiffening formations 431 regularly distributed on the transition section 24, in particular angularly equidistant along the circumferential direction of the transition section 24. The stiffening formations 431 are obtained by plastic deformation processing. In the example of FIGS. 20-22, the stiffening formations 431 are in the form of rectangular bulges which, on the radially outer side of the rim, protrude radially outwards with respect to an adjacent area of the transition section 24. On the radially inner side of the rim, the stiffening formations 431 are radially recessed with respect to the adjacent area of the transition section 24. The stiffening formations 431 have a wall thickness substantially equal to the wall thickness of the adjacent area of the transition section 24. The stiffening formations 431 are distributed in a plurality of parallel rows extending along the circumferential direction of the transition section 24. The positions of the stiffening formations 431 along each row are angularly offset with respect to the positions of the stiffening formations 431 along the adjacent row(s). In this way, it is obtained that the transition section 24 (which in the absence of the stiffening formations 431 would be rotationally symmetrical with respect to the axis of the wheel) has a radial sectional profile that varies along the circumferential direction of the wheel, as can be noted in particular in FIG. 22.
[0056] In FIGS. 23 to 27 a seventh vehicle wheel according to the present invention is shown. To elements corresponding to those of the previous embodiments the same reference numerals have been assigned. Such elements will not be further described.
[0057] In the example of FIGS. 23-27, the transition section 24 comprises a stiffening formation 531 in the form of a rib extending helically along the transition section 24 (and about the axis of the wheel). The stiffening formation 531 is obtained by plastic deformation processing. On the radially outer side of the rim, the stiffening formation 531 protrudes radially outwards with respect to an adjacent area of the transition section 24. On the radially inner side of the rim, the stiffening formation 531 is radially recessed with respect to the adjacent area of the transition section 24. The stiffening formation 531 has a wall thickness substantially equal to the wall thickness of the adjacent area of the transition section 24. In this way, it is obtained that the transition section 24 (which in the absence of the stiffening formation 531 would be rotationally symmetrical with respect to the axis of the wheel) has a radial sectional profile that varies along the circumferential direction of the wheel, as can be noted in particular in FIGS. 26 and 27.
[0058] In FIGS. 28 to 31 an eighth vehicle wheel according to the present invention is shown. To elements corresponding to those of the previous embodiments the same reference numerals have been assigned. Such elements will not be further described.
[0059] In the example of FIGS. 28-31, the transition section 24 comprises a plurality of stiffening formations 631 regularly distributed on the transition section 24, in particular angularly equidistant along the circumferential direction of the transition section 24. The stiffening formations 631 are obtained by plastic deformation processing. In the example of FIGS. 28-31, the stiffening formations 631 are rhombus-shaped bulges which, on the radially outer side of the rim, protrude radially outwards with respect to an adjacent area of the transition section 24. On the radially inner side of the rim, the stiffening formations 631 are radially recessed with respect to the adjacent area of the transition section 24. The stiffening formations 631 have a wall thickness substantially equal to the wall thickness of the adjacent area of the transition section 24. The formations are distributed in a plurality of parallel rows extending along the circumferential direction of the transition section 24. The positions of the stiffening formations 631 along each row are angularly offset with respect to the positions of the stiffening formations 631 along the adjacent row(s). Furthermore, the stiffening formations 631 of each row are interdigitated with the stiffening formations 631 of the adjacent row(s). In this way, it is obtained that the transition section 24 (which in the absence of the stiffening formations 631 would be rotationally symmetrical with respect to the axis of the wheel) has a radial sectional profile that varies along the circumferential direction of the wheel, as can be noted in particular in FIGS. 30 and 31.
[0060] In FIGS. 32 to 34 a ninth vehicle wheel according to the present invention is shown. To elements corresponding to those of the previous embodiments the same reference numerals have been assigned. Such elements will not be further described.
[0061] The wheel of FIGS. 32-34 has a plurality of stiffening formations 131 made as in the example of FIGS. 4-7, but differs from the wheel of said example in that the disc 3 is a continuous disc, provided with a plurality of openings along its circumferential direction.
[0062] In FIGS. 35 to 37 a tenth vehicle wheel according to the present invention is shown. To elements corresponding to those of the previous embodiments the same reference numerals have been assigned. Such elements will not be further described.
[0063] The wheel of FIGS. 35-37 has a plurality of stiffening formations 131 made as in the example of FIGS. 35-37, but differs from the wheel of said example in that the disc 3 is of the semi-full-face type, and is fixed to a radially inner surface of the rim at the outer rim shoulder 27. However, the type of disc used is not essential for the purposes of the invention.
[0064] It is understood that elements described in one embodiment are combinable with elements described in other embodiments.
