Hybrid vehicle wheels

Abstract

The present invention relates to a hybrid vehicle wheel comprising a lightweight metal wheel disc and a steel rim ring (2). The rim ring comprises an outer rim flange (8), an outer well base flank (4), an outer rim shoulder (9), and a transition section (5). The wheel disc (30) has an outer front surface (31) and a disc edge (32) concentric with the outer front surface (31) and around the wheel axis, and the disc edge has a contour that is conformable to the course of the outer portion of the rim on the inner surface (33). To realize a hybrid vehicle that is cost-effective to produce and offers advantages in operational use, the outer rim flange (8) is spaced apart from the contour section (38) on the inner surface of the disc, and preferably, an elastically deformable ring element (25) is disposed between the outer rim flange (8) and the contour section to provide a free space (20).

Description

Technology Field

[0001] The present invention relates to a hybrid vehicle wheel comprising a wheel disc made of lightweight metal and a rim ring made of steel, wherein the rim ring comprises an inner rim flange, an outer rim flange, a rim well base, an inner well base flank, an inner rim shoulder, an outer well base flank, an outer rim shoulder, and a transition section between the outer rim shoulder and the outer rim flange, and the wheel disc has a disc edge concentric with an outer front surface and around the wheel axis, and the disc edge has a contour that fits into the course of the outer rim flange, the outer rim shoulder, the transition section, and the outer well base flank on the inner surface of the disc. Background Technology

[0002] Automotive wheels vary widely in shape and material design. In addition to traditional steel wheels, which are typically manufactured using two connected components—the wheel rim and the wheel disc—lightweight alloy wheels have recently been gaining traction in the market. These wheels are manufactured as single-piece cast or forged components, allowing for greater design variety. However, a disadvantage of lightweight alloy wheels produced using casting or forging processes is that they are more expensive than steel wheels and are sensitive to impact loads, particularly in the rim area (e.g., impact loads that can occur when passing over curbs or potholes). Such stress can damage not only the tires but also the wheels, potentially requiring the replacement of the entire wheel assembly, which is a particularly cumbersome process considering the potentially high cost of lightweight alloy wheels. On the other hand, while steel wheels are durable, they have the disadvantage of limited design options for the wheel disc.

[0003] Hybrid wheels for vehicles are already known and can be used in passenger cars, commercial vehicles, and trucks. In these wheels (typically two-part wheels), the rim ring is generally made of steel, while the wheel disc is made of a material other than steel, such as aluminum, magnesium, or other non-ferrous materials. The rim ring, made of steel, is manufactured using conventional manufacturing processes such as rounding, butt welding, and forming, whereas the disc portion of the wheel is generally manufactured using a casting process. The two parts made of different materials can be joined together using different bonding processes. Bonding processes, thermal shrinkage and / or plastic deformation of the rim ring may be used, so that in the assembled state, the rim ring is connected to the wheel disc by at least one bonded connection and / or at least one pressure area created by the thermal shrinkage or plastic deformation of the rim ring.

[0004] The known connection processes for hybrid wheel components made of different materials result in connections that are not always sufficient to withstand heavy loads during operation, such as cornering or radial forces; furthermore, sufficiently stable connections can only be achieved by increasing material thickness and / or using high-strength materials, which consequently increases the cost and / or weight of the wheel. Additionally, there is the added problem of corrosion occurring at the contact points made of different materials.

[0005] In DE 698 15 693 T2, it is proposed that a wheel disc and a wheel rim be connected to each other through a pressurizing and forming process, in which the rim is first heated and then the rim section is pulled onto the disc until it is in a desired position while lying on the circumferential groove of the disc, and thus, one section of the rim lying on the circumferential groove is partially rolled into the groove, rolling implies an additional process step requiring relative rotation between the rolling tool and the wheel, and thus, due to changing temperature conditions, the rolling depth of the rim section rolled into the circumferential groove is not uniform over the entire circumference, which is detrimental to the wheel strength.

[0006] According to WO 2008 / 061703 A1, a hybrid vehicle wheel is known in which a contour is provided on the edge of the wheel disc such that, when the wheel disc and the wheel rim are assembled, a pressure zone is created on one side on the well base flank and on the other side on the outer rim flange, respectively, to form a frictional connection between the wheel disc and the wheel rim. To this end, the wheel rim is clamped to the outer rim flange by cold forging and / or by rolling the wheel rim onto the edge of the disc. The problem to be solved

[0007] The objective of the present invention is to develop a hybrid vehicle that better utilizes the advantages of a wheel rim made of steel and a wheel disc made of lightweight metal, and also offers advantages in terms of operational use and design individualization while being cost-effective to manufacture. means of solving the problem

[0008] To achieve this purpose, the present invention proposes that the outer rim flange of a rim ring be spaced apart from the contour section of the inner surface of the disc facing it, and preferably, an elastically deformable ring element be disposed between the outer rim flange and the contour section, thereby forming a free space or air gap between the transition section and the contour of the wheel disc on the inner surface of the wheel disc. By providing a gap or free space between the rim flange and the inner surface of the disc and a ring element located therein according to the present invention, several functional advantages can be obtained in a remarkably simple manner. Thanks to the gap intentionally provided according to the present invention, the outer rim flange can be elastically deformed within limits, for example, when driving on a pothole or in contact with a curb, which may frequently occur during driving, without causing damage to the rim ring or wheel disc forming the wheel rim and consequently the wheel of the hybrid vehicle. The ring element inserted into the gap can ensure a seal of the gap that prevents the ingress of foreign matter and also prevents excessive ingress of splashing water, for example, when it rains. Depending on the characteristics of the material used in the ring element, the deformation of the outer rim flange can be reduced to the elastic region of the steel used in the wheel rim, and the impact energy applied to the vehicle wheel due to contact with curbs or objects on the road or when passing over potholes can be reduced to a level where the vehicle wheel is not damaged to the extent that its function is significantly degraded. Even if plastic deformation of the rim ring occurs in the region of the outer rim flange, the ring element can mitigate and minimize such deformation to ensure the function of the vehicle wheel.

[0009] To perform the above function, when determining the dimensions of the ring element, it is particularly advantageous for the ring element to have a thickness greater than the distance between the bottom surface of the rim flange and the surface of the contour section of the disk edge on the inner side of the disk, at least partially. In this way, the ring element can be firmly clamped in the gap, while simultaneously supporting the outer rim flange in a flexible manner and also sealing the gap to a large extent.

[0010] The ring element is mechanically pressed between the wheel disc and the rim ring, and it is particularly advantageous for the initial cross-sectional shape to have a circular shape with a diameter greater than the distance between the bottom surface of the rim flange and the surface of the contour section of the disc edge at the transition of the inner surface of the disc leading to the outer front surface of the wheel disc.

[0011] According to a particularly advantageous variant embodiment, the ring element may have an asymmetric initial cross-sectional shape having a head section that is preferably circular and a web section formed integrally with the head section, wherein the head section is mechanically pressed between the wheel disc and the rim ring as its initial shape is deformed, and the web section partially protrudes outwardly forward above the wheel disc at the end face in the assembled state of the ring element. A ring element of a suitable shape provides the necessary damping of impact energy to prevent or minimize deformation of the rim flange, and the web section protruding over the forward surface can provide a particularly high level of protection for the visible outer surface of the wheel disc when, for example, in contact with curbs, potholes, or when driving over objects such as stones. At the same time, as the shape and color of the web can be changed almost arbitrarily depending on the initial material used for the ring element, additional design emphasis can be achieved and created through the bridge. In this variant of the embodiment, the web section may essentially only have a thickness corresponding to the radial distance between the outer contour of the wheel disc and the radial bottom surface of the outer rim flange, so that the web is fitted through the opening between the rim flange and the edge of the disc.

[0012] According to another advantageous embodiment variation, the ring element has an asymmetric initial cross-sectional shape having a head section, a web section, and a lip section, which are preferably circular; the head section is mechanically pressed between the wheel disc and the rim ring as its initial shape is deformed, and the lip section partially rests on the outer front surface of the wheel disc and / or partially covers the outer front surface of the wheel disc in the assembled state of the ring element. In this design, the front surface of the wheel disc is better protected by the lip section from scratches that may occur, particularly when driving over stones, curbs, or potholes. At the same time, the lip section forms a wider ring-shaped surface, which enables additional distinctive aesthetic design through patterns or colors, and the design may be changed by replacing the ring element as needed.

[0013] According to another alternative design, the ring element has an asymmetric initial cross-sectional shape having a head section, a web section, and a lip section, which are preferably circular; the head section is mechanically pressed between the wheel disc and the rim ring as its initial shape is deformed; the lip section covers the outer front surface of the wheel disc in the assembled state of the ring element; and on the rear side of the lip section, several retaining webs are formed circumferentially offset to cooperate with the anchor recess on the front surface. This design of the ring element allows the ring element to be mounted particularly simply and securely to the correspondingly required anchor recess on the front surface of the wheel disc, because the anchor recess forms an additional retaining element for the ring element. In particular, the additional anchoring of the ring element allows the front surface of the lip section to be covered more widely, thus allowing a larger radial extension length of the ring element to be selected.

[0014] For the corresponding hybrid vehicle wheel, the wheel disc needs to have several anchor recesses offset circumferentially from the outer front surface near the edge of the disc. According to a particularly advantageous design, these anchor recesses may be open into the air space between the transition section of the rim ring and the wheel disc contour, and may also be open toward the gap from the inner side of the disc.

[0015] For ring elements used in hybrid vehicle wheels with anchor recesses, it is particularly advantageous to have a retaining lug provided at the free end of the retaining web. This facilitates assembly and further improves the locking of the ring element to the wheel disc.

[0016] However, the ring element can also be formed in other ways, for example, by foaming.

[0017] According to a particularly advantageous design, to improve the mechanical and torsional support of the wheel rim to the wheel disc in a hybrid vehicle wheel according to the present invention, the wheel disc may be provided with a contact web that extends inwardly along the contour for a portion of the rim well base at the rear side, and the axial length of the contact web is preferably greater than the sum of the rim seat thickness of the rim well base and the maximum web thickness of the contact web. Mechanical anchoring between the two parts may be improved by the extended contact surface between the contour of the wheel disc and the wheel rim, and by an additional contact area provided between the two parts in the rim well base region. According to a particularly advantageous variation of the embodiment, the contact web may be connected and secured to the wheel disc at the rim well base of the rim ring by at least one welded seam, welded rivet, adhesive connection, or mechanical fastening element, in particular by a connecting rivet, connecting pin, or welded rivet. A corresponding mechanical fastening device or mechanical fastening element may be positioned particularly conveniently in the area of ​​the extended contact web, which is inconspicuous and exposed to only a reduced degree of loads occurring during driving due to its advantageous position.

[0018] In a design having a contact web, according to a more advantageous design, the contact web and / or rim well base may each be provided with at least one or exactly one receiving hole for a pin-type, riveted-type, or bolted mechanical anti-spin element that can be inserted into a receiving hole in the wheel disc through a receiving hole in the rim ring, and the anti-spin element is preferably fitted into the receiving hole in the rim ring or contact web by an intermediate fit or press fit and / or welded to the rim ring or contact web at the end face of the pin, rivet, or bolt. For example, a steel rivet may be formed as a welded rivet, and the rivet is preferably welded to the radially inner face or bottom face of the rim ring at its rivet face using a spot welding process.

[0019] In a manner known in itself, in a hybrid vehicle wheel according to the present invention, the rim portion between the outer wheelbase flank and the outer rim shoulder may have a hump portion which is a tire fixing element, and in a hybrid vehicle according to the present invention, the contour of the wheel disc has a ridge on the inner surface of the disc in the contour section opposite the hump portion, and in the assembled state, a gap or air gap is formed between the bottom surface of the hump portion and the surface of the ridge of the contour section. By this air gap, it can be simultaneously ensured that pressure zones can be created on both sides of the ridge in the wheel disc to generate additional mechanical anchoring between the wheel disc and the wheel rim in this area as needed. The air gap may preferably be partially larger than 0.5 mm. Even if pressure zones are not formed on both sides of the ridge, the air gap may provide an advantage.

[0020] For proper ventilation of the brakes as well as styling, the hybrid vehicle wheel according to the present invention may be provided with a window recess, which is a ventilation hole, in the wheel disc in a conventional manner. According to a favorable embodiment variation, the wheel disc may have a transverse bore that opens into the contour of the wheel disc on the inner side of the wheel disc to accommodate at least one mechanical fastening element connected to the rim portion in the area of ​​at least one window recess. The mechanical fastening element may primarily serve to prevent rotation, but if properly designed, it may also provide additional radial anchoring. The fastening element may be welded to the rim portion, for example, by spot welding, but may also be secured by screw fastening or adhesive.

[0021] According to another alternative advantageous design of a hybrid vehicle wheel according to the present invention, in any area of ​​the contour on the inner side of the wheel disc and in the contour section that contacts the wheel disc and the rim ring in the assembled state, the rim ring is provided with at least one receiving hole for a pin-type, riveted-type, or bolt-type mechanical anti-rotation element that can be inserted into a receiving hole in the wheel disc through a receiving hole in the rim ring, and if necessary, an additional receiving hole or exactly one receiving hole, respectively, and the anti-rotation element is preferably fitted into the receiving hole in the rim ring by an intermediate fit or welded to the rim ring at the front end of a bolt, pin, or rivet.

[0022] According to another alternative embodiment, mechanical anchoring between the wheel disc and the wheel rim can be achieved by thermally shrinking the rim ring onto the wheel disc during the shrinking process in the assembled state, such that the rim ring, together with the wheel disc on the inner side of the disc, forms at least a first pressure region on the well base flank and a second pressure region on the rim shoulder. For the shrinking process, the temperature difference between the wheel disc and the rim portion prior to shrinking is preferably at most 220K, and particularly preferably, it may be particularly advantageous for the wheel disc to be cooled to at least -40°C and / or for the rim portion to be heated to at most +180°C. Mechanical anchoring by thermal shrinking is particularly advantageous if the difference in diameter between the rim portion and the wheel disc is at most 0.5% prior to the shrinking fit in the portion creating the pressure region between the rim portion and the wheel disc in the assembled state.

[0023] In all designs, the distance between the outer rim flange of the rim ring and the contour section of the wheel disc opposite thereto is greater than the seat thickness of the rim ring on the inner side of the disc, preferably 1.5 to 10 times greater than the seat thickness of the rim ring, and the distance between the transition section and the contour section of the wheel disc opposite thereto is at least partially greater than the seat thickness of the rim ring on the inner side of the disc, preferably 1.1 to 6 times greater than the seat thickness of the rim flange, and more preferably, it is particularly advantageous for the distance along the transition section from the lower transition arch between the outer rim shoulder and the transition section to increase radially outward toward the opposite contour section. Depending on the material used for the rim ring, particularly the deformation characteristics and thickness of the steel of the rim ring, ring elements may not be located at all in the free space formed by each distance; nevertheless, this free space creates a particularly elastic play of movement between the rim ring and the wheel disc in the area of ​​the outer rim flange, which improves the functional reliability of the hybrid vehicle wheel.

[0024] Additional advantages and design of the hybrid vehicle wheel according to the present invention are revealed in the following description of embodiments schematically illustrated exemplarily in the drawings. Brief explanation of the drawing

[0025] FIG. 1 is a radial cross-sectional view of a first embodiment of a hybrid vehicle wheel having a ring element according to the present invention between a wheel disc and a wheel rim, wherein only one half of the wheel is partially shown. FIG. 2 shows an embodiment of a hybrid vehicle wheel having a ring element according to the present invention according to a second embodiment modified example between the wheel disc and the wheel rim, in a radial cross-section similar to FIG. 1. FIG. 3 shows an embodiment of a hybrid vehicle wheel having a ring element according to the present invention according to a third modified embodiment between the wheel disc and the wheel rim, in a radial cross-section similar to FIG. 1. FIG. 4 shows an embodiment of a hybrid vehicle wheel having a ring element according to the present invention according to a fourth modified embodiment between the wheel disc and the wheel rim, in a radial cross-section similar to FIG. 1. FIG. 5 shows an additional embodiment of a hybrid vehicle wheel having the ring element of FIG. 1 and an additional mechanical fastening element, as in the previous exemplary embodiment, in a radial cross-section. FIG. 6 shows an additional embodiment of a hybrid vehicle wheel having an additional mechanical fastening element according to the ring element of FIG. 1 and an alternative embodiment variation, as in the previous exemplary embodiment, in a radial cross-section. Specific details for implementing the invention

[0026] FIG. 1 illustrates a hybrid vehicle wheel (indicated as “10”), which is essentially made of a lightweight metal, a wheel disc (30) made of cast or forged parts, and a rim ring (2) made of steel to form a wheel rim for supporting a tire (not shown). The wheel disc (30) and the rim ring (2) are each only partially illustrated. The rim ring comprises, in a known manner, an inner rim flange (not shown), an outer rim flange (8), a rim well base (11), an outer well base flank (4), an outer rim shoulder (9), and a transition section (5) between the outer rim shoulder (9) and the outer rim flange (8). The rim ring (2) is manufactured in a conventional manner using a rolling and / or deep drawing process of hot-rolled sheet steel for a steel disc wheel, which is made entirely of steel, as is known to those skilled in the art. A protrusion (7) is formed between the outer well base flank and the outer rim shoulder (9) as a tire fixing element. Any known manufacturing process for the rim ring (2) may be used in the present invention, and thus, the expertise of a skilled professional in the art is referenced.

[0027] The wheel disc (30) may be cast or forged from an aluminum alloy or other suitable lightweight metal material and then machined by turning. The wheel disc has an outer front surface (31) and a disc edge (32) concentric around the wheel axis (A), and the disc edge has a contour that fits the course of the outer rim flange (8), outer rim shoulder (9), transition section (5), and outer well base flank (4) on the inner surface (33) of the disc having many contour sections (38, 39, 35, 34). Here, "outer" or "outer" in the wheel disc (30) refers to the assembly state of the vehicle wheel (10) mounted on the vehicle, and thus means the visible part of the wheel disc (30) or the outer part of the rim ring (2), whereas "inner" or "inner" refers to the part of the wheel disc (30) that is not visible from the outside or the part of the rim ring (2) that is further inside. Meanwhile, the radial inner or radial outer refers to a direction or plane perpendicular to the wheel axis.

[0028] In the assembled state shown, parts (39) and (34) of the disc edge (32) lie at least partially directly on the corresponding parts of the rim ring, namely the outer rim shoulder (9) and the outer well base flank (4). A gap (41) is formed between the contour section (37) correspondingly formed by the protrusion (7) on the rim ring (2) and the ridge on the disc edge (32), and the effective width of this gap is at least partially, preferably, greater than 0.5 mm when viewed in the radial direction.

[0029] The rim ring (2) in an assembled state may be connected to the wheel disc (30) by at least one adhesive connection and / or at least one or better two pressure regions created by thermal shrinkage or plastic deformation of the rim ring (2), particularly in the area of ​​the rim shoulder (9) and the overlapping portion (34, 39) of the outer well base flank (4) and the rim disc (30). The wheel disc (30) is provided with a contact web (42) extending inwardly along the contour at the rear side, the axial length of which is preferably greater than the sum of the rim sheet thickness at the rim well base and the maximum web thickness of the contact web (42). In the illustrated exemplary embodiment, the contact web (42) has a length of several centimeters and is longer than five times the sheet thickness of the rim ring (2), particularly in the area of ​​the rim well base (12). At the end face of the contact web (42), a welded seam may be applied between the wheel disc (30) and the rim ring (2) as an additional locking and securing device, and this welded seam is positioned therein in a particularly advantageous manner.

[0030] As can be clearly seen in FIG. 1, the outer rim flange (8) is spaced apart from the corresponding portions (35, 38) of the contour of the disc edge (32) together with the outer transition section (5). The lower transition arch (6) between the outer rim shoulder (9) and the outer transition section (5) is also spaced apart from the corresponding contour section (35) of the disc edge (32). This creates a gap or free space (20), which, depending on the steel used, allows the outer rim flange (8) of the rim ring (2) to have elastic play of as large a movement as possible when the outer rim flange (8) comes into contact with a curb, a pothole, or an object on the road, for example, due to careless driving. As can be clearly seen in FIG. 1, the distance (S) extending essentially radially between the outer rim flange (8) of the rim ring and the contour section (38) of the wheel disc facing it on the inner side of the disc is greater than the seat thickness of the rim ring, that is, preferably 1.5 to 10 times greater than the seat thickness of the rim ring. Additionally, the axial distance between the transition section (5) and the contour section (35) of the wheel disc on the opposite side is at least partially greater than the seat thickness of the rim ring on the inner side of the disc, that is, preferably 1.1 to 6 times greater than the seat thickness of the rim ring (2). Thus, the free space (20) has an effective width in the provided deformation area, and this width is greater than the seat thickness of the rim ring (2) in all parts. The design of the free space is such that, in particular, the axial distance along the transition section (5) increases radially outward from the lower transition arch (6) between the outer rim shoulder (9) and the upper (radially outward) transition arch, through the outer rim flange (8), to the spaced opposite contour section (35) of the wheel disc.

[0031] According to the present invention, this free space (20) is used to mount a ring element (25) between the outer rim flange (8) and the contour section (38) of the wheel disc (30) on the opposite side, or between the upper transition arch and the contour section on the opposite side. The ring element (25) is arranged concentrically along the edge of the disc and may be made of a closed ring or may also be made of multiple ring sections. The ring element may also be formed as a monolithic form, for example by foaming. Thus, the ring element may be formed of, for example, a foam material, for example, a foam filler, for example, a polymer mass, or other material that can have a damping function and also preferably a sealing function at this location.

[0032] In the case of a ring element that is pre-formed into a predetermined initial state before assembly, the assembly of the ring element (25) is performed such that the initial shape of the ring element is mechanically changed to clamp the ring element (25) between the bottom surface of the ring ring (2) in the area of ​​the outer rim flange (8) and the corresponding part of the contour section (38). The ring element (25) is preferably made of an elastically deformable material, for example, an elastomer, which has a circular cross-section in its initial state and, when inserted into the free space (20) during assembly, receives a cross-section that is correspondingly deformed into an elliptical shape as shown. Between the contour section (38) located immediately opposite the outer rim flange (8) at the transition section to the outer front surface (31) of the wheel disc (30) and the contour section (35) of the disc edge (32) located opposite the transition section (5) of the rim ring (2), a concave groove section (34) may be formed, which forms a concave arched depression and thus fits in a manner particularly advantageous to the deformed cross section of the elliptical ring element (25), but at the same time stably positions the ring element (25) in a predetermined position. The shape and position of the depression may be suitable for optimizing the position of the ring element. The circumferential ring element (25) is correspondingly placed on the surface of the concave groove section (34) on the contour of the disc edge (32) on one side of its outer circumference, and on the underside of the upper outer transition arch between the transition section (5) and the outer rim flange (8). The entrance gap indicated by the arrow "S" (its size essentially corresponds to the effective width between the contour section (38) and the bottom surface of the outer rim flange (8) at the outer free end) is open, but even if an air gap is maintained in the gap or free space (20) on both sides of the ring element, the free space (20) is essentially sealed by the ring element (25).As can be clearly seen in the drawing, the ring element (25) has a thickness that is at least partially greater than the gap distance (S) between the bottom surface of the rim flange (8) and the surface of the contour section (38) of the disc edge (38) on the inner surface of the disc. However, the main function of the ring element (25) is to form a damping element or perform a damping function when a force is applied to the outer rim flange (8) of the rim ring (2) forming the wheel rim, for example, due to a dent, curb, object, etc.

[0033] In the exemplary embodiment according to FIG. 2, the wheel disc (30) and the rim ring (2) forming the wheel rim have exactly the same structure as in the exemplary embodiment according to FIG. 1, and thus, the same reference numerals are used without repeating the description of the corresponding regions. Here also, according to the present invention, on one hand, there is a free space (20) between the outer transition section (5) and the outer rim flange (8) of the rim ring (2) and the corresponding contour sections (35, 38, 41) and partially also the contour section (39), and a ring element (75) is disposed in this free space, but the ring element has a shape different from that of the previous exemplary embodiment. The ring element (75) has an asymmetric initial cross-sectional shape and preferably has an initial circular head section (76) and a web section (77) formed integrally with the head section (76), the head section (76) is mechanically pressed between the wheel disc (30) and the rim ring (2) as its initial shape is deformed and thus deformed into an elliptical shape, and the web section (77) partially protrudes over the outer front surface (31) of the wheel disc (33) as an end face (78) in the assembled state of the ring element (75). An annular ring (79) may be circumferentially present around the end face (78) (as shown), but may be omitted. The end face (78) may be painted and / or provided with a certain pattern to provide additional design or styling effects for the hybrid vehicle in the assembled state.

[0034] In the exemplary embodiment according to FIG. 3, the ring ring (2) forming the wheel disc (30) and the wheel rim has the same structure as the exemplary embodiment according to FIG. 1 (and FIG. 2), and thus the same reference numerals as those in the exemplary embodiment according to FIG. 1 are used, but the description of the corresponding area is not repeated. According to the present invention, there is also, on the one hand, a free space (20) between the outer transition section (5) and the outer rim flange (8) of the rim ring (2) and the corresponding contour section (35, 38, 41) and partially also the contour section (39), and a ring element (125) is disposed in this free space, but the ring element has a shape different from that of the previous exemplary embodiment. The ring element (125) has an asymmetric initial cross-sectional shape and preferably has an initial circular head section (126) (which is deformed into an elliptical shape in the assembled state) and a web section (127). However, the web section (127) does not end at the end face but is integrally joined to the lip section (128) formed substantially perpendicular to the web section (127). The head section (126) is mechanically pressed between the wheel disc (30) and the rim ring (2) as its initial shape is deformed, and the web section (127) protrudes through the gap (S). In the assembled state of the ring element (125), the lip section (128) is located completely outside the free space (20) and simultaneously partially outside the outer front surface (31) of the wheel disc (30), so that the lip section (128) partially covers the outer front surface (31) of the wheel disc (30). The ring element (25) performs a substantially damping function together with the head section (126), and at the same time, the lip section (128) performs a special protection function for the radially outermost section of the front surface (31) of the wheel disc (30).Therefore, the lip section (30) can, on the one hand, prevent scratches on the front surface (31) even when the vehicle hits a curb or passes over a pothole due to careless driving, and at the same time, through color and / or pattern, form additional design elements that attract attention on the hybrid vehicle wheel (110).

[0035] In an exemplary embodiment of the hybrid vehicle wheel (160) according to FIG. 4, the rim ring (2) forming the wheel rim has the same structure as in the exemplary embodiment according to FIG. 1, and thus the same reference numerals as in the exemplary embodiment according to FIG. 1 are used, but the description of the corresponding area is not repeated. However, the wheel disc (180) has a modification to the wheel front surface (181) compared to the previous embodiment, in which a number of anchor recesses (195) are provided in the circumferential direction, and these anchor recesses are preferably offset from each other at a constant angular interval and are open into the free space (170) between the bottom surface of the rim ring (2) and the corresponding contour sections (189, 185, 190, 188) of the wheel disc (180). A ring element (175) is also disposed in the free space (170), and this ring element has an asymmetric initial cross-sectional shape similar to the exemplary embodiment according to FIG. 3, and has a head section (176), a web section (177) that is preferably circular in the initial state, and a lip section (178) that extends radially inward perpendicularly thereto. The head section (176) is mechanically pressed between the wheel disc (180) and the rim ring (2) as its initial shape is deformed, and the lip section (178) covers the outer front surface (181) of the wheel disc (180) in the assembled state of the ring element (170). However, several retaining webs (179) are additionally formed circumferentially offset on the rear side of the lip section (178) to cooperate with the anchor recess (195) on the front surface (181) in accordance with the location of the anchor recess (195). Of course, the number of anchor recesses (195) is preferably equal to the number of retaining webs (179). A retaining web (179) extending essentially perpendicular to the rib section (178) and, in this regard, essentially parallel to the web section (177), may be provided with an annular ring forming a retaining lug or a corresponding retaining lug at its free end face.The mutual cooperation of the retaining web (179) and the anchor recess (195) ensures, on the one hand, a particularly good fastening of the ring element (175), and, in particular, facilitates its assembly when the ring element is made up of a single part or several individual sub-segments.

[0036] In an exemplary embodiment of the additionally modified hybrid vehicle wheel (210) according to FIG. 5, the wheel disc (230) and the rim ring (202) forming the wheel rim have a structure almost identical to that of the exemplary embodiment according to FIG. 1, so, refer to the description above. In the exemplary embodiment shown, the ring element (25) placed in the free space (220) between the rim ring (202) and the disc edge (232) has the same structure, function and shape as that of the exemplary embodiment according to FIG. 1, so, refer to the description here as well. However, unlike all previous embodiments, in the exemplary embodiment shown in FIG. 5, at least one additional mechanical fixing element is provided as an additional anti-rotation device, preferably by a first fixing pin (245) inserted into a blind hole (246) by a gap fit or press fit, the blind hole is formed in the wheel disc (230) on the inner surface (233) of the wheel disc at the contour section (234) where the outer well base flank (204) is placed in contact in the assembled state. The fixing pin (245) simultaneously penetrates a hole (247) in the outer well base flank (204). Here also, as in the previous exemplary embodiment, the wheel disc (230) is extended by a contact web (242) at the rear side, and the rim well base (212) of the rim ring (202) rests directly on the radial surface of the contact web (242). The axial extension of the contact web (242) is shorter than the rim well base (212). In the exemplary embodiment according to FIG. 5, a welded seam is applied to the end face of the contact web (242).The contact web (242) may also be connected to the rim well base (212) through additional fixing pins (248) passing through holes (positioned in alignment with each other) in the contact web (242) and the rim well base (212), as shown in FIG. 5, and the additional fixing pins are preferably positioned in the holes with simultaneous pressure-tight closure of the holes, but the fixing pins (248) may preferably be omitted.

[0037] In the exemplary embodiment of the additionally modified hybrid vehicle wheel (310) according to FIG. 6, the wheel disc (330) and the rim ring (302) forming the wheel rim have a structure almost identical to that of the exemplary embodiment according to FIG. 1, and thus refer to the description above. The radial cross-section of the wheel disc (330) is in a different plane, where the ventilation hole (343) is divided. A free space (320) is also formed between the rim ring (302) and the contour of the disc edge (332) of the wheel disc (330), so that the outer rim flange (308) is correspondingly spaced from the inner surface contour of the disc edge (332), and a ring element (325) is disposed in the free space (320), and this ring element is designed in the same way as in the embodiment according to FIG. 1. The vehicle wheel (310) differs from the previous exemplary embodiments in that welded rivets or multiple rivets are provided as mechanical fastening elements. In the drawing of FIG. 6, two welded rivets (344, 345) are shown. The two rivets (344, 345) are not visible on the outer disc front side (331). The rivet (344) is placed in a stepped bore (346) formed in the area of ​​the ventilation hole (343), which is essentially perpendicular to the contour section (339) where the outer rim shoulder (309) of the rim ring (302) is in contact, i.e., oblique to the wheel axle. The rivet (344) is provided with a head that is in contact with the stepped portion of the stepped bore (346), and the end face of the rivet (344) is preferably welded to the radially inner bottom surface of the rim shoulder (309) via spot welding. The second rivet (345) passes through a through hole (347) in the contact web (342), which extends inwardly by aligning the wheel disc (330) parallel to the rim well base (312), preferably axially parallel, and is also welded to the radial underside of the rim well base (312) by spot welding to its front surface.The head of the rivet (345) is also pressed against the radial underside of the contact web (342) here to additionally form a radial friction connection.

[0038] If the rivet functions simply as an anti-rotation element, a single rivet may be sufficient. However, the overall force-fitting between the wheel disc and the rim ring may also be achieved through multiple rivets, or additional rivets may be used for clamping connections created by adhesive connections or heat shrink and / or welded connections.

[0039] The present invention is not limited to the illustrated exemplary embodiments. The fixed element of FIG. 1 is shown in FIG. 5 and FIG. 6. It is understood that the ring elements of FIG. 2 through 4 may be used instead. Torsion-resistant anchoring between the wheel disc and the rim ring may also be achieved in other ways. The description of the present invention has been made using ring elements placed in free space to provide damping, sealing, and preferably protective functions in all exemplary embodiments. However, it is also possible to omit the ring elements and use only the free space and the functional improvement obtained thereby. Thus, ring elements may be omitted from the claims, even if they represent a less advantageous design.

Claims

Claim 1 A hybrid vehicle wheel comprising a wheel disc made of lightweight metal and a rim ring (2) made of steel, wherein the rim ring comprises an inner rim flange, an outer rim flange (8), a rim well base (12), an inner well base flank, an inner rim shoulder, an outer well base flank (4), an outer rim shoulder (9), and a transition section (5) between the outer rim shoulder (9) and the outer rim flange (8); the wheel disc (30) has an outer front surface (31) and a disc edge (32) concentric around the wheel axis, wherein the disc edge has a contour that is conformable to the course of the outer rim flange, outer rim shoulder, transition section, and outer well base flank on the inner surface (33) of the disc, and the outer rim flange (8) of the rim ring is spaced apart from the contour section (38) on the inner surface of the disc opposite to it, and preferably an elastically deformable ring A hybrid vehicle wheel in which an element (25) is positioned between the outer rim flange (8) and the contour section, so as to provide a free space (20) between the transition section (5) and the contour (35) of the wheel disc on the inner side of the wheel disc. Claim 2 A vehicle wheel according to claim 1, wherein the ring element has a thickness at least partially greater than the distance between the surface of the contour section of the disc edge on the inner side of the disc and the bottom surface of the rim flange. Claim 3 A vehicle wheel according to claim 2, wherein the ring element is mechanically pressed between the wheel disc and the rim ring, and the initial cross-sectional shape is preferably a circle having a diameter greater than the distance between the bottom surface of the rim flange and the surface of the contour section of the disc edge at the transition portion of the inner surface of the disc leading to the outer front surface of the wheel disc. Claim 4 A vehicle wheel according to claim 2 or 3, wherein the ring element preferably has an asymmetric initial cross-sectional shape having a circular head section and a web section integrally formed with the head section, the head section is mechanically pressed between the wheel disc and the rim ring as its initial shape is deformed, and the web section partially protrudes outwardly forward above the wheel disc as an end face in the assembled state of the ring element. Claim 5 A vehicle wheel according to claim 2 or 3, wherein the ring element preferably has an asymmetric initial cross-sectional shape having a circular head section, a web section, and a lip section, the head section is mechanically pressed between the wheel disc and the rim ring as its initial shape is deformed, and the lip section partially contacts the outer front surface of the outer side of the ring element in an assembled state or covers the outer front surface of the wheel disc. Claim 6 A vehicle wheel according to claim 2 or 3, wherein the ring element preferably has an asymmetric initial cross-sectional shape having a circular head section, a web section, and a lip section, the head section is mechanically pressed between the wheel disc and the rim ring as its initial shape is deformed, the lip section covers the outer front surface of the wheel disc in the assembled state of the ring element, and on the rear side of the lip section, a plurality of retaining webs are formed circumferentially offset to cooperate with an anchor recess on the front surface. Claim 7 A vehicle wheel according to claim 1, wherein, in order to cooperate with the ring element according to claim 5, the wheel disc has a plurality of anchor recesses circumferentially offset from the outer front surface near the edge of the disc. Claim 8 In claim 7, the anchor recess is open into the free space between the transition section of the rim ring and the contour of the wheel disc, and is also open on the inner side of the disc, for a vehicle wheel. Claim 9 A vehicle wheel according to any one of claims 6 to 8, wherein a retaining lug is provided at the free end of the retaining web. Claim 10 A vehicle wheel according to any one of claims 1 to 9, wherein the wheel disc is provided with a contact web that preferably extends inwardly along its contour for contact and support of a portion section of a rim well base at the rear side, and the axial length of the contact web is preferably greater than the sum of the rim seat thickness of the rim well base and the maximum web thickness of the contact web. Claim 11 In claim 10, the contact web is secured to the wheel disc on the rim well base of the rim ring by at least one welded seam, welded rivet, adhesive connection or mechanical fastening element, in particular by a connecting rivet, connecting pin or welded rivet, a vehicle wheel. Claim 12 A vehicle wheel according to claim 10 or 11, wherein the contact web and the rim well base are each provided with at least one or exactly one receiving hole for a pin-type or bolt-type mechanical anti-rotation element that can be inserted into a receiving hole in a wheel disc through a receiving hole in a rim ring, and the anti-rotation element is preferably fitted into the receiving hole in the rim ring by a transition fit or welded to the rim ring at a head end. Claim 13 A vehicle wheel according to any one of claims 1 to 12, wherein the rim portion has a hump, which is a friction locking element, between the outer well base flank and the outer rim shoulder, the contour of the wheel disc has a ridge on the inner surface of the disc in the contour section opposite to the hump, and in the assembled state, an air gap is formed between the bottom surface of the hump and the surface of the ridge of the contour section, and the air gap is preferably partially larger than 0.5 mm. Claim 14 A vehicle wheel according to any one of claims 1 to 13, wherein the wheel disc is provided with a window recess which is a ventilation hole, and the wheel disc has a transverse bore that is open into the contour of the wheel disc on the inner side of the wheel disc to accommodate at least one mechanical fastening element connected to a rim portion in the area of ​​at least one window recess, and the rotating fastening element is preferably inserted into the transverse bore by an intermediate fit or a gap fit, or welded to the rim ring at the end face. Claim 15 A vehicle wheel according to any one of claims 1 to 14, wherein, in a contoured section in contact with the wheel disc and the rim ring in an assembled state in a contoured section on the inner side of the wheel disc, preferably in a region of the outer well base flank, the rim ring is provided with at least one receiving hole or exactly one receiving hole for a pin-type or bolt-type mechanical anti-rotation element that can be inserted into a receiving hole in the wheel disc through a receiving hole in the rim ring, and the anti-rotation element is preferably fitted into the receiving hole in the rim ring by an intermediate fit or welded to the rim ring at a front end. Claim 16 A vehicle wheel according to any one of claims 1 to 15, wherein, in an assembled state, the rim ring is heat-shrinked onto the wheel disc such that, together with the wheel disc on the inner side of the wheel disc, the rim ring forms at least a first pressure area on the well base flank and also forms a second pressure area on the rim shoulder, wherein, prior to shrinking, the temperature difference between the wheel disc and the rim portion is preferably up to 220K, and particularly preferably the wheel disc is cooled to at least -40°C and / or the rim portion is heated to up to +180°C. Claim 17 In claim 16, a vehicle wheel in which the difference in diameter between the rim portion and the wheel disc is at most 0.5% before shrink fitting in the portion creating the pressure area between the rim portion and the wheel disc in the assembled state. Claim 18 In any one of claims 1 to 17, the distance (S) between the outer rim flange (8) of the rim ring and the contour section (38) of the wheel disc opposite thereto is greater than the seat thickness of the rim ring on the inner side of the disc, preferably 1.5 to 10 times greater than the seat thickness of the rim ring, the distance between the transition section (5) and the contour section (35) of the wheel disc opposite thereto is at least partially greater than the seat thickness of the rim ring on the inner side of the disc, preferably 1.1 to 6 times greater than the seat thickness of the rim flange, and more preferably, the distance along the transition section from the lower transition arch (6) between the outer rim shoulder (9) and the transition section (5) increases radially outward toward the spaced contour section of the wheel disc, a vehicle wheel.

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