WO2021048476A1 - Vehicle wheel hubcap having air passage shutters that are unclippable depending on the temperature - Google Patents

Abstract

A hubcap (ER) conceals a disc of a vehicle wheel and comprises air passages (PA) that are each associated with a shutter (OP) rotatably mounted on an inner face (FI1), under a return force pushing it back towards the outside, and provided with at least one notch (CO), and with a rod (T) secured to the inner face (FI1) and made of a shape-memory material that adopts either a first shape for coupling it by clip-fastening to the notch (CO), in order to keep the shutter (OP) in a first position in which it shuts off the associated air passage (PA), when the temperature is below a threshold, or a second shape detaching it from the notch (CO), in order that the shutter (OP) moves under the action of the return force into a second position in which it opens up access to the associated air passage (PA), when the temperature is above the threshold.

Description

DESCRIPTION

TITLE: VEHICLE WHEEL TRIM, WITH DECLIPPABLE AIR PASSAGE OCCULATOR (S) DEPENDING ON THE

TEMPERATURE The present invention claims the priority of French application 1909903 filed on 09.09.2019, the content of which (text, drawings and claims) is incorporated here by reference.

Technical field of the invention

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

State of the art

Many land vehicle wheels include a rim (generally cylindrical in shape), a veil generally provided with cutouts and secured to the rim, and a hub cap placed in front of the veil in order to hide it and comprising at least one air passage.

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

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

The greater the number and the surface area of the air passages, the greater the quantity of outside air which can reach the web, and therefore the greater the cooling of the braking device and therefore the more effective. However, the greater the number and area 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 with the cover caps which obscure them (or obstruct them) as long as the temperature is below a predefined threshold (and therefore most of the time ), and which release their access when the temperature is above this predefined threshold (and therefore in exceptional overheating situations 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 at least partially fusible at the threshold temperature. But once the blinds are partially released from the air passages, their hubcap is degraded and therefore must be replaced, which is particularly costly for the user. In addition, the fusible material spreads not only on the braking device and on the wheel, but also on the road, which causes pollution. In order to avoid this pollution, it has been proposed, in particular in 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, ie a second form partially freeing access to the associated air passages when the temperature is greater than the predefined threshold. However, when the occultor is relatively frequently deformed, its shape memory material becomes tired and therefore gradually no longer resumes its first initial shape when the temperature drops below the threshold, which increasingly prevents it from occulting its shape. passage of air and therefore gradually induces a degradation of aerodynamics. In addition, when the blinds have been deformed and have substantially resumed their first form, the user of their vehicle cannot know it and therefore is not encouraged to have the braking devices checked by an after-sales service. Significant overheating can degrade by significantly reducing their braking capacity, thus creating a risk when using the vehicle the next time. 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 interior face intended to be placed in front of the veil to hide it.

This hub cap is characterized by the fact that it also comprises: - at least one shield rotatably mounted 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 interior 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 its coupling by clipping to the notch, to keep the associated shield in a first position in which it obscures the associated air passage, when a temperature in the vicinity of the first interior face is below a predefined threshold, i.e. a second form decoupling it from the notch, so that the shield is placed under the 'action of the return force in a second position in which it releases 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, tire less than the blinds of the prior art 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 can include other characteristics which can be taken separately or in combination, and in particular: - It can include five air passages each associated with a concealer and a rod;

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

- each shield can be coupled to a return spring providing the return force;

- each shield can be mounted to rotate around an axis perpendicular to a radial direction of the hubcap;

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

- alternatively, each shield can be mounted to rotate about an axis defined at the periphery of an associated air passage in an area which is furthest from a center of the hubcap.

The invention also proposes a wheel intended to equip a vehicle and comprising a rim, a web fixedly secured to this rim, and a hub cap of the type presented above and placed in front of this web.

The invention also proposes a vehicle, possibly of the automobile type, and comprising at least two wheels of the type of that presented above.

Brief description of the figures Other characteristics and advantages of the invention will become apparent on examination of the detailed description below, and of the appended drawings, in which:

[Fig. 1] illustrates schematically, in a front view from the side of the first outer face, an exemplary embodiment of a hubcap according to the invention, with its air passages obscured by the blinds retained in their first position,

[Fig. 2] illustrates schematically, in a perspective view from the side of the first inner face, the hubcap of Figure 1, with its air passages obscured by the blinds retained in their first position,

[Fig. 3] illustrates schematically, in a perspective view from the side of the first inner face, an air passage of the trim of Figure 1 obscured by the associated shield retained in its first position,

[Fig. 4] illustrates schematically, in a front view from the side of the first outer face, the hubcap of Figure 1, with its air passages released from the fact that the associated concealers are placed in their second position,

[Fig. 5] illustrates schematically, in a perspective view from the side of the first inner face, the hubcap of Figure 1, with its air passages released from the fact that the associated concealers are placed in their second position, and

[Fig. 6] illustrates schematically, in a perspective view from the side of the first inner face, an air passage of the cover of FIG. 1 freed from 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 hub cap ER intended to equip a wheel of a land vehicle and comprising at least one air passage PA with variable concealment as a function of the temperature. In what follows, it is considered, by way of nonlimiting example, that the wheels are intended to equip vehicles of the automotive type, such as, for example, cars. 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 utility vehicles, motorcycles, minibuses, coaches, trucks, road vehicles, construction machinery and agricultural vehicles, for example.

There is schematically shown in Figures 1 and 2 an embodiment of an ER hub 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 web 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 web 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 should 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 drum (drum fixedly secured to the rim and associated with a fixed plate fitted with segments each fitted with a brake lining and movable via a mechanical or hydraulic control). As illustrated in Figures 1 and 2, an ER hubcap, according to the invention, comprises a main part comprising at least one air passage PA, and at least one occluder OP and at least one rod T associated with this passage of PA air.

This ER trim comprises a first inner face FI1 intended to be placed in front of the veil in order to hide it, and a first face exterior FE1, opposite its first interior face FI1 and therefore oriented towards the exterior of the vehicle.

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

For example, and as illustrated without limitation in Figures 2 and 5, these PF fixing lugs are intended to be clipped onto the rim or the web. But in an alternative embodiment, the ER hubcap could be fixedly secured by screwing, welding or riveting to the rim or to the veil.

The main part of the ER cover can be made of metal or plastic, such as polyamide.

It will be noted that in the example illustrated without limitation in FIGS. 1, 2, 4 and 5, the hub cap 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 farmers OP, just like the number of rods T, is equal to the number of air passages PA.

Each opener shield is rotatably mounted on the first inner face FI1 of the hubcap ER at the periphery of the associated PA air passage, under a return force which pushes it outward (and therefore away from the web. ). For example, and as illustrated without limitation in Figures 2,

3, 5 and 6, each opener can be coupled to a return spring RR which provides the return force. This return spring RR can, as illustrated, be mounted for rotation on an axis AR which is secured (possibly fixed) to the first inner face FI1 of the hub cap ER via support lugs. For example, and as illustrated without limitation in Figures 2, 3, 5 and 6, each opener can be mounted to rotate about this axis AR on which is also mounted the return spring RR which ensures its return. But it is not compulsory. In addition, each opener concealer comprises a second interior face FI2 provided with at least one notch CO, and intended to be oriented towards the veil when (OP) is in a first concealment position (illustrated in FIGS. 1 to 3 and which we will come back to later). Each rod T is secured to the first interior 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 Figures 1 to 3) or a second shape (illustrated in Figures 4 to 6). The first form allows the coupling of the rod T by clipping to the notch CO of the associated OP shielding, in order to maintain this OP shielding in its first position in which it shields the passage of air PA, when the temperature in the vicinity of the first interior face FI1 is less than a predefined threshold. The second form makes it possible to decouple the rod T from the associated notch CO, so that the associated OP shield 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 interior 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 arched (or curvilinear) shape and a second substantially rectilinear shape). It will be understood that the bending takes place 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 retained in rotation.

It will be understood that when the temperature rises above the predefined threshold, each rod T takes its second shape, and therefore releases the notch CO of the associated op-concealer which is then forced by the return force to reach its second position since its rotation is no longer impeded. Conversely, when the temperature drops below the predefined threshold, each rod T returns to its first shape, but each opener OP remains in its second position due to the return force applied to it. Consequently, when the user of the vehicle gets out of his vehicle, he will notice this placement of the OP blinds in their second position and will instantly understand that there has been an 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 drives each opener in rotation from its second position to its first position and then exerts pressure in order to reclip the notch CO on the associated rod T and thus immobilize the opener again. in its first position. This last repositioning operation can also be carried out by an after-sales service technician during the overhaul.

As the T-rods are small, thin pieces, their shape-memory material tires less than that of the blinds of the prior art during their successive deformations. Therefore, they can continue to perform their function of holding in the first position for a long time (more important than in the prior art).

It will be noted that the ER cover can also include at least one other air passage (and preferably several) which is not associated with an OP concealer, and therefore which allows the passage of air permanently. These other “non-concealable” air passages are sufficient in the vast majority of braking operations, and therefore each OP concealer is placed in its second position only in very rare cases of very significant brake loads, which makes it possible to extend its operating life even further.

It will be noted, as illustrated without limitation in FIGS. 4 to 6, that in the second position each opener OP can, for example, make an angle which is between 10 ° and 180 ° with the first external face FE1 of the hub cap ER, under the action of the return force. By way of example, this angle can be equal to 80 °. But in an alternative embodiment not illustrated, in the second position each opener can be parallel to the first outer face FE1 of the hubcap ER, under the action of the return force.

Note also, as illustrated without limitation in Figures 2, 3, 5 and 6, that the axis AR on which is rotatably mounted each opener OP may be perpendicular to the radial direction of the hub cap ER. This helps to minimize the degradation of the vehicle's aerodynamics when the OP blinds are in their second position. But it doesn't have to be. This axis AR could in fact 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 PA air passage in an area which is closest to the center of the hub cap ER, as illustrated without limitation in FIGS. 2, 3, 5 and 6. In this case, each cover OP rises to its second position in the direction of the center of the hub cap ER.

In a variant not shown, each axis AR can be defined at the periphery of the associated air passage PA in an area which is the furthest from the center of the hub cap ER. In this case, each cover OP straightens up to its second position in the direction of the periphery of the cover ER.

Preferably, and as illustrated without limitation in Figures 1 to 6, each notch CO is defined opposite to the part of its cover OP which is rotatably mounted on the AR axis. This makes it possible to limit the stresses undergone by each CO notch. But it doesn't have to be.

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 PC clipping lugs which are defined on the first inner face FI1 of the cover. 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), CuAIZn or CuNiAI for example. It will also be noted that the predefined threshold (of deformation of the rods T) depends in particular on the material in which they are made. For example, this predefined threshold can be between 60 ° and 100 ° C.

Claims

1. Hubcap (ER) for a wheel of a vehicle comprising a rim and a web fixedly secured to said rim, said hubcap (ER) comprising at least one air passage (PA) and having a first inner face (FI1) intended to be placed in front of said veil in order to hide it, characterized in that it further comprises i) at least one concealer (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 interior face (FI2), and ii) at least one rod (T) secured to said first interior face (FI1) at the periphery of said air passage (PA), and made of a shape memory material taking either a first shape allowing its coupling by clipping to said notch (CO), to keep said shield (OP) in a first position in which it obscures said air passage (PA), when a temperature in the vicinity of said first inner face (Fl 1) is less than a predefined threshold, i.e. a second form decoupling it from said notch (CO), so that said shield (OP) is placed under the action of said return force in a second position in which it frees access to said air passage (PA), when said temperature is greater than said predefined threshold. 2. Hub cap according to claim 1, characterized in that it comprises five air passages (PA) each associated with a concealer (OP) and a rod (T). 3. Hub cap according to claim 1 or 2, characterized in that in said second position each shield (OP) makes an angle between 10 ° and 180 ° with a first outer face (FE1) of said hub cap (ER), opposite to its first inner face (FI1), under the action of said return force. 4. Hub cap according to claim 1 or 2, characterized in that in said second position each shield (OP) is parallel to a first outer face (FE1) of said hubcap (ER), opposite its first inner face (FI1), under the action of said return force. 5. Hub cap according to one of claims 1 to 4, characterized in that each shield (OP) is coupled to a return spring (RR) providing said return force. 6. Cover according to one of claims 1 to 5, characterized in that each cover (OP) is rotatably mounted about an axis perpendicular to a radial direction of said cover (ER). 7. Cover according to claim 6, characterized in that each shield (OP) is mounted to rotate about an axis defined at the periphery of an air passage (PA) associated in an area which is closest to 'a center of said hubcap (ER). 8. Cover according to claim 6, characterized in that each shield (OP) is rotatably mounted about an axis defined at the periphery of an air passage (PA) associated in an area which is the furthest from 'a center of said hubcap (ER). 9. Wheel intended to equip a vehicle and comprising a rim and a web fixedly secured to said rim, characterized in that it further comprises a cover (ER) according to one of the preceding claims, placed in front of said web. 10. Vehicle, characterized in that it comprises at least two wheels according to claim 9.