JP2012040903A - Light alloy wheel for vehicle - Google Patents

Light alloy wheel for vehicle Download PDF

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JP2012040903A
JP2012040903A JP2010181730A JP2010181730A JP2012040903A JP 2012040903 A JP2012040903 A JP 2012040903A JP 2010181730 A JP2010181730 A JP 2010181730A JP 2010181730 A JP2010181730 A JP 2010181730A JP 2012040903 A JP2012040903 A JP 2012040903A
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spoke
wheel
light alloy
rib
alloy wheel
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JP5323783B2 (en
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Shujiro Inatani
修二郎 稲谷
Kazunori Ito
和則 伊藤
Tsutomu Hiromasa
努 廣政
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REIZU ENG KK
Rays Engineering Co Ltd
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REIZU ENG KK
Rays Engineering Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
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    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

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Abstract

PROBLEM TO BE SOLVED: To provide a light alloy wheel for vehicle capable of concurrently achieving weight reduction and high designability as well as high rotating bending strength.SOLUTION: The light alloy wheel 1 for vehicle includes: a disk part 4 having a spoke part 2 and a window part 3 formed in a space to the spoke part 2; a rim part 5, and a wheel fixed part 6. On the side face which faces the window part 3 side of the spoke part 2, a recessed part 7 is formed between the wheel fixed part 6 and the vicinity to the rim part 5. At the position of the spoke part 2 which becomes fragile at a rotating bending test, a rib part 8 partitioning the recessed part 7 in the diametrical direction is formed.

Description

本発明は、軽量化と意匠性を両立しつつ、回転曲げ試験に対する機械的強度の低下を防ぐことができる車両用軽合金ホイールに関する。   The present invention relates to a light alloy wheel for a vehicle capable of preventing a decrease in mechanical strength with respect to a rotating bending test while achieving both weight reduction and designability.

車両用ホイールは、様々な材質、製法、構造のものがあるが、燃費向上ならびに装備充実化のため、車両本体と同様に軽量化の要請が求められている。しかも、意匠性にも富んだ形状のものが益々好まれ、その形状は年々多様化してきている。このような経緯より、材質的にはアルミニウム合金を主とした軽合金ホイールが主流となっている。また、構造的にはディスク面の意匠性に影響を与えないスポーク部の裏面側に鋳抜き部を形成する構造が採用されている（特許文献１）。   There are various types of wheels for vehicles, production methods, and structures. However, in order to improve fuel efficiency and enhance equipment, there is a demand for weight reduction as with vehicle bodies. Moreover, the shape having a rich design is increasingly preferred, and the shape has been diversified year by year. For these reasons, light alloy wheels mainly made of aluminum alloy have become mainstream in terms of materials. Further, a structure in which a cast part is formed on the back side of the spoke part that does not affect the design of the disk surface is employed (Patent Document 1).

特開２００５−８１４２号公報Japanese Patent Laid-Open No. 2005-8142

ところで、車両用ホイールの更なる軽量化のためにスポーク部に凹部を設けることも可能であるが、単なる凹部を設けたのみでは、意匠性を低下させ、回転曲げに対する機械的強度の低下を招いてしまう。
本発明は、このような事情に鑑みて成されたものであり、軽量化と意匠性を両立しつつ回転曲げ強度を有する車両用軽合金ホイールを提供することを課題とする。 By the way, although it is possible to provide a concave portion in the spoke portion for further weight reduction of the vehicle wheel, the provision of a simple concave portion deteriorates the design and invites a decrease in mechanical strength against rotational bending. I will.
This invention is made in view of such a situation, and makes it a subject to provide the light alloy wheel for vehicles which has rotation bending strength, making lightweight and designability compatible.

本発明に係る車両用軽合金ホイールは、
スポーク部及び該スポーク部間に形成される窓部を有するディスク部と、リム部と、ホイール固定部とを有する車両用軽合金ホイールにおいて、
前記スポーク部の窓部側に面する側面には、前記ホイール固定部から前記リム部付近までの間に凹部が形成され、且つ前記凹部を径方向に分けるリブ部が形成されているものである。
これにより、前記凹部により軽量化を図ることができ、且つ前記リブ部によりスポーク部の回転曲げ強度を確保することができる。しかも、前記凹部及び前記リブ部は、前記スポーク部の窓部側に面する側面に形成されるので、ディスク面の意匠性を低下させることはなく、むしろ側方から見た意匠性に富んだものとなる。 The light alloy wheel for vehicles according to the present invention is:
In a light alloy wheel for a vehicle having a spoke part and a disk part having a window part formed between the spoke parts, a rim part, and a wheel fixing part,
A concave portion is formed between the wheel fixing portion and the vicinity of the rim portion on the side surface facing the window portion side of the spoke portion, and a rib portion that divides the concave portion in the radial direction is formed. .
Thereby, weight reduction can be attained by the said recessed part, and the rotational bending strength of a spoke part can be ensured by the said rib part. And since the said recessed part and the said rib part are formed in the side surface which faces the window part side of the said spoke part, the design property of a disk surface is not deteriorated, but rather it was rich in the design property seen from the side. It will be a thing.

前記リブ部は、前記凹部を形成したスポーク部に対して回転曲げ試験で脆弱となるスポーク部の位置又はその近傍の少なくとも１箇所に形成されるのが好ましい。これにより、凹部を設けたスポーク部において回転曲げに対する応力を効果的に緩和させることができる。   It is preferable that the rib portion is formed at least at one position in the vicinity of the position of the spoke portion that becomes weak in the rotary bending test with respect to the spoke portion in which the concave portion is formed. Thereby, the stress with respect to rotation bending can be relieve | moderated effectively in the spoke part which provided the recessed part.

前記リブ部は、リブ幅を両端側が太く形成されるのが好ましい。これにより、リブ部の厚みを抑えて軽量化を図ると共にスポーク部の回転曲げ強度を確保することができる。   It is preferable that the rib portion is formed to have a thick rib width at both ends. Thereby, while reducing the thickness of a rib part and achieving weight reduction, the rotational bending strength of a spoke part can be ensured.

前記リブ部は、側面がＲを有する凹形状に形成されるのが好ましい。これにより、側方からの意匠性を高めつつ、リブ部の厚みを抑えて軽量化を図ると共にスポーク部の回転曲げ強度を確保することができる。すなわち、Ｒを設けることによってリブ部の脆弱化が防止されるので、その結果として意匠性を高めつつスポーク部の回転曲げ強度を効果的に確保することができる。   The rib portion is preferably formed in a concave shape having a side surface with R. Thereby, while improving the design property from the side, the thickness of the rib portion can be suppressed to reduce the weight, and the rotational bending strength of the spoke portion can be ensured. That is, since the brittleness of the rib portion is prevented by providing R, as a result, the rotational bending strength of the spoke portion can be effectively ensured while improving the design.

前記凹部は、１つの窓部に隣接する２本のスポーク部の対向した側面に前記ホイール固定部にまで延在して連続的に形成されるのが好ましい。これにより、前記凹部を多く確保して一層軽量化することができ、且つ側方からの意匠性を高めることができる。   It is preferable that the concave portion is continuously formed to extend to the wheel fixing portion on opposite side surfaces of two spoke portions adjacent to one window portion. Thereby, many said recessed parts can be ensured and it can further reduce in weight, and the design property from a side can be improved.

前記凹部は、切削加工により形成され、該切削加工の未加工部位として前記リブ部が形成されるのが好ましい。これは、車両用軽合金ホイールを鋳造や鍛造で製造する際に前記凹部や前記リブ部を形成するとなれば、型を離型可能とするには型が複雑となる。これに対して、前記凹部を切削加工で形成し、その切削加工の未加工部位を前記リブとして形成すれば、従来どおりに車両用軽合金ホイールを鋳造や鍛造で製造することができ、しかも、鋳造や鍛造の後に前記凹部や前記リブ部を容易に形成することができる。   Preferably, the recess is formed by cutting, and the rib portion is formed as an unprocessed portion of the cutting. This is because if the concave portion and the rib portion are formed when a light alloy wheel for a vehicle is manufactured by casting or forging, the die becomes complicated in order to make it possible to release the die. On the other hand, if the recess is formed by cutting, and the unprocessed part of the cutting is formed as the rib, a light alloy wheel for a vehicle can be manufactured by casting or forging as usual, The concave portion and the rib portion can be easily formed after casting or forging.

なお、前記スポーク部は、意匠面又は／及び裏面に凹欠部が形成されてもよいし、また、表裏に貫通する貫通孔が形成されてもよい。この場合は、更なる軽量化を図ることができる。   The spoke portion may be formed with a recessed portion on the design surface and / or the back surface, or may be formed with a through-hole penetrating the front and back surfaces. In this case, further weight reduction can be achieved.

以上のように、本発明に係る車両用軽合金ホイールによれば、軽量化と回転曲げ強度とを両立させることができ、しかも側方からの意匠性を高めることができる。   As described above, according to the light alloy wheel for a vehicle according to the present invention, both weight reduction and rotational bending strength can be achieved, and the design from the side can be improved.

実施例１の車両用ホイール形状として、スポーク部側面に凹部及びリブ部を設けた車両用ホイールを示す斜視図である。It is a perspective view which shows the vehicle wheel which provided the recessed part and the rib part in the spoke part side surface as a vehicle wheel shape of Example 1. FIG. 実施例１の車両用ホイールにおいて、応力解析した結果のスポーク部付近を示す拡大斜視図である。In the vehicle wheel of Example 1, it is an expansion perspective view which shows the spoke part vicinity as a result of stress analysis. 実施例２の車両用ホイール形状として、スポーク部側面に凹部及びリブ部を設けた車両用ホイールを示す斜視図である。It is a perspective view which shows the vehicle wheel which provided the recessed part and the rib part in the spoke part side surface as a vehicle wheel shape of Example 2. FIG. 実施例２の車両用ホイールにおいて、応力解析した結果のスポーク部付近を示す拡大斜視図である。In the vehicle wheel of Example 2, it is an expansion perspective view which shows the spoke part vicinity as a result of stress analysis. スポーク部側面が未加工の車両用ホイールを示す斜視図である。It is a perspective view which shows the wheel for vehicles by which a spoke part side surface is unprocessed. スポーク部側面が未加工の車両用ホイールにおいて、応力解析した結果のスポーク部付近を示す拡大斜視図である。FIG. 5 is an enlarged perspective view showing the vicinity of a spoke part as a result of stress analysis in a vehicle wheel whose spoke part side surface is not processed. スポーク部側面に凹部のみを設けた車両用ホイールを示す斜視図である。It is a perspective view which shows the vehicle wheel which provided only the recessed part in the spoke part side surface. スポーク部側面に凹部のみを設けた車両用ホイールにおいて、応力解析した結果のスポーク部付近を示す拡大斜視図である。FIG. 5 is an enlarged perspective view showing the vicinity of a spoke part as a result of stress analysis in a vehicle wheel in which only a concave part is provided on a side surface of the spoke part.

以下に、実施の形態を説明する。
図１に示すように、実施の形態による車両用ホイール１は、スポーク部２及び該スポーク部２間に形成される窓部３を有するディスク部４と、タイヤが装着されるリム部５と、車軸に取り付けられるホイール固定部６とを有する。スポーク部２は、リム部５とホイール固定部６との間に放射状に複数本設けられている。図１に示す車両用ホイール１では、１２本のスポーク部２が設けられ、スポーク部２間の窓部３が１２個設けられているが、これに限らずスポーク部２の本数は任意に設定できる。また、この車両用ホイール１の材質は、アルミニウム合金、マグネシウム合金などの軽合金である。 Embodiments will be described below.
As shown in FIG. 1, the vehicle wheel 1 according to the embodiment includes a spoke part 2 and a disk part 4 having a window part 3 formed between the spoke parts 2, a rim part 5 on which a tire is mounted, And a wheel fixing portion 6 attached to the axle. A plurality of spoke portions 2 are provided radially between the rim portion 5 and the wheel fixing portion 6. In the vehicle wheel 1 shown in FIG. 1, twelve spoke portions 2 are provided and twelve window portions 3 between the spoke portions 2 are provided. However, the number is not limited to this, and the number of the spoke portions 2 is arbitrarily set. it can. The vehicle wheel 1 is made of a light alloy such as an aluminum alloy or a magnesium alloy.

そして、スポーク部２の窓部３側に面する側面には、前記ホイール固定部６から前記リム部５付近までの間に凹部７が形成され、且つ回転曲げ試験で脆弱となるスポーク部２の位置又はその近傍に前記凹部７を径方向に分けるリブ部８が形成されている。すなわち、前記リブ部８は、径方向に延びる凹部７を２分するように車両用ホイール１の表裏方向に延設される。これにより、前記凹部７により軽量化を図ることができ、且つ前記リブ部８によりスポーク部２の回転曲げ強度を確保することができる。しかも、前記凹部７及び前記リブ部８は、前記スポーク部２の窓部３側に面する側面に形成されるので、これら凹部７やリブ部８を有しない車両用ホイール１と比べて、側方から見たディスク面の意匠性が富んだものとなる。   And the recessed part 7 is formed in the side surface which faces the window part 3 side of the spoke part 2 from the said wheel fixing | fixed part 6 to the said rim | limb part 5, and the spoke part 2 which becomes weak in a rotation bending test. A rib portion 8 that divides the concave portion 7 in the radial direction is formed at or near the position. That is, the rib portion 8 extends in the front and back direction of the vehicle wheel 1 so as to divide the concave portion 7 extending in the radial direction into two. Thereby, the weight can be reduced by the concave portion 7 and the rotational bending strength of the spoke portion 2 can be secured by the rib portion 8. And since the said recessed part 7 and the said rib part 8 are formed in the side surface which faces the window part 3 side of the said spoke part 2, compared with the vehicle wheel 1 which does not have these recessed parts 7 and the rib part 8, it is a side. The design of the disc surface viewed from the side is rich.

車両用ホイール１は、一般に鋳造又は鍛造により製造されるが、いずれの製法でも型を有するため、離型可能な形状であることが前提となるが、前記凹部７や前記リブ部８を鋳造又は鍛造により形成するとなれば、型を離型可能とするには型が複雑となる。そこで、車両用ホイール１の外形を鋳造又は鍛造で形成した後、前記凹部７を切削加工で形成し、その切削加工の未加工部位を前記リブ部８として形成する。これにより、従来どおりに車両用ホイール１を鋳造や鍛造で製造することができ、しかも、鋳造や鍛造の後に前記凹部７や前記リブ部８を容易に形成することができる。   The vehicle wheel 1 is generally manufactured by casting or forging. Since any of the manufacturing methods has a mold, it is assumed that the vehicle wheel 1 has a shape that can be released, but the concave portion 7 and the rib portion 8 are cast or If the mold is formed by forging, the mold becomes complicated in order to allow the mold to be released. Therefore, after the outer shape of the vehicle wheel 1 is formed by casting or forging, the concave portion 7 is formed by cutting, and an unprocessed portion of the cutting is formed as the rib portion 8. Thereby, the vehicle wheel 1 can be manufactured by casting or forging as usual, and the concave portion 7 and the rib portion 8 can be easily formed after casting or forging.

前記凹部７は、１つの窓部３に隣接する２本のスポーク部２の対向した側面に前記ホイール固定部６にまで延在して連続的に形成される。これにより、前記凹部７を多く確保して一層軽量化することができ、且つ側方からの意匠性を高めることができる。この凹部７は、複数の窓部３のうちの等間隔に配置される幾つかの窓部３において隣接する２本のスポーク部２に形成するようにしてもよく、例えば、図１に示す車両用ホイール１では、凹部７は、１２個の窓部３のうち１つ置きに等間隔に配置される６個の窓部３において隣接する２本のスポーク部２の対向した側面に対してホイール固定部６にまで延在して連続的に形成されている。これにより、車両用ホイール１の負荷バランスを保つことができ、しかも側方からの意匠性を高めることができる。なお、凹部７は、全てのスポーク部２に形成してもよいし、何本かのスポーク部２にのみ形成してもよい。また、凹部７は、スポーク部２の両側面に対して形成するようにしてもよいし、一側面にのみ形成するようにしてもよい。さらに、凹部７は、ホイール固定部６に延在することなくスポーク部２の側面に形成されるようにしてもよい。   The concave portion 7 is continuously formed to extend to the wheel fixing portion 6 on opposite side surfaces of the two spoke portions 2 adjacent to one window portion 3. Thereby, many said recessed parts 7 can be ensured and it can further reduce in weight, and the design property from a side can be improved. The recesses 7 may be formed in the two spoke portions 2 adjacent to each other in some of the window portions 3 arranged at equal intervals among the plurality of window portions 3, for example, the vehicle shown in FIG. In the wheel 1, the concave portion 7 is a wheel with respect to the opposite side surfaces of the two spoke portions 2 adjacent to each other in the six window portions 3 arranged at equal intervals in every other of the 12 window portions 3. It extends continuously to the fixed part 6 and is formed continuously. Thereby, the load balance of the wheel 1 for vehicles can be maintained, and also the design property from a side can be improved. In addition, the recessed part 7 may be formed in all the spoke parts 2, and may be formed only in some spoke parts 2. FIG. Moreover, you may make it form the recessed part 7 with respect to the both sides | surfaces of the spoke part 2, and may make it form only in one side. Further, the recess 7 may be formed on the side surface of the spoke part 2 without extending to the wheel fixing part 6.

また、車両用ホイール１の回転曲げに対する応力は、ディスク面の意匠形状にもよるが、スポーク部２のホイール固定部６付近に集中的に生じ易いため、前記リブ部８は、前記ホイール固定部６付近に形成される。これにより、スポーク部２にかかる応力集中を確実に緩和させることができる。なお、スポーク部２において、回転曲げに対する応力が集中的に作用する部位がリム部５付近であれば、前記リブ部８は、リム部５付近に形成され、要するに、リブ部８は、凹部７を設けたスポーク部２において回転曲げ試験で脆弱となる位置又はその近傍に少なくとも１箇所形成されればよい。また、前記リブ部８は、その両側面がＲを有する凹形状の一例として球凹面状に形成され、リブ幅が中央部から両端部へ向かう程に太幅に形成されている。これにより、Ｒを設けることによってリブ部８の脆弱化が防止され、その結果、側方からの意匠性を高めつつ、リブ部８の厚みを抑えて軽量化を図ると共にスポーク部２の回転曲げ強度を効果的に確保することができる。なお、リブ部８の両側面は、球凹面状に限らず、Ｒを有する凹形状であればよく、また、Ｒを有しない角を尖らせた形状でもよい。さらには、リブ部８のリブ幅は、全体的に同一幅で形成されてもよいし、また、両端部を太く形成するものでもよい。   Further, although the stress on the rotational bending of the vehicle wheel 1 depends on the design shape of the disk surface, it tends to be concentrated in the vicinity of the wheel fixing portion 6 of the spoke portion 2. 6 is formed in the vicinity. Thereby, the stress concentration concerning the spoke part 2 can be relieved reliably. In the spoke portion 2, if the portion where stress against rotational bending acts intensively is in the vicinity of the rim portion 5, the rib portion 8 is formed in the vicinity of the rim portion 5. In the spoke part 2 provided with the above, at least one place may be formed at or near the position where it becomes brittle in the rotational bending test. Further, the rib portion 8 is formed in a spherical concave shape as an example of a concave shape having R on both side surfaces, and the rib width is formed so as to increase toward the both ends from the central portion. Thereby, the brittleness of the rib portion 8 is prevented by providing R, and as a result, while reducing the thickness of the rib portion 8 while improving the design from the side, the bending of the spoke portion 2 is achieved. The strength can be effectively secured. In addition, the both sides | surfaces of the rib part 8 should just be the concave shape which is not restricted to spherical concave shape, and has R, and the shape which sharpened the corner | angular which does not have R may be sufficient. Furthermore, the rib width of the rib part 8 may be formed with the same width as a whole, or both ends may be formed thick.

一例として、スポーク部２は、ディスク面の周方向の幅が１０ｍｍ、高さ（表裏方向の長さ）が２５ｍｍ〜３０ｍｍ、径方向の長さが１２０ｍｍ〜１３０ｍｍとした場合、凹部７は、幅が１５ｍｍ〜２０ｍｍ、深さが５ｍｍとし、リブ部８の幅は、狭幅の中央部が５ｍｍ、広幅の両端部が１５ｍｍ〜２５ｍｍとすることができる。   As an example, when the spoke portion 2 has a circumferential width of 10 mm, a height (length in the front and back directions) of 25 mm to 30 mm, and a radial length of 120 mm to 130 mm, the recess 7 has a width 15 mm to 20 mm, the depth is 5 mm, and the width of the rib portion 8 can be 5 mm at the narrow central portion and 15 mm to 25 mm at both wide end portions.

なお、前記スポーク部２は、意匠面又は／及び裏面に凹欠部が形成されてもよいし、また、表裏に貫通する貫通孔が形成されてもよい。この場合は、更なる軽量化を図ることができる。   In addition, the said spoke part 2 may be formed with a recessed part in the design surface and / or the back surface, or may be formed with a through-hole penetrating the front and back. In this case, further weight reduction can be achieved.

ところで、スポーク部２の側面に前記凹部７を設ける切削加工を行う場合、凹部７がないスポーク断面形状と比較してスポーク部２の強度低下が懸念されるため、その補強策として、スポーク断面厚、すなわちディスク断面厚、あるいはスポーク意匠面におけるスポーク幅を増やすことで強度を上げようとすることが一般的な発想である。この場合、ディスク裏面が肉厚化されると、年々大型化しているブレーキキャリパーなどとの干渉も避けられないなどといった不具合が生じることもある。その一方、ディスク表面が肉厚化されると、ディスク意匠面の変更を要する他、ディスク・スポーク形状等によってはリム部５のリムフランジよりも突出することが避けられない事態となることもある。このスポーク部２の突出により法規上装着できない車両用ホイール１となることもある。他方、スポーク幅を広げることで対処すると、意匠そのものが変わってしまい、カーメーカなどのユーザーが要望するデザインに沿った形状を実現することが難しくなる。   By the way, when performing the cutting which provides the said recessed part 7 in the side surface of the spoke part 2, since the strength reduction of the spoke part 2 is anxious compared with the spoke cross-sectional shape without the recessed part 7, as a reinforcement measure, spoke sectional thickness That is, it is a general idea to increase the strength by increasing the cross-sectional thickness of the disk or the spoke width on the spoke design surface. In this case, when the back surface of the disk is thickened, there may be a problem that interference with a brake caliper that is increasing year by year cannot be avoided. On the other hand, when the disk surface is thickened, it is necessary to change the disk design surface, and depending on the disk / spoke shape, it may be unavoidable to protrude beyond the rim flange of the rim portion 5. . Due to the protrusion of the spoke 2, the vehicle wheel 1 may not be legally mounted. On the other hand, if the problem is dealt with by widening the spoke width, the design itself changes, making it difficult to realize a shape in accordance with a design desired by a user such as a car manufacturer.

そこで、本実施形態では、車両用ホイール１は、設計段階において回転曲げ試験を想定して応力解析を行っていることに着目し、ディスク・スポーク断面厚、さらにはスポーク意匠幅を変更することなく、前述したスポーク部２側面の凹部７の有無での応力解析結果に基づいて、凹部７を設けたときに応力集中が生じる該当部位にリブ部８を形成することで応力集中を緩和させるようにした。   Therefore, in the present embodiment, focusing on the fact that the vehicle wheel 1 performs stress analysis assuming a rotating bending test in the design stage, without changing the disk / spoke cross-sectional thickness and further the spoke design width. Based on the stress analysis result with or without the concave portion 7 on the side surface of the spoke portion 2 described above, the stress concentration is alleviated by forming the rib portion 8 at a corresponding portion where stress concentration occurs when the concave portion 7 is provided. did.

具体的に解析手法は以下の手順にて行う。まず、解析モデルとして車両用ホイール１の３次元形状データを３次元ＣＡＤで作成する。このとき、意匠面形状をカーメーカなどのユーザーが要望するデザインに沿って作成すると共に、スポーク部２の側面の凹部７を作成する。なお、意匠裏面の鋳抜き等の所謂ヌスミとした凹欠部を設けてもよい。   Specifically, the analysis method is performed according to the following procedure. First, three-dimensional shape data of the vehicle wheel 1 is created by three-dimensional CAD as an analysis model. At this time, the design surface shape is created in accordance with a design desired by a user such as a car maker, and the concave portion 7 on the side surface of the spoke portion 2 is created. In addition, you may provide the notch part made into what is called nuisance, such as casting of the design back surface.

次に、完成した３次元形状データを用いて、この形状による車両用ホイール１の回転曲げ試験に対する応力解析などの強度解析を行い、応力値を色などで識別・グラフィック化された解析結果を作成し確認する。この際、応力値が高く示されて応力集中が発生する部位において、スポーク部２の側面の凹部７をなくすようにリブ部８を形成した３次元形状データへ修正、変更する。なお、応力値が許容値を超える部位にはリブ部８を少なくとも１つ設ける必要があるが、リブ部８を複数設けるようにしてもよい。また、応力集中箇所が複数ある場合は、応力集中箇所毎にリブ部８を複数設けてもよい。さらには、応力値が許容範囲にある場合は、リブ部８を設けて強度の見直しをする必要性はないが、意匠面からリブ部８を増やすことは構わない。   Next, using the completed three-dimensional shape data, strength analysis such as stress analysis for the rotational bending test of the vehicle wheel 1 with this shape is performed, and the analysis result is created by identifying and graphicizing the stress value by color etc. Then confirm. At this time, in the portion where the stress value is shown high and stress concentration occurs, the three-dimensional shape data in which the rib portion 8 is formed is modified and changed so as to eliminate the concave portion 7 on the side surface of the spoke portion 2. In addition, although it is necessary to provide at least one rib portion 8 at a portion where the stress value exceeds the allowable value, a plurality of rib portions 8 may be provided. When there are a plurality of stress concentration locations, a plurality of rib portions 8 may be provided for each stress concentration location. Furthermore, when the stress value is within an allowable range, it is not necessary to review the strength by providing the rib portion 8, but the rib portion 8 may be increased from the design surface.

このようにして、応力集中箇所の応力値が許容範囲内となるようにリブ部８を設ける。なお、リブ部８の数が増えると当然ながら凹部７により軽量化できる重量は減少するため、これを補うように凹部７の幅や深さを大きくするように見直すことも可能である。これにより、リブ部８の重量増は、凹部７による軽量化に比べて微量な範囲にとどめることができる。   In this way, the rib portion 8 is provided so that the stress value at the stress concentration location is within the allowable range. In addition, since the weight which can be lightened by the recessed part 7 naturally decreases as the number of the rib parts 8 increases, it can be reconsidered to increase the width and depth of the recessed part 7 to compensate for this. Thereby, the weight increase of the rib part 8 can be limited to a very small range compared with the weight reduction by the recessed part 7. FIG.

以上の実施形態の車両用ホイール１によれば、スポーク部２の側面に凹部７を設けることによって回転曲げ試験における応力集中を想定した応力解析を行い、その解析結果を把握した上で製品設計を適切な形状とすることができる。すなわち、応力解析を行った際に、回転曲げ試験において許容値を超えるような応力値が示された脆弱部位には、凹部７を施さずにリブ部８を形成することで応力の局部的集中を回避することが可能となる。つまり、スポーク部２の側面に軽量化のための凹部７を切削加工で形成することを前提としながら、リブ部８によって強度低下を回避しつつ、前記凹部７を設けない車両用ホイール１Ａに比べて軽量化することが可能となり、さらには、切削未加工部位を残してこれをリブ部８とするという従来にない発想による新たな意匠性をも具備したスポーク形状とすることができる。また、リブ部８は、形状・大きさを任意とし、かつ１本のスポーク部２上のリブ数についても応力集中箇所に配置したい任意の箇所に適宜に配置することで応力集中の緩和といった機械的特性の強化とホイール意匠性を高めるという創作性の２面性を兼ね備えた製品を提供することが可能である。従って、本実施形態によれば、軽量化と回転曲げ強度とを両立させることができ、しかも側方からの意匠性を高めることができる車両用ホイール１が実現される。   According to the vehicle wheel 1 of the above embodiment, the stress analysis assuming the stress concentration in the rotating bending test is performed by providing the concave portion 7 on the side surface of the spoke portion 2, and the product design is performed after grasping the analysis result. An appropriate shape can be obtained. That is, when stress analysis is performed, the stress is locally concentrated by forming the rib portion 8 without forming the concave portion 7 in the fragile portion where the stress value exceeding the allowable value is shown in the rotational bending test. Can be avoided. That is, compared with the vehicle wheel 1A in which the concave portion 7 for reducing the weight is formed on the side surface of the spoke portion 2 by cutting, while avoiding the strength reduction by the rib portion 8 and not having the concave portion 7. Thus, it is possible to reduce the weight, and further, it is possible to obtain a spoke shape having a new design property based on an unprecedented idea of leaving an unmachined portion as a rib portion 8. Further, the rib portion 8 can be arbitrarily shaped and sized, and the number of ribs on one spoke portion 2 can be appropriately arranged at an arbitrary location where the rib portion 8 is to be arranged at the stress concentration location, thereby reducing stress concentration. It is possible to provide a product that has the duality of creativity that enhances the mechanical characteristics and enhances the wheel design. Therefore, according to this embodiment, the vehicle wheel 1 can be realized that can achieve both weight reduction and rotational bending strength, and can enhance the design from the side.

以下に、実施例を挙げて具体的に説明する。
（実施例１）
＜凹部無しのホイール＞
まず、図５に示すように、スポーク部２の側面に凹部７を形成しないスポーク形状を持つ車両用ホイール１Ａの３次元データを３次元ＣＡＤで作成した。
この車両用ホイール１Ａは、ＪＩＳで定めたＡ６０６１−T６相当のアルミ合金材からなり、スポーク裏面には鋳抜き等によるヌスミ（凹欠部）を有しないものである。この車両用ホイール１Ａの各サイズは、以下のとおりである。
ホイール径：１９インチ
スポーク部２の長さ：１２０ｍｍ
スポーク部２の表裏方向の高さ：２５ｍｍ〜３０ｍｍ
スポーク部２の周方向の幅：１０ｍｍ
ホイール重量：９．３３６ｋｇ
なお、この車両用ホイール１Ａの形状は、ユーザーから要求されたものである。
そして、この車両用ホイール１Ａにおいて、回転曲げ試験に対する応力解析をした結果、図６に示すように、スポーク部２のホイール固定部６付近に応力集中が見られ、その最大応力値が１３５Ｎ／ｍｍ２であった。 Below, an example is given and it demonstrates concretely.
Example 1
<Wheel without recess>
First, as shown in FIG. 5, three-dimensional data of a vehicle wheel 1A having a spoke shape in which a concave portion 7 is not formed on the side surface of the spoke portion 2 was created by three-dimensional CAD.
This vehicle wheel 1A is made of an aluminum alloy material equivalent to A6061-T6 defined by JIS, and does not have a nuisance (recessed portion) due to casting or the like on the back surface of the spoke. Each size of this vehicle wheel 1A is as follows.
Wheel diameter: 19-inch spoke 2 length: 120 mm
The height of the spoke part 2 in the front and back direction: 25 mm to 30 mm
Spoke part 2 circumferential width: 10 mm
Wheel weight: 9.336kg
The shape of the vehicle wheel 1A is requested by the user.
In the vehicle wheel 1A, as a result of the stress analysis for the rotational bending test, as shown in FIG. 6, stress concentration is observed in the vicinity of the wheel fixing portion 6 of the spoke portion 2, and the maximum stress value is 135 N / mm. 2 .

＜凹部のみを設けたホイール＞
次に、図５の車両用ホイール１Ａに対して、１つ置きの６つの窓部３において隣接する２本のスポーク部２の対向した側面に対してホイール固定部６にまで延在して連続した凹部７を設けた車両用ホイール１Ｂの３次元データを３次元ＣＡＤで作成した。この車両用ホイール１Ｂを図７に示す。
この際、凹部７は、幅が１５ｍｍ〜２０ｍｍ、深さが５ｍｍである。ホイール重量は、 ９．２０７ｋｇとなり、図５のモデルに比べ、凹部７により０．１２９ｋｇの軽量化がなされた。
そして、この車両用ホイール１Ｂにおいて、回転曲げ試験に対する応力解析をした結果、図８に示すように、ホイール固定部６近傍側スポーク部２の応力集中は、最大応力値が１４０Ｎ／ｍｍ２以上となり、しかも図５のモデルに比べて１３５Ｎ／ｍｍ２以上の応力集中範囲も２ｍｍ（図６）から２０ｍｍへ肥大化した。 <Wheel with recess only>
Next, with respect to the vehicle wheel 1A of FIG. 5, it extends continuously to the wheel fixing portion 6 with respect to the opposed side surfaces of two adjacent spoke portions 2 in every other six window portions 3. The three-dimensional data of the vehicle wheel 1 </ b> B provided with the recessed portion 7 was created by three-dimensional CAD. This vehicle wheel 1B is shown in FIG.
At this time, the recess 7 has a width of 15 mm to 20 mm and a depth of 5 mm. The wheel weight was 9.207 kg, which was 0.129 kg lighter than the model shown in FIG.
In the vehicle wheel 1B, as a result of the stress analysis with respect to the rotational bending test, as shown in FIG. 8, the maximum stress value is 140 N / mm 2 or more in the stress concentration of the spoke fixing portion 2 near the wheel fixing portion 6. Moreover, compared with the model of FIG. 5, the stress concentration range of 135 N / mm 2 or more was enlarged from 2 mm (FIG. 6) to 20 mm.

＜凹部及びリブ部を設けたホイール＞
以上の図７のモデルに基づいて、応力集中範囲中の最大応力値１４０Ｎ／ｍｍ２以上を示した近傍のスポーク部２の側面において、凹部７を未加工の状態に戻す形でリブ部８を形成した車両用ホイール１の３次元データを３次元ＣＡＤで作成した。この車両用ホイール１を図１に示す。
この際、リブ部８は、両側面が球凹面状に形成され、リブ幅が中央部から両端部へ向かう程に太幅に形成されている。このリブ部８は、中央部の狭幅で５ｍｍ、両端部の広幅で最大２５ｍｍとなるように形成した。ホイール重量は、９．２２４ｋｇとなり、図５のモデルに比べ、凹部７により０．１１２ｋｇの軽量化がなされた。
そして、この車両用ホイール１において、回転曲げ試験に対する応力解析をした結果、図２に示すように、スポーク部２のホイール固定部６付近の応力集中は、最大応力値が１３５Ｎ／ｍｍ２となり、図７のモデルよりも応力値が５Ｎ／ｍｍ２緩和され、図５の凹部７を設けないモデルとほぼ同等の回転曲げ強度を有するようにできた。また、この１３５Ｎ／ｍｍ２の応力集中範囲も図５の凹部７を設けないモデルとほぼ同等の４ｍｍに緩和された。 <Wheel provided with recesses and ribs>
Based on the above model of FIG. 7, on the side surface of the spoke part 2 in the vicinity showing the maximum stress value of 140 N / mm 2 or more in the stress concentration range, the rib part 8 is returned to the unprocessed state. Three-dimensional data of the formed vehicle wheel 1 was created by three-dimensional CAD. This vehicle wheel 1 is shown in FIG.
At this time, the rib portion 8 is formed in a spherical concave shape on both side surfaces, and is formed so that the rib width increases toward the both ends from the central portion. The rib portion 8 was formed to have a narrow width of 5 mm at the central portion and a maximum width of 25 mm at both end portions. The wheel weight was 9.224 kg, which was 0.112 kg lighter than the model of FIG.
As a result of the stress analysis for the rotational bending test in the vehicle wheel 1, as shown in FIG. 2, the stress concentration in the vicinity of the wheel fixing portion 6 of the spoke portion 2 has a maximum stress value of 135 N / mm 2 . The stress value was relaxed by 5 N / mm 2 as compared with the model of FIG. 7, and the rotational bending strength was almost the same as that of the model in which the concave portion 7 of FIG. 5 was not provided. Further, the stress concentration range of 135 N / mm 2 was relaxed to 4 mm, which is almost equivalent to the model in which the concave portion 7 in FIG. 5 is not provided.

（実施例２）
図７のモデルに基づいて、最も応力値が高かった位置ではなく、次に応力値が高かったディスク外径方向の応力集中箇所の近傍において、スポーク部２の側面の凹部７を未加工状態に戻す形でリブ部８を形成した以外は、実施例１と同様に車両用ホイール１Ｘの３次元データを３次元ＣＡＤで作成した。この車両用ホイール１Ｘを図３に示す。
ホイール重量は、実施例１と同様に９．２２４ｋｇとなり、図５のモデルに比べ、凹部７により０．１１２ｋｇの軽量化がなされた。
そして、この車両用ホイール１Ｘにおいて、回転曲げ試験に対する応力解析をした結果、図４に示すように、応力集中範囲は図７のモデルと変わりなかったが、スポーク部２のホイール固定部６付近の応力集中は、最大応力値が１３５Ｎ／ｍｍ２となり、図７のモデルよりも応力値が５Ｎ／ｍｍ２緩和され、図５の凹部７を設けないモデルとほぼ同等の回転曲げ強度を有するようにできた。 (Example 2)
Based on the model of FIG. 7, the concave portion 7 on the side surface of the spoke portion 2 is not processed in the vicinity of the stress concentration portion in the disk outer diameter direction where the stress value was the next highest, not at the position where the stress value was the highest. Three-dimensional data of the vehicle wheel 1X was created by three-dimensional CAD in the same manner as in Example 1 except that the rib portion 8 was formed in a returning form. This vehicle wheel 1X is shown in FIG.
The wheel weight was 9.224 kg as in Example 1, and a weight reduction of 0.112 kg was achieved by the recess 7 compared to the model of FIG.
As a result of the stress analysis for the rotational bending test in this vehicle wheel 1X, as shown in FIG. 4, the stress concentration range is not different from the model of FIG. stress concentration, the maximum stress value is 135N / mm 2, and the stress value than the model of Figure 7 is 5N / mm 2 relaxation, so as to have substantially the same rotary bending strength and model without the recess 7 of FIG. 5 did it.

１，１Ｘ 車両用ホイール
２ スポーク部
３ 窓部
４ ディスク部
５ リム部
６ ホイール固定部
７ 凹部
８ リブ部
1,1X Vehicle wheel 2 Spoke part 3 Window part 4 Disk part 5 Rim part 6 Wheel fixing part 7 Recessed part 8 Rib part

Claims (6)

スポーク部及び該スポーク部間に形成される窓部を有するディスク部と、リム部と、ホイール固定部とを有する車両用軽合金ホイールにおいて、
前記スポーク部の窓部側に面する側面には、前記ホイール固定部から前記リム部付近までの間に凹部が形成され、且つ前記凹部を径方向に分けるリブ部が形成されている車両用軽合金ホイール。 In a light alloy wheel for a vehicle having a spoke part and a disk part having a window part formed between the spoke parts, a rim part, and a wheel fixing part,
On the side surface of the spoke portion facing the window portion side, a concave portion is formed between the wheel fixing portion and the vicinity of the rim portion, and a rib portion that divides the concave portion in the radial direction is formed. Alloy wheel. 請求項１に記載の車両用軽合金ホイールにおいて、
前記リブ部は、前記凹部を形成したスポーク部に対して回転曲げ試験で脆弱となる位置又はその近傍の少なくとも１箇所に形成されている車両用軽合金ホイール。 In the light alloy wheel for vehicles according to claim 1,
The said rib part is the light alloy wheel for vehicles currently formed in the position which becomes weak by the rotation bending test with respect to the spoke part which formed the said recessed part, or its vicinity. 請求項１又は２に記載の車両用軽合金ホイールにおいて、
前記リブ部は、リブ幅を両端側が太く形成されている車両用軽合金ホイール。 In the light alloy wheel for vehicles according to claim 1 or 2,
The rib portion is a light alloy wheel for a vehicle in which the rib width is thick at both ends. 請求項１〜３のいずれか１項に記載の車両用軽合金ホイールにおいて、
前記リブ部は、側面がＲを有する凹形状に形成されている車両用軽合金ホイール。 In the light alloy wheel for vehicles according to any one of claims 1 to 3,
The rib portion is a light alloy wheel for a vehicle that has a side surface formed in a concave shape having R. 請求項１〜４のいずれか１項に記載の車両用軽合金ホイールにおいて、
前記凹部は、１つの窓部に隣接する２本のスポーク部の対向した側面に前記ホイール固定部にまで延在して連続的に形成されている車両用軽合金ホイール。 In the light alloy wheel for vehicles given in any 1 paragraph of Claims 1-4,
The said recessed part is the light alloy wheel for vehicles currently extended in the side surface which the two spoke parts adjacent to one window part extended to the said wheel fixing | fixed part. 請求項１〜５のいずれか１項に記載の車両用軽合金ホイールにおいて、
前記凹部は、切削加工により形成され、該切削加工の未加工部位として前記リブ部が形成される車両用軽合金ホイール。
In the light alloy wheel for vehicles according to any one of claims 1 to 5,
The said recessed part is a light alloy wheel for vehicles by which the said rib part is formed as an unprocessed site | part of this cutting process formed by cutting.
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