Rim and motor vehicle with optimized breaking behavior
By setting a uniform wall thickness in the central rim area and designing an extended area, the problem of structural instability of the rim in small overlapping collisions is solved, resulting in a more stable rim structure. This avoids the outer rim area from curling up against the door sill, thus improving passenger comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- VOLKSWAGEN AG
- Filing Date
- 2023-04-11
- Publication Date
- 2026-05-15
AI Technical Summary
Existing motor vehicle wheel rims are prone to structural breakage in small overlap collisions, causing the outer wheel rim area and door sill to curl up, reducing passenger comfort.
The rim is manufactured using a flow forming process to enhance structural stability by setting the minimum wall thickness of the central rim area to at least 90% of the maximum wall thickness, and by setting an extension area between the central rim area and the outer rim area, the extension area having the same or similar wall thickness as the rim bed, and constructing a blunt intermediate angle between the two, with the radius of the transition area between 10 mm and 20 mm.
In small overlap collisions, the rim bed tears off more unevenly and later, preventing the outer rim area from curling up with the door sill, improving passenger comfort, and achieving a simple and cost-effective improvement.
Smart Images
Figure CN116901615B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a rim (felge, sometimes also called a flange) for a motor vehicle. Furthermore, this invention relates to a motor vehicle equipped with this type of rim. Background Technology
[0002] A known wheel rim for a motor vehicle has an outer rim region, an inner rim region, a central rim region arranged between the outer and inner rim regions, a rotation axis, and a rim hub. To reduce rotational mass, the central rim region, which is configured as a rim bed, has a wall thickness that increases to the outer rim region, and sometimes can be twice the thickness of the wall thickness in the rim bed at the outer rim region.
[0003] Such a rim has the following disadvantages: in motor vehicle accidents, especially in frontal collisions known as "small overlap crashes" where there is approximately 25% overlap between the vehicle and the impact object, the rim structure may break so inappropriately that only the rim bed breaks very early and noticeably, and the outer rim area curls up against the vehicle's door sill. This significantly reduces the deformation path at the expense of passenger comfort.
[0004] A type of wheel rim is known from document WO 2015 / 018602 A1, in which the theoretical fracture point is introduced into the wall of the rim, for example, in the form of a perforation. The perforation is constructed such that, in the event of a small overlap collision, the outer rim area deforms first and curls at the sill. Due to the large force acting between the sill and the outer rim area, failure of the theoretical fracture point subsequently occurs, resulting in the outer rim area breaking. Such a rim has the disadvantage that curling of the outer rim area at the sill cannot be avoided, thus also reducing passenger comfort in motor vehicles. Summary of the Invention
[0005] Therefore, the object of the present invention is to overcome, or at least partially overcome, the disadvantages described above in the case of wheel rims. In particular, the object of the present invention is to create a wheel rim and a motor vehicle that avoids or at least reduces the risk of rim curling in small overlap collisions in a simple and cost-effective manner.
[0006] This task is accomplished by the wheel rim according to the invention and by the motor vehicle according to the invention. Further features and details of the invention are derived from the description and drawings. Herein, the features and details described in connection with the wheel rim according to the invention apply, and obviously also apply to the motor vehicle according to the invention, and vice versa, so that the disclosures regarding various aspects of the invention are always mutually referenced or may be mutually referenced.
[0007] According to a first aspect of the invention, this task is accomplished by a wheel rim for a motor vehicle. The wheel rim has an outer wheel rim region, an inner wheel rim region, a central wheel rim region disposed between the outer and inner wheel rim regions, a rotation axis, and a wheel hub. According to the invention, the minimum wall thickness of the central wheel rim region is at least 90% of the maximum wall thickness of the central wheel rim region.
[0008] The outer rim area preferably includes a rim star-shaped component, spokes, an outer rim edge, and a rim shoulder. The rim hub is preferably located in or surrounded by the outer rim area and arranged adjacent to the axis of rotation. A circular hole is preferably provided at the rim hub for securing the rim hub to the wheel carrier of the motor vehicle. The inner rim area preferably has an inner rim edge.
[0009] The central rim region extends between the outer rim region and the inner rim region. The central rim region is preferably constructed as a single piece with the outer and inner rim regions. According to the invention, the minimum wall thickness of the central rim region is at least 90% of the maximum wall thickness of the central rim region. Therefore, according to the invention, the central rim regions can be configured to have different wall thicknesses, wherein the maximum and minimum wall thicknesses differ from each other by a maximum of 10%. Preferably, according to the invention, the maximum and minimum wall thicknesses differ from each other as slightly as possible.
[0010] In particular, in this feature, the rim according to the invention differs from a conventional rim. A conventional rim has a central rim region in which the wall thickness can sometimes vary very drastically along the axis of rotation, such that, for example, the rim bed in the central rim region typically has a wall thickness less than 50% of the wall thickness near the outer rim region.
[0011] The rim according to the invention has advantages over conventional rims, namely, it improves passenger comfort in small overlap collisions of motor vehicles by simple means and in a cost-effective manner. By homogenizing the wall thickness of the central rim region according to the invention, the strength of the central rim region can be increased such that, in the case of a small overlap collision, more uneven and delayed tearing of the rim bed can be promoted, thereby preventing the outer rim region from curling at the sill. Due to the more uneven and delayed tearing of the rim bed, it can be ensured that the outer rim region can squeeze past the sill in a linear or at least primarily linear motion during a collision.
[0012] According to a preferred embodiment of the invention, the minimum wall thickness of the central rim region can be configured in the rim such that it is between 100% and 95% of the maximum wall thickness of the central rim region. Therefore, according to the invention, the minimum wall thickness of the central rim region can be configured to correspond to the maximum wall thickness of the central rim region, or be less than 5% at most. The more uniform the wall thickness configuration in the central rim region, the lower the risk of sill curling in the outer rim region during a small overlap collision. This has the advantage of further improving the comfort of vehicle occupants in a small overlap collision by a simple means and in a cost-effective manner.
[0013] According to a preferred embodiment of the invention, the central rim region has a rim bed and an extended region constructed between the outer rim region and the central rim region, wherein the extended region has an increased outer diameter along the axis of rotation from the rim bed and extends to the rim shoulder of the outer rim region. According to the invention, the wall thickness of the rim bed and the extended region is constructed to be the same or at least substantially the same. In this case, due to the stress distribution in the rim, rim failure in a small overlap collision typically occurs in the region between the rim bed and the extended region, thus the fracture line typically extends to a portion of the rim bed and the extended region. This has the advantage of further improving the passenger comfort of the vehicle in a small overlap collision by a simple means and in a cost-effective manner.
[0014] More preferably, a blunt intermediate angle is constructed between the rim bed and the extension region. Preferably, the rim bed has a main extension parallel to or at least substantially parallel to the axis of rotation. The extension region preferably has an additional extension component in the radial direction about the axis of rotation. In other words, the extension region is positioned relative to the rim bed such that a blunt intermediate angle is constructed between the extension region and the rim bed on the side of the rim pointing away from the axis of rotation. This has the advantage of further improving the comfort of vehicle occupants in small overlap collisions by simple means and in a cost-effective manner.
[0015] In a particularly preferred embodiment of the invention, the center angle is between 110° and 130°. Such a center angle can be manufactured particularly advantageously. Furthermore, it improves the defined tearing of the outer rim area in a small overlap collision. This has the advantage of further improving the comfort of the vehicle's occupants in a small overlap collision by a simple means and in a cost-effective manner.
[0016] Preferably, a transition region is constructed between the extended area and the rim bed, wherein the transition region has a radius between 10 mm and 20 mm. Particularly preferably, the transition region has a radius of about 15 mm. Such a radius can be manufactured particularly advantageously. Furthermore, the defined tearing of the outer rim area in a small overlap collision is improved. This has the advantage of further improving the comfort of the vehicle's occupants in a small overlap collision by a simple means and in a cost-effective manner.
[0017] According to a preferred embodiment of the invention, the rim bed and / or extended region have greater strength than the transition region. For example, greater strength can be achieved through localized heat treatment and / or pressure treatment, particularly of the rim bed and / or extended region. Alternatively or additionally, greater strength can also be achieved by selectively reducing the strength of the transition region, for example, through heat treatment. This leads to improved defined tearing of the outer rim region in a small overlap collision. This has the advantage of further improving passenger comfort in a motor vehicle during a small overlap collision by simple means and in a cost-effective manner.
[0018] Particularly preferably, the wall thickness of the central rim region is between 5 mm and 6 mm. Particularly preferably, the wall thickness of the central rim region is approximately 5.5 mm. Within this range, for example, the minimum wall thickness of the central rim region can be configured to be 5.5 mm, and the maximum wall thickness of the central rim region can be 5.7 mm. It can also be configured that the entire central rim region has a constant wall thickness between 5 mm and 6 mm. This has the advantage of further improving the comfort of vehicle occupants in small overlap collisions by a simple means and in a cost-effective manner.
[0019] According to the invention, the rim is preferably manufactured in a flow forming process. In this process, a casting with reduced external dimensions is first manufactured, which is then expanded in subsequent working steps by forces acting radially outward on the rim under heat supply. This results in a particularly robust and defined structure, which improves the controlled tearing of the outer rim area in a small overlap collision. This has the advantage of further improving passenger comfort in a motor vehicle during a small overlap collision by a simple means and in a cost-effective manner.
[0020] According to a second aspect of the invention, this task is accomplished by a motor vehicle. The motor vehicle has a chassis with multiple wheel carriers. According to the invention, a rim according to the invention is arranged at at least one wheel carrier. Preferably, a rim according to the invention is arranged at at least one front wheel carrier, or rims according to the invention are arranged at at least two front wheel carriers respectively.
[0021] In the motor vehicle according to the invention, all the advantages already described with respect to the first aspect of the invention are realized. Therefore, the motor vehicle according to the invention has the advantage over conventional motor vehicles that it further improves passenger comfort in small overlap collisions by simple means and in a cost-effective manner. By homogenizing the wall thickness of the central rim region according to the invention, the strength of the central rim region can be increased such that, in the case of a small overlap collision, a more uneven and delayed tearing of the rim bed can be promoted, thereby preventing sill curling of the motor vehicle. The more uneven and delayed tearing of the rim bed ensures that the outer rim region can be squeezed through the sill in linear or at least primarily linear motion. Attached Figure Description
[0022] The rim according to the invention and the motor vehicle according to the invention are explained in more detail below with reference to the accompanying drawings. Specifically:
[0023] Figure 1 The diagram schematically shows a wheel rim according to the prior art in a top view.
[0024] Figure 2 A partial view of another wheel rim according to the prior art is schematically shown in cross-section.
[0025] Figure 3 The diagram schematically shows a damaged wheel rim according to existing technology in a top view.
[0026] Figure 4 The first time point in a small overlap collision with a wheel rim according to the prior art is schematically shown in a cross-sectional view.
[0027] Figure 5 A portion of the rim according to a preferred embodiment of the invention is schematically shown in cross-sectional view.
[0028] Figure 6 A damaged wheel rim according to a preferred embodiment of the invention is schematically shown in a top view.
[0029] Figure 7 The cross-sectional view schematically shows the first time point in a small overlap collision with a wheel rim according to a preferred embodiment of the invention, and
[0030] Figure 8 A preferred embodiment of the motor vehicle according to the invention is schematically shown in a side view.
[0031] Components with the same function and mode of operation Figures 1 to 8 The same reference symbols are provided for each. Detailed Implementation
[0032] exist Figure 1 The diagram schematically depicts a wheel rim 1 according to the prior art in a top view. The wheel rim 1 extends about an axis of rotation A and has a central rim hub 6 and a central rim region 5 constructed between an outer rim region 3 and an inner rim region 4. The central rim region 5 has a rim bed 7 and an extended region 8 adjacent to the rim bed 7 and the outer rim region 3. In the extended region 8, the wheel rim 1 has an increased outer diameter toward the outer rim region 3. The outer rim region 3 has a rim shoulder 9 constructed adjacent to the extended region 8, which is laterally defined by the outer rim edge (Felgenhorn, sometimes also called rim corner) 13 of the outer rim region 3. The wheel rim 1 has a perforation P extending over a portion of the central rim region 5 and is configured to induce targeted structural failure of the wheel rim 1 in a small overlap collision.
[0033] Figure 2 A partial cross-sectional view schematically shows another wheel rim 1 according to the prior art. This wheel rim 1 is related to... Figure 1 The rim 1 is distinguished only by the fact that it does not have a perforation P. As can be seen in this view, the wall thickness W of the rim bed 7 is greater than the wall thickness W of the extended region 8.
[0034] exist Figure 3 The image shows a schematic top view of a damaged wheel rim 1 according to the prior art. The wheel rim 1 is, for example, based on... Figure 2 The rim 1 has a fracture line B due to a minor impact. This fracture line B extends circumferentially along the transition between the rim bed 7 of the central rim region 5 and the extended region 8 of the central rim region 5.
[0035] Figure 4 The cross-sectional view schematically shows the first time point in a small overlap collision with a wheel rim 1 according to the prior art. Wheel rim 1, according to, for example, from... Figure 2 The rim 1 has a fracture line B due to a stronger impact with the obstacle H. This fracture line B extends circumferentially along the transition between the rim bed 7 of the central rim region 5 and the extended region 8 of the central rim region 5. At the first time point shown, the outer rim region 3 is almost completely torn off by the central rim region 5 and undergoes a swinging motion, which, at the subsequent second time point, results in the outer rim region 3 having a rolled edge with a sill S.
[0036] exist Figure 5The diagram schematically depicts a portion of a rim 1 according to a preferred embodiment of the invention in cross-section. The view shows an outer rim region 3 and a central rim region 5 of the rim 1. The outer rim region 3 has a rim shoulder 9 defined at the central rim region 5, which is defined by the outer rim edge 13 extending to the other side. The central rim region 5 has a rim bed 7 and an extension region 8. The extension region 8 is arranged between the rim bed 7 and the rim shoulder 9.
[0037] As can be clearly seen in this view, the extended region 8 extends obliquely towards the rim bed 7 with a blunt mid-angle Z. A transition region 10 with radius R is further constructed between the rim bed 7 and the extended region 8. In this preferred embodiment, the wall thickness W of the rim bed 7 is the same as the wall thickness of the extended region 8 and preferably the transition region 10. Therefore, the rim 1 according to the invention preferably does not have a weak point between the extended region 8 and the rim bed 7, thereby significantly reducing the risk of constructing a circular fracture line B in a collision. Figure 3 and Figure 4 As shown in the diagram.
[0038] Figure 6 A damaged wheel rim 1 according to a preferred embodiment of the invention is schematically shown in a top view. The wheel rim 1 has a fracture line B due to a minor impact, which extends circumferentially along the transition between the rim bed 7 of the central rim region 5 and the extended region 8 of the central rim region 5, and extends obliquely on the extended region 8. Therefore, the wheel rim 1 according to the invention can be compared to... Figure 3 The rim 1 shown in the prior art clearly compensates for more kinetic energy.
[0039] exist Figure 7 The diagram schematically illustrates, in cross-section, the first time point in a minor overlap collision with a rim 1 according to a preferred embodiment of the invention. The rim 1 has a fracture line B due to the stronger impact with the barrier H, which extends circumferentially along the transition between the rim bed 7 of the central rim region 5 and the extended region 8 of the central rim region 5, and obliquely extends over the extended region 8. At the first time point shown, the outer rim region 3 is almost completely torn off by the central rim region 5 and undergoes a substantially parallel translational movement to the sill S, thereby causing the outer rim region 3 to laterally move upward past the sill S at a subsequent second time point.
[0040] Figure 8 A preferred embodiment of the motor vehicle 2 according to the invention is schematically shown in a side view. The vehicle 2 has a chassis 11 with a plurality of wheel carriers 12. A wheel rim 1 according to the invention is arranged at the front wheel carrier 12.
[0041] Reference Symbol List
[0042] 1. Wheel rim
[0043] 2 Motor vehicles
[0044] 3. Outer rim area
[0045] 4. Inner rim area
[0046] 5. Central rim area
[0047] 6 wheel rims
[0048] 7. Rim Bed
[0049] 8. Extended Area
[0050] 9. Rim shoulder
[0051] 10 Transition Zone
[0052] 11 Chassis
[0053] 12 Wheel Carrier
[0054] 13. Outer rim edge
[0055] A. Rotation axis
[0056] B. Fault line
[0057] H obstacle
[0058] P perforation
[0059] R radius
[0060] S threshold
[0061] W wall thickness
[0062] Z-intermediate angle
Claims
1. A rim (1) for a motor vehicle (2), the rim having an outer rim region (3), an inner rim region (4), a central rim region (5) disposed between the outer rim region (3) and the inner rim region (4), a rotation axis (A), and a rim hub (6), Its features are, The minimum wall thickness (W) of the central rim region (5) is at least 90% of the maximum wall thickness (W) of the central rim region (5), wherein the central rim region (5) has a rim bed (7) and an extension region (8) constructed between the outer rim region (3) and the rim bed (7), wherein the extension region (8) has an increased outer diameter along the axis of rotation (A) from the rim bed (7) and extends to the rim shoulder (9) of the outer rim region (3), wherein a transition region (10) is constructed between the extension region (8) and the rim bed (7), wherein the transition region (10) has a radius (R) between 10 mm and 20 mm, wherein the rim bed (7) and / or the extension region (8) have greater strength than the transition region (10).
2. The rim (1) according to claim 1, Its features are, The minimum wall thickness (W) of the central rim region (5) is between 100% and 95% of the maximum wall thickness (W) of the central rim region (5).
3. The rim (1) according to claim 1 or 2, Its features are, An obtuse intermediate angle (Z) is formed between the rim bed (7) and the extended region (8).
4. The rim (1) according to claim 3, Its features are, The intermediate angle (Z) is between 110° and 130°.
5. The rim (1) according to any one of the preceding claims, Its features are, The wall thickness (W) of the central rim area (5) is between 5 mm and 6 mm.
6. The rim (1) according to any one of the preceding claims, Its features are, The rim (1) is manufactured in a flow forming process.
7. A motor vehicle (2) having a chassis (11) with multiple wheel carriers (12), Its features are, A rim (1) according to any one of the preceding claims is arranged at at least one wheel carrier (12).