A single-piece tubeless vehicle wheel and method of manufacturing thereof

Abstract

The present disclosure relates to a single-piece tubeless vehicle wheel (700b) and a method of manufacturing the same. The wheel is integrally formed from a blank (101) or hoop without welding, ensuring structural continuity between a disc region (103) and a rim region (705). The rim region (705) comprises an outboard bead seat region (707), an inboard bead seat region (708), and a well region (709). A knob spherical flange (704), positioned at the interface between the disc region (103) and the rim region (705), eliminates the need for welding by ensuring structural integrity and seamless load transfer. The wheel includes an inboard flange (706), a central bore (710), multiple bolt holes (711) for mounting, vent holes (712a, 712b) for airflow, and a valve hole (713) for tire inflation. The method involves spinning, forming, compression, and precise machining to achieve controlled variation in thickness and structural integrity without welding.

Description

A SINGLE-PIECE TUBELESS VEHICLE WHEEL AND METHOD OF MANUFACTURING THEREOF FIELD

[0001] The embodiment herein generally relates to single-piece tubeless vehicle wheel and a method of manufacturing the same. In particular, the disclosure pertains to a rim region with variable thickness and a knob spherical flange configuration at predetermined radius, enhancing structural integrity, stress distribution, impact resistance, and lightweight construction.BACKGROUND AND PRIOR ART

[0002] Conventionally, vehicle wheels are manufactured using multi-piece assemblies or single-piece constructions. Multi-piece wheels involve separate manufacturing of the disc region and rim region, which are subsequently welded or joined together. While this method allows design flexibility, it introduces higher material usage, increased production costs, and stress concentration at welded joints, leading to reduced durability and potential fatigue failure.

[0003] On the other hand, single-piece wheels are manufactured from a single blank, eliminating the need for welding and thereby improving structural integrity and production efficiency. However, existing single-piece wheel designs often suffer from non-uniform stress distribution, excessive material usage, and increased weight, affecting performance, manufacturing cost, and fuel efficiency.

[0004] Additionally, conventional single-piece wheels may not optimize rim region thickness, leading to unnecessary weight or insufficient strength in critical areas. Further, the flange regions in many existing designs are either flat or inadequately curved, which can result in compromised impact resistance and structural weaknesses under dynamic loads.

[0005] Therefore, there is a need for an improved single-piece tubeless vehicle wheel that addresses these limitations by incorporating a rim region with variable thickness and a knob spherical flange configuration at predetermined angles. Such a design would ensure enhanced strength, optimized stress distribution, lightweight construction, and reduced manufacturing costs, making it suitable for both passenger and commercial vehicle applications.OBJECTS

[0006] Some of the objects of the present disclosure are described herein below:

[0007] A primary object of the present disclosure is to provide a single-piece tubeless vehicle wheel with improved structural integrity, durability, and loadbearing capacity.

[0008] Another object of the present disclosure is to provide a method of manufacturing a single-piece tubeless vehicle wheel that eliminates the need for welding, thereby reducing stress concentration and production costs.

[0009] Yet another object of the present disclosure is to provide a rim region with variable thickness, ensuring optimized stress distribution, lightweight construction, and enhanced impact resistance.

[0010] Yet another object of the present disclosure is to incorporate a knob spherical flange configuration at predetermined radius, enhancing the strength, fatigue resistance, and overall performance of the wheel.

[0011] Yet another object of the present disclosure is to achieve material efficiency, reducing weight while maintaining required mechanical properties for passenger and commercial vehicle applications.

[0012] A further object of the present disclosure is to provide a manufacturing method that ensures precision, repeatability, and efficiency, making the production process more cost-effective and scalable.

[0013] The other objects and advantages of the present invention will be apparent from the following description when read in conjunction with the accompanying drawings, which are incorporated for illustration of preferred embodiments of the present invention and are not intended to limit the scope thereof.SUMMARY

[0014] In view of the foregoing, an embodiment herein provides a single-piece tubeless vehicle wheel, and method of manufacturing the single-piece tubeless vehicle wheel. The wheel is integrally formed from a blank or hoop without the need for welding, enhancing structural continuity between the disc region and the rim region. This structural integration eliminates potential weak points associated with welding, thereby improving the overall durability and performance of the wheel.

[0015] The single-piece tubeless vehicle wheel comprises a disc region provided with a central bore and multiple bolt holes for secure mounting onto a vehicle hub. The rim region is integrally formed with the disc region and includes an inboard bead seat region, an outboard bead seat region, and a well region positioned between the bead seat regions. The rim region features controlled variation in thickness, optimized for load-bearing capacity, stress distribution, and weight management. The wheel also includes an inboard flange adjacent to the inboard bead seat region and a knob spherical flange located near the disc region and the rim region.

[0016] The knob spherical flange consists of upper and lower regions with variable radii, formed by a plurality of segments with predefined radii and curvature profiles. These regions incorporate both curved and straight sections, facilitating uniform stress distribution, improved load distribution, and enhancedstructural stability under dynamic conditions. The integration of variable radii ensures optimized performance by effectively managing mechanical stresses encountered during vehicle operation.

[0017] The wheel further comprises one or more vent holes positioned on the disc region to support airflow and heat dissipation, and at least one valve hole formed on the rim region for tire inflation. The vent holes contribute to the reduction of heat buildup, enhancing thermal management during prolonged use.

[0018] The method for manufacturing the single-piece tubeless vehicle wheel includes securing a blank or hoop, followed by controlled spinning and forming processes to achieve the desired geometry and variable thickness of the rim region. Compression and contraction processes are applied to form the knob spherical flange with variable radii, while precise machining is performed to create functional features such as the central bore, bolt holes, vent holes, and valve hole. Additional steps include machining the inboard end, coning to form a bended inboard flange, and applying further forming techniques to finalize the wheel’s structural characteristics.

[0019] The disclosed method ensures precise control over material distribution, geometry formation, and structural alignment. The combination of spinning, forming, compression, and machining processes allows for the development of a robust, lightweight, and high-performance single-piece tubeless vehicle wheel suitable for diverse automotive applications, including passenger and commercial vehicles. The design and manufacturing method collectively contribute to improved durability, structural integrity, and cost-effective production, addressing the limitations of conventional multi-piece wheel assemblies.

[0020] These and other aspects of the embodiments herein will be better appreciated and understood when considered in conjunction with the followingdescription and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating preferred embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.BRIEF DESCRIPTION OF DRAWINGS

[0021] The detailed description is set forth with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The use of the same reference numbers in different figures indicates similar or identical items.

[0022] Fig. la illustrates a setup view for securing a blank, showing a sectional view of the half of the blank with a nave region connected to a machine, according to an embodiment of the present disclosure;

[0023] Fig. lb illustrates a sectional view of a disc region and a rim region with a flange, according to an embodiment of the present disclosure;

[0024] Fig. 2a illustrates a sectional view of the disc region and a rim region with a straight flange, according to an embodiment of the present disclosure;

[0025] Fig. 2b illustrates a sectional view of the disc region and a rim region with a knob spherical flange, according to an embodiment of the present disclosure;

[0026] Fig. 3a illustrates a sectional view of the disc region and a spun rim region with a knob spherical flange, according to an embodiment of the present disclosure;

[0027] Fig. 3b illustrates a sectional view of the disc region and a variable thickness rim region with a knob spherical flange, according to an embodiment of the present disclosure;

[0028] Fig. 4a illustrates a sectional view of the disc region and a rim region with a knob spherical flange and an inboard end, according to an embodiment of the present disclosure;

[0029] Fig. 4b illustrates a sectional view of the disc region and a rim region with a knob spherical flange and an inboard flange formation, according to an embodiment of the present disclosure;

[0030] Fig. 5a illustrates a sectional view of the disc region and first formed rim region with a first formed inboard flange, according to an embodiment of the present disclosure;

[0031] Fig. 5b illustrates a sectional view of the disc region and final formed rim region with a knob spherical flange, an inboard bead seat region, an outboard bead seat region, and final formed inboard flange according to an embodiment of the present disclosure;

[0032] Fig. 6a illustrates a sectional view of the disc region and a rim region with a knob spherical flange, a well region, an inboard bead seat region, an outboard bead seat region, and an inboard flange, according to an embodiment of the present disclosure;

[0033] Fig. 6b illustrates a sectional view of the disc region with a bore and bolt hole and a rim region with a knob spherical flange, a well region, an inboard bead seat region, an outboard bead seat region, and an inboard flange, according to an embodiment of the present disclosure;

[0034] Fig. 7a illustrates a sectional view of the disc region with a vent hole and bore and bolt hole, a rim region with a knob spherical flange, a well region, aninboard bead seat region, an outboard bead seat region, and an inboard flange, according to an embodiment of the present disclosure;

[0035] Fig. 7b illustrates a sectional view of the disc region with a vent hole and bore and bolt hole, and a rim region with a valve hole, a knob spherical flange, a well region, an inboard bead seat region, an outboard bead seat region, and an inboard flange, according to an embodiment of the present disclosure;

[0036] Fig. 8a illustrates a sectional view of a knob spherical flange with an upper region having a variable radius, according to an embodiment of the present disclosure;

[0037] Fig. 8b illustrates a sectional view of a knob spherical flange with an upper region having a variable radius, according to another embodiment of the present disclosure;

[0038] Fig. 8c illustrates a sectional view of a knob spherical flange with a lower region having a variable radius, according to an embodiment of the present disclosure;

[0039] Fig. 8d illustrates a sectional view of a knob spherical flange with a lower region having a variable radius, according to another embodiment of the present disclosure; and

[0040] Fig. 8e illustrates a sectional view of a knob spherical flange with a lower region having a variable radius, according to another embodiment of the present disclosure.LIST OF NUMERALS100a - Setup for securing a blank101 - Half portion of the blank102 - Nave region100b - Section view of disc region and rim region with pre-flange103 - Disc region104 - Pre-flange105 - Rim region200a - Sectional view of disc region and rim region with straight flange 204a - Straight flange205a - Straight rim region200b - Sectional view of disc region and rim region with knob spherical flange 204b - Knob spherical flange205b - Rim region300a - Sectional view of disc region and spun rim region with knob spherical flange304 - Knob spherical flange305a- Spun rim region300b - Sectional view of disc region and variable thickness rim region with knob spherical flange305b - Variable thickness rim region400a - Sectional view of disc region and rim region with knob spherical flange and inboard end404 - Knob spherical flange405a - Rim region406a - Inboard end400b - Sectional view of disc region and rim region with knob spherical flange and bended inboard end405b - Rim region406b - Bended inboard end500a - Sectional view of disc region and first formed rim region with first formed inboard flange504 - Curve flange505a - First formed rim region506a - First formed inboard flange500b - Sectional view of disc region and final formed rim region with inboard region, outboard region, well region, and final formed inboard flange505b - Final formed rim region506b - Final formed inboard flange507 - Outboard bead seat region508 - Inboard bead seat region509 - Well region600a - Sectional view of disc region and rim region with knob spherical flange, outboard bead seat region, well region, inboard bead seat region, and inboard flange603 - Disc region604 - Knob spherical flange605 - Rim region606 - Inboard flange607 - Outboard bead seat region608 - Inboard bead seat region609 - Well region600b - Sectional view of disc region with bore and bolt hole and rim region with knob spherical flange, outboard bead seat region, well region, inboard bead seat region, and inboard flange610 - Bore611 - Bolt hole700a - Sectional view of disc region with vent hole and bore and bolt hole, and rim region with knob spherical flange, outboard bead seat region, well region, inboard bead seat region, and inboard flange704 - knob spherical flange705 - Rim region706 - Inboard flange707 - Outboard bead seat region708 - Inboard bead seat region709 - Well region710 - Bore711 - Bolt hole712a- Venthole700b - Sectional view of disc region with vent hole and bore and bolt hole, and rim region with knob spherical flange, outboard bead seat region, well region, inboard bead seat region, valve hole region and inboard flange712b - Vent hole after processing713 - Valve hole704a - Section view of knob spherical flange with an upper region having variable radius704b - Section view of knob spherical flange with an upper region having variable radius704c - Section view of knob spherical flange with a lower region having variable radius704d - Section view of knob spherical flange with a lower region having variable radius704e - Section view of knob spherical flange with a lower region having variable radiusDETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0041] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments and detailed in the following description. Descriptions of wellknown components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be constmed as limiting the scope of the embodiments herein.

[0042] As mentioned above, there is a need for a single-piece tubeless vehicle wheel that overcomes structural limitations in conventional wheels and eliminates the need for welding. The present disclosure provides a single-piece tubeless vehicle wheel, which is formed without welding, ensuring enhanced durability, optimized stress distribution, and reduced manufacturing cost. Additionally, the disclosed wheel incorporates a rim region with variable thickness and a knob spherical flange at predetermined angles, further improving load-bearing capacity and impact resistance. Referring now to the drawings, and more particularly to FIGS. 1 through 8, where similar reference characters denote corresponding features consistently throughout the figures, preferred embodiments of the singlepiece tubeless vehicle wheel are illustrated.

[0043] In an embodiment, FIG. la illustrates a setup (100a) for securing a blank, which can be used throughout the process of manufacturing a single-piece tubeless vehicle wheel. The setup (100a) can be configured to hold and position the blank (101), ensuring stability and precise alignment during the entire process.FIG. la specifically shows the setup (100a) securing a half portion of the blank(lOl) before any operation.

[0044] According to an embodiment, the blank (lOl)includes a nave region (102), which can serve as a primary connection interface between the blank (101) and the securing mechanism of the manufacturing machine. The nave region (102) can be configured to facilitate secure positioning and accurate alignment of the blank during subsequent forming processes.

[0045] In an embodiment, the blank (101) can be made from metallic materials including but not limited to steel, aluminum, or an alloy composition, selected based on the required mechanical properties of the final wheel. Additionally, the thickness of the blank (101) can be determined based on the final dimensions of the wheel, strength requirements, and forming process considerations.

[0046] In an embodiment, the setup (100a) can include various securing mechanisms, such as mechanical clamps, hydraulic actuators, or vacuum holding systems, depending on the manufacturing requirements, wherein the mechanisms can be carried out to apply controlled forces on the blank (101) to prevent undesired movement during the manufacturing process. Additionally, the setup (100a) may be adjustable to accommodate blanks of different dimensions based on production needs.

[0047] In an embodiment, FIG. lb illustrates a sectional view (100b) of a disc region (103) and a rim region (105) with a pre-flange (104). Accordingly, the blank (101) undergoes a spinning and / or forming, resulting in the integral formation of the disc region (103), the rim region (105), and the pre-flange (104), ensuring structural continuity without the need for welding.

[0048] According to an embodiment, the spinning or forming can be controlled based on metallic materials and dimensions of the blank (101) to achieve thedesired strength-to-weight ratio and performance requirements. Further, the spinning or forming can be influenced by parameters such as temperature, pressure, rotational speed, and deformation rate, which can be adjusted based on material properties and final design requirements. Moreover, the spinning or forming can be controlled based on metallic materials and dimensions of the blank to achieve the desired strength-to-weight ratio and performance requirements.

[0049] In an embodiment, FIG. 2a illustrates a sectional view (200a) of the disc region (103) and a straight rim region (205a) with a straight flange (204a). After the blank (101) undergoes a spinning and / or forming, a press forming can be applied optionally to shape the pre-flange (104) and the rim region (105) into a straight configuration, forming the straight rim region (205a) and the straight flange (204a).

[0050] According to an embodiment, the press forming can be carried out to apply controlled pressure to reshape the pre-flange (104) and rim region (105) into a linear profile. Further, the press forming can be carried out at specific stages of manufacturing to achieve a uniform structural configuration, depending on design specifications and application requirements. Moreover, the press forming can be implemented as an additional step to spinning and / or forming, depending on the required wheel design.

[0051] In an embodiment, FIG. 2b illustrates a sectional view (200b) of the disc region (103) and a rim region (205b) with a knob spherical flange (204b). Once the straight rim region (205a) with the straight flange (204a) are formed through a spinning and / or forming, followed by an optional press forming, the straight rim region (205a) may be subjected to a compression and / or contraction process to form a knob spherical flange (204b) with a predefined variable radius.

[0052] According to an embodiment, the compression and / or contraction process can be carried out to apply controlled force at both ends of the rim region (205a), facilitating localized deformation of the straight flange (204a) into a curved profile. The curvature of the flange (204b) can be formed in accordance with predefined design parameters, ensuring compatibility with tire mounting and structural performance requirements. The variable radius of the knob spherical flange (204b) is further detailed in FIGS. 8a to 8e.The compression and / or contractioncan be performed in combination with other forming techniques, depending on the wheel design and application requirements.

[0053] In an embodiment, FIG. 3a illustrates a sectional view (300a) of the disc region (103) and a spun rim region (305a) with a knob spherical flange (304). The rim region (205b) may be subjected to aspinning, which can be applied to increase the length of the rim region (205b) while reducing the rim thickness in accordance with the desired structural and dimensional requirements.

[0054] According to an embodiment, the spinning can be controlled to facilitate material redistribution within the rim region (305a), ensuring that the resulting profile meets design specifications for load-bearing capacity, weight optimization, and durability. The extent of material thinning and elongation can be determined based on factors such as rotational speed, applied force, and material properties. Further, the spinning can be implemented as a standalone operation or in combination with other forming techniques, depending on the final wheel design and application requirements.

[0055] In an embodiment, FIG. 3b illustrates a sectional view (300b) of the disc region (103) and a rim region (305b) with variable thickness and with a knob spherical flange (304). Accordingly, the spun rim region (305a) may be subjectedto a further spinning to achieve variable thickness at the desired rim region (305a) in accordance with structural and dimensional requirements.

[0056] According to an embodiment, the further spinning can be carried out to redistribute material within the rim region (305b), ensuring a controlled variation in thickness to optimize load-bearing capacity, weight reduction, and structural integrity. The extent of thickness variation can be influenced by factors such as rotational speed, applied force, and material properties, which can be adjusted to achieve the desired mechanical performance.

[0057] In an embodiment, the rim region (305b) includes a variable thickness, which are determined based on structural load requirements and weight optimization. A thicker rim region may be used in high-stress areas to enhance strength and fatigue resistance, while a thinner rim region may be applied to reduce weight without compromising durability.The further spinning can be performed as a standalone operation or in combination with other forming techniques, depending on the final wheel design and application requirements.

[0058] In an embodiment, FIG. 4a illustrates a sectional view (400a) of the disc region (103) and arim region (405a) with a knob spherical flange (404) and an inboard end (406a). After the rim region (305a) undergoes a further spinning to achieve variable thickness, a machining can be performed at the end of the rim region (305b), opposite to the knob spherical flange (404), to remove the extra region or rough portion and to form the inboard end (406a) within the rim region (405a).

[0059] According to an embodiment, the machining can be controlled to achieve precise dimensional control of the inboard end (406a) based on structural and functional requirements. The machining can involve but not limited to trimming, cutting, or shaping operations to refine the edge profile of the rimregion (405a) and ensure compatibility with the overall wheel assembly.Further, the machining can be performed as a final refinement step or in combination with other manufacturing processes, depending on the final wheel design and application requirements.

[0060] In an embodiment, FIG. 4b illustrates a sectional view (400b) of the disc region (103) and a rim region (405b) with a knob spherical flange (404) and a bended inboard end (406b). After the inboard end (406a) is formed through the machining as mentioned in FIG. 4a, the inboard end (406a) may be subjected to a coning to bend the inboard end (406a), forming the bended inboard end (406b).

[0061] According to an embodiment, the coning can be carried out to apply controlled force on the inboard end (406a), facilitating gradual deformation into a bent profile. The bending angle and shape of the inboard end (406b) can be determined based on structural, functional, and design specifications to ensure compatibility with wheel mounting and load distribution requirements. Further, the coning can be implemented as a standalone operation or in combination with other forming techniques, depending on the final wheel design and application requirements.

[0062] In an embodiment, FIG. 5a illustrates a sectional view (500a) of the disc region (103) and a rim region (505a) with a knob spherical flange (504) and a first formed inboard flange (506a). The rim region (405b) may be subjected to a first formingto achieve the first formed rim region (505a) and the first formed inboard flange (506a).

[0063] According to an embodiment, the first forming can be performed by applying controlled deformation to the rim region (405b), reshaping it into the first formed rim region (505a) while simultaneously forming the first formed inboard flange (506a). The first formed rim region (505a) may define thebeginning of the well region, contributing to the structural configuration required for subsequent manufacturing steps. The first forming can be carried out as an independent operation or in combination with other forming techniques, depending on the final wheel design and application requirements.

[0064] In an embodiment, FIG. 5b illustrates a sectional view (500b) of the disc region (103) and a rim region (505b) with an inboard beadseat region (508), an outboard beadseat region (507), a well region (509), and a final formed inboard flange (506b). The rim region (505a) may be subjected to a final forming to achieve the final formed rim region (505b), along with the formation of the well region (509), the inboard beadseat region (508), the outboard beadseat region (507), and the final formed inboard flange (506b).

[0065] According to an embodiment, the final forming can enable the transformation of the first formed rim region (505a) into the final formed rim region (505b), including the formation of the well region (509). The final forming involves converting the intermediate geometry of the rim region (505a) into distinct structural features, specifically the outboard beadseat region (507), the inboard beadseat region (508), and the well region (509), which are critical for tire mounting, sealing, and load distribution.

[0066] Further, one or more additional forming steps may be carried out between the first forming and the final forming, depending on the complexity of the wheel design, structural requirements, and manufacturing process. These additional forming steps can be implemented to achieve intermediate geometries that facilitate the final forming process. The final forming can be performed as an independent operation or in combination with other forming techniques, depending on the final wheel design and application requirements

[0067] In an embodiment, FIG. 6a illustrates a sectional view (600a) of the disc region (103) and a rim region (605) with a knob spherical flange (604), a well region (609), an outboard bead seat region (607), an inboard bead seat region (608), and an inboard flange (606a). According to an embodiment, a compression or expansionmay be applied between the inboard flange (606a) and the knob spherical flange (604) to achieve the required dimensions of the wheel. The compression or expansion can be controlled to apply uniform force, ensuring the structural alignment and dimensional accuracy of the rim region (605) and its associated components.

[0068] In an embodiment, the compression or expansioncan facilitate the adjustment of critical dimensions, such as the distance between the bead seat regions (607, 608), the curvature of the flange (604), and the alignment of the inboard flange (606), ensuring compliance with design specifications for tire fitting, load distribution, and structural integrity.The compression or expansioncan be performed as an independent step or in combination with other forming techniques, depending on the final wheel design and application requirements.

[0069] In an embodiment, FIG. 6b illustrates a sectional view (600b) of the disc region (103) with a bore (610) and bolt holes (611), and a rim region (605) with a knob spherical flange (604), a well region (609), an outboard beadseat region (607), an inboard beadseat region (608), and an inboard flange (606).According to an embodiment, machining is performed on the disc region (103) near the nave region (102) to form the bore (610) and the bolt holes (611). The machining can involve operations including but not limited to drilling, boring, piercing and finishing to achieve precise dimensional tolerances required for the wheel hub mounting interface.

[0070] In an embodiment, the machining can be controlled to ensure the accurate positioning and alignment of the bore (610) and bolt holes (611), which are critical for mounting stability, load distribution, and mechanical performance. The process can be carried out as a final refinement step or integrated with other machining operations, depending on the design and application requirements.

[0071] In an embodiment, FIG. 7a illustrates a sectional view (700a) of the disc region (103) with a vent hole (712a), a bore (710), and bolt holes (711), along with a rim region (705) featuring a knob spherical flange (704), a well region (709), an outboard bead seat region (707), an inboard bead seat region (708), and an inboard flange (706). According to an embodiment, piercing may be performed on the outer circumference of the disc region (103) to create the vent holes (712a). The piercing can be controlled to ensure precise positioning and uniform spacing of the vent holes (712a) around the disc region (103).

[0072] In an embodiment, the number of vent holes (712a) can vary depending on the design requirements and can be up to 20. The vent holes (712a) can be configured to optimize airflow, heat dissipation, and weight reduction, contributing to the overall performance and structural efficiency of the wheel. The piercing can be carried out using mechanical or hydraulic presses, depending on the material properties and design specifications.

[0073] In an embodiment, FIG. 7b illustrates a sectional view (700b) of the disc region (103) with a vent hole (712b), a bore (710), and bolt holes (711), along with a rim region (705) featuring a valve hole (713), a knob spherical flange (704), a well region (709), an outboard bead seat region (707), an inboard bead seat region (708), and an inboard flange (706). According to an embodiment, punching or machining may be utilized to form the valve hole (713) in the rim region (705). Additionally, the vent hole (712a) may be subjected tocoiningprocess to form chamfering or radius at the circumference of the vent hole (712b). The punching or machining can be controlled to ensure precise positioning and dimensional accuracy of the valve hole (713), which is critical for the installation and secure fitting of the tire valve. The punching can be carried out using mechanical or hydraulic punches, depending on the material properties and specific design parameters of the wheel.

[0074] In an embodiment, FIG. 8a illustrates a sectional view (704a) of a knob spherical flange (704) with an upper region having a variable radius. The upper region of the knob spherical flange (704) may include a plurality of segments, with each segment varying in radius, distance, and curvature profile to achieve a continuous, smooth curvature tailored to different structural and functional requirements. The segments may be defined by variations in radius, distance, and curvature profile, facilitating optimized stress distribution, fatigue resistance, and mechanical stability under varying load conditions.

[0075] In an embodiment, the upper region of the knob spherical flange (704) may include three segments, identified as segment A, segment B, and segment C. The segments may be designed to work in correlation, where the radius of each segment influences the curvature of the adjacent segments, creating a smooth and continuous transition. The radius of segment A may range from 1 mm to 25 mm, the radius of segment B may range from 10 mm to 20 mm, and the radius of segment C may range from 4 mm to 12 mm. The radius of segment A may be generally larger than that of segment C, providing a broader curvature near the flange’s outer portion, while segment B may function as an intermediate transitional region that facilitates a gradual change in curvature between segment A and segment C, thereby minimizing stress concentrations and enhancing the structural integrity of the knob spherical flange (704).

[0076] In some embodiments, additional micro-segments may be integrated within or between the primary segments (A, B, C) to fine-tune the curvature and enhance specific mechanical properties. These micro-segments may exhibit progressive, regressive, or asymmetric curvature patterns, allowing for design flexibility to meet diverse application requirements. The smooth transition between segments may promote uniform stress distribution, reduce localized deformation under dynamic loading conditions, and enhance the overall structural stability of the wheel.

[0077] In accordance with another embodiment, FIG. 8b illustrates a sectional view (704b) of a knob spherical flange (704) with an upper region having a variable radius. The upper region may include additional straight regions to complement the curvature profile, enhancing the dimensional control and mechanical performance of the knob spherical flange (704).

[0078] In an embodiment, the upper region of the knob spherical flange (704) may include an additional Region D, configured as a straight region without any angle, positioned between segment A and segment B. The distance (DI) of Region D may range from 0.1 mm to 15 mm, providing a linear transition zone that facilitates smoother stress distribution between segment A and segment B. Additionally, another straight region, Region E, may be provided between Segment A and Segment F, also configured without any angle. The distance (D2) of Region E may range from 0.1 mm to 15 mm, contributing to the reinforcement of the flange structure, and the radius of segment F may range from 1 mm to 25 mm.

[0079] FIG. 8c illustrates a sectional view (704c) of a knob spherical flange (704) with a lower region having a variable radius, according to an embodiment. The lower region may include two distinct segments — Segment G and SegmentH — configured to contribute to the structural stability, stress distribution, and mechanical performance of the wheel. The radius of Segment G may range from 1 mm to 30 mm, and the radius of Segment H may range from 1 mm to 30 mm.

[0080] FIG. 8d illustrates a sectional view (704d) of a knob spherical flange (704) with a lower region having a variable radius, according to another embodiment. The lower region may include three distinct segments — Segment G, Segment H, and Segment I — with each segment configured to optimize the structural integrity, load distribution, and mechanical durability of the wheel under dynamic loading conditions. The radius of Segment G may range from 1 mm to 30 mm, the radius of Segment H may range from 1 mm to 30 mm, and the radius of Segment I may range from 1 mm to 50 mm.

[0081] FIG. 8e illustrates a sectional view (704e) of a knob spherical flange (704) with a lower region having a variable radius, according to another embodiment. The lower region may include multiple segments and straight portions, configured to optimize structural integrity, stress distribution, and mechanical performance under dynamic loading conditions. The lower region may include four distinct segments — Segment G, Segment H, Segment I, and Segment J — along with two straight portions, K and L, enhancing dimensional control and structural reinforcement. The radius of Segment G may range from 1 mm to 30 mm, the radius of Segment H may range from 1 mm to 30 mm, the radius of Segment I may range from 1 mm to 50 mm, and the radius of Segment J may range from 1 mm to 30 mm. The distance (D3) of straight portion K may range from 0.1 mm to 15 mm, and the distance (D4) of straight portion L may range from 0.1 mm to 15 mm.

[0082] In an embodiment, the radii and straight portions as described in FIGs.8a to 8e may be interdependent, where changes in one segment or straight portionmay influence the curvature and mechanical behaviour of adjacent regions. Accordingly, the radii of the upper region may range from 1 mm to 25 mm, and the radii of the lower region may range from 2 mm to 45 mm. In an embodiment, the upper region includes at least one straight portion having a length ranging from 2 mm to 7 mm. In an embodiment, the upper region comprises a plurality of segments, including a segment with a radius ranging from 11.2 mm to 14.2 mm positioned between adjacent. In an embodiment, the upper region includes an additional segment with a radius ranging from 4 mm to 12 mm. In an embodiment, the lower region includes at least one segment with a radius ranging from 5 mm to 45 mm. In an embodiment, the lower region includes a straight portion with a length ranging from 1 mm to 8 mm.

[0083] The predetermined radii and straight regions may be achieved during the compression and / or contraction process corresponding to FIG. 2b (200b), with further refinement using the compression or expansion process between the inboard flange (606a) and the knob spherical flange (704) as illustrated in FIG. 6a (600a).

[0084] In an embodiment, the knob spherical flange (704) may be formed by one or more processes selected from the group comprising spinning, forming, contraction, and compression. These processes may be applied individually or in combination to achieve the desired variable radius, curvature profiles, and structural characteristics of the knob spherical flange (704). The selection of the specific process or combination thereof can depend on design specifications, material properties, and performance requirements of the single-piece tubeless vehicle wheel (700b).

[0085] In another embodiment, instead of using a blank (101) as depicted in FIG. la, a hoop, resembling a ring, can be utilized for manufacturing the single-piece tubeless vehicle wheel (700b). The hoop comprises an outboard end, a center region, and an inboard end, all made of metallic materials such as steel, aluminium, or alloy compositions, depending on the desired mechanical properties of the final wheel.

[0086] In an embodiment, the outboard end of the hoop may be subjected to spinning to form a disc region end, facilitating the initial shaping process required for wheel formation. Following this, the disc region end undergoes subsequent steps similar to those described in FIG. lb, including spinning and / or forming processes, to obtain the disc region (103).

[0087] The remaining manufacturing steps for the rim region (705), inboard flange (706), knob spherical flange (704), and other wheel components are performed as per the processes outlined in FIGS, lb through 8e. This alternative embodiment provides flexibility in material utilization and process adaptation, allowing for variations in structural design, mechanical performance, and manufacturing efficiency.

[0088] According to an embodiment, the single-piece tubeless vehicle wheel (700b) includes a disc region (103), a rim region (705), a knob spherical flange (704), an inboard flange (706), an outboard bead seat region (707), an inboard bead seat region (708), and a well region (709). The wheel (700b) is formed integrally without welding.

[0089] In an embodiment, the disc region (103) includes a central bore (710) and multiple bolt holes (711) configured for secure mounting onto a vehicle hub. The positioning and alignment of the bore (710) and bolt holes (711) are controlled through precise machining processes.

[0090] In an embodiment, the rim region (705) is configured with variable thickness. The rim region (705) includes the outboard bead seat region (707) and the inboard bead seat region (708) for tire mounting.

[0091] In an embodiment, the well region (709) is positioned between the outboard bead seat region (707) and the inboard bead seat region (708), providing a recess that facilitates tire mounting and demounting.

[0092] In an embodiment, the knob spherical flange (704) is configured with an upper region and a lower region, each having variable radii. The knob spherical flange (704) includes multiple segments with varying radii and curvature profiles. The segments are defined by transitions between larger and smaller radii. Additionally, the knob spherical flange (704) incorporates straight portions between curved segments. The knob spherical flange (704) also exhibits geometric configurations that support optimized load transfer from the tire to the wheel hub and improve resistance to impact forces. The integration of both curved and straight features facilitates controlled deformation during dynamic conditions.

[0093] In an embodiment, the inboard flange (706) has a profile designed to enhance structural support and load distribution.

[0094] In an embodiment, the wheel (700b) includes vent holes (712a, 712b) provided on the disc region (103) for improved airflow and heat dissipation, and a valve hole (713) provided on the rim region (705) for tire inflation.

[0095] In an embodiment, the wheel’s material composition includes steel, aluminium, or alloy compositions.

[0096] In an embodiment, the structural configuration of the wheel (700b) is tailored to meet specific design requirements, including load capacity, dynamic performance, and compatibility with various vehicle types.

[0097] In an embodiment, the wheel (700b) is designed to withstand mechanical stresses, including radial, axial, and torsional loads. The integration of variable radii, optimized thickness distribution, and precision machining contributes to the overall performance of the wheel (700b).

[0098] In an embodiment, the present disclosed method for manufacturing a single-piece tubeless vehicle wheel (700b) includes the following steps:

[0099] In an embodiment, a blank (101) is secured using a setup (100a) configured to hold and position the blank securely. This ensures stability and precise alignment during subsequent forming operations. The blank (101) includes a nave region (102) that serves as a primary connection interface with the securing mechanism.[000100] In an embodiment, the blank (101) undergoes an initial spinning and / or forming process to integrally form the disc region (103), the rim region (105), and a pre-flange (104) without requiring welding. This process controls material flow and deformation.[000101] In an embodiment, optional press forming may be applied to shape the flange (104) and the rim region (105) into a straight configuration, forming a straight rim region (205a) and a straight flange (204a).[000102] In an embodiment, the straight rim region (205a) with the straight flange (204a) may be subjected to a compression and / or contraction process to form a knob spherical flange (204b) with a predefined variable radius.[000103] In an embodiment, the rim region (205b) undergoes spinning to increase its length and reduce its thickness, forming the spun rim region (305a). Material redistribution is controlled to meet structural and dimensional requirements.[000104] In an embodiment, a further spinning step is applied to achieve variable thickness in the rim region (305b) to optimize load-bearing capacity, weight reduction, and structural integrity.[000105] In an embodiment, machining is performed at the end of the rim region (305b), opposite the knob spherical flange (404), to remove excess material and form an inboard end (406a).[000106] In an embodiment, the inboard end (406a) is subjected to a coning process to create a bended inboard flange (406b), enhancing structural support and load distribution.[000107] In an embodiment, the rim region (405b) undergoes a first forming process to create a first formed rim region (505a) and a first formed inboard flange (506a), defining the beginning of the well region.[000108] In an embodiment, a final forming step is conducted to develop the final formed rim region (505b), including the well region (509), the inboard bead seat region (508), the outboard bead seat region (507), and the final formed inboard flange (506b).[000109] In an embodiment, compression and / or contraction is applied between the inboard flange (606a) and the knob spherical flange (704) to achieve precise dimensional accuracy and structural alignment.[000110] In an embodiment, machining is carried out on the disc region (103) to form the central bore (710) and bolt holes (711) near the nave region (102) to ensure proper mounting.[000111] In an embodiment, piercing is performed on the outer circumference of the disc region (103) to create vent holes (712a, 712b) for improved airflow and heat dissipation.[000112] In an embodiment, a punching process is utilized to form a valve hole (713) in the rim region (705) for tire inflation.[000113] In an embodiment, the present disclosed method ensures the production of a high-performance, single-piece tubeless vehicle wheel with optimized structural characteristics, weight distribution, and durability.[000114] A main advantage of the present disclosure is that it provides a singlepiece tubeless vehicle wheel (700b) without welding, ensuring enhanced structural strength, durability, and optimized weight distribution.[000115] Another advantage of the present disclosure is that the rim region (705), bead seat regions (708, 707), and well region (709) are structurally optimized, ensuring airtight sealing, improved tire fitment, and enhanced loadbearing capacity for tubeless applications.[000116] Yet another advantage of the present disclosure is that the knob spherical flange (704) and inboard flange (706) are reinforced, providing increased impact resistance, fatigue life, and long-term durability under high-load and high-speed conditions.[000117] An additional advantage of the present disclosure is that the vent holes (712a, 712b) and valve hole (713) are precisely positioned, enhancing airflow, thermal management, and structural balance of the wheel.[000118] A further advantage of the present disclosure is that the method enables flexible manufacturing processes, including optional intermediate forming steps, allowing customization for various vehicle types and performance requirements.[000119] Another advantage of the present disclosure is that the single-piece design minimizes production costs by eliminating the need for complex welding operations and additional materials, while maintaining superior quality standards.[000120] The present disclosure advantages collectively contribute to the production of durable, lightweight, and high-performance wheels suitable for diverse automotive applications.[000121] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and / or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

Claims

We Claim:

1. A single-piece tubeless vehicle wheel (700b) made from a blank (101) or a hoop without welding, wherein the wheel (700b) comprises:a disc region (103) formed from a blank (101) or a hoop;a rim region (705) integrally formed with the disc region (103); an outboard bead seat region (707), an inboard bead seat region (708), and a well region (709) integrally formed within the rim region (705); an inboard flange (706) formed adjacent to the outboard bead seat region (707);a knob spherical flange (704) formed near the disc region (103) and the rim region (705);a central bore (710) and a plurality of bolt holes (711) formed in the disc region (103);at least one valve hole (713) formed on the rim region (705); and one or more vent holes (712a, 712b) formed on the disc region (103); wherein the knob spherical flange (704) includes an upper region and a lower region, each with a variable radius formed by a plurality of segments with predefined radii and curvature profiles;wherein the knob spherical flange (704) configured to optimize structural strength, load distribution, and impact resistance; andwherein the single-piece tubeless vehicle wheel (700b) formed without welding, ensuring enhanced durability, structural integrity, and weight optimization.

2. The single-piece tubeless vehicle wheel (700b) as claimed in claim 1, wherein the radii of the upper region range from 1 mm to 25 mm, and the radii of the lower region range from 1 mm to 50 mm.

3. The single-piece tubeless vehicle wheel (700b) as claimed in claim 2, wherein the upper region includes at least one straight portion having a length ranging from 0.1 mm to 15 mm.

4. The single-piece tubeless vehicle wheel (700b) as claimed in claim 3, wherein the upper region comprises a plurality of segments, including a segment with a radius ranging from 10 mm to 20 mm positioned between adjacent.

5. The single-piece tubeless vehicle wheel (700b) as claimed in claim 4, wherein the upper region includes an additional segment with a radius ranging from 4 mm to 12 mm.

6. The single-piece tubeless vehicle wheel (700b) as claimed in claim 1, wherein the lower region includes at least one segment with a radius ranging from 1 mm to 30 mm.

7. The single-piece tubeless vehicle wheel (700b) as claimed in claim 6, wherein the lower region includes a straight portion with a length ranging from 0.1 mm to 15 mm.

8. The single-piece tubeless vehicle wheel (700b) as claimed in claim 1, wherein the knob spherical flange (704) is formed by one or more processes selected from the group comprising spinning, forming, contraction, expansion and compression.

9. The single-piece tubeless vehicle wheel (700b) as claimed in claim 1, wherein the rim region (705) includes variable thickness to enhance loadbearing capacity, stress distribution, and weight reduction.

10. The single-piece tubeless vehicle wheel (700b) as claimed in claim 1, wherein the wheel (700b) integrally formed by controlled processes, including spinning, forming, contraction, and compression, configured toachieve structural continuity between the disc region (103) and the rim region (705) without the need for welding.

11. A method for manufacturing a single-piece tubeless vehicle wheel (700b) without welding, the method comprising:providing a blank (101) or a hoop made of metallic material; performing spinning and / or forming on the blank (101) or the hoop to integrally form a disc region (103) and a rim region (205); applying compression and / or contraction processes on both ends of the rim region (205) to form a knob spherical flange (204b / 704) with a variable radius;spinning the rim region (205) to increase the length and reduce the thickness in the rim region (305a);machining the disc region (103) to form a central bore (710) and a plurality of bolt holes (711);piercing the disc region (103) to create one or more vent holes (712a, 712b); andpunching the rim region (705) to form at least a valve hole (713); wherein the method enables the formation of the single-piece tubeless vehicle wheel (700b) with enhanced structural integrity, load distribution, and durability without the need for welding.

12. The method as claimed in claim 11, wherein the variable radius of the knob spherical flange (704) is achieved by one or more processes selected from a group comprising spinning, forming, contraction, and compression.

13. The method as claimed in claim 11, wherein the knob spherical flange (704) includes an upper region and a lower region, each having a variable radius formed by a plurality of segments with predefined radii and curvature profiles.

14. The method as claimed in claim 13, wherein the compression and / or contraction processes are performed under controlled force application to achieve the predetermined radius of the upper region and lower regionof the knob spherical flange (704).

15. The method as claimed in claim 11, wherein the method further includes press forming applied to shape the flange (104) and the rim region (105) into a straight configuration, forming a straight rim region (205a) and a straight flange (204a).

16. The method as claimed in claim 11, wherein the method further includes spinning the rim region (305a) to achieve predetermined variable thickness within the rim region (305b).

17. The method as claimed in claim 11, wherein the method further includes machining the inboard end (406) to remove excess material and achieve a precise dimensional profile for optimal performance.

18. The method as claimed in claim 11, wherein the method further includes coning an inboard end (406a) to form a bended inboard end (406b); and forming the bended inboard end (406b) resulting in an inboard flange (706).

19. The method as claimed in claim 11, wherein the method further includes performing a first forming to create an initial rim region (505a) and an inboard flange (506a), followed by a final forming to finalize the rim region (505b / 705) and the inboard flange (506b / 706) with predefined structural characteristics.

20. The method as claimed in claim 11, wherein the method further includes compression and / or contraction applied between the inboard flange (606a) and the knob spherical flange (704) to achieve precise dimensional accuracy and structural alignment of the wheel (700b).

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