U.S. patent application number 16/903988 was filed with the patent office on 2020-10-08 for rim for a wheel.
This patent application is currently assigned to Dymag Group Limited. The applicant listed for this patent is Dymag Group Limited. Invention is credited to Christopher Shelley, Marcus Walls-Bruck, Michael John Wilson.
Application Number | 20200316986 16/903988 |
Document ID | / |
Family ID | 1000004899977 |
Filed Date | 2020-10-08 |
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United States Patent
Application |
20200316986 |
Kind Code |
A1 |
Walls-Bruck; Marcus ; et
al. |
October 8, 2020 |
Rim for a Wheel
Abstract
A non-metallic rim for a wheel which may be used for motorised
vehicles. The rim has a barrel, a first flange, a second flange, a
first bead seat, a second beat seat and a primary structural
component. The primary structural component extends into at least
the first flange and the barrel, and the primary structural
component is capable of bearing the majority of the radial and/or
lateral load that is borne by the rim during usage. Additionally,
the rim has at least a portion of the first bead seat spaced apart
from the primary structural component and/or has a protective
insert in between the outer face of the first flange and the
primary structural component.
Inventors: |
Walls-Bruck; Marcus;
(Chippenham, GB) ; Wilson; Michael John;
(Chippenham, GB) ; Shelley; Christopher;
(Chippenham, GB) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Dymag Group Limited |
Bristol |
|
GB |
|
|
Assignee: |
Dymag Group Limited
Bristol
GB
|
Family ID: |
1000004899977 |
Appl. No.: |
16/903988 |
Filed: |
June 17, 2020 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15270830 |
Sep 20, 2016 |
10723172 |
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16903988 |
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PCT/GB2016/052533 |
Aug 16, 2016 |
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15270830 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60B 21/104 20130101;
B60B 2900/3312 20130101; B60B 5/02 20130101; B60B 21/023 20130101;
B60B 2360/3416 20130101; B60B 2900/572 20130101; B60B 21/028
20130101; B60B 2360/36 20130101; B60B 2900/321 20130101; B60B
21/026 20130101; B60B 21/102 20130101; B60B 2310/80 20130101; B60B
2360/362 20130101; B60B 21/04 20130101; B60B 2360/3418 20130101;
B60B 2360/341 20130101; B60B 2310/52 20130101; B60B 2310/321
20130101; B60B 21/12 20130101; B60B 2310/318 20130101; B60B
2360/344 20130101; B60B 2900/311 20130101; B60B 3/001 20130101;
B60B 2360/3412 20130101; B60B 2900/212 20130101; B60B 2310/323
20130101 |
International
Class: |
B60B 5/02 20060101
B60B005/02; B60B 21/02 20060101 B60B021/02; B60B 21/10 20060101
B60B021/10; B60B 21/12 20060101 B60B021/12 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 14, 2016 |
GB |
1610361.6 |
Sep 16, 2016 |
DE |
20 2016 105 179.7 |
Claims
1. A non-metallic rim for a wheel suitable for a motorised
4-wheeled vehicle or a motorised 2-wheeled vehicle, the rim
comprising: a barrel; a first flange and a second flange, each
extending radially outward from opposing edges of the barrel; a
first bead seat and a second bead seat, each arranged axially
inwardly, respectively, of the first and second flanges; a primary
structural component configured to extend through at least the
first flange and the barrel, and being capable of bearing a
majority of at least one load borne by the rim during normal usage
selected from the group consisting of: radial load, lateral load,
and combinations thereof, wherein the primary structural component
and the bead seats are bound by a polymer matrix; and at least one
of: (i) a protective insert configured to be disposed between an
axial outer face of the first flange and the primary structural
component, the protective insert comprising a non-carbon-fibre
material that acts to absorb and/or deflect and/or dissipate energy
from a load or impact applied axially and/or radially to the rim;
and (ii) at least a portion of the first bead seat is spaced apart
from the primary structural component, wherein the rim comprises an
outer layer also bound by the polymer matrix, wherein the outer
layer forms at least part of at least one of: the bead seat and a
covering on the protective insert.
2. The non-metallic rim according to claim 1, wherein the primary
structural component comprises a substantially vertical section
extending a direction substantially perpendicular to an axial
direction defined by the barrel, and above the substantially
vertical section is a section that curves outwardly toward a top
outward edge of the first flange and below the substantially
vertical section is a section that curves underneath the bead seat
toward the section of the primary structural component that extends
into the barrel.
3. The non-metallic rim according to claim 2, wherein the
protective insert is disposed between the outer face of the first
flange and the substantially vertical section of the primary
structural component.
4. The non-metallic rim according to claim 1, wherein the primary
structural component further comprises structural fibres and
wherein at least some of the structural fibres extend through the
primary structural component in a direction parallel to an axial
direction with respect to the barrel, when the primary structural
component is viewed from a radial direction with respect to the
barrel.
5. The non-metallic rim according to claim 4, wherein the
structural fibres are selected from the group consisting of: carbon
fibres, aramid fibre, glass fibres, and combinations thereof, and
wherein the structural fibres have been bound into a fabric.
6. The non-metallic rim according to claim 5, wherein the
structural fibres are at least one of: biaxially woven and
tri-axially woven.
7. The non-metallic rim according to claim 1, wherein the outer
layer forms at least part of the bead seat, a non-carbon fibre
filler material is disposed between the first bead seat and at
least part of the primary structural component and wherein the
filler material acts to absorb and/or deflect and/or dissipate
energy from a load or impact applied axially and/or radially to the
rim.
8. The non-metallic rim according to claim 1, wherein the outer
layer and the primary structural component each comprise a
plurality of fabric layers comprising structural fibres, the
primary structural component comprising a greater number of fabric
layers than the outer layer.
9. The non-metallic rim according to claim 8, wherein at least some
of the structural fibres of the primary structural component extend
through the primary structural component in a direction parallel to
an axial direction, when the primary structural component is viewed
from a radial direction, and wherein the outer layer substantially
lacks fibres that extend in a direction parallel to an axial
direction, when the outer layer is viewed from a radial
direction.
10. The non-metallic rim according to claim 1, wherein the primary
structural component comprises a triaxial fabric and the outer
layer comprises a biaxial fabric.
11. The non-metallic rim according to claim 1, wherein the outer
layer extends over an entire side of the barrel closest to the axis
of the rim, over the protective insert of the first flange, and, if
present, a protective insert of the second flange, over a top
outward edge of both of the first and second flanges and axially
inward from each of the flanges to form the first and second bead
seats, respectively.
12. The non-metallic rim according to claim 1, wherein the
protective insert comprises an insert selected from at least one
of: a foam, a honeycomb and a plurality of layers arranged axially
with respect to one another in which the layers have different
stiffnesses with respect to the other plurality of layers.
13. The non-metallic rim according to claim 7, wherein the outer
layer overlies the protective insert, the outer layer having a
different color with respect to at least one of: the protective
insert and any materials that may be disposed between the outer
layer and the protective insert, wherein the different color is
provided to exhibit a visual indication of damage to the outer
layer.
14. The non-metallic rim according to claim 1, wherein a filler
material is disposed between the first bead seat and the primary
structural component and the filler material is selected from a
foam, a honeycomb and a laminate.
15. The non-metallic rim according to claim 1, wherein a filling
component is disposed adjacent an end of the primary structural
component in the first flange, the filling component running at
least part way around the circumference of the rim in the first
flange.
16. The non-metallic rim according to claim 15, wherein the filling
component comprises substantially unidirectional fibrous material
extending in a circumferential direction around the rim.
17. A wheel suitable for a motorised 4-wheeled vehicle or a
motorised 2-wheeled vehicle comprising: center member; and a rim,
the rim comprising: a barrel; a first flange and a second flange,
each extending radially outward from opposing edges of the barrel;
a first bead seat and a second bead seat, each arranged axially
inwardly, respectively, of the first and second flanges; a primary
structural component configured to extend through at least the
first flange and the barrel, and being capable of bearing a
majority of at least one load borne by the rim during normal usage
selected from the group consisting of: radial load, lateral load,
and combinations thereof; and at least one of: (i) a protective
insert configured to be disposed between an axial outer face of the
first flange and the primary structural component, the protective
insert comprising a non-carbon-fibre material that acts to absorb
and/or deflect and/or dissipate energy from a load or impact
applied axially and/or radially to the rimand: (ii) at least a
portion of the first bead seat is spaced apart from the primary
structural component; and the primary structural component and the
bead seats are bound by a polymer matrix, wherein the rim comprises
an outer layer also bound by the polymer matrix, wherein the outer
layer forms at least part of at least one of: the bead seat and a
covering on the protective insert.
18. A wheel according to claim 17, wherein the wheel is configured
for use on a four-wheeled vehicle and the first flange is an
outboard flange of the wheel.
19. A wheel according to claim 17, wherein the wheel is configured
for use a motorbike.
20. A method for making a non-metallic rim for a wheel suitable for
a motorised 4-wheeled vehicle or a motorised 2-wheeled vehicle, the
method comprising: assembling a primary structural component with a
first bead seat, a second bead seat and, optionally, a protective
insert; and binding the primary structural component, bead seats
and, if present, a protective insert together in a polymer matrix
to form a rim comprising a barrel, a first flange and a second
flange, each flange extending radially outward from opposing edges
of the barrel, wherein the first bead seat and the second bead seat
are each arranged axially inwardly, respectively, of the first and
second flanges; wherein the primary structural component extends
through at least the first flange and the barrel, and being capable
of bearing a majority of at least one load borne by the rim during
normal usage selected from the group consisting of: radial load,
lateral load, and combinations thereof; and at least one of: (i)
the protective insert is disposed between an axial outer face of
the first flange and the primary structural component, the
protective insert comprising a non-carbon-fibre material that acts
to absorb and/or deflect and/or dissipate energy from a load or
impact applied axially and/or radially to the rim; and (ii) at
least a portion of the first bead seat is spaced apart from the
primary structural component, wherein the rim comprises an outer
layer also bound by the polymer matrix, wherein the outer layer
forms at least part of at least one of: the bead seat and a
covering on the protective insert.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of and claims priority to
U.S. patent application Ser. No. 15/270,830 filed 16 Sep. 2016
which is a continuation of PCT/GB2016/052533, filed 16 Aug. 2016;
which claims priority to GB1610361.6, filed 14 Jun. 2016. This
application also claims priority to DE 20 2016 105 179.7, filed 16
Sep. 2016. All of which are hereby incorporated by reference in
their entireties for any and all non-limiting purposes.
FIELD OF INVENTION
[0002] This application relates to wheels, particularly wheels
having a non-metallic rim, such as a rim comprising fibre composite
and/or plastic materials. The rims and wheels described herein may,
for example, be for use with motorised and non-motorised vehicles
such as automobiles, motorcycles, bicycles and aircraft etc.
BACKGROUND
[0003] Wheels made from composite materials, such as
fibre-reinforced plastics, have made major advances in recent
years. However, even recent designs can have certain drawbacks. For
example, some wheels that experience very high and/or sudden axial
or radial loads or impacts can experience a loss in the structural
integrity of the wheel, which can lead to tire deflation and/or a
loss of control of a vehicle. This is particularly a concern for
automobiles and motorbikes that experience high speeds.
Additionally structural damage to a rim can mean the entire rim
needs to be replaced, for safety reasons, owing to the difficulty
of accurate damage assessment and the lack of easily replaceable
elements, rather than simply being repaired. Sometimes, damage can
go undetected on rims, which can be a safety problem if the wheels
are used on, and then fail on, a vehicle.
SUMMARY OF THE INVENTION
[0004] In a first aspect, there is provided a non-metallic rim for
a wheel, the rim comprising the following components: [0005] a
barrel having first and second flanges extending radially outward
from opposing edges of the barrel, and the barrel comprising a
first bead seat and a second bead seat arranged axially inwardly,
respectively, of the first and second flanges, wherein [0006] a
primary structural component extends at least through the first
flange and the barrel, and optionally the primary structural
component being capable of bearing the majority of the radial
and/or lateral load that, in use, would be borne by the rim [0007]
a protective insert is disposed between an outer face of the first
flange and the primary structural component and/or [0008] at least
a portion of the first bead seat is spaced apart from the primary
structural component and [0009] optionally the primary structural
component, bead seat and, if present, the protective insert are
bound by a polymer matrix.
[0010] In a second aspect, there is provided a wheel comprising a
rim of the first aspect.
[0011] In a third aspect, there is provided a vehicle comprising a
wheel of the second aspect.
[0012] In a fourth aspect, there is provided a method for making a
rim of the first aspect, the method comprising assembling the
primary structural component, bead seat and, if present, the
protective insert, and any other optional components of the rim,
such as a filler material, and binding them together by a polymer
matrix.
[0013] The typical design of a prior art rim of a composite wheel
is a barrel having two flanges extending radially outward from
opposing edges of the barrel. The barrel is generally cylindrical
in cross section. Bead seats are normally arranged inwardly of the
barrel. The bead seats are surfaces on which the inner rims of a
tyre seat onto the wheel. The flanges prevent lateral (i.e. axial)
movement of the tyre on the wheel. Generally, commercially
available composite wheels have a rim that is integrally formed and
contoured to form the flanges, the bead seats and the section of
the barrel between the bead seats. The present inventors have found
that the transfer of sudden and/or high loads through the bead seat
can be one of the causes of a loss in the structural integrity of a
wheel. Embodiments of rims described herein reduce the propensity
of a composite wheel to suffer from damage from sudden and/or high
axial and/or radial loads, while still having a lightweight
structure and desired properties that allows their use in high
performance situations, in vehicles or aircraft. Additionally, it
has been found that damage to the rim in some prior art rims may be
undetected or, once detected, has resulted in a major structural
defect, resulting in a loss of strength in the rim. Embodiments of
the rim described herein allow early detection of damage to a rim,
and indication that the rim needs further inspection to determine
if the damage is serious and before it worsens and/or can be a
safety problem on a vehicle. Furthermore, the rims can be used in
Hybrid and MonoBloc wheels, while improving the repeatability of
the manufacturing process.
[0014] Certain embodiments described herein may have further
advantages as follows: [0015] 1) A load path that does not follow
either the inner or outer surface of the wheel structure
throughout. This produces a load path with fewer changes of
direction from flange to flange, which reduces the stress
concentration points within the load path, resulting in superior
mechanical performance, and less tendency to fail when high axial
and/or radial loads are imparted to the rim. [0016] 2) a filler
material, e.g. a foam, may be used to support a bead seat, and the
fibrous material over the bead seat may have a fibre orientation
that does not significantly increase the flange to flange bending
stiffness of the wheel. [0017] 3) improved protection of the
primary load bearing structure of the wheels under impact and
mishandling of the wheel, by use of an sacrificial layer (the
protective insert and any overlying layer, e.g. the outer layer
described herein) integrated into one or both of the rim flanges,
which may be in-board and outboard flanges on an automobile or
left- and right-hand flanges on a motorbike wheel. [0018] 4)
improved absorption and dissipation of loads caused by impacts
axially and radially on the flanges of the wheel, which may be
in-board and outboard flanges. [0019] 5) improved deflection and/or
dissipation of energy on impact to the rim reduce the tendency for
crack propagation to the primary structural component, e.g. from an
outer layer. [0020] 6) improved visible detection of damage to
integrated sacrificial layer that that indicates a need to inspect
wheel for damage and remove from service. [0021] 7) remote
detection by use of an embedded electronic alarm detection system
for damage to the sacrificial layer system integrated into the
sacrificial layer that that indicates a need to inspect wheel for
damage and remove from service [0022] 8) an engineered 3D fibre
layered material manufactured in circular hoop sections to replace
foam, which also improves stiffness and impact resistance.
[0023] This application details the design, construction and
manufacturing process to incorporate these safety features into
wheel, for example, a fibre reinforced MonoBloc or hybrid moulded
type wheel.
BRIEF DESCRIPTION OF THE FIGURES
[0024] FIG. 1 shows a cross-sectional view of an embodiment of a
rim when incorporated into a Hybrid Wheel for an automobile.
[0025] FIG. 2 shows a cross-sectional view of an embodiment of a
rim as described herein for use in an automobile wheel, with the
outboard flange to the left hand side and the inboard flange to the
right hand side of the Figure.
[0026] FIG. 3A shows a close-up, cross-sectional view of the
outboard flange of the rim of FIG. 2.
[0027] FIG. 3B shows, schematically, a triaxial fabric for use in
the primary structural component, when viewed from a radial
direction, with one of the axes of the fibres of the fabric being
parallel to the axial direction, i.e. running along a
flange-to-flange direction (A--from the first flange to the second
flange).
[0028] FIG. 3C shows, schematically, a biaxial fabric for use in
the outer layer, e.g. as part of the bead seat, when viewed from a
radial direction, with neither of the axes of the fibres of the
fabric being parallel to the axial direction, i.e. running along a
flange-to-flange direction (from the first flange to the second
flange). Each axis of the fabric is at an angle of about 45.degree.
to the flange-to-flange direction (or axial direction A).
[0029] FIG. 4 shows a close-up, cross-sectional view of the inboard
flange of the rim of FIG. 2.
[0030] FIGS. 5A and 5B show, respectively, embodiments of the first
and second flanges with sensors located in the protective
insert.
[0031] FIG. 6 and FIG. 7A show, respectively, a front view (as
viewed along an axial direction) and a cross-sectional view (along
section A-A of FIG. 6) of a multicomponent Hybrid wheel, which can
be used for a motorcycle.
[0032] FIG. 7B shows an enlarged view of the flange on the right
hand side of the wheel of FIG. 7A.
[0033] FIG. 8 shows a cross-section of a further embodiment rim of
FIG. 6, which is also a multicomponent Hybrid wheel, which can be
used for a motorcycle.
[0034] FIG. 9 shows schematically the apparatus used in a radial
fatigue test described in the Examples below.
[0035] FIG. 10 shows schematically a cross-section of the reference
wheel tested in the Examples below.
[0036] FIG. 11 shows the results of the radial fatigue test carried
out on a wheel according to the disclosure (denoted Mk2 in this
Figure) and the reference wheel (denoted Mk1 in this Figure).
DETAILED DESCRIPTION
[0037] Optional and preferred features are described below. Any
optional or preferred feature may be combined with any aspect of
the invention and any other optional or preferred feature.
[0038] A non-metallic rim may be defined as a rim made primarily
(i.e. at least 50% by volume, optionally at least 70% by volume,
optionally at least 90% by volume) from non-metallic components,
e.g. fibre reinforced plastics, rather than an alloy, such as
steel, or aluminium- or magnesium-based alloys. The non-metallic
rim may nevertheless comprise metallic components, such as
attachment means, as desired.
[0039] The rim may be for use with and included in various types of
wheel, such as one-piece MonoBloc and multi-piece Hybrid Wheels. A
wheel including the rim may be for use in the automotive or
aerospace industry, e.g. for automobiles and aircraft,
respectively. They may also be used for other types of vehicles,
including, but not limited to motorbikes and bicycles.
[0040] Disclosed herein are wheels that may comprise one or more of
the rims as disclosed herein. A wheel may comprise the rim and a
center member. The center member may be disposed radially inward
from the rim. The center member may comprise a disk, a spider or
spokes. The center member may be disposed centrally, along the axis
of the rim, with respect to first and second flanges or disposed
closer to one flange of the rim than the other. For a wheel for a
four-wheeled vehicle, such as an automobile, the center member may
be disposed closer to one edge or flange of the rim (which may be
associated with the outboard flange) than the other. For a
motorbike wheel, the center member may be disposed centrally with
respect to the first and second flanges.
[0041] A one piece MonoBloc moulded composite wheel (hereafter
referred to as "MonoBloc"
[0042] Wheel) may be defined a wheel in which the spokes and a rim
(or barrel) are physically joined during assembly manufacture to
produce a single piece rim/spoke construction, to which certain
metallic/non-metallic components and hub inserts can be added,
fastened or embedded, if desired, to resolve various well known
technical issues associated with wheels. The fibres of the spoke
section of a one-piece Monobloc wheel are physically intertwined or
embedded in the rim/barrel during construction and/or the spoke and
rim are bound together by the same polymer matrix.
[0043] A multi-piece Hybrid Wheel (hereafter known as "Hybrid"
Wheel), may be defined as a wheel in which the rim (or barrel) is
constructed using fibre reinforced and/or plastic materials as a
single piece, onto which a separately constructed spoke and hub
section is separably fastened or bonded with mechanical attachment
means. Hybrid Wheels as mentioned herein may include wheels with:
[0044] a. metallic spoked or disc centrepieces, which may be cast
or machined from metals suitable for wheel production. [0045] b.
fibre reinforced and/or plastic spoked or disc centrepieces, which
may be laid-up, or moulded and/or machined from non-metallic
materials.
[0046] For both types of 1) MonoBloc and 2) a&b multi-piece
Hybrid Wheels, there are 3 types of moulding processes that may be
used on production of the rim/barrel and/or spoke sections which
use one or more of the following generic manufacturing processes:
[0047] 1. Pre-impregnated fibre materials (known hereafter as
"Pre-Preg" materials), in which the resin is pre-impregnated into
fibre materials or cloths. These Pre-Preg materials are placed into
the open or closed mould dies, after which the materials are heat
cured in an autoclave or other out-of-autoclave oven/heating
system, which can be integrated into the die tools. [0048] 2. Wet
lay-up (known hereafter as "Wet Lay-Up") in which dry fibre
materials are placed into a die and impregnated using automated or
manual resin applicators prior to closing the mould for curing.
[0049] 3. Resin Transfer Moulding (known hereafter as "RTM")
methods in which the dry fibre material is placed into a mould(s)
tool, which is then closed and liquid resin is injected under
pressure to impregnate the material in the tool. The tool is heated
to cure the resin post injection.
[0050] In each case, metallic and non-metallic inserts, fasteners
and other materials such as but not limited to Aramid, ceramics,
structural foams may be used to enhance the mechanical performance
and provide assembly/fastening points for the wheels, and the
attachment to the vehicle. Sensors and visual indicators may
embedded or added prior, during or after the wheel or rim moulding
process.
[0051] In all three manufacturing processes, the MonoBloc or Hybrid
wheel/barrel/rim is removed from the tool (or mould) after the
resin has cured, and may be then further processed, trimmed and
assembled into a completed wheel and finished/coated ready for
fitment to the vehicle.
[0052] In an embodiment, the rim described herein may be
incorporated into or form part of fibre reinforced MonoBloc or
Hybrid composite/plastic wheel rim (or barrel) section manufactured
by any one or a combination of the 3 primary Pre-Preg, Wet Lay-Up
or RTM manufacturing processes.
[0053] In an embodiment, the invention comprises a design and
construction method to protect the primary composite load path in
the highly vulnerable outer and inner rim areas of the wheel
structure from lateral and radial impact damage by the use of a
secondary sacrificial structure incorporating impact resistant
materials.
[0054] As described herein, the primary load path is the path
through which most of the radial and/or axial load will be borne by
the rim, in use. It will typically pass through the primary
structural component as described herein. In an embodiment, the
primary load path does not follow the internal bead seat or
external rim flange throughout the area most vulnerable to radial
and/or lateral impacts. The primary load path may be sandwiched
between one or more layers of high impact materials to provide
physical protection to--and transmit load away--from the impacted
area to a wider area, thereby dissipating impact energy over a
wider surface area and reduce shear and lateral stress in the load
path.
[0055] In an embodiment, a secondary and therefore sacrificial
component of the structure (e.g.
[0056] the protective insert) can be incorporated into the rim
during the manufacturing process and is not intended to be a
separately manufactured or removable component.
[0057] The rim may incorporate visual and/or electronic indication
of damage to the wheel that can potentially exceed the safe maximum
loading for the wheel, requiring inspection and possible
replacement of the damaged MonoBloc or Hybrid wheel.
[0058] The rim may include a visual and/or electronic sensor system
to be located in the section of the rim adjacent to, but not part
of the primary load path.
[0059] In an embodiment, in a rim for a Hybrid wheel: [0060] The
rim may incorporate metallic inserts accurately located into filler
material (e.g. foam) of the rim section to facilitate the accurate
location of fasteners to assemble the spoke or disc section to
rim/barrel, in the primary load path that is separated from the
bead seat by structural foam. [0061] The Invention ensures that the
fastener through the primary load path is encased in a solid layer
of composite materials in the bead seat area that does not enter
the airspace of the tyre, and therefore does not require secondary
air sealing.
[0062] In an embodiment, the primary structural component is
capable of bearing the majority of the radial and/or lateral load
that, in use, would be borne by the rim. In an embodiment, when the
primary structural component comprises fibres, this may be
indicated by at least some of the structural fibres (e.g. at least
25% by number, optionally at least 30% by number) of the primary
structural component extending through the primary structural
component in a direction parallel to an axial direction, when the
primary structural component is viewed from a radial direction. In
an embodiment, the primary structural component being capable of
bearing the majority of the radial and/or lateral load that, in
use, would be borne by the rim is indicated by the primary
structural component being capable of bearing a maximum load (in N)
of at least 50% in an radial or axial direction of the rim with
other components of the rim (i.e. non-primary structural
components, such as the protective insert and/or the filler
material, and any overlying layer thereon) removed.
[0063] As described herein, there is provided a non-metallic rim
for a wheel, the rim comprising: [0064] a barrel having first and
second flanges extending radially outward from opposing edges of
the barrel, and the barrel comprising a first bead seat and a
second bead seat arranged axially inwardly, respectively, of the
first and second flanges, [0065] wherein [0066] a primary
structural component extends at least through the first flange and
the barrel, and optionally the primary structural component being
capable of bearing the majority of the radial and/or lateral load
that, in use, would be borne by the rim [0067] a protective insert
is disposed between an outer face of the first flange and the
primary structural component and/or [0068] at least a portion of
the first bead seat is spaced apart from the primary structural
component and [0069] optionally the primary structural component,
the first and/or second bead seat and, if present, the protective
insert are bound by a polymer matrix.
[0070] In an embodiment, there is provided a non-metallic rim for a
wheel, the rim comprising: [0071] a barrel having first and second
flanges extending radially outward from opposing edges of the
barrel, and the barrel comprising a first [0072] bead seat and a
second bead seat arranged axially inwardly, respectively, of the
first and second flanges, [0073] wherein [0074] a primary
structural component extends at least through the first flange and
the barrel, and the primary structural component being capable of
bearing the majority of the radial and/or lateral load that, in
use, would be borne by the rim [0075] a protective insert is
disposed between an outer face of the first flange and the primary
structural component and/or [0076] at least a portion of the first
bead seat is spaced apart from the primary structural component and
[0077] the primary structural component, first and/or second bead
seat and, if present, the protective insert are bound by a polymer
matrix.
[0078] Preferably, the primary structural component extends through
the first flange, the barrel and the second flange. In an
embodiment, a protective insert is disposed between an outer face
of the second flange and the primary structural component and/or at
least a portion of the bead seat nearest the second flange is
spaced apart from the primary structural component.
[0079] In an embodiment, the protective insert is disposed between
an outer face of the first flange and the primary structural
component and at least a portion of the first bead seat is spaced
apart from the primary structural component.
[0080] In an embodiment, the protective insert is disposed between
an outer face of the second flange and the primary structural
component and at least a portion of the bead seat nearest the
second flange is spaced apart from the primary structural
component.
[0081] In an embodiment, the rim is for a wheel suitable for a
four-wheeled vehicle, such as an automobile, and first flange is an
outboard flange. Accordingly, there is also provided a wheel for a
four-wheeled vehicle, such as an automobile, and first flange is an
outboard flange.
[0082] In an embodiment, the rim is for a wheel suitable for a
four-wheeled vehicle, such as an automobile or car, and first
flange is an inboard flange. Accordingly, there is also provided a
wheel for a four-wheeled vehicle, such as an automobile, and first
flange is an inboard flange.
[0083] In an embodiment, the rim is for a wheel suitable for a
two-wheeled vehicle, which may be a motorised vehicle, such as a
motorbike. In an embodiment, the rim is for a wheel suitable for a
two-wheeled vehicle, which may be a non-motorised vehicle, such as
a bicycle.
[0084] In an embodiment, e.g. in a two-wheeled vehicle, the first
flange and second flange have the same description as one another.
In an embodiment, e.g. in a two-wheeled vehicle, the first flange
and the second flange are substantially symmetrical versions of one
another.
[0085] The wheel may be a MonoBloc wheel or a multi-piece Hybrid
wheel.
[0086] In an embodiment, the primary structural component
comprises, in the first flange a substantially vertical section,
wherein a `vertical` direction corresponds to a direction
substantially perpendicular to an axial direction defined by the
barrel. Optionally, above the substantially vertical section is a
section that curves outwardly toward a top outward edge of the
first flange. Optionally, below the substantially vertical section
is a section that curves underneath the first bead seat toward the
section of the primary structural component that extends into the
barrel.
[0087] In an embodiment, the protective insert is disposed between
the outer face of the first flange and the substantially vertical
section of the primary structural component.
[0088] In an embodiment, the primary structural component
comprises, in the second flange a substantially vertical section,
wherein a `vertical` direction corresponds to a direction
substantially perpendicular to an axial direction defined by the
barrel. Optionally, above the substantially vertical section is a
section that curves outwardly toward a top outward edge of the
second flange. Optionally, below the substantially vertical section
is a section that curves underneath the second bead seat toward the
section of the primary structural component that extends into the
barrel.
[0089] Optionally, the primary structural component comprises
structural fibres. Optionally at least some of the structural
fibres extend through the primary structural component in a
direction from the first flange along an axis defined by the rim,
when viewed from a radial direction. As described herein, if fibres
extend along or are parallel to a particular direction, the fibres
may be at an angle not greater than 20.degree. from that direction,
optionally at an angle not greater than 15.degree. from that
direction, optionally at an angle not greater than 10.degree. from
that direction, optionally at an angle not greater than 5.degree.
from that direction, optionally at an angle not greater than
3.degree. from that direction, optionally at an angle not greater
than 1.degree. from that direction, optionally exactly parallel to
that direction.
[0090] The structural fibres may be selected from carbon, aramid
and glass fibres.
[0091] In an embodiment the structural fibres form a fabric. The
structural fibres may have been woven, knitted, stitched, braided,
wound, stapled or otherwise bound into a fabric. In an embodiment,
the structural fibres may have been bound by other fibres and/or a
polymer (before being bound by the polymer matrix to form the rim).
At least some of the structural fibres may be aligned with one
another, e.g. in a biaxial or triaxial fabric, or may be randomly
orientated with respect to one another. In the primary structural
component, preferably at least some of the fibres are aligned with
one another, e.g. in a biaxial or triaxial fabric, and, preferably
at least some of the fibres are orientated in a flange-to-flange
direction (as will be described in more detail below). The
structural fibres may have been formed into a 3D
(three-dimensional) material, e.g. a material in which the fibres
are orientated in three dimensions, e.g. formed in a 3D weaving
process or a 3D braiding process.
[0092] In an embodiment, the structural fibres are biaxially or
tri-axially woven. A biaxially woven fabric may be defined herein
as a fabric having two sets of fibres woven at an angle to each
other, which may be at an angle of 90.degree. to one another. A
tri-axially woven fabric may be defined herein as a fabric having
three sets of fibres, with each set woven in a different
orientation to one of the other sets, e.g. a first set at
0.degree., a second set at +60.degree. to the first set and a third
set at -60.degree. to the first set. The triaxial fabric may
comprise structural fibres orientated in three directions, as
described herein, and may optionally further include further
fibres, e.g. structural fibres, in a fourth direction, which may be
woven in with or sewn into the other fibres. This can aid the
manufacturing process.
[0093] In an embodiment, the rim comprises an outer layer also
bound by the polymer matrix, wherein the outer layer forms the bead
seat and/or a covering on the first protective insert. The outer
layer may be defined as a layer disposed over at least part of the
primary structural component, optionally with one or more further
components disposed between the outer layer and the primary
structural component. Optionally, the outer layer forms the
outermost layer on the rim, e.g. with no further layers disposed on
it. In an alternative embodiment, one or more further layers may be
present over the outer layer.
[0094] In an embodiment, the outer layer comprises structural
fibres.
[0095] In an embodiment, the outer layer and the primary structural
component each comprise at least one fabric layer comprising
structural fibres, and optionally the primary structural component
comprises a greater number of fabric layers than the outer
layer.
[0096] In an embodiment, the outer layer and the primary structural
component each comprise a plurality of fabric layers (e.g. at least
two fabric layers) comprising structural fibres, and optionally the
primary structural component comprises a greater number of fabric
layers than the outer layer. Optionally, the primary structural
component comprises two or more fabric layers comprising structural
fibres, optionally three or more, optionally four or more fabric
layers comprising structural fibres.
[0097] In an embodiment, at least some of the structural fibres of
the primary structural component extend through the primary
structural component in a direction substantially parallel to an
axis defined by the rim.
[0098] In an embodiment, the outer layer substantially lacks fibres
that extend through the primary structural component in a direction
substantially parallel to an axis defined by the rim.
[0099] In an embodiment, the primary structural component comprises
a triaxial woven fabric and the outer layer comprises a biaxial
woven fabric. The biaxial fabric and triaxial fabric described
herein are preferably formed from carbon fibres.
[0100] In an embodiment, the primary structural component, first
and/or second bead seat and, if present, the protective insert(s)
in the first and/or second flange, and, if present, the filler
materials disposed between the bead seat and the primary structural
component are bound by a polymer matrix. The polymer matrix may
comprise a polymer selected from a thermoplastic and a thermoset
polymer. The polymer matrix may comprise polymer selected from an
epoxy resin (EP), a polyester resin (UP), a vinyl ester resin (VE),
a polyamide resin (PA), polyether ether ketone (PEEK),
bismaleimides (BMI), polyetherimide (PEI) and benzoxazine.
[0101] The protective insert may act to protect the primary load
structure from an impact applied radially and/or axially to the
rim. In an embodiment the protective insert may act to absorb
and/or deflect and/or dissipate energy from a load or impact
applied axially and/or radially to a rim. In an embodiment, the
protective insert acts to deflect and/or dissipate energy from an
impact to the rim (e.g. axially and/or radially) and reduce the
tendency for crack propagation to the primary structural component,
e.g. from an outer layer.
[0102] In an embodiment, the protective insert comprises a
shock-absorbing material, which may be selected from a foam, a
honeycomb, a laminate structure, and a fabric. The foam may be an
open- or closed-cell foam. The foam may comprise a foamed polymer,
which may be selected from a foamed polyacrylamide, such as
polymethylacrylimide, a foamed polyurethane, a foamed polystyrene,
a foamed vinyl chloride, a foamed acrylic polymer, a foamed
polyethylene, a foamed polypropylene and a foamed vinyl nitrile. In
an embodiment, the protective insert comprises an elastomeric
polymer, such as rubber, which may be a synthetic rubber, such as
styrene butadiene, or natural rubber. The elastomeric polymer may
or may not be foamed.
[0103] The protective insert may extend at least part way,
optionally all the way, circumferentially, around the rim.
[0104] The protective insert may have a density, as measured by
ASTM D 1622, of at least 10 kg/m3, optionally at least 20 kg/m3,
optionally at least 30 kg/m3, optionally at least 40 kg/m3. The
protective insert may have a density, as measured by ASTM D 1622,
of 120 kg/m3 or less, optionally 110 kg/m3 or less, optionally 75
kg/m3 or less, optionally 60 kg/m3 or less. The protective insert
may have a density, as measured by ASTM D 1622, of from 10 kg/m3 to
120 kg/m3, optionally from 20 kg/m3 to 120 kg/m3, optionally from
30 kg/m3 to 120 kg/m3, optionally from 40 kg/m3 to 80 kg/m3,
optionally from 40 kg/m3 to 60 kg/m3, optionally from 40 kg/m3 to
80 kg/m3.
[0105] The protective insert may have a compressive strength, as
measured according to ASTM D 1621, of at least 0.1 MPa, optionally
at least 0.2 MPa, optionally at least 0.3 MPa, optionally at least
0.4 MPa, optionally at least 0.5 MPa, optionally at least 0.6 MPa,
optionally at least 0.7 MPa, optionally at least 0.8 MPa,
optionally at least 0.9 MPa. The protective insert may have a
compressive strength, as measured according to ASTM D 1621, of 5
MPa or less, optionally 4 MPa or less, optionally 3 MPa or less,
optionally 2 MPa or less, optionally 1.5 MPa or less, optionally 1
MPa or less. The protective insert may have a compressive strength,
as measured according to ASTM D 1621, of from 0.1 MPa to 5 MPa,
optionally from 0.3 MPa to 4 MPa, optionally from 0.4 MPa to 4 MPa,
optionally from 0.7 MPa to 3.5 MPa, optionally from 0.7 MPa to 2
MPa, optionally from 0.7 MPa to 1.5 MPa, optionally from 0.7 MPa to
1.3 MPa.
[0106] Example of foams that may be used for the protective insert
include closed-cell polymethacrylimide foams, which are available,
for example, from Rohacell.RTM., such as Rohacell.RTM. IG and IG-F
foams.
[0107] In an embodiment, the protective insert comprises a
plurality of layers. In an embodiment, the plurality of layers may
have different stiffness to one another, e.g. different elastic
modulus from one another. In an embodiment, the protective insert
comprises a plurality of layers, with the layers arranged axially
with respect to one another (i.e. such that in a cross-section of
the rim (e.g. in a manner shown in FIG. 1, 2 or 3) layers are seen
between the protective insert and the outer layer). In an
embodiment, the protective insert comprises a plurality of layers,
and has a first layer disposed closer to the primary structural
component than a second layer and the first layer has a higher
stiffness (a higher Young's modulus) than the second layer. In an
embodiment, three or more layers are provided, the layers arranged
axially in the rim, with respect to one another, with the stiffness
of the layers (i.e. the Young's modulus of the layers) becoming
progressively lower in the direction axially from the primary
structural component to the outer surface of the flange in which
they are located, e.g. the first and/or second flange. Having less
stiff inserts toward an outer face of the flange will assist in
spreading loads from an impact over a large area, i.e. forming a
crumple zone and decreasing the likelihood of damage to the primary
structural component.
[0108] In an embodiment, the outer layer overlies the protective
insert in the first and/or second flange, the outer layer having a
different colour to the protective insert or any materials that may
be disposed between the outer layer and the protective insert, to
provide a visual indication of any damage to the outer layer. The
protective insert and/or any materials that may be disposed between
the outer layer and the protective insert may be brightly coloured
(e.g. having a colour such as white, green or yellow, a fluorescent
colour or a primary colour or any combination of primary
colours).
[0109] The outer layer covering the protective insert on the first
and/or second flange, when viewed from an axial direction A, may
lack fibres that are aligned with a radial direction R, i.e. the
fibres of the outer layer may be orientated such that they are at
an angle (e.g. at least 20.degree. from the radial direction), when
viewed from an axial direction A.
[0110] In an embodiment, filler material is disposed in at least a
portion of the rim defined by space between the first and/or second
bead seat and the primary structural component. The filler material
may extend at least part way, optionally all the way,
circumferentially, around the rim. The filler material may be
protective material and may be the same as or different from the
material in the protective insert. The filler material may be a
foam, a honeycomb, a laminate structure, and a fabric. The foam may
be an open- or closed-cell foam. The foam may comprise a foamed
polymer, which may be selected from a foamed polyacrylamide, such
as polymethylacrylimide, a foamed polyurethane, a foamed
polystyrene, a foamed vinyl chloride, a foamed acrylic polymer, a
foamed polyethylene, a foamed polypropylene and a foamed vinyl
nitrile. In an embodiment, the protective insert comprises an
elastomeric polymer, such as rubber, which may be a synthetic
rubber, such as styrene butadiene, or natural rubber. The
elastomeric polymer may or may not be foamed.
[0111] The filler material may have a density, as measured by ASTM
D 1622, of at least 10 kg/m3, optionally at least 20 kg/m3,
optionally at least 30 kg/m3, optionally at least 40 kg/m3. The
filler material may have a density, as measured by ASTM D 1622, of
120 kg/m3 or less, optionally 110 kg/m3 or less, optionally 75
kg/m3 or less, optionally 60 kg/m3 or less. The filler material may
have a density, as measured by ASTM D 1622, of from 10 kg/m3 to 120
kg/m3, optionally from 20 kg/m3 to 120 kg/m3, optionally from 30
kg/m3 to 120 kg/m3, optionally from 40 kg/m3 to 80 kg/m3,
optionally from 40 kg/m3 to 60 kg/m3, optionally from 40 kg/m3 to
80 kg/m3.
[0112] The filler material may have a compressive strength, as
measured according to ASTM D 1621, of at least 0.1 MPa, optionally
at least 0.2 MPa, optionally at least 0.3MPa, optionally at least
0.4 MPa, optionally at least 0.5 MPa, optionally at least 0.6 MPa,
optionally at least 0.7 MPa, optionally at least 0.8 MPa,
optionally at least 0.9 MPa. The filler material may have a
compressive strength, as measured according to ASTM D 1621, of 5
MPa or less, optionally 4 MPa or less, optionally 3 MPa or less,
optionally 2 MPa or less, optionally 1.5 MPa or less, optionally 1
MPa or less. The filler material may have a compressive strength,
as measured according to ASTM D 1621, of from 0.1 MPa to 5 MPa,
optionally from 0.3 MPa to 4 MPa, optionally from 0.4 MPa to 4 MPa,
optionally from 0.7 MPa to 3.5 MPa, optionally from 0.7 MPa to 2
MPa, optionally from 0.7 MPa to 1.5 MPa, optionally from 0.7 MPa to
1.3 MPa.
[0113] Example of foams that may be used for the filler material
include closed-cell polymeth-acrylimide foams, which are available
from Rohacell.RTM., such as Rohacell.RTM. IG and IG-F foams.
[0114] In an embodiment, an attachment component for attaching a
spoke of a wheel to the rim is embedded in the filler material. In
an embodiment, the attachment component is a nut or a bolt. In an
embodiment, the attachment component is a nut and an aperture is
provided in the primary structural component to allow insertion of
a bolt into the nut.
[0115] In an embodiment, a filling component is disposed in the
rim, e.g. in the first flange and/or second flange and/or under the
first and/or second bead seat, the filling component running at
least part way around the circumference of the rim in the first
flange and/or second flange, respectively. In an embodiment, a
filling component is disposed adjacent an end of the primary
structural component in the first flange and/or second flange, the
filling component running at least part way around the
circumference of the rim in the first flange and/or second flange,
respectively.
[0116] In an embodiment, the filling component comprises a
substantially unidirectional fibrous material extending in a
circumferential direction around the rim. The fibrous material may
be entwined together, e.g. braided together, and may form a rope.
The fibrous material may comprise structural fibres, which may or
may not be the same type of structural fibres used in the primary
structural component or outer layer. The structural fibres in the
filling component may comprise fibres selected from carbon, aramid
and glass fibres.
[0117] In an embodiment, the primary structural component, in the
first or second flange, splits in the area under the bead seat
and/or in the area in the barrel, and a filler material is located
in the cavity formed by the split. If the primary structural
component splits in an area under or near the bead seat, a portion
of the primary structural component disposed most radially outward
may form part of the bead seat, e.g. together with the outer layer,
and the filler material may be located between this portion and a
portion of the primary structural component located most radially
inward.
[0118] In an embodiment, one or more sensors is/are provided in or
adjacent to the protective insert and/or in the between the bead
seat and the primary structural component, to send a signal to a
receiver with information about the rim or any tire disposed
thereon.
[0119] In an embodiment, the sensor or sensors send(s) information
to a receiver about any damage to the protective insert and any
layer covering the protective insert.
[0120] In an embodiment, the sensor or sensors may pass real time
telemetric or electronic information via a wireless or hard wired
system to the vehicle motoring system.
[0121] In an embodiment, the wheel may be inspected with by the use
of specialist Non-Destructive Test (NDT) inspection system and/or
equipment.
[0122] In an embodiment, the sensor may detect a structural failure
or damage to the protective insert and/or an overlying outer layer
and insert indicating a need for inspection of the rim by an
expert, while the primary structural component is minimally damaged
or undamaged.
[0123] The sensor may be multi or single channel detector that
enables the degree of damage to the protective insert and/or any
overlying outer layer of the rim to be remotely assessed.
[0124] Non-limited embodiments of the present invention will now be
described with reference to the Figures. An individual feature
mentioned below may be combined individually, and without reference
to any associated features, with any of the aspects described here
or other optional and preferred features described herein.
[0125] FIG. 1 shows a cross sectional view of an embodiment of the
rim 1 in a Hybrid type wheel 2. In this embodiment, the rim 1 is
screwed to the spokes 3 by means of a bolt 4, which is held in
place by a fastener insert, i.e. nut 5. A first flange 101
constitutes an outboard flange of the rim, i.e. the flange that
would be outermost when the wheel is installed on a four-wheeled
vehicle. A second flange 102 constitutes an inboard flange, i.e.
the flange that would be innermost when the wheel is installed on a
four-wheeled vehicle. A first bead seat B1 is arranged axially
inward of the first flange 101. A second bead seat B2 is arranged
axially inward of the second flange 102. The bolt 4 may be a
metallic component. The insert 5 may drilled and tapped after the
wheel has been fully cured and removed from the mould.
[0126] A primary structural component 103 extends through the first
flange 101, the barrel 104, and the second flange 102. The primary
structural component is capable of bearing the majority of the
radial and/or lateral load that, in use, would be borne by the
rim.
[0127] A protective insert 105 is disposed between an outer face
106 of the first flange and the primary structural component
103.
[0128] The horizontal section of the bead seat B1 nearest the first
flange (the first bead seat) is spaced apart from the primary
structural component 103. A filler material 107 is disposed in the
cavity formed by the first bead seat B1 and the underlying primary
structural component. The filler material 107 acts to hold the
fastener insert 5 in place.
[0129] A protective insert 105 is disposed between an outer face
106 of the second flange 102 and the primary structural component
103. A filler material 108 is disposed in the cavity formed by the
split primary structural component under the second bead seat B2
and primary structural component 103 in the bead seat B2 and runs
to the left side of energy absorbing insert 105 to re-join above in
section 103V above noodle 109A.
[0130] The primary structural component 103, the bead seat(s) B1,
B2 and the protective insert 105 are bound by a polymer matrix. The
primary structural component and the bead seats preferably comprise
structural fibres impregnated by the polymer matrix, i.e. the
.primary structural component and the bead seats are
fibre-reinforced plastics. The protective inserts may or may not
have been impregnated with the polymer matrix, e.g. if they
comprise a foam, depending on whether or not this is an open-celled
or close-celled foam, they but are bound to the other components by
the polymer matrix.
[0131] FIG. 2 shows a cross-sectional view of an embodiment of a
rim 1A as described herein for use in an automobile wheel 2, with
the outboard flange 101 to the left hand side and the inboard
flange 102 to the right hand side of the Figure. This rim is
similar to the rim of FIG. 1, except that the fastener insert is
not present and further components are illustrated. This rim may be
for use in a MonoBloc wheel, and integrally formed with the spokes
(not shown). All components of FIG. 1 are similarly numbered in
FIG. 2. In FIG. 2, a filling component 109 is disposed adjacent an
end of the primary structural component in the first flange, the
filling component 109 running around the circumference of the rim
in the first flange. The filling component 109 may otherwise be
termed a noodle herein. The filling component 109 may for example
comprise a substantially unidirectional fibrous material extending
in a circumferential direction around the rim, e.g. a braided
fibrous material, e.g. comprising structural fibres as described
herein. The filling component 109 can be placed as shown to ensure
accurate fibre material placement (e.g. of the primary structural
component) and prevent movement during the manufacturing process,
e.g. during an RTM process. The filling component 109 also acts to
prevent damage to the end of the primary structural component by
dissipating forces along the noodle fibres. Suitable noodles are
braided carbon fibre noodles, available commercially, for example
from Cristex.RTM..
[0132] Further noodles 109A may be disposed underneath the material
1010 forming the bead seat at the point it changes direction. The
outboard flange area has been found to more vulnerable to high
localised bending loads due to the junction with the spoke and
fastener system. The structural voids in areas where the primary
and secondary load path split and can initiate or propagate a
delamination are filled using the further noodles (109A), thus
reducing the tendency to cause delamination.
[0133] It can be seen in FIG. 3A that the primary structural
component 103 comprises, in the first flange 101A a substantially
vertical section 103V, wherein a vertical direction V corresponds
to a direction R substantially perpendicular to an axial direction
A defined by the barrel. The direction R may also be termed the
radial direction herein. Above the substantially vertical section
103V is a section of the primary structural component 103C1 that
curves outwardly toward a top outward edge 101E of the first
flange. Below the substantially vertical section 103V is a section
103C2 that curves underneath the bead seat B1 toward the section of
the primary structural component 104 that extends into the barrel
104. The protective insert 105A may be disposed between the outer
face of the first flange 106 and the substantially vertical section
103V of the primary structural component 103.
[0134] In FIG. 3A, it can be seen that the primary load path
(formed by the primary structural component) is sandwiched
centrally between by a combined sacrificial layer (the protective
insert 105A and overlying outer layer 1010) on one side and a
structural core (the filler material 107) on the opposite side.
This ensures an optimised load carrying and minimises stress
raisers, which can occur in wheels where the primary load path runs
under/through the bead seat.
[0135] In the embodiment shown in the Figures, the primary
structural component 103 or 103A comprises structural fibres. In
this embodiment, the structural fibres are woven carbon fibres.
Preferably, the primary structural component comprises a plurality
of layers of woven carbon fibres. The structural fibres may be
biaxially or tri-axially woven.
[0136] In this embodiment, the rim comprises an outer layer 1010
also bound by the polymer matrix. The outer layer 1010 extends over
the entire inside of the barrel (i.e. the side closest to the axis
of the rim), over each top outward edge 101E, 102E of both the
flanges 101A, 102, and extends axially inward from each of the
flanges to form the bead seats B1, B2, with the edge 1010E of the
outer layer finishing on the barrel 104. As can be seen, the outer
layer 1010 forms a covering on the protective insert 105 and over
the filler material 107. In this embodiment, the outer layer 1010
comprises biaxial structural fibres, which are woven into a layer.
Preferably, in this embodiment, the outer layer 1010 and the
primary structural component 103 each comprise a plurality of
fabric layers comprising structural fibres, the primary structural
component comprising a greater number of fabric layers than the
outer layer, and the fabric layers of the primary structural
component are substantially triaxial fabric.
[0137] In the primary structural component 103 or 103A at least
some of the structural fibres of the primary structural component
extend through the primary structural component in a direction
substantially parallel to an axis defined by the rim, when viewed
from a radial direction R. In other words, at least some of the
structural fibres extend through the rim from the first flange to
the second flange along the shortest path between them (e.g. as
shown in FIG. 3B schematically). In FIGS. 1, 2 and 3A, this would
be in the same plane as the page, and along the lines shown in the
first structural component. When the primary structural component
comprises a biaxial or triaxial woven fabric, then the fabric is
aligned such that one of the axes of the fibres extends along the
flange-to-flange direction, i.e. along the axial direction of the
rim.
[0138] FIG. 3B shows, schematically, a triaxial fabric for use in
the primary structural component 103, when viewed from a radial
direction R, with one of the axes of the fibres of the fabric being
parallel to the axial direction, i.e. running along a
flange-to-flange direction (from the first flange to the second
flange).
[0139] Preferably, the outer layer 1010 substantially lacks fibres
that extend through the outer layer in a direction substantially
parallel to an axis defined by the rim, when viewed from a radial
direction R. In other words, the outer layer substantially lacks
fibres that extend from the first flange to the second flange along
the shortest path between them. When the outer layer comprises a
biaxial fabric, for example, the fabric is aligned so that neither
the axes of the fibres are along a flange-to-flange direction. Each
axis of the fibres is preferably aligned such that there is an
angle of at least 30.degree. between the flange-to-flange direction
and either of the two axes of the fibres in the biaxial fabric. For
example, the outer layer may be a biaxial fabric and the fibres are
orientated at about +/-45.degree. to the flange-to-flange
direction.
[0140] In an embodiment, the primary structural component comprises
at least one layer of structural fibres woven into a triaxial
fabric and one of the axes of the fibres extends along the
flange-to-flange direction, i.e. along the axial direction of the
rim, when viewed from a radial direction R, and the outer layer
1010 comprises at least one layer of structural fibres woven into a
biaxial fabric and aligned so that neither the axes of the fibres
in the biaxial fabric are along a flange-to-flange direction, i.e.
along the axial direction of the rim, when viewed from a radial
direction R.
[0141] FIG. 3C shows, schematically, a biaxial fabric for use in
the outer layer, e.g. as part of the bead seat, when viewed from a
radial direction, with neither of the axes of the fibres of the
fabric being parallel to the axial direction, i.e. running along a
flange-to-flange direction (from the first flange to the second
flange). Each axis of the fabric is at an angle of about 45.degree.
to the flange-to-flange direction (or axial direction A).
[0142] As mentioned, preferably, the primary structural component
comprises a triaxial fabric and the outer layer comprises a biaxial
fabric and the axes of the fabric may be orientated as described
above. The triaxial fabric may comprise structural fibres
orientated in three directions, as described herein, and may
optionally further include further fibres, e.g. structural fibres,
in a fourth direction, which may be woven in with or sewn into the
other fibres. This can aid the manufacturing process.
[0143] In the embodiments shown in the Figures, the protective
insert 105 or 105A comprises a foam, which may be a closed or
open-cell foam, formed from a suitable material such as a
polymethacrylimide (PMI) foam.
[0144] In the embodiment of FIGS. 1, 2 and 3A, the outer layer 1010
overlies the protective insert 105 or 105A on an outerface of the
first and second flanges. The outer layer has a different colour to
the protective insert or any materials that may be disposed between
the outer layer and the protective insert. In many fibre-reinforced
wheels, damage to any of the components may go unnoticed, since
they are often of a dark colour and any cracks or chips to the
material may not be readily visible. However, by including a
different colour below the outer layer, this allows damage to be
detected at an early stage. This provide a visual indication of any
damage to the outer layer, and allows for any damage to be
addressed. By locating the primary structural component on the
opposite side of the protective from the outer layer, and having
the damage to the outer layer easily visibly, it means the point at
which damage is visible is generally before damage has occurred to
the primary structural component.
[0145] In the embodiment of FIGS. 1, 2 and 3A, a filler material
107 is disposed in a cavity formed by the bead seat and the
underlying primary structural component. In this embodiment, the
filler material is a foam. The foam may or may not be the same as
the foam used in the protective insert.
[0146] As seen in FIG. 1, an attachment component for attaching a
spoke of a wheel to the rim is embedded in the filler material. The
attachment component can be preassembled into the filler material
107 during the rim manufacturing process, e.g. prior to die closing
and an RTM injection process.
[0147] FIG. 4 shows a close-up, cross-sectional view of the inboard
flange 102A of the rim of FIG. 2. The features of this flange are
similarly numbered as the first flange. The arrangement is very
similar to the first flange except that the primary structural
component splits in the area under the bead seat, and a filler
material 108 is located in the cavity formed by the split. The
outer layer 1010 extends over the primary structural component on
the bead seat over the top edge 102E of the flange and the outer
edge of the flange overlying the protective insert 105. The outer
layer 1010 extends underneath the barrel of the rim from the first
flange to the second flange 1010. As can be seen a noodle 109, e.g.
structural fibres braided together, is located at the end 102E of
the primary structural component within the inboard flange 102A.
Again, the noodle (109) is placed as shown to ensure accurate fibre
material placement during manufacture and prevent movement during
an RTM process. The noodle 109 forms an integral part of the
combined impact resistance/sacrificial layer, 1010, and insert 105.
A further noodle 109A is located at the upper point of the split in
the primary structural component 103.
[0148] In an embodiment, the outer layer 1010 comprises two layers
of a plain weave biaxial carbon fibre material, the primary
structural component comprises four or five layers of tri-axial
woven carbon fibre material, the protective inserts and the filler
material comprise a closed-cell foam, e.g. formed from
polymethacrylimide, and the noodles comprise braided carbon-fibre
material. The fibres in the primary structural component are
orientated so that one of the axes of the fibres is aligned along
the flange-to-flange direction (e.g. as shown schematically in FIG.
3B). The fibres of the biaxial plain weave in the outer layer 1010
are orientated so that both axes are at an angle of about
45.degree. to the flange-to-flange direction (e.g. as shown
schematically in FIG. 3C).
[0149] The outer layer 1010 covering the protective insert 105 or
105A on all flanges B1, B2 shown in the Figures herein, when viewed
from an axial direction A, will lack fibres that are aligned with a
radial direction R, i.e. the fibres of the outer layer are
orientated such that they are at an angle (e.g. at least 20.degree.
from the radial direction), when viewed from an axial direction
A.
[0150] FIGS. 5A and 5B show, respectively, first and second flanges
with one or more sensors 1011 located in the protective insert. The
individual or multiple sensors may send a signal or signals to a
receiver with information about the rim and/or any tire disposed
thereon. The sensor(s) 1011 may act to detect any damage to the
outer layer and/or the protective insert.
[0151] FIG. 6 shows a front view (as viewed along an axial
direction) of a multicomponent Hybrid wheel, which can be used for
a motorcycle. FIG. 7A shows a cross-sectional view (along section
A-A of FIG. 6) of an embodiment of the rim of the wheel of FIG. 6.
FIG. 7B shows an enlarged view of the flange on the right hand side
of the wheel of FIG. 7A. The wheel differs from that of FIG. 1 in
that the spokes 3 are located centrally between the two flanges,
rather than closer to one flange than the other. The construction
of both of the flanges of this wheel is similar to that of the
inbound flange B2 wheel in FIG. 4. The features of FIGS. 7A and 7B
corresponding to those in flange B2 in FIG. 4 are given the same
numbers. As can be seen in FIG. 7B, the primary structural
component splits in the area under the bead seat B2, and a filler
material 108 is located in the cavity formed by the split. The
outer layer 1010 extends over the primary structural component on
the bead seat over the top edge 102E of the flange and the outer
edge of the flange overlying the protective insert 105. The outer
layer 1010 extends underneath the barrel of the rim from the first
flange to the second flange 1010. As can be seen a noodle 109, e.g.
structural fibres braided together, is located at the end 103E of
the primary structural component within the inboard flange 102.
Again, the noodle (109) is placed as shown to ensure accurate fibre
material placement during manufacture and prevent movement during
an RTM process. The noodle 109 forms an integral part of the
combined impact resistance/sacrificial layer, 1010, and insert 105.
A further noodle 109A is located at the upper point of the split in
the primary structural component 103.
[0152] The primary structural component splits in the central
portion of the barrel, and a fastener insert, i.e. nut 5, is
located in the cavity, which may be held in place by a filler
material 107 (not shown). The rim 1 or 1A is screwed to the spokes
3 by means of a bolt 4 that screws into the nut 5.
[0153] FIG. 8 shows a cross-section of a further embodiment rim of
FIG. 6, which is also a multicomponent Hybrid wheel, which can be
used for a motorcycle. In this embodiment, the wheel differs from
that of FIG. 1 in that the spokes 3 are located centrally between
the two flanges, rather than closer to one flange than the other.
The construction of both of the flanges of this wheel is similar to
that of the out-bound flange B1 wheel in FIG. 3a, except that the
outer layer 1010 extends axially inward from each flange and
instead of being contoured such that it contacts the primary
structural component, it forms a cavity across the entire width of
the rim between each flange. In this cavity is located two portions
of filler material 107A, between which is located a fastener
insert, i.e. nut 5. As in FIG. 7A, the rim 1 is affixed the spokes
3 by means of a bolt 4 that screws into the metal insert 5.
[0154] The rim of any of the embodiments described herein may be
made by assembling the various component and then bonding them
together in a polymer matrix. This may involve assembling the
various components in a mould and then bonding them together in a
polymer matrix. For example, in the embodiment of FIGS. 1, 2 and 3,
the various fabrics (for forming the primary structural component,
the bead seat and the outer layer), protective inserts, filler
materials, and noodles are assembled in a mould. The fabrics may be
pre-impregnated with resin or precursor material that will
polymerise to form a resin, and then cured in a mould to form the
rim, optionally with spokes, if forming a monoblock or hybrid
wheel. In an alternative embodiment, the various fabrics (for
forming the primary structural component, the bead seat and the
outer layer), protective inserts, filler materials, and noodles are
assembled in a mould and a resin (or precursor material for making
the resin) applied, either as they are assembled (e.g. in a wet
lay-up process or pre-preg process) or after the mould is closed
(e.g. in the resin transfer moulding technique) and the rim cured
to form the polymer matrix and bind the components together.
EXAMPLES
[0155] A radial load test was carried out on two different types of
wheel: (i) a wheel comprising a rim according to the disclosure
(denoted Mk2 design below) and (ii) a reference wheel (denoted Mk1
design below). A schematic illustration of the test equipment is
shown in FIG. 9. The test comprises a driven drum 901 on which the
test wheel is mounted under a radial load, as shown in FIG. 9; this
type of test is normally referred to as a radial fatigue test. In
this Figure, the driven drum is denoted 901, the wheel being tested
denoted 2, the rim of the wheel denoted 1, the tyre on the wheel
denoted 902, the spokes of the wheel denoted 3 and the radial load
by an arrow 903. The number of wheel revolutions before failure,
defined at the point of tyre deflation or wheel breaking, is
recorded. The described test was undertaken in accordance with SAE
J328. The test described herein was undertaken using a wheel
assembly including a carbon fibre rim (in accordance with the
present disclosure) and an intentionally over-engineered aluminium
alloy spoke centrepiece. The over-engineered spoke centrepiece was
used to determine the full capability of the carbon fibre rim by
eliminating the spoke failure mode.
[0156] The rim according to the disclosure that was tested had a
cross-section substantially as shown in FIG. 1. In this rim, the
outer layer 1010 comprised two layers of a plain weave biaxial
carbon fibre material, the primary structural component 103
comprised at least four layers of tri-axial woven carbon fibre
material, the protective inserts 105 and the filler material 107
comprise a closed-cell foam formed from polymethacrylimide, and the
noodles comprise braided carbon-fibre material. The resin used to
bind the carbon fibre fabrics together was an epoxy resin. The
fibres in the primary structural component were orientated so that
one of the axes of the fibres was aligned along the
flange-to-flange direction (as shown schematically in FIG. 3B). The
fibres of the biaxial plain weave in the outer layer 1010 are
orientated so that both axes are at an angle of about 45.degree. to
the flange-to-flange direction (as shown schematically in FIG.
3C).
[0157] The radial test loads were set at 650 kg for a normal
vehicle, 750 kg for a moderately heavy vehicle and 850 kg for a
heavy vehicle. A service factor of 2.25 was multiplied onto each
wheel rating to calculate the total applied test load. The testing
began for the 650 kg rating and ran to 1,000,000 cycles. The same
wheel was then tested at 750 kg for a further 1,000,000 cycles. The
rating was increased further to 850 kg and the same test wheel ran
for an additional 500,000 cycles. To summarise, the single test
wheel was subjected to the following: 1,000,000 cycles at a radial
load of 650 kg.times.2.25, 1,000,000 at a radial load of 750
kg.times.2.25 and 500,000 at a radial load of 850 kg.times.2.25.
The wheel passed the test, showing no damage in the rim upon visual
inspection and retaining the initial tyre pressure. The test was
terminated as the result was deemed sufficient, though the
favourable condition of the wheel suggests it could have withstood
even heavier and longer testing.
[0158] The carbon fibre rim design (Mk2) described herein
represents a significant improvement over a previous carbon fibre
rim design (Mk1), which featured a mounting flange on the inside
surface. The previous carbon fibre rim (Mk1 design) that was tested
is shown schematically, in cross section, in FIG. 10. In this
Figure is shown: an outboard flange 101, inboard flange 102, the
bead seats B1 and B2, with linking barrel 104. In the Mk1 design,
the mounting flange induced an unfavourable stress concentration at
its root and significantly increased the difficulty of rim
manufacture. In a similar test, at another test house, the Mk1
design wheel was tested at the 650 kg rating for 500,000 cycles
with no evidence of rim damage upon visual inspection and without a
loss of initial inflation pressure. The rating was maintained and
the same wheel ran for an additional 500,000 cycles, totaling
1,000,000 cycles. Between 500,000 and 1,000,000 cycles the wheel
began leaking air near the valve hole such that, at 1,000,000
cycles, the inflation pressure had dropped by 20% compared to the
initial inflation pressure. These results are illustrated in FIG.
11.
[0159] The following Example Embodiments provide illustrative
implementations within the scope of this disclosure, however, shall
not be construed to limit the scope of the claimed embodiments
presented herein. Rather, they are provided to demonstrate some of
the many different variations of a few embodiments of the
innovation. [0160] Example Embodiment 1. A non-metallic rim for a
wheel, the rim comprising: [0161] a barrel having first and second
flanges extending radially outward from opposing edges of the
barrel, and the barrel comprising a first bead seat and a second
bead seat arranged axially inwardly, respectively, of the first and
second flanges, [0162] wherein [0163] a primary structural
component extends at least through the first flange and the barrel,
the primary structural component being capable of bearing the
majority of the radial and/or lateral load that, in use, would be
borne by the rim [0164] a protective insert is disposed between an
outer face of the first flange and the primary structural component
and/or [0165] at least a portion of the first bead seat is spaced
apart from the primary structural component and [0166] the primary
structural component, bead seat and, if present, the protective
insert are bound by a polymer matrix. [0167] Example Embodiment 2.
The non-metallic rim according to Example Embodiment 1, wherein a
protective insert is disposed between an outer face of the first
flange and the primary structural component and at least a portion
of the first bead seat is spaced apart from the primary structural
component. [0168] Example Embodiment 3. The non-metallic rim
according to Example Embodiment 1 or Example Embodiment 2, wherein
the rim is for a wheel suitable for a four-wheeled vehicle and
first flange is an outboard flange. [0169] Example Embodiment 4.
The non-metallic rim according to Example Embodiment 1 or Example
Embodiment 2, wherein the rim is for a wheel suitable for a
motorbike. [0170] Example Embodiment 5. The non-metallic rim
according to Example Embodiment 4, wherein the first flange and the
second flange are substantially symmetrical versions of one
another. [0171] Example Embodiment 6. The non-metallic rim
according to any one of the preceding Example Embodiments, wherein
the primary structural component comprises, in the first flange, a
substantially vertical section, wherein a `vertical` direction
corresponds to a direction substantially perpendicular to an axial
direction defined by the barrel, and above the substantially
vertical section is a section that curves outwardly toward a top
outward edge of the first flange and below the substantially
vertical section is a section that curves underneath the bead seat
toward the section of the primary structural component that extends
into the barrel. [0172] Example Embodiment 7. The non-metallic rim
according to Example Embodiment 6, wherein the protective insert is
disposed between the outer face of the first flange and the
substantially vertical section of the primary structural component.
[0173] Example Embodiment 8. The non-metallic rim according to any
one of the preceding Example Embodiments, wherein the primary
structural component comprises structural fibres. [0174] Example
Embodiment 9. The non-metallic rim according to Example Embodiment
8, wherein at least some of the structural fibres extend through
the primary structural component in a direction parallel to an
axial direction, when the primary structural component is viewed
from a radial direction. [0175] Example Embodiment 10. The
non-metallic rim according to Example Embodiment 8 or Example
Embodiment 9, wherein the structural fibres are selected from
carbon fibres, aramid fibres and glass fibres. [0176] Example
Embodiment 11. The non-metallic rim according to any one of Example
Embodiments 8 to 10, wherein the structural fibres have been woven,
knitted, stitched, braided, wound, stapled or otherwise bound into
a fabric. [0177] Example Embodiment 12. The non-metallic rim
according to any one of Example Embodiments 7 to 11, wherein the
structural fibres are biaxially or tri-axially woven. [0178]
Example Embodiment 13. The non-metallic rim according to any one of
the preceding Example Embodiments, wherein the rim comprises an
outer layer also bound by the polymer matrix, wherein the outer
layer forms at least part of the bead seat and/or a covering on the
protective insert. [0179] Example Embodiment 14. The non-metallic
rim according to Example Embodiment 13, wherein the outer layer
comprises structural fibres. [0180] Example Embodiment 15. The
non-metallic rim according to Example Embodiment 13 or Example
Embodiment 14, wherein the outer layer and the primary structural
component each comprise a plurality of fabric layers comprising
structural fibres, the primary structural component comprising a
greater number of fabric layers than the outer layer. [0181]
Example Embodiment 16. The non-metallic rim according to Example
Embodiment 15, wherein at least some of the structural fibres of
the primary structural component extend through the primary
structural component in a direction parallel to an axial direction,
when the primary structural component is viewed from a radial
direction, and wherein the outer layer substantially lacks fibres
that extend in a direction parallel to an axial direction, when the
outer layer is viewed from a radial direction. [0182] Example
Embodiment 17. The non-metallic rim according to any one of Example
Embodiments 13 to 16, wherein the primary structural component
comprises a triaxial fabric and the outer layer comprises a biaxial
fabric. [0183] Example Embodiment 18. The non-metallic rim
according to any one of Example Embodiments 11 to 17, wherein the
outer layer extends over an entire side of the barrel closest to
the axis of the rim, over the protective insert of the first
flange, and, if present, a protective insert of the second flange,
over a top outward edge of both of the first and second flanges and
axially inward from each of the flanges to form the first and
second bead seats, respectively. [0184] Example Embodiment 19. The
non-metallic rim according to any one of the preceding Example
Embodiments, wherein the protective insert comprises an insert
selected from a foam, a honeycomb and a plurality of layers
arranged axially with respect to one another, the layers having
different stiffnesses to one another. [0185] Example Embodiment 20.
The non-metallic rim according to any one of Example Embodiments 13
to 19, wherein the outer layer overlies the protective insert, the
outer layer having a different colour to the protective insert or
any materials that may be disposed between the outer layer and the
protective insert, to provide a visual indication of any damage to
the outer layer. [0186] Example Embodiment 21. The non-metallic rim
according to any one of the preceding Example Embodiments, wherein
a filler material is disposed between the first bead seat and the
primary structural component. [0187] Example Embodiment 22. The
non-metallic rim according to Example Embodiment 21, wherein the
filler material is selected from a foam, a honeycomb and a
laminate. [0188] Example Embodiment 23. The non-metallic rim
according to Example Embodiment 21 or Example Embodiment 22,
wherein an attachment component for attaching a spoke of a wheel to
the rim is embedded in the filler material. [0189] Example
Embodiment 24. The non-metallic rim according to Example Embodiment
23, wherein the attachment component is a nut or a bolt. [0190]
Example Embodiment 25. The non-metallic rim according to Example
Embodiment 24, wherein the attachment component is a nut and an
aperture is provided in the primary structural component to allow
insertion of a bolt into the nut. [0191] Example Embodiment 26. The
non-metallic rim according to any one of the preceding Example
Embodiments, wherein a filling component is disposed adjacent an
end of the primary structural component in the first flange, the
filling component running at least part way around the
circumference of the rim in the first flange. [0192] Example
Embodiment 27. The non-metallic rim according to Example Embodiment
26, wherein the filling component comprises substantially
unidirectional fibrous material extending in a circumferential
direction around the rim. [0193] Example Embodiment 28. The
non-metallic rim according to any one of the preceding Example
Embodiments, wherein one or more sensors is/are provided in or
adjacent to the protective insert and/or in the between the bead
seat and the primary structural component, to send a signal to a
receiver with information about the rim or any tire disposed
thereon. [0194] Example Embodiment 29. The non-metallic rim
according to Example Embodiment 28, wherein the one or more sensors
send(s) information to a receiver about any damage to the
protective insert and/or any layer covering the protective insert.
[0195] Example Embodiment 30. A wheel comprising the rim according
to any one of the preceding Example Embodiments. [0196] Example
Embodiment 31. A wheel according to Example Embodiment 30, wherein
the wheel is for a four-wheeled vehicle and the first flange is an
outboard flange of the wheel. [0197] Example Embodiment 32. A wheel
according to Example Embodiment 31, wherein the four-wheeled
vehicle is a car. [0198] Example Embodiment 33. A wheel according
to Example Embodiment 30, wherein the wheel is for a motorbike.
[0199] Example Embodiment 34. A vehicle comprising a wheel
according to any one of Example Embodiments 30 to 33. [0200]
Example Embodiment 35. A method for making a rim according to any
one of Example Embodiments 1 to 29, the method comprising
assembling the primary structural component, bead seat and, if
present, the protective insert, and any other optional components
of the rim, such as a filler material, and binding them together in
a polymer matrix. [0201] Example Embodiment 36. The method
according to Example Embodiment 35, the method comprises using
pre-impregnated into fibre materials or cloths for the primary
structural component and/or the bead seat. [0202] Example
Embodiment 37. The method according to Example Embodiment 35,
wherein the method involves a wet lay-up process. [0203] Example
Embodiment 38. The method according to Example Embodiment 35, the
method involving resin transfer moulding.
* * * * *