Rim structure with special flange design

Abstract

The invention is related to a rim (20) structure suitable for use in vehicles, in sizes ranging between 6.75" and 54", with varying bead seat angles for various types of rim, with increased load capacity and service life, providing a more ergonomic assemble operation with existing tires, eliminating disadvantages in current state of the art.

Description

[0001] SPECIFICATIONS

[0002] RIM STRUCTURE WITH SPECIAL FLANGE DESIGN

[0003] Technical Field

[0004] The invention is related to a rim structure with a special flange design.

[0005] The invention is particularly related to a rim structure with a special flange design which increases load capacity for different rim profiles with different bead seat angles and diameters between 6.75" and 54" to use with tires and vehicles.

[0006] Technical Background

[0007] Wheels in vehicles are designed to serve as a safety part. Comprised of two main pieces of disc and rim, wheels engage with the vehicle's hub in the disc area and engage with the tire in the rim profile.

[0008] The rim in question is a critical part of enabling the vehicle to travel safely and carry necessary loads. The relationship between the rim piece and tire is defined by organizations like ETRTO, TRA, and JATMA. These organizations review designs of the relevant structure and their ability to engage with each other and share the standards at regular intervals. These standards also include certain constraints to guarantee rim profile can operate with the tire.

[0009] On each issue, new rim profiles can be added to these standards. In this way, they provide a dynamic database. Additionally, these standards also provide information on valves which are another part engaged with the rim piece, and the valve openings required for installation of these parts.

[0010] In conventional designs, dimensions can vary according to rim sizes. For example, rim profiles can have bead seat angles varying between 5° and 15°. The rim's ability to engage with tires is directly affected by these bead seat angles. There are different height and width limitations for different sizes. These constraints vary between sizes like bead seat angle and directly affect tire engagement. In addition to these examples, many measures of the rim including ball diameter, base diameter, etc. vary according to rim size. These measures are supported by figures. The ability to engage between various rim sizes and tire sizes is listed by field of use under these standards.

[0011] Proper engagement between the rim piece and tire is important to ensure the rim can fulfill its function and both structures have the desired service life. Appropriate engagement is important to prevent the tire from damage before starting its service life. Damage to the tire even before starting its service may decrease its service life as well as cause undesired accidents.

[0012] In addition to ease of engagement in the first place, another important factor is the tire's ability to hold onto the rim profile after assembly. Vehicles are dynamic systems. Therefore, there is a risk of the tire moving on the rim profile during operation. This is an undesired situation as well. To prevent such situations, wheel manufacturers use various methods, including knurling. This method increases friction between the contact areas of the tire and the rim profile, thus preventing undesired movement. The hump geometry seen in some rims is another method to prevent undesired movement. This additional geometry in the rim profile is a correct method serving its purpose. However, it is a hard-to-shape geometry. Therefore, it is important to ensure it is manufactured correctly. Related standards also provide guidance on standard dimensions and measure ranges for knurling and hump structures.

[0013] After assembly of the tires, the rim flanges are exposed to axial loads under the vehicle. These axial loads directly affect the service life of the rim and thus give importance to the resistance of this area. Sector goals include increasing the load capacity of wheel designs as well as lightening the designs. Reinforcement pieces are widely used to increase the load capacity of rims. If they are installed by correct methods, they are useful in serving the purpose, but there are also disadvantages to the use of these pieces. The first one among these disadvantages is the production method. The production method and any errors made in the assembly process can cause the reinforcement piece to fail in providing the desired function.

[0014] In general, flange areas are used for modifications like balance, part assembly, etc. after manufacture. Reinforcement pieces cause this function to be lost. Another important disadvantage of these pieces is the fact that they add undesired weight to the wheel. Finally, incorrect assembly of reinforcement pieces may cause deviations in rim profiles. Unless controlled, such measure errors can cause the rim to lose its function and lead to increases in scrap rates for rim manufacturers. The reinforcement piece which requires special production and assembly processes may provide a solution towards the load capacity goal but can also cause undesired circumstances for the manufacturer and the customer.

[0015] Another method used to meet increased carrying capacity demands is the extended tip technique. This technique serves the purpose of increasing technical carrying capacity. However, there are also disadvantages to this technique. The geometry deepening at the hoop flange area can lead to the accumulation of liquids, mud, etc. which can cause rusting in this area, and make it harder to remove the accumulated dirt. This soiling due to the harsh declination of the geometry shortens the useful life of the paint and thus the useful life of the rim. In addition, production technologies struggle to manufacture such geometries, and thus sustainable results cannot be achieved in every production.

[0016] Due to these reasons, this method requiring special processes leads to additional costs and causes loss of time. Therefore, this method may lead to undesired circumstances for wheel manufacturers. In addition, with increased rates of scrapping and additional requirements such as new machinery costs, this method does not serve the global goal of carbon footprint reduction.

[0017] It is observed existing methods fail to satisfy the needs of the sector and bring aspects negatively affecting production and functionality in addition to positively serving the purpose. At this junction, it has become necessary to produce a new rim profile that mitigates problems negatively affecting functionality, improves production processes, and satisfies the increasing demands of the sector.

[0018] In the literature, the patent application numbered TR 2023 / 006789 states its invention related to the improvement and production of a rim profile for use in heavy machinery wheels for tractors and industrial machines ranging between 24" to 54" in diameter. "Subject of the invention is wheels (10) produced with a more durable rim structure to satisfy larger load capacity due to increases in power and weight of tractors and industrial heavy machinery as a result of developments in technology."

[0019] In the related application, a rim structure with a hard and durable rim structure is disclosed.

[0020] Again, in the literature, the PCT application numbered PCT / CN2018 / 096392 states, "Tubeless wheel rim with removable flange includes a rim body and circular flanges located on both sides of the rim body; one height and one form of the circular flange can adapt one tubeless wheel-tire corresponding to the rim to the bead seat part; a circular flange includes a fixed flange and a removable flange attaches to the rim body in a detachable way; one assembly and disassembly deep groove for assembly and disassembly of wheel tire is located around the outer perimeter of the rim body; one radially tapered first bead seat is formed on the outer surface of the rim body from the fixed flange to the wheel-tire assembly and disassembly deep groove; and one radially tapered second bead seat is formed on the outer surface of the rim body from the removable flange to the wheel-tire assembly and disassembly deep groove. This invention has the advantages of increasing safety and reliability by preventing the tire from detaching under heavy load, as well as decreasing operation costs, increasing the service life of tires, and improving environmental protection features."

[0021] The related application explains a tubeless wheel rim with a removable flange and tubeless wheel structure. Again, in the literature, the European Patent certificate numbered EP3512648B1 states, "The invention is related to a method for production of a rim with a concave center and a rim with a concave center for wheels of commercial vehicles. The rim comprises numerous areas including one inner rim flange and one outer rim flange, one inner perpendicular bead seat and one outer perpendicular bead seat and one center concave base between the perpendicular bead seats, one rim center concave with one inner center concave side and one outer center concave side, one of which provides a disc connection area for the wheel disc, and the concave center rim has at least one partial area with decreased wall thickness in comparison to other areas. According to this invention at least one of the perpendicular bead seats and preferably both perpendicular tapered bead seats have a section with more than 20% wall thickness reduction in comparison to the wall thickness in the area provided for disc connection, where the reduction in wall thickness is produced in one of the profile forming steps."

[0022] The related application discloses a method for the production of a rim with a concave center and a rim with a concave center for wheels of commercial vehicles.

[0023] Due to the reasons detailed above, there is a need for a new rim structure with a special flange design.

[0024] Purpose of the Invention

[0025] Starting from the above-mentioned state of the art, the purpose of this invention is to provide a new rim structure with a special flange design eliminating the current disadvantages.

[0026] Another purpose of the invention is to provide a structure that increases the load capacity of flange areas in different rim profiles with different bead seat angles.

[0027] Another purpose of the invention is to provide a structure allowing ease of assembly of tires. The purpose is to provide a profile preventing damage to the tire in assembly and thus eliminate a factor that threatens the service life of the tire before it starts operation.

[0028] Another purpose of the invention is to provide a structure preventing dirt the vehicles are exposed to during operation in the field from accumulating in the flange area and eliminating the rusting and other factors decreasing service life due to soiling.

[0029] Another purpose of the invention is to prevent circumstances that might prevent the use of balance parts and other similar parts that can be installed in relevant areas.

[0030] Another purpose of the invention is to provide a structure that can provide higher load capacities while eliminating the high increase in weights with reinforcement pieces.

[0031] Another purpose of the invention is to provide a structure that eliminates the undesired additional requirements and scrapping rates caused by the current manufacturing methods for wheel manufacturers.

[0032] Another purpose of the invention is to provide a structure that eliminates additional labor and machinery costs due to the absence of special operation needs.

[0033] Another purpose of the invention is to provide a structure preventing the decrease in durability and deviations in measures due to special operation requirements and failures in the reinforcement assembly process, thus providing better sustainability for the manufacturing process.

[0034] Another purpose of the invention is to provide a structure that eliminates the increases in cycle time due to additional special operation requirements in designs with reinforcement pieces. Another purpose of the invention is to provide a structure preventing high levels of raw material consumption, which also leads to higher levels of carbon footprint, due to the use of reinforcement pieces in wheel manufacturing.

[0035] Another purpose of the invention is to provide a structure providing an aesthetic appearance with its expanded and curved structure while also increasing functionality.

[0036] Descriptions of the Figures

[0037] Figure-1 - 3-dimensional isometric view of the wheel subject to the invention

[0038] Figure-2 - Sectional view of a standard rim profile without a hump in the current state of the art

[0039] Figure-3 - Sectional view of a standard rim profile with the hump in the current state of the art

[0040] Figure-4 - Sectional view of a standard rim profile with hump with tie pieces in the current state of the art

[0041] Figure-5 - Sectional view of a standard rim profile with hump with an extended tip in the current state of the art

[0042] Figure-6 - Sectional view of the rim subject to the invention with hump profile Figure-7 - Sectional view of the rim subject to the invention without hump profile

[0043] Reference Numbers

[0044] A- Rim Flange First Surface

[0045] B- Rim Flange Second Surface

[0046] C- Rim Flange Third Surface

[0047] D- Rim Flange Inner Surface

[0048] 10. Wheel

[0049] 20. Rim

[0050] 21. Hump

[0051] 22. Bead Seat

[0052] 23. Rim Flange 24. Rim Base Diameter

[0053] 25. Rim Base Radius

[0054] 30. Disc

[0055] 31 . Centre Bore

[0056] 32. Bolt

[0057] 33. Hub Mount Face

[0058] 40. Reinforcement

[0059] Detailed Description of the Invention

[0060] In this detailed description, the subject of the invention is explained by examples intended to provide a better understanding of the subject without constituting any limitation.

[0061] The invention is related to a rim (20) with increased rim profile load capacity compatible with diameters ranging between 6.75" and 54" and a variable bead seat (23) angle characterized by a rim flange (25) with a double curve at an angle on both sides.

[0062] Figure-1 shows a 3-dimensional isometric view of the rim (10) subject to the invention. The hump (21 ) and knurling structures can be used according to need, and the figure shows the area where the hump (21 ) is to be used, if any.

[0063] Figure-2 shows a sectional view on the Y axis of a standard rim (20) profile without a hump (21 ) in the current state of the art. This structure fails to provide the desired level of resistance under axial loads due to the standard rim flange (23) design.

[0064] Figure-3 shows a sectional view on the Y axis of a standard rim (20) profile with a hump (21 ) in the current state of the art. This structure fails to provide the desired level of resistance under axial loads due to the rim flange (23) design. Figure-4 shows a sectional view of a standard rim (20) profile with a hump (21 ) profile and reinforcement piece (40) in the current state of the art. Assuming assembly is done with the proper operations, this structure provides the advantage of increased load capacity. However, this structure also has disadvantages in addition to advantages due to the added reinforcement piece (40) and additional process requirements. Furthermore, the production method used in assembly also leads to an increase in scrapping rates.

[0065] Figure-5 sectional view of a standard rim (20) profile with a hump (21 ) and extended flange. The rim (20) with an extended flange (23) design has the advantage of increased load capacity. However, this structure also has disadvantages in addition to advantages due to additional process requirements. The rim flange (23) design with a perpendicular descent leads to increased scrapping rates in the production process. In addition, this perpendicularly descending flange (25) design leads to the accumulation of dirt in the inner welding areas (D) and causes negative impacts on the rim (10) structure regarding visual aspects and durability.

[0066] Figure-6 shows a sectional view of the rim (10) subject to the invention. This figure provides a sectional view on the Y axis of the rim (20) with hump (21 ) geometry and a double curve rim flange (23) design. This rim (20) has the advantage of providing an increase in load capacity. Its wide design provides an extraordinary aesthetic expression as well as advantages in sustainable production in comparison to rims in the current state of the art. This design prevents the accumulation of dirt in the flange inner surface (D) and providing ease of tire assembly provides users with advantages in the short- and long-term.

[0067] Figure-7 again shows a cutaway view of the rim (20) subject to the invention. This figure provides a sectional view on the Y axis of the rim (20) with a double curve rim flange (23) design. This rim (20) has the advantage of providing an increase in load capacity. Its wide design provides an extraordinary aesthetic expression as well as advantages in sustainable production in comparison to rims in the current state of the art. This design prevents the accumulation of dirt in the flange inner surface (D) and providing ease of tire assembly provides users with advantages in the short- and long-term.

[0068] The wheel (10) structure subject to the invention comprises the main parts including a rim (20), a bead seat (22), a double curve rim flange (23), a rim inner diameter (24), a rim base radius (25), a disc (30), a center bore (31 ), a bolt (32) and a hub mount surface (33).

[0069] The wheel (10) subject to the invention has a design that can include advantageous structures increasing friction, including a hump (21 ) and knurling structures as needed in use with different types, sizes, and heel seat (22) angle compatibilities.

[0070] The rim (10) subject to the invention eliminates the disadvantages arising from standard hoops (20) with double curve hoop flange (23) designs and designs developed to increase capacity in the current state of the art.

[0071] The rim (20) in question is formed as the structure where the wheel (10) is assembled with the tire. The disc (30) part of the wheel (10) is the part where the wheel (10) is assembled. The disc (30) is mounted onto the vehicle by being positioned on the vehicle hub at the hub mount face (33) of the disc (30) profile and assembled by the center bore (21 ) and the bolt (32) according to customer design. It can be seen that both surfaces of the disc (30) are used according to the needs and demands.

[0072] The rim (10) in question is formed by assembling the disc (30) and rim (20) parts by tightly interlocking the disc (30) outer diameter and rim inner diameter (24) and attaching the disc (30) and the hoop (20) by welding after assembly or by connection elements comprising intermediary parts welded to the rim base (24).

[0073] The rim (20) in question is assembled to the tire at the bead seat (22) on the rim (20) profile. The bead seat (22) in question has various angles in different rim profiles. This angle is one of the critical measures for tire assembly. Assembly of the rim (20) and the tire can be optimized by using a hump (21 ) or knurling structures on this seating surface.

[0074] The double curve rim flange (23) on the rim (20) profile in question increases the load capacity to a level satisfying the sector needs. While meeting such needs, this design also eliminates measure fluctuations and difficult process requirements which can be caused by reinforcement pieces (40).

[0075] Welding (E) which is the production method used in the assembly of the reinforcement piece (40) in question is one of the main reasons for said fluctuations. In addition, this approach also mitigates scrapping due to errors in operation, preventing loss of function due to reinforcement pieces (40) and welds which are used on the rim (20) profile to increase durability and which can cause the inner areas of the rim flange (25) to completely fill in.

[0076] Unlike designs including reinforcement pieces (40) the rim (20) subject to the invention provides the end user with space in the rim flange (25) area for additions like balance pieces, etc. The rim flange (25) profile of the rim (20) subject to the invention prevents an increase in weight caused by reinforcement pieces (40) and provides higher levels of durability.

[0077] In the extended flange method used to increase capacity in the current state of the art, the inner extension area (D) of the rim flange (25) causes an accumulation of undesired dirt in the flange. The soiling in this inner rim flange area (D) can cause damage which leads to rusting and shortens the service life of the paint.

[0078] The related extended flange designs in the current state of art can lead to inner flange areas being left unpainted during the painting process which constitutes an important special operation in wheel production and thus leads to the accumulation of paint and dirt in these areas.

[0079] Damage to rim flanges (25), which face a big part of axial loads in operational conditions, resulting from incorrect painting operations and dirt accumulation can lead to negative effects on the useful life of the rim (10) as well as visual degradation and cause undesired results. The rim flange (25) area of the rim (20) profile subject to the invention prevents accumulation of dirt and provides ease of removal of dirt from the rim (20). In addition, this design makes painting operations easier. The said extended tip method renders rim manufacture more difficult and increases scrapping and renovation rates during operations, which leads to the need for additional operations.

[0080] The rim flange (25) profile designed in the scope of the invention eliminates the additional process requirements seen in other methods.

[0081] This wide and curved geometry prevents scrapping and additional costs while facilitating sustainable manufacture.

[0082] The double curved rim flange (25) design in question provides the load capacity increase expected by the sector. With this approach, the rim (10) subject to the invention provides sustainable manufacturability in addition to products with long service life.

[0083] The double curve rim flange (25) in question starts with a rim flange third surface (C) with a convex radius and follows a certain angle to continue in a rim flange second surface (B) with a concave radius and ends within a rim flange first surface (A) with a convex radius.

[0084] The rim (20) in question covers rim (20) sizes ranging between 6.75" and 54" with varying bead seat (23) angles compatible with tires mainly used in commercial, industrial, and agricultural vehicles.

[0085] The rim (10) subject to the invention provides a reinforced rim (20) profile which achieves the goals of existing solutions while eliminating the disadvantages they cause, as well as having an aesthetic view and additional improvements and ease of tire assembly with its wide rim flange (25) design. The rim flange (25) profile of the rim (10) subject to the invention prioritizes sustainability, high carrying capacity, functionality, and an aesthetic appearance, and provides a strong solution compatible with rims (20) different profiles and bead seat angles according to sector needs.

Claims

CLAIMS1 . The invention is related to a rim (20) structure suitable for use in vehicles, in sizes ranging between 6.75" and 54", with varying bead seat angles for various types of rim, with increased load capacity and service life, providing a more ergonomic assemble operation with tires, eliminating disadvantages in current state of the art, characterized by a rim flange (25) formed by a wide angled double curve on both sides.

2. A rim (20) structure according to Claim 1 , characterized by the double curve hoop flange (25) in question comprising a rim flange third surface (C) with a convex radius, a rim flange second surface (B) with a concave radius and a rim flange first surface (A) with a convex radius.

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