Patent Application
20180022153
The present disclosure relates generally to powertrain systems for motor vehicles. More specifically, aspects of this disclosure relate to wheel hubs for corner assemblies of motor vehicles.
Conventional motor vehicles, such as the modern-day automobile, include a powertrain that operates to propel the vehicle and power the onboard vehicle electronics. The powertrain, which is inclusive of and sometimes improperly referred to as a “drivetrain,” is generally comprised of an engine that delivers driving power to the vehicle's final drive system (e.g., rear differential, axle, and wheels) through a multi-speed power transmission. Automobiles have traditionally been powered by a reciprocating-piston type internal combustion engine (ICE) because of its ready availability and relatively inexpensive cost, light weight, and overall efficiency. Such engines include two or four-stroke compression-ignited diesel engines and four-stroke spark-ignited gasoline engines. Hybrid vehicles, on the other hand, utilize alternative power sources, such as fuel cells or electric motor-generators, to propel the vehicle, minimizing reliance on the engine for power and increasing overall fuel economy.
A wheel unit of a contemporary motor vehicle drivetrain is typically a pneumatic assembly with a synthetic-rubber tire fitted onto the rim of a metallic wheel. To ensure consistent road handling, steering and vehicle braking, each wheel unit is connected to the body in white (BIW) of the vehicle through a suspension system that generally comprises a collaboration of springs, shock absorbers, and linkages. For instance, the front corner assembly of a conventional rear-wheel drive automobile employs a steering knuckle with a spindle onto which a hub and a brake rotor are rotatably mounted. Inboard contact points of the knuckle are coupled to the vehicle body, e.g., via a control arm, strut damper, and tie rod, whereas the outboard end is coupled to the wheel hub, e.g., via the spindle and hub. The wheel unit rotates and steers on the knuckle, spindle and tie rod, while being held in a stable plane of motion by the knuckle, strut and control arm.
Disclosed herein are wheel assemblies for motor vehicle powertrains, methods for making and methods for using wheel assemblies, and motor vehicles with a wheel unit including a tire and a wheel assembly. By way of example, and not limitation, an improved multi-hub structural wheel (or “wheel assembly”) for a front corner assembly of a motor vehicle is disclosed. In an embodiment, the multi-hub structural wheel is composed of a rigid outer wheel (or “spoke component”), onto which a polymeric tire is mounted, and an intermediate hub, which is mounted inside the outer wheel interposed between the corner assembly's suspension components (i.e., knuckle, hub-and-bearing assembly, etc.) and the central hub of the outer wheel. The outer wheel is fabricated from a lower strength material (e.g., cast aluminum) that can be easily formed, for example, to provide styled shapes and adequate stiffness. The intermediate hub, in contrast, is fabricated from a higher strength material (e.g., high-strength low-alloy (HSLA) steel) used, for example, to manage external loading conditions, such as a shallow offset frontal load. Optional intermediate hub geometries can include an oblique deflection rim and/or a convex mounting base that can help to deflect the front corner assembly outboard of the vehicle body during external loading conditions.
Attendant benefits for at least some of the disclosed concepts include helping to prevent a front corner assembly from penetrating a passenger compartment foot well during external loading conditions. The high strength intermediate hub, for example, can be loaded to geometrically engage the rocker and thereby cause outboard movement of the front corner assembly. The mixed-material wheel configuration can also provide for freedom in styling of the outer A-side appearance of the wheel unit, while maintaining sufficient radial and transverse wheel stiffness to prevent unwanted deformation during external loading.
Aspects of the present disclosure are directed to wheel units for motor vehicle powertrains. For example, a wheel assembly for a motor vehicle is disclosed. The motor vehicle includes a vehicle body with a tire and a suspension component mounted directly or indirectly to the vehicle body. The wheel assembly, which may be a bipartite construction or an integrally formed unit, includes an outer wheel and an intermediate hub. This outer wheel includes a rim well that is attached to a central hub to cooperatively define a hollow core. The central hub is configured to mount onto the motor vehicle's suspension component, which may be a hub-and-bearing assembly that is rotatably mounted to a steering knuckle. The rim well, in contrast, is configured to mount thereon the tire. The intermediate hub is integrally formed with or otherwise attached to the outer wheel, e.g., via the lugs of the hub-and-bearing assembly. The intermediate hub includes a deflection rim that is attached to a mounting base. The intermediate hub is configured to mount inside the hollow core of the outer wheel, interposed between the central hub and the suspension component, e.g., to provide additional stiffness and control movement of the wheel assembly under external loading.
Other aspects of the present disclosure are directed to motor vehicles with powertrains including plural wheel units. A “motor vehicle,” as used herein, may include any relevant vehicle platform, such as passenger vehicles (internal combustion engine (ICE), hybrid, electric, fuel cell, etc.), industrial vehicles, buses, all-terrain vehicles (ATV), farm equipment, etc. In one example, a motor vehicle is disclosed that includes a vehicle body with a wheel well, and a corner assembly mounted partially or entirely within the wheel well. The corner assembly includes, among other things, a tire, a steering knuckle, a hub-and-bearing assembly, and a multi-hub wheel. The steering knuckle is mounted to the vehicle body inside the wheel well, whereas the hub-and-bearing assembly is rotatably mounted to the steering knuckle.
The multi-hub wheel includes a rigid outer wheel, e.g., that is fabricated from a first material with a first structural strength, and a rigid intermediate hub, e.g., that is fabricated from a second material with a second structural strength distinct from the first hardness. The outer wheel includes an annular rim well that is attached to a central hub via a rim star to define a hollow core. The central hub of the outer wheel is mounted onto the hub-and-bearing assembly, whereas the tire is mounted onto the outer wheel's rim well. The intermediate hub includes an annular deflection rim that is attached to and projects obliquely from a toroidal mounting base. The mounting base is mounted on the hub-and-bearing assembly such that the intermediate hub is mounted inside the hollow core of the outer wheel, interposed between the central hub and the steering knuckle, e.g., to provide additional stiffness and control movement of the wheel assembly under external loading.
According to other aspects of the present disclosure, methods of making and methods of using vehicle wheel assemblies are presented. For instance, a method of constructing a wheel assembly for a motor vehicle is disclosed. The motor vehicle includes a vehicle body, a tire, and a suspension component mounted directly or indirectly to the vehicle body. The method includes: providing an outer wheel with a rim well attached to a central hub to define a hollow core, wherein the central hub is configured to mount on the suspension component of the motor vehicle, and the rim well is configured to mount thereon the tire; and attaching an intermediate hub to the outer wheel, the intermediate hub including a deflection rim attached to a mounting base, wherein the intermediate hub is configured to mount inside the hollow core of the outer wheel, interposed between the central hub and the suspension component, e.g., to provide additional stiffness and control movement of the wheel assembly under external loading.
The above summary is not intended to represent every embodiment or every aspect of the present disclosure. Rather, the foregoing summary merely provides an exemplification of some of the novel aspects and features set forth herein. The above features and advantages, and other features and advantages of the present disclosure, will be readily apparent from the following detailed description of representative embodiments and modes for carrying out the present disclosure when taken in connection with the accompanying drawings and the appended claims.
The present disclosure is susceptible to various modifications and alternative forms, and some representative embodiments have been shown by way of example in the drawings and will be described in detail herein. It should be understood, however, that the novel aspects of this disclosure are not limited to the particular forms disclosed. Rather, the disclosure is to cover all modifications, equivalents, combinations, subcombinations, and alternatives falling within the spirit and scope of the disclosure as defined by the appended claims.
This disclosure is susceptible of embodiment in many different forms. There are shown in the drawings and will herein be described in detail representative embodiments of the disclosure with the understanding that the present disclosure is to be considered as an exemplification of the principles of the disclosure and is not intended to limit the broad aspects of the disclosure to the embodiments illustrated. To that extent, elements and limitations that are disclosed, for example, in the Abstract, Summary, and Detailed Description sections, but not explicitly set forth in the claims, should not be incorporated into the claims, singly or collectively, by implication, inference or otherwise. For purposes of the present detailed description, unless specifically disclaimed: the singular includes the plural and vice versa; the words “and” and “or” shall be both conjunctive and disjunctive; the word “all” means “any and all”; the word “any” means “any and all”; and the words “including” and “comprising” and “having” mean “including without limitation.” Moreover, words of approximation, such as “about,” “almost,” “substantially,” “approximately,” and the like, can be used herein in the sense of “at, near, or nearly at,” or “within 3-5% of,” or “within acceptable manufacturing tolerances,” or any logical combination thereof, for example.
Referring now to the drawings, wherein like reference numbers refer to like features throughout the several views, there is shown in
With reference to
Wheel unit 18 of
To manage external loading conditions, such as a shallow offset frontal load, and control deflection of the front corner assembly 12 during such loading, the wheel unit 18 is provided with a multi-hub wheel assembly 36 comprising an intermediate hub 38 nested inside an outer wheel 40. The multi-hub wheel assembly 36, which may be a multi-part construction (
Turning to
Concentric with the outer wheel 40 is a rigid intermediate hub 38 comprising an annular deflection rim 50 that is attached to a toroidal mounting base 52. In the illustrated example, the deflection rim 50 of the intermediate hub 38 extends continuously around the outer periphery of the mounting base 52, projecting therefrom at an oblique angle in an inboard direction. This angle of projection can be modified, for example, to provide different deflection characteristics during external loading. The mounting base 52 can be a disk-shaped toroid, as seen in
Circumferentially spaced through-holes 51 of
According to the illustrated example, the intermediate hub 38 is mounted inside the hollow core 48 of the outer wheel 40, interposed between the central hub 44 and the hub-and-bearing assembly 28, e.g., to provide additional radial and lateral structural strength to the wheel assembly 36 and to control movement of the wheel unit 18 under external loading. It is desirable, for at least some embodiments, that the outer wheel 40 be fabricated from a first (lower strength) material (e.g., cast aluminum) having a first material strength property, whereas the intermediate hub 38 is fabricated from a second (higher strength) material (e.g., high-strength low-alloy (HSLA) steel) having a second material strength property (e.g., yield strength, ultimate strength, Young's modulus, etc.) that is greater than the first material strength property. This mixed-material configuration helps to better resist and manage external loading conditions, such as a shallow offset frontal load. Additionally, the optimized intermediate hub 38 geometry helps to control directional movement of an externally loaded front corner assembly 12, e.g., guiding the assembly 12 in an outboard direction aft and away from the motor vehicle's 10 passenger compartment.
While aspects of the present disclosure have been described in detail with reference to the illustrated embodiments, those skilled in the art will recognize that many changes may be made thereto without departing from the scope of the present disclosure. The present disclosure is not limited to the precise construction and compositions disclosed herein; any and all modifications, changes, and variations apparent from the foregoing descriptions are within the spirit and scope of the disclosure as defined in the appended claims. Moreover, the present concepts expressly include any and all combinations and subcombinations of the preceding elements and features.
