Composite Wheel Rim-Face Connection
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Solution Overview
Problem
Existing connections between the rim and face portions of composite wheels, such as bolted connections or adhesive bonds, often add significant mass, create stress points, and can form weak bonds, leading to mechanical failure under normal road conditions.
Innovation Solution
A connection using a layered structure with flexible and compliant fibers arranged in a stepped configuration, where each layer's joint is spaced apart to strengthen the joint and align with adjacent layers, allowing for a strong and flexible interconnection between the rim and face portions of the composite wheel.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If a bolted connection or adhesive bond is used to interconnect the rim portion and face portion, then the structural connection is achieved, but the mass of the wheel increases significantly
Solution Approach 1:
The invention merges the rim portion and face portion into a single integrated composite structure formed from continuous fibrous reinforcement. The connection structure is formed as an integral part of both the rim and face portions, eliminating the need for separate joining components such as bolts or adhesive bonds. This merging approach maintains structural strength while significantly reducing the overall wheel mass by removing redundant connection hardware.
Solution Approach 2:
The invention employs composite materials consisting of fibrous reinforcement (such as carbon fiber, glass fiber, or aramid fiber) combined with a matrix material to form both the rim portion and face portion. This composite construction provides high strength-to-weight ratio, achieving strong structural connections without the additional mass penalty of traditional metal fasteners or adhesive systems. The composite nature allows for load distribution throughout the integrated structure.
2Strength
If a bolted connection or adhesive bond is used to interconnect the rim portion and face portion, then the connection is formed, but stress points are created in the wheel structure
Solution Approach 1:
By merging the rim portion and face portion into a single integrated composite structure, the invention eliminates discrete connection interfaces that would create stress concentration points. The continuous fibrous reinforcement flows seamlessly through the connection zone, distributing loads uniformly across the entire structure rather than concentrating stresses at bolt holes or adhesive bonds. This integrated approach enhances structural reliability by removing weak connection interfaces.
Solution Approach 2:
The invention implements local quality variations in the fibrous reinforcement arrangement to optimize stress distribution at the connection zone. The reinforcement pattern is specifically tailored in the connection structure to provide enhanced load transfer capabilities where needed, while maintaining overall structural continuity. This localized optimization prevents stress concentration by adapting the fiber orientation and density to the specific stress patterns in the connection region.
3Strength
If a bolted connection or adhesive bond is used to interconnect the rim portion and face portion, then the connection is achieved, but the bond strength is insufficient leading to mechanical failure
Solution Approach 1:
The invention merges the rim portion and face portion into a single integrated composite structure formed from continuous fibrous reinforcement. The connection structure is formed as an integral part of both the rim and face portions, eliminating the need for separate joining components such as bolts or adhesive bonds. This merging approach maintains structural strength while significantly reducing the overall wheel mass by removing redundant connection hardware.
Solution Approach 2:
The invention employs composite materials consisting of fibrous reinforcement (such as carbon fiber, glass fiber, or aramid fiber) combined with a matrix material to form both the rim portion and face portion. This composite construction provides high strength-to-weight ratio, achieving strong structural connections without the additional mass penalty of traditional metal fasteners or adhesive systems. The composite nature allows for load distribution throughout the integrated structure.
Data Source
Figure 1~2
Figure 3
AI summary
A connection (110) between a rim portion (102) and a face portion (104) of a composite wheel (100). The rim portion (102) comprises a first set of fibres (122). The face portion (104) comprises a second set of fibres (124). The connection (110) comprises a transition zone (120) in which the first set of fibres (122) and the second set of fibres (124) are arranged in a layered structure. Each layer (125A, 125B, 125C) of the layer structure includes a first section (127) including an arrangement of the first set of fibres (122), and a first connection end (128), and a second section (129) including an arrangement of the second set of fibres (124), and a second connection end (130). The first connection end (128) is arranged adjacent to or abutting the second connection end (130) forming a layer joint (132A, 132B, 132C). The layer joint (132A, 32B, 132C) of each adjoining layer (125A, 125B, 125C) is spaced apart in a stepped configuration. Figure 3