Wheel assembly of a vehicle with a cooling apparatus

Abstract

The subject disclosure provides for a wheel assembly of a vehicle including an inner rim, an outer rim coupled to the inner rim, a brake assembly partially coupled to the inner rim opposite the outer rim, and a cooling apparatus. The cooling apparatus includes a frame formed into at least two sectors with each sector including a first rail and a second rail. The cooling apparatus further includes a plurality of louvers secured between the first and second rails and spaced apart to create a plurality of openings. The cooling apparatus further includes a mount having an inner portion and an outer portion with the outer portion secured to the first rail and the inner portion secured to the inner and outer rims wherein the cooling apparatus directs airflow across the brake assembly, through the inner rim, through the openings, and away from the mount to cool the brake assembly.

Description

WHEEL ASSEMBLY OF A VEHICLE WITH A COOLING APPARATUSCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The subject application claims priority to and all the benefits of U.S. Provisional Patent Application No. 63 / 745,880, filed January 16, 2025, the disclosure of which is incorporated by reference in its entirety herein.FIELD OF DISCLOSURE

[0002] The subject disclosure generally relates to a wheel assembly of a vehicle having a cooling apparatus.BACKGROUND

[0003] Vehicle braking systems can generate significant heat during operation, particularly under heavy loads or repeated braking events. Excessive heat buildup can lead to reduced braking efficiency, accelerated wear of brake components, and potential safety hazards. Conventional wheel assemblies often rely on passive airflow or basic venting structures to dissipate heat, which may be insufficient for modern performance and commercial vehicle requirements. Existing designs fail to provide a compact, integrated solution that effectively channels airflow across the brake assembly without interfering with wheel structure or mounting integrity. Therefore, there is a need in the art for a cooling apparatus capable of overcoming one or more of the aforementioned shortcomings.SUMMARY

[0004] The subject disclosure provides for a wheel assembly of a vehicle including an inner rim, an outer rim coupled to the inner rim, a brake assembly partially coupled to the inner rim opposite the outer rim, and a cooling apparatus disposed between the inner and outer rims. The cooling apparatus including a frame formed into at least two sectors with each sector including a first rail and a second rail. The cooling apparatus further includes a plurality of louvers secured between the first and second rails and spaced apart to create a plurality of openings. The cooling apparatus further includes a mount having an inner portion and an outer portion with the outer portion secured to the first rail and the inner portion secured to the inner and outer rims wherein1H&H Ref.: 130195.00003the cooling apparatus directs airflow across the brake assembly, through the inner rim, through the openings, and away from the mount to cool the brake assembly.

[0005] The subject disclosure also provides for a cooling apparatus for use in a wheel assembly including an inner rim, an outer rim coupled to the inner rim, and a brake assembly partially coupled to the inner rim opposite the outer rim. The cooling apparatus is disposed between the inner and outer rims. The cooling apparatus includes a frame formed into at least two sectors with each sector having a first rail and a second rail, a plurality of louvers secured between the first and second rails and spaced apart to create a plurality of openings. The cooling apparatus further includes a mount having an inner portion and an outer portion with the outer portion secured to the first rail and the inner portion configured for mounting to the inner and outer rims wherein the louvers direct airflow through the openings away from the mount for directing air through the inner rim and across the brake assembly to cool the brake assembly.BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings.

[0007] Figure 1 is a schematic prospective view of a wheel assembly of a vehicle.

[0008] Figure 2 is an exploded schematic prospective view of the wheel assembly shown in Figure 1.

[0009] Figure 3 is a cross-sectional view of the wheel assembly showing an airflow pathway.

[0010] Figure 4 is a partial cross-sectional perspective view of the wheel assembly.

[0011] Figure 5 is an exploded cross-sectional view of the wheel assembly showing the airflow pathway.

[0012] Figures 6A-B are perspective views of a cooling apparatus with a driver side arrangement.

[0013] Figures 7A-B are perspective views of the cooling apparatus with a passenger side arrangement.

[0014] Figures 8A-C are front, side, and rear views of the cooling apparatus with the driver side arrangement.2H&H Ref.: 130195.00003

[0015] Figure 9 is an exploded view of the cooling apparatus with the driver side arrangement.

[0016] Figure 10 is a top view of a second rail of the cooling apparatus with the driver side arrangement.

[0017] Figure 11 is a perspective view of a first rail and the second rail forming a sector of the cooling apparatus with the driver side arrangement.

[0018] Figure 12 is a partial perspective view of the sector shown in Figure 10.

[0019] Figure 13 is a partial cross-sectional perspective view of the cooling apparatus with the driver side arrangement.

[0020] Figures 14A-C are side, perspective, and partial side views of a mount of the cooling apparatus.

[0021] Figures 15A-B are perspective views of a cooling apparatus with a driver side arrangement according to a second embodiment.

[0022] Figures 16A-B are perspective views of the cooling apparatus with a passenger side arrangement according to the second embodiment.

[0023] Figures 17A-C are front, side, and rear views of the cooling apparatus with the driver side arrangement according to the second embodiment.

[0024] Figure 18 is an exploded view of the cooling apparatus with the driver side arrangement according to the second embodiment.

[0025] Figure 19 is a perspective view of the second rail of the cooling apparatus with the driver side arrangement according to the second embodiment.

[0026] Figure 20 is a perspective view of a first rail and the second rail forming a sector of the cooling apparatus with the driver side arrangement according to the second embodiment.

[0027] Figures 21A-B are perspective views of a cooling apparatus with a driver side arrangement according to a third embodiment.

[0028] Figure 22 is an exploded view of the cooling apparatus with the driver side arrangement according to the third embodiment.

[0029] Figure 23 is a perspective view of the second rail of the cooling apparatus with the driver side arrangement according to the third embodiment.

[0030] Figure 24 is a perspective view of a first rail and the second rail forming a sector of the cooling apparatus with the driver side arrangement according to the third embodiment.3H&H Ref.: 130195.00003

[0031] Figures 25A-B are perspective views of a cooling apparatus with a driver side arrangement according to a fourth embodiment.

[0032] Figure 26 is an exploded view of the cooling apparatus with the driver side arrangement according to the fourth embodiment.DETAILED DESCRIPTION

[0033] Referring to the Figures, wherein like numerals indicate like or corresponding components throughout the several views, a wheel assembly 30 of a vehicle is shown.

[0034] Wheel assemblies of vehicles generally include several components that work together to provide support, stability, and functionality. Such components include a wheel, a tire (or, in some applications such as semitrucks, dual-tire configurations), a hub, bearings, and a brake assembly. The wheel is a rigid structure, which is usually made from steel or aluminum, that provides the base for mounting the tire and typically includes a rim and a hub. Bearings reduce friction between the rotating wheel and the stationary axle or hub. The brake assembly is responsible for slowing down or stopping the vehicle by converting kinetic energy into heat through friction. It typically consists of several parts, including the brake rotor or drum, caliper, brake pads or shoes, and associated hardware. In disc brake systems, the rotor is attached to the wheel hub and rotates with the wheel. When the driver applies the brakes, hydraulic pressure forces the caliper to squeeze the brake pads against the rotor, creating friction that slows the wheel’s rotation. In drum brake systems, brake shoes press outward against the inner surface of a rotating drum to achieve the same effect.

[0035] Both disc and drum brake systems rely on friction to convert the vehicle’s kinetic energy into thermal energy, and the amount of heat generated during this process can be substantial. Under normal operating conditions, this heat is dissipated into the surrounding air through the brake rotor, drum, and other brake components. However, during prolonged or repeated braking, such as when descending steep grades, towing heavy loads, or performing emergency stops, the rate of heat generation may exceed the system’s ability to disperse it. Excessive heat can lead to brake fade, a condition in which the friction materials lose effectiveness or the brake fluid begins to boil (applicable to hydraulic brake systems), resulting in reduced braking performance and, in some cases, potential brake failure. As such, maintaining proper4H&H Ref.: 130195.00003airflow around the brake components and ensuring adequate heat dissipation help preserve braking performance and prevent overheating under demanding conditions.

[0036] Referring to Figure 1. the wheel assembly 30 of a vehicle is schematically shown. The wheel assembly 30 includes an inner tire 32, an outer tire 34 with a corresponding inner rim 36 (shown in Figure 2) and an outer rim 38 coupled to the inner rim 36. The wheel assembly 30 further includes a brake assembly 40 partially coupled to the inner rim 36 opposite the outer rim 38. The brake assembly 40 is connected to the wheel assembly via an axle 42, which provides structural support for the vehicle and serves as a mounting point for the rims 36, 38 and the tires 32, 34. The brake assembly 40 includes an air brake chamber 44, which is commonly used in heavy-duty truck and trailer brake systems. The air brake chamber 44 is coupled to the axle 42 via a mounting bracket (not shown), which is typically welded or bolted to the axle 42 and provides a fixed support point for the brake chamber 44. The brake assembly 40 further includes a slack adjuster mechanism 48, which converts the linear push from a pushrod 50 connected to the brake chamber 44 into rotational force. When the air brake chamber 44 receives compressed air, its internal diaphragm (not shown) moves forward, extending the pushrod 50. The slack adjuster mechanism 48, which is connected to the end of the pushrod 50, helps convert the linear motion from the pushrod 50 into rotational force into a brake camshaft 52. As the brake camshaft 52 turns, it spreads the brake shoes outward against a brake drum (not shown) to create friction to slow the vehicle. It should be appreciated that the brake assembly 40 as explained above and depicted in Figure 1 is schematically drawn and could be located closer to the inner rim 36 or otherwise positioned differently depending on design requirements, and that the brake assembly 40 may include different or additional components and, in alternative embodiments, may comprise a disc brake arrangement rather than the drum brake assembly illustrated.

[0037] Referring to Figure 2, which shows an exploded schematic prospective view of the wheel assembly 30. The wheel assembly 30 further includes a cooling apparatus 46 disposed between the inner and outer rims 36, 38. As mentioned above, engagement of the brake assembly 40 generates heat due to friction between the braking components, and this heat can accumulate during sustained or repeated braking events. The cooling apparatus 46 helps facilitate thermal management of the wheel assembly 30 by promoting circulation of airflow in the region between the inner and outer rims 36, 38, thereby assisting in the dissipation of heat from the brake assembly 40 and surrounding components to maintain more stable operating temperatures.5H&H Ref.: 130195.00003

[0038] Figures 3 and 5 show a cross-sectional view of the wheel assembly showing an airflow pathway 54. As mentioned above, airflow is an important aspect for thermal management. However, in typical arrangements that do not include the cooling apparatus 46, airflow is typically not intentionally directed while the wheels rotate and instead is incidental and inconsistent. The cooling apparatus 46 helps shape and channel the airflow pathway 54 into a more consistent and directed airflow stream, which is shown schematically in Figure 3. The airflow pathway 54 begins by entering through a gap between the inner tire 32 and the inner rim 36 and passes over the brake assembly 40. As the air passes over the brake assembly 40, the air absorbs heat and progressively gets warmer as the airflow pathway 54 moves closer to the cooling apparatus 46 located between the inner and outer rims 36, 38. The airflow pathway 54 continues through the inner rim 36 via a plurality of ventilation holes 56, which are shown in Figure 4. Such ventilation holes 56 are located at various points in both the inner and outer rims 36, 38. The warmed air continues along the airflow pathway 54 through the ventilation holes 56 in the inner rim 36, eventually reaching the cooling apparatus 46 positioned between the inner and outer rims 36, 38. The cooling apparatus 46, described in greater detail below, includes a series of openings distributed along its perimeter. As the wheels rotate, the cooling apparatus 46 also rotates, allowing the airflow pathway 54 to move through these openings in a controlled manner.

[0039] This rotation and opening arrangement enable the warmed air to be directed outward, thereby expelling the heated air from the wheel assembly 30. It should be appreciated that the number, size, and distribution of ventilation holes 56 can vary depending on the specific rim design and application. Variations in the configuration of these ventilation holes 56 may influence the characteristics of the airflow pathway 54 and cooling performance achieved for the brake assembly 40.

[0040] Moving to Figures 6A-B. which show perspective views of the cooling apparatus 46 with a driver side arrangement. The side of the vehicle that pertains to the driver side is determined by the position of the steering wheel, as the term refers to the side of the vehicle where the primary driving controls are located. Accordingly, it should be appreciated that the designation of the driver side depends on whether the vehicle is configured with left-hand or right-hand steering. In countries where vehicles are driven on the right side of the road, the driver side generally corresponds to the left side of the vehicle when seated inside and facing forward. As6H&H Ref.: 130195.00003such, Figures 7A-B are perspective views of the cooling apparatus with a passenger side arrangement.

[0041] The cooling apparatus includes a frame 58 formed into at least two sectors 60 (shown in Figures 8A-C) with each sector 60 including a first rail 62 and a second rail 64. The cooling apparatus 46, as shown in Figure 6A-B, includes three sectors 60. The cooling apparatus further includes a plurality of louvers 66 secured between said first and second rails 62, 64 and spaced apart to create a plurality of openings 68. The cooling apparatus 46 further includes a mount 70 having an inner portion 72 and an outer portion 74 with the outer portion 74 secured to the first rail 62 and the inner portion 72 secured to the inner and outer rims 36, 38. As described above, the cooling apparatus 46 directs airflow across the brake assembly 40, through the inner rim 36, through the openings 68, and away from the mount 70 to cool the brake assembly 40. Figures 8A-C further illustrate the cooling apparatus 46 configured in the driver side arrangement, providing front (Figure 8A), side (Figure 8B), and rear (Figure 8C) views.

[0042] Figure 9 is an exploded view of the cooling apparatus 46 with the driver side arrangement. The frame 58 is formed from three sectors 60 that fit together. It should be appreciated that alternative configurations are possible, and the number of sectors used to form the frame 58 may vary. Depending on the specific application, the frame 58 may be assembled from fewer or additional sectors to achieve the desired structural or functional requirements. As shown in Figure 9. each of the first rails XX of the sectors 60 are identical and each of the second rails 64 of the sectors 60 are identical, allowing the cooling apparatus 46 to be modular. Using identical rails can reduce manufacturing costs while also enabling the rails to be interchanged or replaced while retaining the rest of the cooling apparatus 46. Additionally, the aforementioned modularity may allow for the bill of materials including the rails, louvers, bosses, and fasteners to be identical for both driver side arrangements and passenger side arrangements. Rather, the mount 70 (and the insulation disc 88. if needed) is reoriented to designate the needed arrangement for the cooling apparatus 46.

[0043] Additionally, the cooling apparatus 46 may further include an insulation disc 88 secured between the inner portion 72 of the mount 70 and the outer rim 38 for minimizing corrosion. Rather than relying on adhesives or retainers, the insulation disc 88 is designed to slide over the wheel studs and remain securely positioned between the inner portion 72 of the mount 70 and the outer rim 38 of the wheel assembly 30. The insulation disc 88 may be formed of a flexible,7H&H Ref.: 130195.00003non-marring plastic material configured to inhibit galvanic interaction between components formed of dissimilar metals (e.g., steel inner wheels and aluminum outer wheels). Having the inner and outer wheels being made of dissimilar materials is a common arrangement because each wheel material offers distinct advantages. For example, steel wheels provide greater durability, lower cost, and superior impact resistance making them well-suited for the inner wheel position whereas aluminum wheels are lighter and more corrosion resistant, thereby improving fuel efficiency, appearance, and overall ride quality. By isolating the steel wheel components from aluminum wheel components, the insulation disc 88 reduces the likelihood of galvanic corrosion that may otherwise occur in the presence of moisture or road contaminants.

[0044] Variations in wheel configurations, such as steel inner / steel outer, steel inner / aluminum outer, or aluminum inner / aluminum outer, may require certain design modifications to the cooling apparatus 46. For instance, to optimize airflow and overall performance, adjustments may include increasing the number of louvers 66 or altering their size. Enlarging the louvers effectively increases the spacing between the rails 62, 64, which can further enhance airflow through the assembly.

[0045] Moving to Figure 10, a top view of the second rail 64 of the cooling apparatus 46 with the driver side arrangement is shown. Referring also to Figures 11 and 12, which show perspective views of the first rail 62 and the second rail 64 forming one of the sectors 60 of the cooling apparatus 46.

[0046] As shown in Figure 11, a portion of the first rail 62 mounts directly to a portion of the second rail 64 to form one of the sectors 60 with each rail 62, 64 having at least one boss 78 and with each of the bosses 78 engaging each other for mounting the portions of each rail 62, 64 together. As illustrated in Figure 11, each rail 62, 64 includes two bosses 78 and a fastener hole 98. As the rails 62, 64 come together, there are two sets of bosses 78 that engage together and a set of fastener holes 98 leaving space for another set of bosses 78 from an adjacent sector 60. Bosses are commonly used in injection-molded plastic components to provide reinforced locations for fasteners. These cylindrical protrusions typically include a through-hole that allows a screw or bolt to pass through and engage with a mating part or insert. The bosses 78 of each rail 62, 64 engage each other, which provides a through-hole for a fastener 100 to go through, which can be seen in Figure 13. The fastener 100 functions to secure the rails 62, 64 together and is illustrated as a straight pin with a hexagonal end cap. However, the fastener 100 is not limited to the specific8H&H Ref.: 130195.00003geometry illustrated herein and could be of different shapes, profiles, or configurations. For example, the fastener could be a shoulder bolt, a clevis pin, a rivet, a threaded screw, or a quick-release pin, and it may include optional features such as flanges, threads, locking grooves, cotter holes, or integrated heads. The number of fasteners 100, bosses 78, and fastener holes 98 may differ depending on the specific application. Including more or fewer of such components may affect overall structural integrity. For example, increasing the number of bosses generally enhances rigidity and improves resistance to deformation under load. Conversely, reducing the number of bosses may introduce greater bending and / or vibration when the cooling apparatus 46 is in use.

[0047] As shown in Figure 11, the cooling apparatus 46 further includes a first set of louvers 80 coupled to the first rail 62 and a second set of louvers 82 coupled to the second rail 64 with each of the louvers of the first set 80 alternating with each of the louvers of the second set 82. This allows for each of the plurality of louvers 66 being integrally formed with one of the first and second rails 62, 64 and mounted to the other of the first and second rails 62, 64. As shown in Figure 11, the first set of louvers 80 are integrally formed to the first rail 62 and the second set of louvers 82 are integrally formed with the second rail 64. Each of the plurality of louvers 66 has a tab 84 and each of the rails 62, 64 has a series of slots 86 with each tab 84 engaging one of the slots 86 to mount the louvers 66 to a corresponding rail. The series of slots 86, shown in Figures 10-12, are configured to correspond with and properly align each of the tabs 84. As previously noted, the curvature of the louvers 66 may vary and, in alternative arrangements, may be straight. When straight louvers 66 are used, the associated tabs and slots are likewise formed with straight geometries. Additionally, any change in the number of louvers 66 may result in a corresponding change in the number of tabs 84 and slots 86. However, it should be appreciated that not all louvers need to have slots as there may be arrangements when only a portion of the louvers have tabs. As the rails 62, 64 are brought together to form the sector 60, the tabs 84 engage with the corresponding slots 86, thereby creating the louver 66 between the two rails 62, 64. When the tabs 84 are inserted into the slots 86, they may snap into place or otherwise interlock, providing added rigidity to each louver 66 and enhancing its ability to withstand and guide the airflow pathway 54 during operation.

[0048] As previously mentioned, the cooling apparatus includes the mount 70 which is secured to the first rail 62 via the outer portion 74 and secured to the inner and outer rims 36, 389H&H Ref.: 130195.00003via the inner portion 72. Various views (side, perspective, and partial side) of the mount 70 are shown in Figures 14A-C. The outer portion 74 of the mount 70 extends from the inner portion 72 and angles toward (referred herein as a guide 102) the first rail 62 to direct airflow through the openings 68. As described and shown in Figure 3, the airflow pathway 54 passes over the brake assembly 40, through the inner rim 36 to reach the cooling apparatus 46. As the airflow pathway 54 reaches the cooling apparatus 46, the pathway 54 contacts the inner portion 72 of the mount 70. The guide 102 acts as a flow-directing surface to provide a controlled pathway to help minimize turbulence and direct the airflow pathway 54 away from the inner portion 72 and toward the openings 68 between the louvers 66.

[0049] The cooling apparatus 46 may be configured differently depending on the specific application. As noted earlier, the number of sectors 60 forming the cooling apparatus 46 may vary, and this flexibility extends to the configuration of the louvers 66 themselves. The louvers 66 can be formed in different shapes such as straight, curved, or aerofoil profiles (shown in Figures 22-24) and may be angled, contoured, or oriented to optimize airflow direction and heat dissipation. Additionally, the number of louvers may be different than what is illustrated in the Figures as a different number of louvers may be incorporated to achieve desired cooling characteristics. Additionally or alternatively, the specific design of the louvers 66 may be optimized using computational fluid dynamics (CFD) simulation to model and analyze how air moves around and through the cooling apparatus 46. Such simulations may uncover airflow direction and velocity, identify areas of turbulence, and calculate pressure drops and flow rates for different configurations of the cooling apparatus 46. For example, Figures 15-20 show a cooling apparatus 146 according to a second embodiment. The cooling apparatus 146 includes a greater number of louvers 66 each having a different curve than the cooling apparatus 46 according to the first embodiment described above. Increasing the number of louvers or adjusting their arrangement can enhance airflow management and improve thermal performance by directing a greater volume of air across the brake assembly 40, thereby promoting more efficient heat transfer and reducing the risk of overheating during demanding operating conditions.

[0050] As illustrated in Figures 15-20, the cooling apparatus 146 incorporates the mount 70 with its inner and outer portions 72 and 74, along with the insulation disc 88. The cooling apparatus 146 also includes a first set of louvers 180 and a second set of louvers 182 in an alternating arrangement. However, the embodiment shown in Figures 15-20 includes a frame 15810H&H Ref.: 130195.00003is formed from at least two sectors 160, each having a first rail 162 and a second rail 164. These rails support a different number of louvers 166 than in the first embodiment, creating a series of openings 168, with the louvers 166 featuring a distinct shape compared to those shown in Figures 6-14. As seen in Figures 19-20, the louvers 166 each include a greater curvature than the louvers 66 shown in Figures 10-11. Additionally, the louvers 166 are angled differently with Figures 10-11 showing a forward-facing louver design and Figures 19-20 showing a backward-facing louver design. In other words, Figures 10-11 show the louvers 66 angling toward the direction of travel and Figures 19-20 show the louvers 166 angling away from the direction of travel. Choosing between a forward-facing design and a backward-facing design depends on the way airflow needs to be managed for that specific configuration. For example, forward-facing louvers are generally preferred in applications where debris management is a consideration, such as off-road environments, because their geometry tends to eject or throw debris outward as the wheel rotates, reducing the likelihood of buildup within the cooling apparatus 46. In contrast, backward-facing louvers are generally better suited for applications prioritizing airflow efficiency, such as on-road conditions, because their curvature and orientation capture and direct air more effectively across the brake assembly 40 and outward through the plurality of openings. This difference in performance characteristics allows for selecting louver orientation based on whether the primary goal is debris ejection or maximizing cooling airflow. It should be appreciated, however, that louver orientation and design are not limited to choosing between on-road and off-road conditions. Other factors such as vehicle speed, brake size, environmental exposure, and aerodynamic requirements may influence the selection. Furthermore, certain louver orientations may provide a balanced performance that is well suited for both on-road and off-road conditions, offering versatility across multiple operating environments.

[0051] Additionally, the differing louver design and orientation alters the shape and angle of each tab and slot, which can also be seen in Figures 19-20. Each of the plurality of louvers 166 has a tab 184 and each of the rails 162, 164 has a series of slots 186 with each tab 184 engaging one of the slots 186 to mount the louvers 166 to a corresponding rail, which is shown in Figure 20.

[0052] In the previously described embodiments, the cooling apparatus 46 included the first set of louvers 80 integrally formed with the first rail 62 and the second set of louvers 82 integrally formed with the second rail 64. However, according to a third embodiment, a cooling apparatus 246 may include louvers 266 each having a first louver portion 90 integrally formed11H&H Ref.: 130195.00003with the first rail 262 and a second louver portion 92 integrally formed with the second rail 264. As illustrated in Figures 21A-B, the first louver portion 90 engages the second louver portion 92 to form a continuous louver structure, providing an alternative connection method between the rails 262, 264. Figures 22-24 further illustrate the third embodiment of the cooling apparatus 246, including an exploded view of the driver side arrangement (Figure 22), a perspective view of the second rail 264 (Figure 23). and a perspective view of the first and second rails 262, 264 forming a sector 260 (Figure 24). Having each louver 266 formed with the first portion 90 and the second portion 92 allows the louvers 266 to be integrally molded with their respective rails, which can simplify manufacturing by reducing the complexity of creating a single continuous louver structure. As shown in Figure 24, the cooling apparatus 246 similarly forms sectors 260 when the rails 262, 264 are secured together with each rail 262, 264 having two bosses 278 and one fastener hole 298. Additionally, each sector 260 includes a sector tab 206 and a sector slot 204 allowing for each sector 260 to fit together. It should be appreciated that more or fewer bosses 278 and / or boss guides 104 may be included depending on the required specifications and performance metrics, such as structural rigidity, airflow performance, and ease of assembly.

[0053] Similarly to previous embodiments, the cooling apparatus 246 includes a tab and slot arrangement. As shown in Figure 23, the second rail 264 includes the second louver portion 92 having a series of tabs 284. Correspondingly, the first rail 262 includes the first louver portion 92 having a series of slots 286. As the first and second louver portions 90, 92 engage, each tab 284 enters into each slot 286 to form each louver 266 of the cooling apparatus 246. As previously mentioned, the louvers 266 may be shaped differently to accommodate the needed airflow for the specific application. As such, the plurality of louvers 266 may include an upper surface 94 and a lower surface 96 with the upper surface 94 having a greater curvature than the lower surface 96 such that each of the plurality of louvers 266 is generally aerofoil shaped. The aerofoil configuration may help accelerate and direct airflow more efficiently across the brake assembly 40 by reducing turbulence and creating a smoother, high-velocity stream. The curved upper surface 94 and flatter lower surface 96 of the aerofoil shape generate a pressure differential as air moves over the louvers 266. The higher curvature on the upper surface 94 causes air to travel faster over that side, reducing pressure which may result in drawing airflow through the openings at greater speed. Such an arrangement can increase cooling performance, improve aerodynamic efficiency,12H&H Ref.: 130195.00003and reduce drag within the wheel assembly 30, which may lead to enhanced thermal management and overall vehicle performance under demanding conditions.

[0054] Moving to Figures 25-26, which show a cooling apparatus 346 in which the louvers are integrally formed into both rails rather than being arranged in an alternating configuration or split portions as previously discussed. The cooling apparatus 346 includes multiple sectors 360 each having a first and second rail 362, 364 integrally formed together. A plurality of louvers 366 are arranged between each rail 362, 364, integrally formed within each sector 360, and creating a plurality of openings 368. As shown in Figure 26, a frame 358 is formed by the sectors 360 via a series of sector tabs 106 and sector slots 108 that fit together. The sectors 360 are fitted together and secured via a series of bosses 78 configured to accept or house fasteners used to secure the cooling apparatus 346 between the inner and outer rims 36, 38.

[0055] This unified design shown in Figures 25-26 may enhance structural rigidity and durability because the cooling apparatus 346 does not require the tab and slot arrangement for each louver, which reduces the overall connection points. Reducing connection points may help increase durability of the cooling apparatus 346 when in use.

[0056] Embodiments discussed herein are not intended to be exhaustive or limit the disclosure to any particular form. The terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations are possible in light of the above teachings and the disclosure may be practiced otherwise than as specifically described.13H&H Ref.: 130195.00003

Claims

CLAIMS1. A wheel assembly of a vehicle, said wheel assembly comprising:an inner rim;an outer rim coupled to said inner rim;a brake assembly partially coupled to said inner rim opposite said outer rim; anda cooling apparatus disposed between said inner and outer rims with said cooling apparatus including:a frame formed into at least two sectors with each sector including a first rail and a second rail,a plurality of louvers secured between said first and second rails and spaced apart to create a plurality of openings, anda mount having an inner portion and an outer portion with said outer portion secured to said first rail and said inner portion secured to said inner and outer rims;wherein said cooling apparatus directs airflow across said brake assembly, through said inner rim, through said openings, and away from said mount to cool said brake assembly.

2. The wheel assembly of claim 1, wherein a portion of said first rail mounts directly to a portion of said second rail to form one of said sectors.

3. The wheel assembly of claim 2, wherein each rail has at least one boss with each of said bosses engaging each other for mounting said portions of each rail together.

4. The wheel assembly of claim 1, further comprising a first set of said louvers coupled to said first rail and a second set of louvers coupled to said second rail with each of the louvers of said first set alternating with each of the louvers of said second set.

5. The wheel assembly of claim 1, wherein each of said plurality of louvers is integrally formed with one of said first and second rails and mounted to the other of said first and second rails.

6. The wheel assembly of claim 5, wherein each of said plurality of louvers has a tab and each14H&H Ref.: 130195.00003of said rails having a series of slots wherein each tab engages one of said slots to mount said louvers to a corresponding rail.

7. The wheel assembly of claim 1, wherein said outer portion of said mount extends from said inner portion and angles toward said first rail to direct airflow through said openings.

8. The wheel assembly of claim 1, wherein said plurality of louvers are curved.

9. The wheel assembly of claim 1, further comprising an insulation disc secured between said inner portion of said mount and said outer rim for minimizing corrosion.

10. The wheel assembly of claim 1 , wherein each of said plurality of louvers includes a first louver portion coupled to said first rail and a second louver portion coupled to said second rail with said first louver portion engaging said second louver portion.

11. The wheel assembly of claim 1, wherein each of said plurality of louvers includes an upper surface and a lower surface with said upper surface having a greater curvature than said lower surface such that each of said plurality of louvers is generally aerofoil shaped.

12. The wheel assembly of claim 1, wherein each of said first rails of said frame are identical and wherein each of said second rails of said frame are identical.

13. A cooling apparatus for use in a wheel assembly including an inner rim, an outer rim coupled to the inner rim, and a brake assembly partially coupled to the inner rim opposite the outer rim with said cooling apparatus disposed between the inner and outer rims, said cooling apparatus comprising:a frame formed into at least two sectors with each sector having a first rail and a second rail; a plurality of louvers secured between said first and second rails and spaced apart to create a plurality of openings; anda mount having an inner portion and an outer portion with said outer portion secured to said first rail and said inner portion configured for mounting to the inner and outer rims;wherein said louvers direct airflow through said openings away from said mount for directing15H&H Ref.: 130195.00003air through the inner rim and across the brake assembly to cool the brake assembly.

14. The wheel assembly of claim 13, wherein a portion of said first rail mounts directly to a portion of said second rail to form one of said sectors.

15. The wheel assembly of claim 14, wherein each rail has at least one boss with each of said bosses engaging each other for mounting said portions of each rail together.

16. The wheel assembly of claim 13, further comprising a first set of said louvers coupled to said first rail and a second set of louvers coupled to said second rail with each of the louvers of said first set alternating with each of the louvers of said second set.

17. The wheel assembly of claim 13, wherein each of said plurality of louvers is integrally formed with one of said first and second rails and mounted to the other of said first and second rails.

18. The wheel assembly of claim 17, wherein each of said plurality of louvers has a tab and each of said rails having a series of slots wherein each tab engages one of said slots to mount said louvers to a corresponding rail.

19. The wheel assembly of claim 13, wherein each of said first rails of said frame are identical and wherein each of said second rails of said frame are identical.16H&H Ref.: 130195.00003

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