Rim and motorcycle

Abstract

Rim, in particular for a motorcycle, comprising a circumferential rim bed, a hub bore extending along an axis of rotation and a mounting area arranged between the rim bed and the hub bore for mounting one or more brake discs, wherein first webs are arranged between the mounting area and the rim bed, and wherein second webs are arranged between the mounting area and the hub bore, and wherein the first webs are designed and / or arranged to transmit forces in the radial direction and in the rotational direction, and wherein the second webs are designed and / or arranged differently as, in particular, ideal, compression bars.

Description

[0001] The present invention relates to a rim, in particular a motorcycle rim, for example for a motorcycle, and to a motorcycle.

[0002] In this case, we are particularly concerned with rims to which the brake discs or their friction rings are attached to the rim without the use of a separate inner ring. Producing such rims in a lightweight and stable manner presents a major challenge.

[0003] It is therefore an object of the present invention to provide a rim and a motorcycle, wherein the rim further develops the known designs.

[0004] This object is achieved by a rim according to claim 1 and by a motorcycle according to claim 15. Further advantages and features emerge from the subclaims as well as the description and the attached figures.

[0005] According to the invention, a rim, in particular for a motor vehicle, such as a motorcycle, comprises a circumferential rim well, a hub bore extending along a rotational axis, and a fastening region, which is arranged between the rim well and the hub bore, for fastening one or more brake discs, wherein first webs are arranged between the fastening region and the rim well, and wherein second webs are arranged between the fastening region and the hub bore, and wherein the first webs are designed and / or arranged to transmit forces in the radial direction and in the rotational direction, and wherein the second webs are designed and / or arranged differently for this purpose as, in particular ideal, compression rods. According to a preferred embodiment, the rim is a front wheel rim or a rear wheel rim, in particular for a motor vehicle, such as a motorcycle or a scooter.The mounting area can accordingly be used, at least on one side, to attach a chainring. The rim can be arranged indirectly via the hub bore via an axle, for example in a front fork or a rear swing arm. In this case, advantage is taken of the fact that completely different forces act between the rim well and the mounting area than between the mounting area and the hub bore. Thus, only compressive forces need to be transmitted between the hub bore and the mounting area, whereas braking and / or drive forces must be transmitted between the mounting area and the rim well. This means that forces also act there, particularly in the circumferential direction. This is not the case between the mounting area and the hub bore, so compression rods can be used there.This consistent design advantageously allows for weight savings, as the compression rods, which only have to transmit forces along their longitudinal direction, can be made correspondingly thin and / or slender. The fastening area is intended, for example, for the arrangement of one or more brake discs. The brake disc is expediently a brake disc which has a friction ring which is arranged / attached directly or immediately to the fastening area. The term “direct” or “immediate” does not mean that compensating elements or the like cannot also be arranged between the brake disc and the fastening area. However, the brake disc does not have a separate inner ring which is connected to the outer ring / friction ring via so-called floaters, for example.The brake disc is attached, for example, by means of screws to the mounting area, which has corresponding holes and threads for this purpose. The compression rods are preferably designed and / or arranged as ideal compression rods. This means that they are preferably straight and are arranged / run strictly or exactly in the radial direction with respect to the rotation axis. According to a preferred embodiment, five second webs are provided. This number represents an ideal compromise between stability and strength, as well as weight. Alternatively, more or fewer second webs can be used.

[0006] According to a preferred embodiment, the second webs are designed as flat bars, with their flat sides oriented parallel to the rotation axis. According to a preferred embodiment, the flat bars have a thickness between 2 and 4 mm, particularly preferably approximately 3 mm. Viewed from the side, along the rotation axis, the second webs are therefore extremely thin. The width of the flat sides, which is measured along the rotation axis, is, for example, in a range of 2 to 4 cm.

[0007] According to one embodiment, a second web is formed by two partial webs arranged side by side along the rotation axis. Instead of a single "wide" second web, this design allows for further weight reduction.

[0008] The partial bars advantageously taper in the radial direction and / or are inclined toward each other, thus converging. The second webs or the partial bars terminate at the nodes. The number of nodes typically corresponds to the number of second webs. The nodes are designed, for example, as cylindrical bodies that extend along the rotational axis and each have holes on the end face for arranging or attaching the brake discs.

[0009] According to a preferred embodiment, the nodes are each connected in the direction of rotation by an intermediate web. The intermediate webs are expediently designed as straight elements that directly connect the nodes.

[0010] According to a preferred embodiment, the intermediate webs are designed as flat bars, with their flat sides oriented parallel to the rotation axis. Regarding the preferred wall thicknesses, the same applies as for the second webs. The intermediate webs are also consistently designed as compression and / or tension bars, which can and must absorb forces only along their longitudinal direction. Advantageously, the intermediate webs can be used to stiffen the nodes, thereby reducing brake noise.

[0011] According to one embodiment, the intermediate webs each have at least one recess. Alternatively, an intermediate web can also be formed by two individual webs.

[0012] The first webs are conveniently arranged at the junction points as an extension of the second webs.

[0013] The first webs are designed completely differently than the second webs because they have to transmit different forces.

[0014] According to a preferred embodiment, the first webs each have two flat support sections oriented perpendicular to the rotational axis and connected at least in sections via a flat connecting section aligned parallel to the rotational axis. In cross-section, the first webs thus expediently have a double-T structure. This allows forces to be transmitted in the circumferential / rotational direction as well.

[0015] According to one embodiment, the first webs each have at least one recess adjacent to the rim base at their ends, particularly one extending continuously along the rotational axis. This serves to further reduce weight. The flat support sections also expediently have recesses, pockets, or material removals, which can further reduce their weight. The material recesses are expediently formed on the flat support sections.

[0016] According to one embodiment, the supporting sections continue as reinforcing elements on or at the intermediate webs. In other words, the reinforcing elements merge into the intermediate webs or are continued there, acting as reinforcing elements, in particular reinforcing webs, due to their orientation. Advantageously, the reinforcing elements can also stiffen the nodes, which can, for example, reduce brake noise. As already mentioned, the supporting sections are perpendicular to the rotation axis, while the flat sides of the intermediate webs are perpendicular to the rotation axis.

[0017] According to a preferred embodiment, the rim is a forged rim. In particular, the rim is a one-piece forged rim, i.e., made from a single piece. The rim is expediently mechanically reworked. In particular, the aforementioned partial webs, recesses, holes, pockets, or the like can advantageously be produced by means of mechanical rework.

[0018] The invention also relates to a motor vehicle, in particular a motorcycle, comprising at least one rim according to the invention and at least one brake disc, wherein the brake disc has a friction ring which is fastened, in particular immediately or directly, to the fastening area of ​​the rim. The brake disc is preferably a so-called "rivet brake disc", which is arranged immediately / directly on the fastening area by means of corresponding sleeves / rivets. The motorcycle is preferably a (motor) scooter or, in particular, a motorcycle, whereby multi-track vehicles such as quads or LMW vehicles (leaning multi-wheel) are also intended to be included. The present list is not intended to be exhaustive. Where possible, such a rim can also be used for other types of motor vehicles.

[0019] Further advantages and features will become apparent from the following description of an embodiment of a rim with reference to the attached figures.

[0020] They show: Fig. 1: a side view of an embodiment of a rim according to the invention; Fig. 2: the section AA, as in the Fig. 1 outlined; Fig. 3: the cut BB, as in the Fig. 1 outlined; Fig. 4: the section CC, as in the Fig. 1 outlined.

[0021] Fig. 1 shows a side view of an embodiment of a rim 1 with a hub bore 4 which extends along a rotational axis R. The hub bore 4 serves, for example, to arrange an axis (not shown here) about which the rim 1 can rotate. The reference numeral 30 designates a fastening region which has a plurality of nodes 32 which have bores 36 at the ends for arranging a brake disc (not shown here). Extending between the nodes 32 and the hub bore 4 are five second webs 20 which are explicitly designed and / or arranged as compression rods. It can be seen that these are extremely thin in the side view sketched here. The reason for this is that the second webs 20 are expediently designed as pure compression rods which do not have to absorb or transmit any forces in the direction of rotation.The second webs 20 are preferably flat bars whose broad sides extend along the rotation axis R. This is particularly evident in the . Fig. 4. The intermediate webs 34 running between the nodes 32 are designed in a similar way. First webs 10 are designed as an extension of the second webs 20, said first webs having flat support sections 12 which are oriented perpendicular to the axis of rotation R. At the end towards the rim base 2, the first webs 10 in the embodiment shown here have recesses or holes 18 which serve to further reduce weight. The different design of the first webs 10 (relative to the second webs 20) is due to the fact that between the fastening area 30 and the rim base 2 of the rim 1, in addition to compressive forces, forces must also be transmitted in the circumferential direction / rotational direction. It is shown schematically that the right intermediate web 34 has reinforcing elements 39. These are formed by the support sections 12, which are extended accordingly.The supporting sections 12 can be continued on the intermediate webs 34 as webs running perpendicular thereto, whereby the node points 32 can be additionally stiffened.

[0022] Fig. 2 shows the section AA, as in the Fig. 1. Particularly visible is the intermediate web 34, which in this case has a recess 38. This is, for example, mechanically introduced. Also visible are two nodes 32, each of which has holes 36 at its end for arranging or fastening the brake discs. The reinforcement elements 39, which can, for example, merge directly into the supporting sections 12 or vice versa, are shown in dashed lines; see also the distance a.

[0023] Fig. 3 shows the section BB, which in the Fig. 1 (rotated by 90°). This is in particular a cross-section through a first web 10, which has two support sections 12, which are connected via a connecting section 14. Recesses or pockets 18 are provided on the outside of the flat support sections 12. The support sections 12 are spaced apart by a distance a, see also the distance a of the reinforcing elements 39 in Fig. 2.

[0024] Fig.4 finally shows section CC, which extends along a second web 20. The second web 20 in this case has two partial webs 22, which are tapered in the radial direction to the rotation axis R. A recess 38 is provided between the partial webs 22. This recess can, for example, also be subsequently introduced mechanically. Furthermore, the node 32 is shown in section, at which the two bores 36 are arranged at the ends. The first web 10 or the corresponding support section 12 extends radially away from the node 32. List of reference symbols 1 rim 2 rim base 4 hub bore 10 first bridge 12 supporting section 14 connecting section 16 bag 18 Recess 20 second bridge 22 partial bridge 30 Mounting area 32 Junction 34 intermediate bridge 36 bore 38 recess 39 Reinforcing element a distance R rotation axis

Claims

[1] Rim (1), in particular for a motorcycle, comprising a circumferential rim base (2), a hub bore (4) extending along a rotation axis (R) and a fastening area (30) which is arranged between the rim base (2) and the hub bore (4) for fastening one or more brake discs, wherein first webs (10) are arranged between the fastening area (30) and the rim base (2), and wherein second webs (20) are arranged between the fastening area (30) and the hub bore (4), and wherein the first webs (10) are designed and / or arranged to transmit forces in the radial direction and in the rotational direction, and wherein the second webs (20) are designed and / or arranged as, in particular ideal, compression rods. [2] Rim according to claim 1, wherein the second webs (20) are straight and extend in the radial direction. [3] Rim according to claim 1 or 2, wherein the second webs (20) are designed as flat bars, and wherein their flat sides are oriented parallel to the axis of rotation (R). [4] Rim according to one of the preceding claims, wherein a second web (20) is formed by two partial webs (22) which are arranged next to one another along the axis of rotation (R). [5] Rims according to claim 4, wherein the two partial bars (22) taper in the radial direction and / or are inclined towards each other. [6] Rim according to one of the preceding claims, wherein the fastening region (30) has a plurality of nodes (32) in which the second webs (20) end, and wherein openings or bores (36) for fastening the brake disc(s) are formed in the nodes (32), in particular on both sides. [7] Rim according to claim 6, wherein the nodes (32) are each connected in the direction of rotation by an intermediate web (34). [8] Rim according to claim 7, wherein the intermediate webs (34) are flat bars, and whose flat sides are oriented parallel to the axis of rotation (R). [9] Rim according to one of claims 7 to 8, wherein the intermediate webs (34) each have at least one recess (38). [10] Rim according to one of claims 6 to 9, wherein the first webs (10) are arranged in extension of the second webs (20) and the node points (32). [11] Rim according to one of the preceding claims, wherein the first webs (10) each have two flat support sections (12) which are oriented perpendicular to the axis of rotation (R) and are connected at least in sections via a flat connecting section (14) which is aligned parallel to the axis of rotation (R). [12] Rim according to one of the preceding claims, wherein the first webs (10) have at least one recess (18) at their ends. [13] Rim according to one of claims 11 to 12, wherein the supporting sections (12) continue as reinforcing elements (39) on or at the intermediate webs (34). [14] Rim according to one of the preceding claims, wherein the rim (1) is a forged rim. [15] Motor vehicle, in particular motorcycle, comprising at least one rim (1) according to one of the preceding claims and at least one brake disc, wherein the brake disc has a friction ring which is fastened to the fastening area of ​​the rim (1), in particular directly.

Images