FR3100481A1 - VEHICLE WHEEL TRIM, WITH DECLIPPABLE AIR PASSAGE OCCULATOR (S) DEPENDING ON THE TEMPERATURE - Google Patents

Abstract

A hubcap (ER) masks a veil of a vehicle wheel and comprises air passages (PA) each associated with a shield (OP) rotatably mounted on an inner face (FI1), under a return force pushing it back. outwardly, and provided with at least one notch (CO), and to a rod (T) secured to the inner face (FI1) and made of a shape memory material taking either a first shape allowing its coupling by clipping to the notch (CO), to maintain the shield (OP) in a first position in which it obscures the associated air passage (PA), when the temperature is below a threshold, i.e. a second form decoupling it from the notch (CO), so that the shield (OP) is placed under the action of the return force in a second position in which it releases access to the associated air passage (PA), when the temperature is higher than threshold. Figure to be published with the abstract: Fig. 5

Description

VEHICLE WHEEL TRIM, WITH REMOVABLE AIR PASSAGE SHIELD(S) DEPENDING ON TEMPERATURE

Technical field of the invention

The invention relates to the wheels of land vehicles, and more specifically the hubcaps which are intended to equip such wheels.

State of the art

Many wheels of land vehicles comprise a rim (generally cylindrical in shape), a veil generally provided with openwork and secured to the rim, and a hubcap placed in front of the veil in order to mask it and comprising at least one air passage.

The hubcap is a part often made of polyamide and used to "dress" a wheel which is generally made of sheet metal and devoid of style.

The openings defined in the veil are intended to allow the passage of external air flow, having previously passed through at least one air passage of the trim, to cool a braking device.

The greater the number and the surface area of the air passages, the greater the quantity of outside air that can reach the web, and therefore the greater the cooling of the braking device and therefore effective. However, the greater the number and surface of the air passages, the greater the degradation of the aerodynamics of the vehicle.

In order to improve the situation, it has been proposed to equip at least some of the air passages of the hubcaps with shields which conceal (or obstruct) them as long as the temperature is below a predefined threshold (and therefore most of the time ), and which release their accesses when the temperature is above this predefined threshold (and therefore in exceptional situations of overheating induced by very frequent and intensive use of the braking devices).

Initially, it had been proposed, in particular in patent document EP-A1 3100870, to use shields that at least partially fuse at the threshold temperature. But once the shields are partially clear of the air passages, their trim is degraded and therefore must be replaced, which is particularly expensive for the user. In addition, the fusible material spreads not only on the braking device and on the wheel, but also on the roadway, which generates pollution.

In order to avoid this pollution, it has been proposed, in particular in the patent documents DE-A1 102011117088 and FR-A1 3057807, to use shields made of a shape memory material in order to take either a first shape allowing the concealment of the associated air passages when the temperature is below a predefined threshold, or a second form partially releasing access to the associated air passages when the temperature is above the predefined threshold. However, when the occulter is relatively frequently deformed, its shape memory material fatigues and therefore gradually does not return to its first initial shape when the temperature falls below the threshold, which increasingly prevents it from occulting its passage of air and therefore gradually induces a degradation of aerodynamics. In addition, when the shields have been deformed and have substantially resumed their original shape, the user of their vehicle cannot know it and therefore is not encouraged to have the braking devices checked by an after-sales service that significant overheating can degrade by significantly reducing their braking capacity, thus posing a risk during future use of the vehicle.

The aim of the invention is therefore in particular to improve the situation.

Presentation of the invention

It proposes in particular for this purpose a hubcap, on the one hand, intended to equip a wheel of a vehicle comprising a rim and a web fixedly secured to this rim, and, on the other hand, comprising at least one air passage and having a first inner face intended to be placed in front of the veil to mask it.

This hubcap is characterized by the fact that it also includes:

- at least one shield mounted to rotate on its first inner face at the periphery of the associated air passage, under a return force pushing it outwards, and provided with at least one notch on a second inner face, and

- at least one rod secured to the first inner face at the periphery of the associated air passage, and made of a shape memory material taking either a first shape allowing it to be coupled by clipping to the notch, to hold the associated shield in a first position in which it conceals the associated air passage, when a temperature in the vicinity of the first inner face is below a predefined threshold, i.e. a second form decoupling it from the notch, so that the concealer is placed under the action of the return force in a second position in which it frees access to the air passage, when this temperature is above the predefined threshold.

Thanks to the invention, the shape-memory material is only used for the rods which, because they are small and thin, get tired less than prior art shields during their successive deformations, and therefore can continue to perform their function of maintaining in the first position for a long time.

The hubcap according to the invention may comprise other characteristics which may be taken separately or in combination, and in particular:

- it may include five air passages each associated with a shield and a rod;

- in the second position, each shield can make an angle of between 10° and 180° with a first outer face of the trim, opposite its first inner face, under the action of the return force;

- Alternatively, in the second position each shield can be parallel to a first outer face of the trim, opposite to its first inner face, under the action of the return force;

- each shield can be coupled with a deflection spring providing the deflection force;

- each shield can be mounted for rotation around an axis perpendicular to a radial direction of the trim;

- each shield can be mounted for rotation around an axis defined at the periphery of an associated air passage in an area which is closest to a center of the trim;

- Alternatively, each shield can be mounted for rotation around an axis defined at the periphery of an associated air passage in a zone which is furthest from a center of the trim.

The invention also proposes a wheel intended to be fitted to a vehicle and comprising a rim, a disc secured fixedly to this rim, and a hubcap of the type of that presented above and placed in front of this disc.

The invention also proposes a vehicle, optionally of the automotive type, and comprising at least two wheels of the type presented above.

Brief description of figures

Other characteristics and advantages of the invention will appear on examination of the detailed description below, and of the accompanying drawings, in which:

schematically illustrates, in a front view from the side of the first outer face, an embodiment of a trim according to the invention, with its air passages concealed by the concealers retained in their first position,

schematically illustrates, in a perspective view from the side of the first interior face, the trim of FIG. 1, with its air passages concealed by the concealers retained in their first position,

schematically illustrates, in a perspective view from the side of the first interior face, an air passage of the trim of Figure 1 obscured by the associated shield retained in its first position,

schematically illustrates, in a front view from the side of the first outer face, the trim of Figure 1, with its air passages freed from the fact that the associated shields are placed in their second position,

schematically illustrates, in a perspective view from the side of the first interior face, the trim of Figure 1, with its air passages freed from the fact that the associated shields are placed in their second position, and

schematically illustrates, in a perspective view from the side of the first interior face, an air passage of the trim of FIG. 1 released by the fact that the associated shield is placed in its second position.

Detailed description of the invention

The object of the invention is in particular to propose a trim ER intended to equip a wheel of a land vehicle and comprising at least one air passage PA with variable occultation depending on the temperature.

In what follows, it is considered, by way of non-limiting example, that the wheels are intended to equip vehicles of the automobile type, such as cars for example. But the invention is not limited to this application. It relates in fact to any land vehicle comprising at least two wheels. Consequently, the invention also relates to commercial vehicles, motorcycles, minibuses, coaches, trucks, road construction machinery, construction machinery and agricultural vehicles, for example.

There is schematically shown in Figures 1 and 2 an embodiment of a wheel cover ER according to the invention, intended to equip a wheel of a land vehicle comprising a rim and a web fixedly secured to the rim.

The rim can, for example, be made of steel.

The veil can, for example, be made of steel or aluminum. It comprises a peripheral edge which is preferably welded to an internal face of the rim. It will be noted that this veil preferably comprises openings (possibly radial) intended to allow the passage of air, in particular in the direction of the braking device intended to be partially secured to the rim.

It will be noted that the braking device can be a disc brake (disc fixedly secured to the rim and associated with a fixed caliper equipped with brake linings and with a piston controlled by a brake fluid circuit), or else a brake with drum (drum fixedly attached to the rim and associated with a fixed plate equipped with segments each provided with a brake lining and movable via a mechanical or hydraulic control).

As illustrated in Figures 1 and 2, a trim ER, according to the invention, comprises a main part comprising at least one air passage PA, and at least one shield OP and at least one rod T associated with this air passage. air PA.

This trim ER comprises a first inner face FI1 intended to be placed in front of the veil to hide it, and a first outer face FE1, opposite its first inner face FI1 and therefore facing the outside of the vehicle.

In the example illustrated without limitation in Figures 2 and 5, the first inner face FI1 of the trim ER comprises fixing lugs PF intended to allow its fixed coupling to the wheel. The number of fixing lugs PF is here equal to five, by way of illustrative example. But this number can take any value greater than or equal to two (2).

For example, and as illustrated without limitation in FIGS. 2 and 5, these fixing lugs PF are intended to be clipped onto the rim or the veil. But in a variant embodiment, the ER trim could be fixedly attached by screwing, welding or riveting to the rim or to the veil.

The main part of the ER trim can be made of metal or plastic, such as a polyamide for example.

It will be noted that in the example illustrated without limitation in FIGS. 1, 2, 4 and 5, the trim ER comprises five air passages PA. But this number can take any value greater than or equal to one (1). It will be understood that the number of shields OP, like the number of rods T, is equal to the number of air passages PA.

Each shield OP is rotatably mounted on the first inner face FI1 of the trim ER at the periphery of the associated air passage PA, under a return force which pushes it outwards (and therefore away from the veil ). For example, and as illustrated without limitation in Figures 2, 3, 5 and 6, each shield OP can be coupled to a return spring RR which provides the return force. This return spring RR can, as illustrated, be rotatably mounted on an axis AR which is secured (possibly fixed) to the first inner face FI1 of the trim ER via support lugs. For example, and as illustrated without limitation in Figures 2, 3, 5 and 6, each shield OP can be mounted for rotation around this axis AR on which is also mounted the return spring RR which ensures its return. But this is not mandatory.

In addition, each shield OP comprises a second inner face FI2 provided with at least one notch CO, and intended to be oriented towards the veil when it (OP) is in a first shielding position (illustrated in Figures 1 to 3 and to which we will return later).

Each rod T is secured to the first inner face FI1 at the periphery of the associated air passage PA. In addition, each rod T is made of a shape memory material taking either a first shape (illustrated in FIGS. 1 to 3) or a second shape (illustrated in FIGS. 4 to 6).

The first form allows the coupling of the rod T by clipping to the notch CO of the associated occluder OP, in order to maintain this occluder OP in its first position in which it occults the passage of air PA, when the temperature in the vicinity of the first inner face FI1 is below a predefined threshold.

The second form makes it possible to decouple the rod T from the associated notch CO, so that the associated shield OP is placed under the action of the return force in a second position in which it frees access to the air passage PA, when the temperature in the vicinity of the first inner face FI1 is greater than the predefined threshold.

In the example illustrated without limitation in the figures, the first shape is substantially rectilinear, while the second shape is curved (or curvilinear). But the opposite situation is possible (namely a first curved (or curvilinear) shape and a second substantially rectilinear shape). It will be understood that the bending is done in a direction which moves the central part of the rod T away from the notch CO of the associated shield OP so that the latter (OP) is no longer held in rotation.

It will be understood that when the temperature goes above the predefined threshold, each rod T takes its second shape, and therefore releases the notch CO of the associated shield OP which is then forced by the return force to reach its second position since its rotation is no longer impeded. Conversely, when the temperature returns below the predefined threshold, each rod T resumes its first shape, but each shield OP remains in its second position due to the return force applied to it. Consequently, when the user of the vehicle leaves his vehicle, he will notice this placement of the shields OP in their second position and will instantly understand that there has been overheating of the braking devices, and therefore that it would be better to have them serviced in an after-sales service. It is however possible that the user of the vehicle rotates each shield OP from its second position to its first position and then finally exerts pressure in order to reclip the notch CO on the associated rod T and thus immobilize the shield OP again. in its first position. This last repositioning operation can also be carried out by an after-sales service technician during the overhaul.

Since the rods T are small, thin parts, their shape memory material fatigues less than that of the shields of the prior art during their successive deformations. Consequently, they can continue to ensure their function of maintaining in the first position for a long time (more important than in the prior art).

It will be noted that the trim ER can also comprise at least one other air passage (and preferably several) which is not associated with a shield OP, and therefore which allows the passage of air permanently. These other "non-closable" air passages are sufficient in the vast majority of braking situations, and therefore each cloaker OP is placed in its second position only in very rare cases of very heavy brake stress, which makes it possible to extend its operating life even further.

It will be noted, as illustrated without limitation in Figures 4 to 6, that in the second position each shield OP can, for example, make an angle which is between 10° and 180° with the first outer face FE1 of the trim ER , under the action of the return force. By way of example, this angle may be equal to 80°.

But in a variant embodiment not shown, in the second position each shield OP can be parallel to the first outer face FE1 of the trim ER, under the action of the return force.

It will also be noted, as illustrated without limitation in FIGS. 2, 3, 5 and 6, that the axis AR on which each shield OP is rotatably mounted can be perpendicular to the radial direction of the trim ER. This minimizes the degradation of the vehicle's aerodynamics when the OP shields are in their second position. But this is not mandatory. This axis AR could indeed form an angle of less than 90° with respect to the local radial direction.

In the presence of the last option, each axis AR can be defined at the periphery of the associated air passage PA in a zone which is closest to the center of the trim ER, as illustrated without limitation in figures 2, 3, 5 and 6. In this case, each shield OP straightens towards its second position in the direction of the center of the trim ER.

In a variant not shown, each axis AR can be defined at the periphery of the associated air passage PA in a zone which is furthest from the center of the trim ER. In this case, each shield OP straightens towards its second position in the direction of the periphery of the trim ER.

Preferably, and as illustrated without limitation in FIGS. 1 to 6, each notch CO is defined opposite the part of its shield OP which is rotatably mounted on the axis AR. This makes it possible to limit the stresses undergone by each notch CO. But this is not mandatory.

It will also be noted, as illustrated without limitation in FIGS. 2, 3, 5 and 6, that the two opposite ends of each rod T can be clipped onto clipping lugs PC which are defined on the first inner face FI1 of the trim ER at the periphery of the associated PA air passage.

For example, each rod T can be made of a shape memory alloy such as NiTi (or nitinol), CuAlZn or CuNiAl.

It will also be noted that the predefined threshold (of deformation of the rods T) depends in particular on the material from which they are made. For example, this predefined threshold can be between 60° and 100°C.

Claims (10)

Trim (ER) for a wheel of a vehicle comprising a rim and a web secured to said rim, said trim (ER) comprising at least one air passage (PA) and having a first inner face (FI1) intended to be placed in front of said veil to mask it, characterized in that it further comprises i) at least one shield (OP) rotatably mounted on said first inner face (FI1) at the periphery of said air passage (PA), under a return force pushing it outwards, and provided with at least one notch (CO) on a second inner face (FI2), and ii) at least one rod (T) secured to said first inner face (FI1 ) at the periphery of said air passage (PA), and made of a shape-memory material taking either a first shape allowing it to be coupled by clipping to said notch (CO), to hold said shield (OP) in a first position in which it conceals said air passage (PA), when a temperature in the vicinity of said first inner face (FI1) is lower than a predefined threshold, or a second form decoupling it from said notch (CO), so that said concealer ( OP) is placed under the action of said return force in a second position in which it releases access to said air passage (PA), when said temperature is above said predefined threshold. Trim according to Claim 1, characterized in that it comprises five air passages (PA) each associated with a shield (OP) and a rod (T). Trim according to Claim 1 or 2, characterized in that in the said second position each shield (OP) makes an angle of between 10° and 180° with a first outer face (FE1) of the said trim (ER), opposite to its first face interior (FI1), under the action of said return force. Trim according to Claim 1 or 2, characterized in that in the said second position each shield (OP) is parallel to a first outer face (FE1) of the said trim (ER), opposite to its first inner face (FI1), under the action of said return force. Trim according to one of Claims 1 to 4, characterized in that each shield (OP) is coupled to a return spring (RR) ensuring the said return force. Trim according to one of Claims 1 to 5, characterized in that each shield (OP) is mounted for rotation around an axis perpendicular to a radial direction of the said trim (ER). Trim according to Claim 6, characterized in that each shield (OP) is mounted for rotation about an axis defined at the periphery of an associated air passage (PA) in a zone which is closest to a center of said trim (ER). Trim according to Claim 6, characterized in that each shield (OP) is mounted for rotation about an axis defined at the periphery of an associated air passage (PA) in a zone which is furthest from a center of said trim (ER). Wheel intended to be fitted to a vehicle and comprising a rim and a disc secured fixedly to the said rim, characterized in that it further comprises a trim (ER) according to one of the preceding claims, placed in front of the said disc. Vehicle, characterized in that it comprises at least two wheels according to claim 9.