Wheel, especially for a motor vehicle

Abstract

Wheel (1), in particular for a motor vehicle, with a rim well (2) and a hub (7) as well as a wheel spider (3), wherein the rim well (2) has an inner rim flange (5) and an outer rim flange (6) with respect to a wheel clamping plane (4) spanned by the wheel spider (3), and spokes extend from the wheel spider (3) in the direction of the outer rim flange (6), and the wheel spider (3) has wheel bolt receptacles (8) arranged on a peripheral region of the hub (7) with a respective through-bore (14, 15, 24, 29), and the wheel bolt receptacles (8) each have a peripheral region (30) enclosing the through-bore, characterized in that spokes (11) extend from the peripheral region (30) of two adjacent through-bores (14,15) extend tangentially in the direction of the outer rim flange (6) and form a first isosceles triangular configuration (17), and the legs (16) of the first isosceles triangular configuration (17) converge in the region of the outer rim flange (6) and form a connecting section (33) formed integrally with the rim flange (6), which has a configuration tapering in the radial direction towards the rim flange (6).

Description

[0001] The present invention relates to a wheel, in particular for a motor vehicle, with a rim well and a hub as well as a wheel spider, wherein the rim well has an inner rim flange and an outer rim flange with respect to a wheel clamping plane spanned by the wheel spider, and spokes extend from the wheel spider in the direction of the outer rim flange, and the wheel spider has wheel bolt receptacles arranged on a peripheral region of the hub, each with a through-bore, and the wheel bolt receptacles each have an outer region enclosing the through-bore, according to the preamble of claim 1.

[0002] Such a wheel suffers from the problem that, during operation of the motor vehicle equipped with it, the wheel causes noises which are perceived by the driver of the vehicle as a creaking noise, which can occur, for example, when the stationary vehicle begins to roll away with the service brake initially applied and then released by the driver, and during this rolling away process the noise described above occurs.

[0003] This noise has already been referred to in the literature as a creaking noise, which occurs more frequently as a brake noise in wet ambient conditions and therefore due to the accumulation of moisture in the working environment of the vehicle's service brakes and the wheel-wheel carrier-brake disc assembly.

[0004] The natural frequency of the wheel in use in conjunction with the vehicle's service brake has a significant influence on the occurrence or avoidance of this noise, which is perceived as disturbing.

[0005] A generic wheel must therefore, on the one hand, have a natural wheel frequency that ideally lies outside the excitation frequency spectrum induced by the vehicle's service brake and, on the other hand, correspond to a requirement profile determined by the design or construction.

[0006] The noises already explained at the beginning, which are primarily induced by the vehicle's service brake, become more noticeable with increasing wheel diameter and increasing diameter of the brake discs, so that there is a need to increase the wheel natural frequency with increasing wheel diameter.

[0007] In addition to the noise induced by the vehicle's service brake, which is perceived by the vehicle user as emanating from the wheels, the wheel is also exposed to other factors that affect the noise of the wheel, such as the sound generated by a standing wave excited in the air cavity inside the wheel.

[0008] To address the latter problem, it has become known from DE 198 82 112 T5 to arrange a resonator inside the wheel, which is designed to suppress the sound resulting from the natural frequency of the wheel.

[0009] DE 10 2013 004 613 B3 discloses the provision of an additional adapter to increase the effective bolt circle radius of the wheel spider, which is intended to positively influence the wheel's noise. In particular, it is intended to reduce a noise known as rim whine.

[0010] DE 10 2017 205 153 A1 discloses a wheel for a vehicle in which a web is provided between each of two adjacent spokes. This web serves as an additional stiffening element or damping element for damping acoustic vibrations emanating from the wheel. The webs provided between the spokes are located on the radially outer area of ​​the spokes.

[0011] Based on DE 10 2013 222 448 A1, a wheel for a motor vehicle is provided in which a radially circumferential thickening attached to the inner rim flange leads to a stiffening of the wheel and thus to an increase in the natural frequency of the wheel, which makes the wheel less susceptible to the above-mentioned brake noises, on the other hand, the rotational moment of inertia of the wheel increases.

[0012] From DE 83 26 543 U1, a wheel according to the preamble of claim 1 has become known.

[0013] Based on this, the present invention is based on the object of creating a wheel which has a high wheel natural frequency and a high wheel center stiffness.

[0014] The invention created to solve this problem has the features specified in claim 1, advantageous developments thereof are described in the further claims.

[0015] The invention provides a wheel, in particular for a motor vehicle, with a rim well and a hub as well as a wheel spider, wherein the rim well has an inner rim flange and an outer rim flange with respect to a wheel clamping plane spanned by the wheel spider, and spokes extend from the wheel spider towards the outer rim flange, and the wheel spider has wheel bolt receptacles arranged on a peripheral region of the hub with a respective through-bore, and the wheel bolt receptacles each have a peripheral region enclosing the through-bore,wherein spokes extend tangentially from the peripheral area of ​​two adjacent through-holes in the direction of the outer rim flange and form a first isosceles triangular configuration, and the legs of the first isosceles triangular configuration converge in the area of ​​the outer rim flange and form a connecting section formed integrally with the rim flange, which has a configuration tapering radially towards the rim flange.

[0016] This configuration or arrangement of the spokes ensures that torques transmitted by the wheel, be they torques that the driven wheel transmits to the road surface or that are transmitted to the wheel in the form of braking torques or that are transmitted via the vehicle's drive train as torques generated by the drive motor in overrun mode, are transferred from the rim well or rim flange into the wheel spider in the form of tensile forces and / or compressive forces, and so in the event of a torsional moment load between the wheel spider and the rim well and / or rim flange, essentially only tensile forces and / or compressive forces occur in the force transmission path between the wheel spider and rim well and / or rim flange.

[0017] This configuration ensures that the tendency of the rim well and / or rim flange to twist relative to the wheel center, i.e. the wheel spider, under torsional load is minimized and that the wheel has a high rotational natural frequency of, for example, more than 600 Hz. This also reduces the tendency of the wheel to be excited to vibrations by stick-slip effects between the brake pad and the brake disc that occur when the brake is released. These vibrations appear as airborne noise or are transmitted as structure-borne noise via the vehicle body into the interior of the vehicle, where they are perceived as annoying braking noises.

[0018] This first isosceles triangular configuration is characterized by the fact that the spokes run from the outer area of ​​two adjacent through-holes toward the outer rim flange, i.e., from two adjacent through-holes of two adjacent wheel stud receptacles toward the outer rim flange. In the area of ​​the outer rim flange or rim base, the spokes converge, creating a triangular configuration between the two spokes running outward from the wheel spider and a first connecting line connecting the two connection points of the two spokes at the outer area of ​​the two adjacent through-holes.

[0019] According to a further development of the invention, spokes extend from the outer region of two distally adjacent through-bores in the direction of the outer rim flange and form a second isosceles triangular configuration and the legs of the second isosceles triangular configuration converge towards one another in the region of the outer rim flange.

[0020] With this further development, a second isosceles triangular configuration is created which is offset from the first isosceles triangular configuration of the spokes.

[0021] The second isosceles triangular configuration also has two spokes, which run from the wheel spider outwards to the outer rim flange or rim base and there converge to form an interior angle.

[0022] The second connecting line of the second isosceles triangular configuration, running in the area of ​​the wheel spider between the two connection points of the two spokes at the outer area of ​​the through-holes of the wheel mounts, is therefore longer than the first connecting line of the first isosceles triangular configuration. This is because the two connection points of the second isosceles triangular configuration have another through-hole between them, which, starting from the wheel hub, lies on a circular segment with a radius from the wheel hub to the center of the through-hole of the wheel bolt mounts. The through-hole therefore lies within the triangle spanned by the two spokes and the second connecting line.

[0023] This configuration of the wheel according to the invention with the second isosceles triangular configuration of the spokes ensures a further increase in the stiffness of the wheel and a further increase in the rotational natural frequency of the wheel, so that a wheel according to the invention has a total rotational natural frequency of, for example, approximately 665 Hz, which is therefore outside the usual excitation spectrum of the excitation frequencies emanating from a wheel-wheel carrier-brake disc assembly.

[0024] The invention therefore makes use of the fact that a triangular configuration with the respective spokes extending from the wheel spider represents a statically determined load-bearing configuration and the spokes are thus only subjected to tensile force and compressive force in the force-transmitting torsional load case and a bending load on the spokes and an associated load collective, which would lead to an oscillatingly repeating displacement of the rim base in the circumferential direction of the wheel relative to the wheel spider, is largely avoided.

[0025] The aforementioned arrangement of the spokes between the wheel spider and the rim base or the rim flange, repeating itself in the circumferential direction of the wheel, results in the formation of five first isosceles triangular configurations of the spokes or first spoke triangles and five second isosceles triangular configurations of the spokes or second spoke triangles in a wheel having five wheel bolt receptacles. As a result, intersection points, as explained below, are established between individual spokes, which contribute to further increasing the rigidity of the wheel. Because the spokes each extend tangentially from the outer area of ​​the wheel bolt receptacles and are formed integrally with the wheel spider, a rigid configuration of the wheel spider is achieved for torque transmission.

[0026] According to a further development of the invention, it is provided that the spokes in the area of ​​the outer region of the through-holes of the respective wheel bolt receptacles merge tangentially into a peripheral area enclosing the through-hole, so that a wide force connection base is created in the respective width direction of the triangular configuration via the connection points of the spokes in the area of ​​the through-holes for the introduction of force between the connection points.

[0027] According to a further development of the invention, the spokes in the region of the outer rim flange have a connecting section extending largely at right angles to a circumferential section of the rim flange and the connecting sections of two adjacent spokes are formed integrally with the rim flange.

[0028] This configuration has the advantage that the respective connection sections can be widened in the circumferential direction starting from the end areas of the spokes on the rim flange, i.e. they have a greater longitudinal extension on the rim flange in the circumferential direction, so that on the one hand the rigidity of the rim flange in the force transmission area between the spokes and the rim flange is increased and on the other hand the connection surface of the spokes on the rim flange available for torque transmission between the spokes and the rim flange is widened.

[0029] According to a further development of the invention, it is also provided that a spoke of the first isosceles triangular configuration and a spoke of the second isosceles triangular configuration form an intersection point.

[0030] This respective intersection point ensures that the spokes support each other, thus increasing the strength and rigidity of the rim in the radial and circumferential directions.

[0031] According to a further development of the present invention, it is also provided that a spoke of the second isosceles triangular configuration and a spoke of an adjacent second isosceles triangular configuration form a crossing point.

[0032] These respective intersection points also ensure that the spokes of the second isosceles triangular configuration support each other, thus further increasing the strength and rigidity of the rim in the radial and circumferential directions.

[0033] According to a further development of the invention, it is also provided that the wheel has spokes which run largely parallel to one another and which are designed to run largely tangentially to the wheel spider.

[0034] This configuration has the advantage that these parallel spokes can be arranged at different distances from the center of the hub or the wheel spider, depending on the respective requirement profile on the vehicle and, for example, the diameter of the wheel, and since they form intersection points with the spokes of the first triangular configuration and the spokes of the second triangular configuration, the position of the intersection points can also be influenced by the distance of the parallel spokes to the wheel spider, and in this way the wheel can be adapted to the requirement profile in terms of its stiffness and strength, and the rotational natural frequency of the wheel according to the invention can also be adapted to the requirement profile with regard to the rotational natural frequency, which differs for different wheel diameters.to avoid resonance frequencies with the brake or the axle system of the vehicle and thus to avoid noises that would otherwise be perceived as disturbing when braking or releasing the brake.

[0035] The parallel arrangement of the spokes also means that the wheel can be easily scaled from, for example, a 19-inch wheel diameter to a 20-inch wheel diameter or even a 21-inch wheel diameter, whereby the distance between the spokes and the wheel center increases as the spokes are moved further outwards.

[0036] According to a further development of the invention, it is also provided that the spokes, in a cross-sectional view including a central axis of the wheel, extend from the wheel spider in a curved manner, in particular in a parabolic shape, in the direction of the outer rim flange.

[0037] This configuration means that the spokes do not protrude outwards beyond the rim flange and therefore a scuff plate provided on a tyre that can be fitted onto the wheel not only protects the rim flange against damage but also the spokes, since this configuration means that the spokes do not protrude beyond the scuff plate.

[0038] A desired dishing of the wheel can be taken into account by further displacing the wheel spider inwards along the cross-sectional view axis in the direction of the inner rim flange and by adjusting the curvature of the spokes accordingly.

[0039] According to a further development of the invention, it is also provided that the rim well of the wheel is formed by means of non-cutting forming, in particular by means of a flow-forming process, and the wheel is largely manufactured by means of a forging process. This makes it possible to form the rim well with a wall thickness that is appropriate for the stresses encountered during operation, yet still has a low wall thickness, so that the overall mass of the wheel can be reduced. Due to the reduction in the radially outer masses of the wheel, the rotational moment of inertia of the wheel can also be reduced.

[0040] By forming the wheel using a forging process, the amount of machining required on the wheel is reduced, thus ensuring that the advantageous microstructure of the wheel formed by the forging process is disturbed as little as possible.

[0041] According to a further development of the invention, the spokes have a widening configuration in a plan view, starting from the outer rim flange and moving toward the wheel spider. This achieves, on the one hand, that the radially outer masses of the wheel are reduced, and, on the other hand, that the spokes have an increasing cross-sectional area viewed cross-sectionally toward the wheel spider, thus maintaining a favorable stress distribution in the spoke structure.

[0042] According to a further development of the invention, it is also provided that the spokes, in a cross-sectional view including a central axis of the wheel, have a configuration in the region of the wheel star that is largely tangential to the wheel star and, relative to an outer rim flange plane, have a connection to the rim flange provided within the rim flange plane and the wheel contact plane.

[0043] This prevents the formation of notch stresses in the connection area of ​​the spokes to the wheel spider. In the wheel according to the invention, the spokes are loaded according to the stress profile by tension rods or compression rods that are supported on the wheel spider. By avoiding an edged or angled connection of the rods to the wheel spider, the formation of notch stresses in the force transmission area between the spokes and the wheel spider is prevented.

[0044] Finally, according to a further development of the invention, it is also provided that the spokes between the wheel spider and the rim flange have a straight-line configuration in a plan view, so that the spokes are only subjected to compressive and / or tensile stress, but bending stresses on the spokes are avoided.

[0045] The invention is explained in more detail below with reference to the drawing, which shows: Fig. 1 is a front view of an embodiment of a wheel according to the present invention; Fig. 2 another view from the front of the wheel design according to Fig. 1; Fig. 3 a view similar to that of Fig. 1 of the drawing to explain the power transmission between the rim flange and the wheel spider via the spokes; Fig. 4 a view of the wheel after Fig. 1 in a view from behind of the wheel spider; Fig. 5 a sectional view of the wheel according to Fig. 1 with first dimensions and, in comparison, a larger wheel with second dimensions; and Fig. 6 a view of the wheel according to Fig. 1 of the drawing in the left representation of the Fig. 6 and on a well-known wheel in the right-hand illustration of the Fig. 6.

[0046] Fig. Figure 1 of the drawing shows a front view of an embodiment of a wheel according to the present invention.

[0047] Wheel 1 is a wheel intended for use with a motor vehicle not shown in detail. As will be explained in more detail with reference to Fig. As can be seen in Figure 5 of the drawing, the wheel 1 has a rim base 2 and a wheel spider 3, which forms a wheel clamping plane 4, to which the wheel 1 can be releasably secured to a wheel carrier of the motor vehicle by means of wheel bolts (not shown in detail).

[0048] In addition, the wheel has an inner rim flange 5 and an outer rim flange 6 and, as can be seen for example from Fig. 2 of the drawing, a hub 7 and wheel bolt receptacles 8, which have a respective through-bore 9 for receiving the wheel bolts (not shown in detail) for fixing the wheel 1 to the wheel carrier of the vehicle.

[0049] The wheel bolt receptacles 8 each have an outer region 10 which encloses the through holes 9, at least in a partial area of ​​a respective circumference of the through holes 9, as can be seen from, for example, Fig. 1 of the drawing.

[0050] As can be seen from Fig. 1 of the drawing, the wheel 1 has first spokes 11, which extend from the outer region 12, 13 of two adjacent through-holes 14, 15 in the direction of the outer rim flange 6. The spokes 11 are each of the same length and form two legs 16 of a first isosceles triangular configuration 17 of the spokes 11 or of a first spoke triangle 17, which is supplemented at the base of the isosceles first spoke triangle 17 by a Fig. 1 of the drawing, which connects the two base points 19 of the spokes 11, which originate from the outer areas 12, 13, as a virtual line.

[0051] The extension of the legs beyond the wheel star 3 leads to the configuration of parallel spokes 42, which enclose the wheel star 3, as can be seen from Fig. 1 of the drawing and whose clear distance from each other can be changed or adjusted depending, for example, on the desired wheel diameter.

[0052] The first isosceles triangular configuration 17 is thus formed by the spokes 11, which originate from two adjacent through holes 14, 15 and extend towards the outer rim flange 6, and by the first connecting line 18.

[0053] Similarly, the wheel 1 has second spokes 20 which originate from the outer region 21, 22 of two distally adjacent through-bores 24, 29 and extend towards the outer rim flange 6.

[0054] The spokes 20 are also each of the same length and form two legs 25 of a second isosceles triangular configuration 26 of the spokes 20, which is supplemented at the base of the isosceles second spoke triangle 26 by a Fig. 1 of the drawing, which connects the two base points 28 of the spokes 20, which originate from the outer areas 21, 22, as a virtual line.

[0055] The second isosceles triangular configuration 26 is thus formed by the spokes 20, which originate from two distally adjacent through-holes 24, 29 and extend in the direction of the outer rim flange 6, and by the second connecting line 27.

[0056] Distally adjacent means that in the front view Fig. 1 of the drawing, between the two through holes 24 and 29, the through hole 15 is arranged, which lies within the second spoke triangle 26, but from which no spoke belonging to the second spoke triangle 26 extends.

[0057] In Fig. 1 of the drawing, the first spoke triangle 17 is shown with dashed lines, while the second spoke triangle 26 is shown with dash-dotted lines.

[0058] As shown by Fig. 2 of the drawing, the two spokes 11 in the area of ​​the outer region 12, 13 merge tangentially into a peripheral region 30 enclosing the respective through-holes 14, 15, so that the force introduction in the peripheral region of the through-holes 14, 15 is largely tangential to the through-holes 14, 15.

[0059] Similarly, the two spokes 20 in the area of ​​the outer region 21, 22 merge tangentially into a peripheral region 31 enclosing the respective through-bores 24, 29, so that the force introduction in the peripheral region of the through-bores 24, 29 is largely tangential to the through-bores 24, 29.

[0060] The spokes 11 and 20 are each formed in one piece with the wheel star 3 and extend from the wheel star 3 in the direction of the outer rim flange 6 and are formed there in one piece with the rim flange 6 and the rim base 2, respectively.

[0061] In the area of ​​the outer rim flange 6, the spokes 11, 20 have a largely perpendicular to a Fig. 2 of the drawing, and the connecting sections 33 of two adjacent spokes 11, 20 are each formed integrally with the rim flange 6 or the rim base 2. As can be seen from the Fig. As can be seen in Figure 2, the respective connecting sections 33 have a widening configuration in a radial direction toward the outer rim flange 6, so that the force transmission surface between the connecting sections 33, which are designed similarly to small feet, is enlarged and thus the stresses occurring in the force transmission area between the spokes 11, 20 and the outer rim flange 6 or the rim base 2 can be reduced. At the same time, this specific design of the rim also ensures an increase in the rotational natural frequency of the wheel 1 according to the invention.

[0062] As can be seen from Fig. 2 of the drawing, one of the spokes 11 and one of the spokes 20 form a first intersection point 34, and the spoke 20 also forms a further, second intersection point 35 with one of the spokes 20 of the next, second spoke triangle 26, which follows in the circumferential direction according to the arrow 37. Furthermore, the spokes 11 and 20, which converge on one another, also form a further, third intersection point 36 in the connection area of ​​the outer rim flange 6. This configuration is repeated in the circumferential direction of the wheel 1.

[0063] This configuration with the intersection points between the spokes 11, 20, which are repeated in the circumferential direction of the arrow 37, and the intersection points at the respective end region of the spokes 11, 20 near the outer rim flange 6, leads to an increase in the stiffness and strength of the wheel 1 according to the invention, for example in comparison to a wheel 1 shown in the right-hand illustration of the Fig. 6 of the drawing. The configuration of the wheel 1 according to the invention also leads to the Fig. 1 of the drawing, repeating in the circumferential direction of the wheel 1, a further isosceles triangular configuration 43 of spokes which are arranged tangentially to the wheel spider 3 and serve to increase the rotational natural frequency of the wheel 1.

[0064] The wheel 1 according to the invention is characterized, viewed in the circumferential direction of the arrow 37, by five first spoke triangles 17 and five second spoke triangles 26, which accordingly have an angular spacing of 36 degrees, and this configuration leads to a high rotational or torsional natural frequency of, for example, 665 Hz.

[0065] Fig. 6 of the drawing shows in the left representation the embodiment of the wheel 1 according to the invention with the repeating cross spokes in the configuration with repeating first spoke triangles and repeating second spoke triangles, while the right representation of the Fig. 6 shows a known wheel with spokes extending largely parallel radially outwards from the wheel spider in the direction of the rim base.

[0066] With otherwise the same wheel diameter, the wheel shown in the left illustration shows the Fig. 6 has a rotational natural frequency of 665 Hz, while the wheel shown in the right-hand illustration of the Fig. The known wheel shown in Figure 6 has a rotational natural frequency of 282 Hz.

[0067] Thus, the known wheel has a low natural frequency, which leads to the known wheel being excited to brake noise, while the wheel according to the invention avoids this excitation due to the high rotational natural frequency.

[0068] Fig. 3 of the drawing shows a view similar to that of Fig. 1 to explain the power transmission between the rim flange and the wheel spider via the spokes.

[0069] Depending on the direction indicated by arrow 38 Fig. 3 and the current operating situation of the vehicle equipped with the wheel 1, the transmission of rotational force between the wheel 1 and a road surface (not shown in detail), on which the wheel 1 according to the invention, equipped with a tire (likewise not shown in detail), rolls, leads to a transmission of force between the rim base 2 or the rim flange and the wheel spider 3 via the spokes 11 and 20.

[0070] The load on the spokes 11, 20 takes place in the form of tensile forces and compressive forces, as can be seen from the arrows 39 symbolising the compressive forces. Fig. 3 and the arrows 40 symbolizing the tensile forces.

[0071] Due to the inventive design of the wheel 1, a bending load on the spokes 11, 20 is avoided, which means that the spokes can be designed to be thin enough to withstand the load, whereby the rotational moment of inertia of the wheel 1 can also be reduced, although the inventive configuration of the wheel 1 makes it possible to achieve a high rotational wheel natural frequency and the wheel 1 is therefore not susceptible to excitation to vibration due to the braking or releasing of the brake of the motor vehicle, as already explained above, and the wheel according to the invention is therefore also not susceptible to the transmission of braking noises that are perceived as disturbing, as is the case with the known wheel.

[0072] Fig. 4 of the drawing shows a rear view of the wheel 1 according to the invention with the wheel star 3 and its connection surface 41, with which the wheel star 3 can be fixed to a wheel carrier of a vehicle (not shown in detail), namely by means of wheel bolts (also not shown in detail), which penetrate the through holes 9 of the wheel star 3. Fig.4 also shows the large number of intersection points between the spokes and also the straight design of the spokes and their tangential connection to the wheel spider 3, which results in the spokes being similar to tension rods and compression rods which are only loaded with tensile forces and / or compressive forces during the transmission of torque from the wheel 1 to a road surface during an acceleration process of the motor vehicle or a braking process of the motor vehicle or even during the coasting operation of the motor vehicle, and thus a load collective can be avoided which would occur, for example, with an additional superimposed bending load with the spokes.

[0073] The wheel according to the invention is characterized by its high rotational or torsional wheel natural frequency, making it immune to vibration excitation from the wheel-wheel carrier-brake assembly. Furthermore, the wheel according to the invention is characterized by high wheel center stiffness, a comparatively low dead mass, and a comparatively low rotational moment of inertia, since stiffening masses located far outside the wheel center can be avoided. Due to its inventive design, the wheel's resonance frequency is so high that it is not excited by excitation frequencies typically occurring during braking, thus avoiding the familiar brake noises that occur during braking.Due to its design, the wheel according to the invention also avoids the tendency of the pronounced torsion of the rim well relative to the wheel spider during operation of the load collective occurring in the vehicle equipped with the wheel according to the invention, in comparison to the corresponding tendency of a known wheel which has spokes running parallel from the wheel spider to the rim well.

[0074] With regard to features of the invention not explained in detail above, reference is expressly made to the patent claims and the drawings. List of reference symbols 1 wheel 2 rim base 3 wheel star 4 wheel clamping level 5 Inner rim flange 6 Outer rim flange 7 Hub 8 wheel bolt holder 9 Through hole 10 Outdoor area 11 First spokes 12 Outdoor area 13 Outdoor area 14 through hole 15 through hole 16 legs 17 First spoke triangle 18 First connecting line 19 foot points 20 Second spokes 21 Outdoor area 22 Outdoor area 24 through hole 25 legs 26 Second spoke triangle 27 Second connecting line 28 Foot point 29 Through hole 30 radius area 31 Perimeter area 32 circumferential section 33 connecting section 34 Intersection point 35 Intersection point 36 crossing point 37 Arrow 38 Arrow 39 compressive forces 40 tensile forces 41 connection area 42 parallel spokes 43 Third spoke triangle

Claims

[1] Wheel (1), in particular for a motor vehicle, with a rim well (2) and a hub (7) as well as a wheel spider (3), wherein the rim well (2) has an inner rim flange (5) and an outer rim flange (6) with respect to a wheel clamping plane (4) spanned by the wheel spider (3), and spokes extend from the wheel spider (3) in the direction of the outer rim flange (6), and the wheel spider (3) has wheel bolt receptacles (8) arranged on a peripheral region of the hub (7) with a respective through-bore (14, 15, 24, 29), and the wheel bolt receptacles (8) each have a peripheral region (30) enclosing the through-bore, characterized bythat spokes (11) extend tangentially from the peripheral region (30) of two adjacent through-bores (14, 15) in the direction of the outer rim flange (6) and form a first isosceles triangular configuration (17), and the legs (16) of the first isosceles triangular configuration (17) converge in the region of the outer rim flange (6) and form a connecting section (33) which is formed integrally with the rim flange (6) and has a configuration which widens in the radial direction towards the rim flange (6). [2] Wheel (1) according to claim 1, characterized bythat spokes (20) extend from the outer region (21, 22) of two distally adjacent through-bores (24, 29) in the direction of the outer rim flange (6) and form a second isosceles triangular configuration (26) and the legs (25) of the second isosceles triangular configuration (26) converge in the region of the outer rim flange (6). [3] Wheel (1) according to one of the preceding claims, characterized by that the spokes (11, 20) are formed in one piece with the wheel star (3). [4] Wheel (1) according to one of the preceding claims, characterized by that the spokes (11, 20) in the region of the outer rim flange (6) have a connecting section (33) extending largely at right angles to a circumferential section of the rim flange (6) and the connecting sections (33) of two adjacent spokes (11, 20) are formed integrally with the rim flange (6). [5] Wheel (1) according to one of the preceding claims, characterized by that a spoke (11) of the first isosceles triangular configuration (17) and a spoke (20) of the second isosceles triangular configuration (26) form an intersection point (34). [6] Wheel (1) according to one of the preceding claims, characterized by that a spoke (20) of the second isosceles triangular configuration (26) and a spoke (20) of an adjacent second isosceles triangular configuration (26) form a crossing point (35). [7] Wheel (1) according to one of the preceding claims, characterized by that the wheel (1) has spokes (42) which run largely parallel to one another and which are designed to run largely tangentially to the wheel star (3). [8] Wheel (1) according to one of the preceding claims, characterized bythat the spokes (11, 20) in a cross-sectional view including a central axis of the wheel (1) extend from the wheel star (3) in a curved manner, in particular in a parabolic shape, in the direction of the outer rim flange (6). [9] Wheel (1) according to one of the preceding claims, characterized by that the rim base (2) of the wheel (1) is formed by means of chipless forming, in particular a flow forming process, and the wheel (1) is largely manufactured by means of a forging process. [10] Wheel (1) according to one of the preceding claims, characterized by that the spokes (11, 20) have a widening configuration starting from the outer rim flange (6) in the direction of the wheel star (3) in a plan view. [11] Wheel (1) according to one of the preceding claims, characterized byin that the spokes (11, 20) in a cross-sectional view enclosing a central axis of the wheel have a configuration in the region of the wheel star (3) which is largely tangential to the wheel star (3) and, relative to an outer rim flange plane, have a connection to the rim flange (6) provided within the rim flange plane and the wheel clamping plane. [12] Wheel (1) according to one of the preceding claims, characterized by that the spokes (11, 20) between the wheel star (3) and the rim flange (6) have a straight-line configuration in a top view.

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