JP2838593B2 - Light alloy vehicle wheels - Google Patents
Light alloy vehicle wheelsInfo
- Publication number
- JP2838593B2 JP2838593B2 JP50857695A JP50857695A JP2838593B2 JP 2838593 B2 JP2838593 B2 JP 2838593B2 JP 50857695 A JP50857695 A JP 50857695A JP 50857695 A JP50857695 A JP 50857695A JP 2838593 B2 JP2838593 B2 JP 2838593B2
- Authority
- JP
- Japan
- Prior art keywords
- light alloy
- rim portion
- vehicle wheel
- outer rim
- friction welding
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Pressure Welding/Diffusion-Bonding (AREA)
- Forging (AREA)
Description
【発明の詳細な説明】 技術分野 本発明は、軽合金製車輛用ホイールに関するものであ
る。Description: TECHNICAL FIELD The present invention relates to a light alloy vehicle wheel.
背景技術 近年、車輛数の増加につれて車輛への軽合金製ホイー
ルの装着率が高まっている。軽合金製車輛用ホイールと
しては、バネ下荷重の軽減とデザイン的な美しさから例
えばアルミニウム、マグネシウムなどの軽金属を主体と
する軽金属製ホイールが多用されている。それらの製造
方法については、鋳造法や鍛造法が主流であり、更に
は、高密度鋳造法あるいは、プリホーム鋳造後熱間鍛造
を行うところの、通常、鋳造鍛造法（casting forgin
g）等が掲げられ、鍛造法の加工段階ではスピニング法
やプレス法などが用いられている。更にホイールの構造
的特徴からいえば、１ピースホイール、２ピースホイー
ル、３ピースホイールなどがあり、とりわけ１ピースホ
イールは剛性、機能性、重量などの点で優れているもの
である。BACKGROUND ART In recent years, as the number of vehicles has increased, the mounting rate of light alloy wheels on vehicles has increased. As a light alloy vehicle wheel, a light metal wheel mainly composed of a light metal such as aluminum or magnesium is frequently used from the viewpoint of reducing unsprung load and design aesthetics. As for their production methods, casting methods and forging methods are predominant, and furthermore, high-density casting methods or hot forging after preform casting are usually carried out by casting forging.
g) and the like, and in the working stage of the forging method, a spinning method, a pressing method, or the like is used. Further, in terms of the structural characteristics of the wheels, there are one-piece wheels, two-piece wheels, three-piece wheels, and the like. One-piece wheels are particularly excellent in rigidity, functionality, weight, and the like.
当出願人が既に提案した鍛造１ピースホイールの製造
技術についての特公平３−2573号公報や特公平３−2574
号公報により、鍛造によるホイールの製造についての技
術は既に確立されている。Japanese Patent Publication No. Hei 3-2573 and Japanese Patent Publication No. Hei 3-2574 concerning the manufacturing technology of a forged one-piece wheel already proposed by the present applicant.
The technology for the production of wheels by forging is already established in the publication.
ところで、ホイールの構造はリム部（外側リムと内側
リム）とディスク部の２つの要素から成り立っている。
そして、ディスク部は円板状で複雑なデザイン模様を有
しており、リム部はドラム状で撓みに対する剛性が求め
られる。従ってこの２つの要素をうまく融合させるに
は、リム部とディスク部のそれぞれを別途に製造してそ
れらを相互に接合することが望ましい。又、一体型鍛造
ホイールにおける内側リム部の製造では、通常スピニン
グ法が用いられているが、厚みを４〜5mm程度に薄く塑
性変形させるので、加工時間が長く、又歩留まりを低下
させる要因となっている。By the way, the structure of the wheel is composed of two elements, a rim part (outer rim and inner rim) and a disk part.
The disk portion has a disk-shaped and complicated design pattern, and the rim portion has a drum-like shape and requires rigidity against bending. Therefore, in order to successfully fuse the two elements, it is desirable to separately manufacture the rim portion and the disc portion and join them to each other. In addition, the spinning method is usually used to manufacture the inner rim part of an integrated forged wheel. However, since the thickness is reduced to about 4 to 5 mm and plastically deformed, the processing time is long and the yield is reduced. ing.
一般的に２つの金属部材を接合する場合、接合部端面
を電気あるいはガスなどのエネルギー源を用いて溶融
し、冷却後に双方を接合するいわゆる溶接法が用いられ
るが、高温加熱のため構造体に歪みを生じやすく、又有
害な酸化物の封じ込みが起こり易いものである。更に
は、固相接合法と称せられる接合法があり、その主たる
ものとしては、拡散接合法、摩擦圧接法、常温接合法、
爆発圧接法、ガス圧接法、超音波接合法、熱間圧接法、
クラッシュ溶接法などが掲げられる。本発明の趣旨から
して、所要時間、作業の容易性、被接合物の大きさなど
を考慮すると摩擦圧接法が最も好適と考えられる。Generally, when joining two metal members, a so-called welding method is used in which the joint end surface is melted using an energy source such as electricity or gas, and the two members are joined after cooling. It is easy to generate distortion and harmful oxide is likely to be contained. Furthermore, there is a joining method called a solid phase joining method, and the main ones are a diffusion joining method, a friction welding method, a room temperature joining method,
Explosion welding, gas welding, ultrasonic welding, hot welding,
Crash welding method is listed. From the gist of the present invention, the friction welding method is considered to be the most suitable in consideration of the required time, the easiness of the work, the size of the workpiece, and the like.
摩擦圧接法を用いて製造されたホイールについての開
示された製造技術としては、古くは特開昭55−109586に
みることができる。この中で主張されるところは、ディ
スク部とリム部の接合方法がホイールの回転軸（Ｘ−Ｘ
線）に平行で、接合箇所がリム部の側面に境する円錐曲
面のエッジのすぐ隣に位置するようにしていることであ
る。又、特開平１−168501においては、外側リム部と内
側リム部及びディスク部の接合方向がホイールの回転軸
に対してラジアル方向である点を特徴としている。更に
は特開平４−334601においては、軽金属からなる外側リ
ム部とディスク部に対して鋼材からなる内側リム部を接
合し、接合部の構造に新規性を主張している。これらの
技術の共通するところは、概ね、ホイールの構造、使用
する素材の加工の難易度、あるいは製造コストの低減に
関するものが多い。A disclosed manufacturing technique for a wheel manufactured by using the friction welding method can be found in JP-A-55-109586. It is claimed that the method of joining the disk portion and the rim portion is based on the rotation axis of the wheel (XX).
And the joint is located immediately adjacent to the edge of the conical curved surface bordering the side of the rim. Japanese Patent Laid-Open No. 1-168501 is characterized in that the joining direction of the outer rim portion, the inner rim portion, and the disc portion is radial with respect to the rotation axis of the wheel. Further, in Japanese Patent Application Laid-Open No. 4-334601, an outer rim portion made of a light metal and an inner rim portion made of a steel material are joined to a disk portion, and the structure of the joined portion is claimed to be novel. In general, these techniques generally relate to the structure of the wheel, the difficulty of processing the material to be used, or the reduction of the manufacturing cost.
しかしながら、車輛用ホイールを装着した車輛の操縦
性能について、バネ下荷重の軽量化と材料の靭性を考慮
した被接合部材の組合せについての記載が従来技術には
見られず、品質の維持及び製造所要時間についても何ら
配慮されているものはなかった。However, with respect to the steering performance of a vehicle equipped with a vehicle wheel, there is no description in the prior art regarding the combination of members to be joined in consideration of the reduction in unsprung load and the toughness of the material. No time was considered at all.
上記事情に鑑み、デザイン模様をディスク部に有する
軽合金車輛用ホイールの走行時における応力分布がどの
ような状態にあるのか337Kgf・ｍの曲げモーメントを与
えてシュミレーションテストしその一例を図６に示し
た。歪みゲージを取り付けた位置を図７に示した。この
結果ら、ディスク部に大きな応力が発生することが判断
できる。従ってディスク部、リム部を構成する部材の材
質を選択するとしても従来の鍛造ホイールに匹敵する性
能を維持するためには、鋳造鍛造やスクイズキャスティ
ング、無孔性ダイキャストに代表される高圧鋳造等を用
いて一般軽合金鋳造材質より強度の優れた軽合金鋳造部
材の材質を選択採用することが望まれるが、少なくとも
ディスク部は鍛造製あるいは鋳造鍛造製であることが望
ましいことが分かる。In view of the above circumstances, a simulation test was conducted by giving a bending moment of 337 Kgf · m to determine the state of the stress distribution during running of a light alloy vehicle wheel having a design pattern on the disk portion. Was. FIG. 7 shows the position where the strain gauge was attached. From this result, it can be determined that a large stress is generated in the disk portion. Therefore, even if the material of the disk and rim parts is selected, in order to maintain performance comparable to that of conventional forged wheels, casting forging, squeeze casting, high pressure casting represented by non-porous die casting, etc. It is desired to select and adopt a material of a light alloy cast member having a higher strength than a general light alloy cast material using the method described above, but it is understood that at least the disk portion is desirably forged or cast forged.
発明の開示 本発明は、少なくともディスク部には鍛造製又は鋳造
鍛造製部材を用い、外側リム部及び内側リム部又は内側
リム部を別途加工し、これらを接合して新たな校正の軽
合金製車輛用ホイールを提供せんとするものである。DISCLOSURE OF THE INVENTION The present invention uses a forged or cast forged member at least for the disk portion, separately processes the outer rim portion and the inner rim portion or the inner rim portion, and joins these to form a new calibration light alloy. It is intended to provide vehicle wheels.
本発明は、軽合金製車輛ホイールについて、（１）外
側リム部と内側リム部ディスク部とを有する軽合金製車
輛用ホイールであって、外側リム部とディスク部とを一
体成形した軽合金鍛造部材と軽合金鋳造性の内側リム部
材とを摩擦圧接法により接合される部分において、接合
境界面より接合する各部材の方向へ、少なくとも約10mm
の範囲に亘り厚肉と成し、摩擦圧接後に所定の強度を得
られるようにしたものでる。更に、（２）この軽合金製
車輛用ホイールにおいて、外側リム部とディスク部とを
一体成形した部材が、軽合金鋳造鍛造製（casting forg
ing）と成したものである。The present invention relates to a light alloy vehicle wheel comprising: (1) a light alloy vehicle wheel having an outer rim portion and an inner rim portion disc portion, wherein the outer rim portion and the disc portion are integrally formed. In a portion where the member and the light alloy cast inner rim member are joined by the friction welding method, at least about 10 mm in a direction of each member to be joined from the joining boundary surface.
And a predetermined strength is obtained after friction welding. Further, (2) in this light alloy vehicle wheel, the member formed integrally with the outer rim portion and the disc portion is made of a light alloy cast forging (casting forg).
ing).
又、本発明は、（３）外側リム部と内側リム部とディ
スク部とを有する軽合金製車輛用ホイールであって、外
側リム部と軽合金鍛造製のディスク部とを摩擦圧接法に
より接合される部分において、接合境界面より接合する
各部材の方向へ、少なくとも約10mmの範囲に亘り肉厚と
なし、摩擦圧接後に所定の強度を得られるようにしたも
のである。更に、（４）この軽合金製車輛用ホイールに
おいて、外側リム部と内側リム部が一体であり、このリ
ム部の原体が軽合金鋳造製部材から成り、該部材が鍛造
後にスピニング加工等のロール成形法により成形されて
外側リム部及び内側リム部として一体に成形して成るも
のである。上記の鋳造鍛造部材としてはスクイズキャス
ティング、無孔性ダイキャスト溶湯鍛造等の加圧したも
のが用いられる。The present invention also provides (3) a light alloy vehicle wheel having an outer rim portion, an inner rim portion and a disc portion, wherein the outer rim portion and the light alloy forged disc portion are joined by a friction welding method. In the portion to be joined, the thickness is made at least in a range of about 10 mm in the direction of each member to be joined from the joining boundary surface, so that a predetermined strength can be obtained after friction welding. (4) In this light alloy vehicle wheel, the outer rim portion and the inner rim portion are integrated, and the original material of the rim portion is formed of a light alloy cast member, and the member is formed by forging, for example, spinning. It is formed by a roll forming method and integrally formed as an outer rim portion and an inner rim portion. As the above-mentioned cast and forged member, a pressurized member such as squeeze casting and nonporous die-cast molten metal forging is used.
上記のように、構成された軽合金製車輌用ホイール
は、摩擦圧接する際の熱による接合面近辺の強度の低下
を効果的に防ぐことができるので、この種の鍛造製ある
いは、鋳造鍛造製ディスクを含むホイールを摩擦圧接に
よるものの実用化が図れる。As described above, the light alloy vehicle wheel thus configured can effectively prevent a decrease in strength near the joint surface due to heat during friction welding, so that this kind of forged or cast forged Practical use of wheels including disks by friction welding.
又、鍛造製ディスク部においては中心部から円周部に
向かって鍛流線を有する金属組織を示しており、接合面
に至る界面迄当該鍛流線が存在する構造となっている。In the forged disk portion, a metal structure having a forging line from the center to the circumferential portion is shown, and the forging disk has a structure in which the forging line exists up to the interface to the joining surface.
接合に際しては固相接合法のうちでは、被加工物が回
転体であることと、発熱が接合部全体に同時に発生し、
更にその温度が一般の溶接法に加べて20％程度低いので
熱変形を防止し且つ加工時間が数10秒ときわめて短い点
で摩擦圧接法が最も有利である。At the time of joining, in the solid-state joining method, the workpiece is a rotating body and heat is generated simultaneously over the entire joint,
Further, the friction welding method is most advantageous in that the temperature is about 20% lower than that of a general welding method, so that thermal deformation is prevented and the processing time is as short as several tens of seconds.
上記のように構成された軽合金製車輌用ホイールは、
応力の負荷の大きいディスク部に強靭な金属組織を持つ
鍛造製造部材が用いられているので、当該ホイールの強
度が維持される。The light alloy vehicle wheel configured as described above,
Since a forged member having a strong metal structure is used for the disk portion where the stress load is large, the strength of the wheel is maintained.
また、摩擦圧接法により一体型ホイールを得ることが
できるので、ディスク部や内側リム部あるいは外側リム
部を適宜別々に製作して鍛造の難度の高い工程を軽減す
ることができる。さらに、鋳造鍛造法を採用することで
ディスク部の多彩なデザイン模様面にかかる費用が軽減
されるほか、材料歩留を向上させるなど軽合金製車輌用
ホイールの製造原価を抑制することができる。In addition, since the integrated wheel can be obtained by the friction welding method, the disk portion, the inner rim portion, or the outer rim portion can be manufactured separately as appropriate to reduce the difficult process of forging. Further, by employing the casting and forging method, the cost for various design patterns of the disk portion can be reduced, and the production cost of the light alloy vehicle wheel can be suppressed by improving the material yield.
図面の簡単な説明 図１のＡは本発明の軽合金製車両用ホイールの一実施
例を示す半断面図であり、Ｂはその一部の拡大図であ
る。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1A is a half sectional view showing one embodiment of a light alloy vehicle wheel according to the present invention, and FIG. 1B is an enlarged view of a part thereof.
図２は本発明の軽合金製車両用ホイールの他の実施例
を示す半断面図である。FIG. 2 is a half sectional view showing another embodiment of the light alloy vehicle wheel of the present invention.
図３は外側リム部と、内側リム部となる原体をスピニ
ングする状態を示す断面図である。FIG. 3 is a cross-sectional view showing a state in which the outer rim portion and the body serving as the inner rim portion are spun.
図４はディスク部と外側リム部を鋳造鍛造法により作
る場合を示すプリホーム鋳造時の半断面図である。FIG. 4 is a half cross-sectional view at the time of preform casting showing a case where the disk portion and the outer rim portion are made by a casting forging method.
図５のＡおよびＢは摩擦圧接の結合状況を実証するた
めのテストに用いた試験体の断面図である。FIGS. 5A and 5B are cross-sectional views of a test body used for a test for verifying the friction welding connection state.
図６はデザイン模様をディスク部に有する軽合金製車
両用ホイールの走行シュミレーションの応力分布のグラ
フを示す図表である。FIG. 6 is a chart showing a graph of a stress distribution in a running simulation of a light alloy vehicle wheel having a design pattern on a disk portion.
図７は図６のグラフにおいて示される測定位置を明示
するためのホイールディスク部分の一部を示す平面図で
ある。FIG. 7 is a plan view showing a part of the wheel disk portion for clearly indicating the measurement position shown in the graph of FIG.
図８は図５の試験体を用い摩擦圧接法により接合して
なる両試験体の接合境界面よりの距離に応じた硬度を線
図化したグラフを示す図表である。FIG. 8 is a chart showing a graph in which the hardness according to the distance from the joint boundary surface of both the specimens joined by the friction welding method using the specimen of FIG. 5 is plotted.
図９は図５に示す寸法にて作成したテスト品のテスト
条件を示す図表である。FIG. 9 is a table showing test conditions of a test product prepared with the dimensions shown in FIG.
図10は摩擦圧接接合を終えたテスト品から作成した試
験体の引張強さを測定した結果を示す図表である。FIG. 10 is a table showing the results of measuring the tensile strength of a test piece prepared from the test product after the friction welding.
図11は圧接部を中心にしてどれくらいの長さまで硬度
の変化が見られるかを調査した実験測定値を示す図表で
ある。FIG. 11 is a table showing experimental measurement values for examining how long the hardness changes can be observed around the press-contacted portion.
発明を実施するための最良の形態 実施例１ 先ず摩擦圧接法による接合状況を実証するためにテス
トを行った。材料としては図５のＡ及びＢに示すような
形状の試験体を用いた。Ａの21は熱処理済みの鋳造品で
材質はAC4C−T6であり、熱処理条件は、溶体化処理とし
て530℃,8時間の加熱を行い、水冷後に170℃,4時間の時
効処理を行った。Ｂの22は熱処理済みの鍛造品で材質は
A6061−T6であり、溶体化処理として525℃,1時間の加熱
を行い、水冷後に180℃,8時間の時効処理を行った。23
及び24はそれぞれの接合面であり、これらの接合面23,2
4は中心線（一点鎖線）を中心に回転される。BEST MODE FOR CARRYING OUT THE INVENTION Example 1 First, a test was conducted to verify the joining state by the friction welding method. As a material, a test specimen having a shape as shown in FIGS. 5A and 5B was used. A 21 was a heat-treated cast product made of AC4C-T6. The heat treatment was performed at 530 ° C. for 8 hours as a solution treatment, followed by aging treatment at 170 ° C. for 4 hours after water cooling. 22 of B is a forged product that has been heat-treated
A6061-T6, which was heated at 525 ° C. for 1 hour as a solution treatment, followed by aging at 180 ° C. for 8 hours after water cooling. twenty three
And 24 are respective joining surfaces, and these joining surfaces 23, 2
4 is rotated about the center line (dashed line).
この摩擦圧接試験体を図５に示す寸法にて４組作成し
テスト品とした。各組のテスト品のテスト条件を図９に
示した。更に摩擦圧接接合を終えたテスト品から巾15mm
で厚さ5mmの試験片を作成し接合部の引張強さを測定し
た。その結果を図10に示した。軽合金製ホイールの場
合、図10の表中の伸びについては５％前後が望まれる値
であり、この点からしてまず「問題なし」と判断され
る。図10における試験片はあらかじめ熱処理を行い摩擦
圧接後は再熱処理を行っていないものである。Four sets of these friction welded test specimens having the dimensions shown in FIG. 5 were prepared as test articles. FIG. 9 shows the test conditions of each set of test products. 15mm width from the test product after friction welding
A test piece having a thickness of 5 mm was prepared by using the method described above, and the tensile strength of the joint was measured. The result is shown in FIG. In the case of a light alloy wheel, the elongation in the table of FIG. 10 is desired to be around 5%, and from this point, it is first judged that there is no problem. The test piece in FIG. 10 is one in which heat treatment has been performed in advance and re-heat treatment has not been performed after friction welding.
圧接部を中心にしてどれくらいの範囲まで硬度の変化
が見られるかで熱影響部の範囲を判断した。摩擦圧接時
の熱が接合周辺にどのような影響を与えているのかその
周辺の硬度を測定することで調査を行った、その分布状
況をグラフに表したのが図８である。なお、図８は図11
の表に示した測定値をプロットしたものである。硬度は
マイクロビッカース硬度で示してある。The range of the heat-affected zone was determined based on the extent to which the change in hardness was observed around the press-contacted portion. FIG. 8 is a graph showing the distribution of the results of an investigation conducted by measuring the effect of heat during friction welding on the periphery of the joint by measuring the hardness of the periphery. FIG. 8 is the same as FIG.
Is a plot of the measured values shown in the table. Hardness is indicated by micro Vickers hardness.
図８から判断すると鋳造及び鍛造側とともに硬度の急
激な変化状況からみて、接合境界面から15mm程度迄は熱
の影響を受けたことが判る。従って、軽合金製ホイール
の外側リム部あるいはディスク部等と内側リム部とを接
合する場合、外側リム部あるいはディスク部から少なく
とも15mm以上離れた位置で接合することが好ましい。Judging from FIG. 8, it can be seen from the rapid change in hardness together with the casting and forging sides that heat was affected up to about 15 mm from the joint interface. Therefore, when joining the outer rim or disc portion of the light alloy wheel to the inner rim portion, it is preferable to join at least 15 mm or more away from the outer rim portion or disc portion.
実施例２ 図1Aは本発明になる軽合金製車輌用ホイールの摩擦圧
接接合時の断面図であり、一部を拡大したのが図1Bであ
る。図1Aには旋削により得られる完成品断面を破線で示
した。本実施例では、ディスク部１と外側リム部２を一
体として鍛造法により成形したものであり材質はA6061
−T6である。又、内側リム部３は鋳造製であり材質はAC
4C−T6である。摩擦圧接の条件としては、図９の表に示
すテスト品番号１組の仕様にて行った。図１中点線Ｃの
位置から16mmのところで接合面を作ることによって、外
側リム部２とディスク部１への熱の影響を回避してい
る。又、接合部の補強を行うため、図1Bに示すように、
接合部を中心にして30mmに亘り肉厚部Ｄを設けている。
肉厚Ｔを従来の鍛造一体型ホイールと比較して6mmのと
ころを本例においては20％程度肉厚にして接合境界面を
中心に20mmに亘り7.2mmとし端部ではなだらかな傾斜を
付けて厚みを減じた。４−１及び４−２はバリであり旋
削の際に除去される。Example 2 FIG. 1A is a cross-sectional view of a light alloy vehicle wheel according to the present invention at the time of friction welding, and FIG. 1B is a partially enlarged view. In FIG. 1A, the cross section of the finished product obtained by turning is shown by a broken line. In this embodiment, the disk portion 1 and the outer rim portion 2 are integrally formed by a forging method, and the material is A6061.
−T6. The inner rim 3 is made of cast material and made of AC
4C-T6. The friction welding conditions were performed according to the specifications of one set of test product numbers shown in the table of FIG. By forming a joint surface at a position 16 mm from the position of the dotted line C in FIG. Also, to reinforce the joint, as shown in FIG.
A thick portion D is provided over a length of 30 mm around the joint.
In this example, the wall thickness T was 6mm compared to the conventional forged integrated wheel, and in this example, the wall thickness was about 20%. Reduced thickness. 4-1 and 4-2 are burrs that are removed during turning.
図２は外側リム部及び内側リム部を鋳造法により一体
成形してリム部５を作成し、鍛造製ディスク部６と摩擦
圧接接合を行った１例である。図中t1は摩擦圧接時の影
響を受けるのでt1を従来品に比較して10％肉厚にして補
強した。摩擦圧接条件は図９のテスト品番号４組に準じ
た。但し圧接面速度は同じになるように回転数を変更し
ている。圧接面は摩擦圧接寄り代方向（回転軸に平行）
にくの字形断面とした。FIG. 2 shows an example in which the outer rim portion and the inner rim portion are integrally formed by a casting method to form the rim portion 5 and frictionally welded to the forged disk portion 6. Figure t 1 is the t 1 is affected during friction welding reinforced with 10% thickness as compared with conventional products. The friction welding conditions were based on the four test article numbers shown in FIG. However, the rotation speed is changed so that the pressure contact surface speed becomes the same. The pressure contact surface is in the direction of the friction pressure contact (parallel to the rotation axis)
The garlic cross section was adopted.
実施例３ 図３は外側リム部７と内側リム部の原体８を一体に鋳
造し、約400℃に加熱して、スピニング機のマンドレル
９及び10で挾持し回転させながら、ローラー11で内側リ
ム部の原体８を延展し一点鎖線で示す内側リム部を成形
し、外側リム部及び内側リム部を一体に形成して、前出
同様鍛造製ディスクと摩擦接合を行った。Embodiment 3 FIG. 3 shows that the outer rim portion 7 and the original body 8 of the inner rim portion are integrally cast, heated to about 400 ° C., pinched by mandrel 9 and 10 of a spinning machine, and rotated by roller 11 while rotating. The original body 8 of the rim portion was extended to form an inner rim portion indicated by a dashed line, and the outer rim portion and the inner rim portion were integrally formed, and frictionally joined to the forged disk as described above.
実施例４ 本例は鋳造鍛造法に基づく実施例である。先ず図４に
示すように外側リム部12及びディスク部13を一体に鋳造
しプリホームとした。材質はAl−Si共晶系合金にMgとCu
を添加したものを用いた。蛍光探傷検査を経てプリホー
ムを加熱し熱間鍛造を行った。本例の利点は、ビレット
からの鍛造に比較して荒型が不要で鍛造コストを著しく
減少できることである。更に鋳造鍛造の場合、ディスク
部における意匠性については自由度が高く繊細なメッシ
ュ構造も可能である。なお熱間鍛造後トリミングを行
い、T6の熱処理後、実施例２に準じて内側リムを摩擦圧
接法により接合した。Embodiment 4 This embodiment is an embodiment based on a casting and forging method. First, as shown in FIG. 4, the outer rim portion 12 and the disk portion 13 were integrally cast to form a preform. The material is Mg and Cu in Al-Si eutectic alloy.
Was used. The preform was heated and subjected to hot forging through fluorescence inspection. The advantage of this example is that a rough die is unnecessary and forging cost can be significantly reduced as compared with forging from a billet. Furthermore, in the case of casting and forging, the design of the disk portion has a high degree of freedom and a fine mesh structure is possible. Trimming was performed after hot forging, and after the heat treatment of T6, the inner rim was joined by a friction welding method according to Example 2.
産業上の利用可能性 本発明になる軽合金製車輌用ホイールは、摩擦圧接法
を用い応力の負担の大きいディスク部に強靭な金属組織
を持つ鍛造製部材を用いる際に、摩擦による熱の接合面
近辺への影響を考慮して所定のホイールの強度を維持す
るために形状を工夫したものである。INDUSTRIAL APPLICABILITY The light alloy vehicle wheel according to the present invention is capable of joining heat by friction when using a forged member having a strong metal structure in a disk portion having a large stress load using a friction welding method. The shape is devised in order to maintain the strength of a predetermined wheel in consideration of the influence on the vicinity of the surface.
本発明になる軽合金製車輌用ホイールは、摩擦圧接法
により一体型ホイールの形で得ることができるものであ
り、そのために、ディスク部や内側リム部あるいは外側
リム部を適宜別々に製作することができ、鍛造の難度の
高い工程を軽減することができるようになる。さらに、
本発明によれば、鋳造鍛造法を採用することでディスク
部の多彩なデザイン模様面にかかる費用を軽減できるほ
か、材料歩留りを向上させるなど軽合金製車輌用ホイー
ルの製造原価を抑制することができる。The light alloy vehicle wheel according to the present invention can be obtained in the form of an integrated wheel by a friction welding method. For that purpose, the disk portion, the inner rim portion or the outer rim portion must be manufactured separately as appropriate. This makes it possible to reduce the number of difficult steps of forging. further,
According to the present invention, by employing the casting and forging method, it is possible to reduce the cost required for various design patterns of the disk portion, and to suppress the manufacturing cost of the light alloy vehicle wheel by improving the material yield. it can.
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｂ６０Ｂ 25/02 Ｂ６０Ｂ 25/02 Ｅ (56)参考文献 特開 平４−262883（ＪＰ，Ａ) 特開 平１−138081（ＪＰ，Ａ) 特開 平１−172001（ＪＰ，Ａ) 特開 昭61−115640（ＪＰ，Ａ) 特開 昭55−109586（ＪＰ，Ａ) 特開 平４−334601（ＪＰ，Ａ) 特公 昭58−39923（ＪＰ，Ｂ２) 欧州公開547313（ＥＰ，Ａ１) (58)調査した分野(Int.Cl.6，ＤＢ名) B60B 3/00 - 3/06 B60B 21/00 - 25/02 B23K 20/12 B21K 1/32,1/38──────────────────────────────────────────────────続 き Continuation of the front page (51) Int.Cl. 6 Identification symbol FI B60B 25/02 B60B 25/02 E (56) References JP-A-4-262883 (JP, A) JP-A-1-138808 ( JP, A) JP-A-1-172001 (JP, A) JP-A-61-115640 (JP, A) JP-A-55-109586 (JP, A) JP-A-4-334601 (JP, A) 1983-39923 (JP, B2) European publication 547313 (EP, A1) (58) Fields investigated (Int. Cl. 6 , DB name) B60B 3/00-3/06 B60B 21/00-25/02 B23K 20/12 B21K 1 / 32,1 / 38
Claims (4)
有する軽合金製車輌用ホイールであって、外側リム部と
ディスク部とを一体成形した軽合金鍛造部材と軽合金鋳
造製の内側リム部材とを摩擦圧接法により接合される部
分において、接合境界面より接合する各部材の方向へ、
少なくとも約10mmの範囲に亘り厚肉と成し、摩擦圧接後
に所定の強度を得られる構造にした軽合金製車輌用ホイ
ール。1. A light alloy vehicle wheel having an outer rim portion, an inner rim portion, and a disk portion, comprising: a light alloy forged member in which the outer rim portion and the disk portion are integrally formed; In the part where the rim member is joined by the friction welding method, in the direction of each member joining from the joining boundary surface,
A light alloy vehicle wheel having a thickness of at least about 10 mm and having a predetermined strength after friction welding.
用ホイールにおいて、外側リム部とディスク部とを一体
成形した部材が軽合金鋳造鍛造製（casting forging）
である軽合金車輌用ホイール。2. The light alloy vehicle wheel according to claim 1, wherein the member formed integrally with the outer rim portion and the disc portion is a light alloy casting forging.
Is a light alloy vehicle wheel.
有する軽合金製車輌用ホイールであって、外側リム部と
軽合金鍛造製のディスク部とを摩擦圧接法により接合さ
れる部分において、接合境界面より接合する各部材の方
向へ、少なくとも約10mmの範囲に亘り厚肉となし、摩擦
圧接後に所定の強度を得られる構造にした軽合金製車両
用ホイール。3. A light alloy vehicle wheel having an outer rim portion, an inner rim portion, and a disk portion, in a portion where the outer rim portion and the light alloy forged disk portion are joined by a friction welding method. A light alloy vehicle wheel having a structure in which the thickness is increased over a range of at least about 10 mm in the direction of each member to be joined from the joining boundary surface to obtain a predetermined strength after friction welding.
用ホイールにおいて、外側リム部と内側リム部が一体で
あり、このリム部の原体が軽合金鋳造製部材から成り、
該部材が鍛造後にスピニング加工等のロール成形法によ
り成形されて外側リム部及び内側リム部として一体に成
形して成る軽合金製車輌用ホイール。4. The light alloy vehicle wheel according to claim 3, wherein the outer rim portion and the inner rim portion are integral with each other, and the original body of the rim portion is made of a light alloy cast member.
A light alloy vehicle wheel in which the member is formed by a roll forming method such as spinning after forging and integrally formed as an outer rim portion and an inner rim portion.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP50857695A JP2838593B2 (en) | 1993-09-16 | 1994-08-26 | Light alloy vehicle wheels |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5-230138 | 1993-09-16 | ||
| JP23013893 | 1993-09-16 | ||
| JP50857695A JP2838593B2 (en) | 1993-09-16 | 1994-08-26 | Light alloy vehicle wheels |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2838593B2 true JP2838593B2 (en) | 1998-12-16 |
Family
ID=26529162
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP50857695A Expired - Fee Related JP2838593B2 (en) | 1993-09-16 | 1994-08-26 | Light alloy vehicle wheels |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2838593B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2010026779A1 (en) * | 2008-09-05 | 2010-03-11 | ワシ興産株式会社 | Method for producing wheel and wheel |
| CN106114055A (en) * | 2016-06-30 | 2016-11-16 | 广东省材料与加工研究所 | A kind of aluminum-alloy wheel of composite welding structure and preparation method thereof |
-
1994
- 1994-08-26 JP JP50857695A patent/JP2838593B2/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2010026779A1 (en) * | 2008-09-05 | 2010-03-11 | ワシ興産株式会社 | Method for producing wheel and wheel |
| WO2010026780A1 (en) * | 2008-09-05 | 2010-03-11 | ワシ興産株式会社 | Method for producing wheel by extrusion and wheel |
| WO2010026778A1 (en) * | 2008-09-05 | 2010-03-11 | ワシ興産株式会社 | Forged billet and wheel |
| CN106114055A (en) * | 2016-06-30 | 2016-11-16 | 广东省材料与加工研究所 | A kind of aluminum-alloy wheel of composite welding structure and preparation method thereof |
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