Wheel for vehicle
阅读说明：本技术 用于车辆的车轮 (Wheel for vehicle ) 是由 M·申德尔贝克 于 2019-02-06 设计创作，主要内容包括：本发明涉及一种车辆的车轮(10),其具有轮辋(19)、轮毂区段(20)以及至少两个将轮毂区段与轮辋连接的辐条(12),其中,在辐条之间的至少一个辐条间隙(13)至少部分地由一件式构成的遮盖元件(1)遮盖,遮盖元件的翼片区段(3)在热导入时轴向远离车轮(10)地变形,并且遮盖元件直接与车轮连接并且一件式的遮盖元件由唯一的材料构成。(The invention relates to a wheel (10) for a vehicle, comprising a rim (19), a hub section (20) and at least two spokes (12) connecting the hub section to the rim, wherein at least one spoke gap (13) between the spokes is at least partially covered by a one-piece covering element (1), the blade sections (3) of which are deformed axially away from the wheel (10) when heat is introduced, and the covering element is directly connected to the wheel and the one-piece covering element is made of a single material.)
1. Wheel for a vehicle, having a rim (19), a hub section (20) and at least two spokes (12) connecting the hub section (20) to the rim (19), wherein at least one spoke gap (13) between the spokes (12) is at least partially covered by a one-piece covering element (1), wherein a flap section (3) of the covering element (1) is deformed axially away from the wheel (10) when heat is introduced, and the covering element (1) is directly connected to the wheel (10), characterized in that the one-piece covering element (1) consists of a single composite material.
2. Wheel according to claim 1, wherein the cover element (1) consists of a fibre composite plastic comprising a matrix material and fibres embedded in the matrix material, wherein the cover element (1) is formed by a laminate comprising a plurality of individual layers stacked on top of each other.
3. Wheel according to one of the preceding claims, wherein the covering element (1) has at least one uppermost monolayer in which the fibres are arranged so as to constitute a symmetrical laminate construction (2) lying on top, seen in relation to the middle plane of the monolayer.
4. A wheel according to claim 3, wherein the upper laminate construction (2) comprises a plurality of unidirectional single layers stacked on top of each other and having a layer construction which is symmetrical as seen in relation to a mid-plane of the upper laminate construction (2).
5. A wheel according to claim 3, wherein the upper laminate construction (2) comprises at least one multi-directional single layer and has a layer construction which is symmetrical with respect to a mid-plane of the upper laminate construction (2).
6. Wheel according to one of the preceding claims, wherein the flap section (3) is formed by a cut-out portion (4) of the cover element (1).
7. Wheel according to one of the preceding claims, wherein the flap section (3) has an asymmetrical layer configuration as seen in relation to a mid-plane of the flap section (3) and the layer configuration of the flap section comprises an upper laminate configuration (2) and at least one additional lower monolayer (5), the fibres of which are oriented at least substantially in the radial direction of the wheel (10) as seen in the installed state of the cover element (1).
8. Wheel according to one of the preceding claims, wherein the covering element (1) has, at least in the edge regions adjoining the spokes (12), in each case a leg (6) which projects from the flat covering element (1) at least approximately in the axial direction (a) of the wheel (10), said leg being of flexible design.
9. Wheel according to claim 8, wherein said leg (6) has an undercut (7) on its edge, said undercut (7) being able to hook into the spoke edge (11) facing the vehicle.
10. Wheel according to claim 9, wherein the undercut (7) has a snap nose (8) for locking into the spoke rim (11).
11. Wheel according to claim 9 or 10, wherein the undercuts (7) and/or the latching noses (8) are covered with a plastic material.
12. Method for manufacturing a cover element for a wheel of a vehicle, the cover element (1) being constructed according to one of claims 1 to 11, wherein the method is carried out in the following steps:
-placing at least one lower monolayer over a selected position in a lower mould half (15) of the extrusion device;
-placing at least one monolayer of the upper laminate construction (2) flat into the lower mould half (15) of the extrusion device, while covering the at least one lower monolayer (5);
-closing the upper mould half (14) and subsequently removing a slide (16) corresponding to the shape of the flap section (3) of the covering element (1) from the lower mould half (15) in the direction of the upper mould half (14), whereupon the laminate is cut along the edge of the slide (16) and the flap section (3) is thereby formed, and
-deforming at least a part of the tab segment (3) by means of a slide (16) in the direction of the upper mould half (14);
-moving two lateral slides (17, 18) into the mould, which lateral slides move out on one side of the laminate respectively in a direction perpendicular to the first slide (16), and forming the legs (6) and undercuts (7) of the covering element (1);
-joining the said single layers into a laminate using a suitable resin under the influence of heat and pressure;
-moving back the lateral slides (17, 18) and opening the upper mold half (14) and subsequently removing the fiber composite covering element (1).
13. Method according to claim 12, wherein chamfers are introduced on the undercuts of the fibre composite covering element (1), which chamfers form a latching nose (8).
Technical Field
The present invention relates to a wheel for a vehicle according to the preamble of
Background
The most diverse requirements are placed on the wheels of vehicles, in particular of cars. In addition to sufficient strength at low weight, the wheel should in particular promote a good air resistance coefficient of the vehicle and feature a favorable optical image. This also includes the fact that the visible outer region of the wheel is only to a small extent soiled by wear of the wheel brakes arranged on the wheel inner side of the wheel. In order to ensure the latter, in particular, it is known to cover the free space between all the spokes of the wheel by means of a single disc-shaped cover element, which is arranged on the inside of the wheel, relative to the brake disc of the wheel brake, which rotates together with the wheel. Furthermore, cover elements are also known which cover the spoke gaps individually.
Since the brakes are extremely heated, in particular when braking a vehicle from a high speed, a cooling of the brakes by the air flow between the outside of the wheel through the spoke gaps and the brakes is also desirable.
A target conflict arises between an optimized air resistance coefficient and an optimized brake cooling.
DE 102013222044 a1 describes a rim cover for a wheel for attachment to a vehicle rim, comprising at least one flap element for covering at least one section of the rim, which flap element can have at least one first and one second shape as a function of temperature. The wing element is designed here as a layer composite of two materials with different coefficients of thermal expansion.
Such a layer composite with two materials (bimaterial) having different coefficients of thermal expansion is a solution for the conflict of the above-mentioned objectives, however the production of such a flap element is cumbersome, costly and error-prone based on the adhesive or mechanical joining of the two materials.
Disclosure of Invention
The object of the present invention is therefore to provide a wheel for a vehicle, comprising an improved cover element.
The solution of the object is achieved by a wheel for a vehicle having the features of
A wheel for a vehicle is proposed, which has a rim, a hub section and at least two spokes connecting the hub section to the rim. The spoke gap between two (in particular adjacent) spokes is at least partially covered by an at least substantially flat and one-piece cover element.
Furthermore, the one-piece cover element has a flap section which is deformable into at least one first position and a second position as a function of temperature. In this case, preferably, an end section of the wing element is deformed or bent away from the wheel in the axial direction under the influence of heat in the state in which the cover element is inserted into the wheel, starting from a defined limit temperature.
The flap section is preferably in the closed or closed state in this case when the ambient temperature around the flap section lies below a defined threshold temperature, for example when the vehicle is parked or at low speed. In particular, due to the increased braking of the disc brake, the friction used for this purpose is largely converted into heat. Starting from the reaching of a defined limit temperature in the wheel region or in the rim region, at least one end section of the airfoil section is deformed axially away from the wheel, so that opening can be effected and the brake or the wheel interior can be air-cooled thereby.
The one-piece covering element is formed here from the only composite material.
In this case, the covering element is particularly preferably made of a fiber composite plastic, in particular a carbon fiber composite plastic. Such a fiber composite covering element here comprises two main components, namely fibers and a plastic matrix connecting the fibers.
In this case, it is provided that the flap section is deformed only by the effect of heat (i.e. without additional energy supply, for example an actuator) in such a way that it is at least partially open in the installed state on the wheel and thus an air flow between the wheel interior and the wheel exterior is possible.
The targeted deformation of the deformable end section, in particular of the airfoil section, during the introduction of heat can be achieved by a suitable layer structure of the fiber composite component.
As already mentioned, the fibers of the fiber composite covering element are preferably carbon fibers and the matrix is an epoxy resin system. Such carbon fiber composite plastics are also called CFK.
The covering element is furthermore preferably constructed from a laminate having a single layer stacked on top of each other. In the individual layers, the fibres may be present, for example, in a non-oriented manner (for example in the form of a nonwoven or a so-called SMC press) or in a direction oriented in a certain direction (a so-called Unidirectional (UD) layer) or in two or more directions (for example in the form of a so-called Multidirectional (MD) layer in the form of a woven or scrim). The orientation of the fibers is critical to control the coefficient of expansion of the material upon heat input.
The set of laminates takes advantage of all the advantages of individual fiber orientation. The laminate is formed from a plurality of superimposed semifinished products of fibres (e.g. fabrics, gauzes, mats) or a single layer with different main fibre directions. Such a single layer is also referred to as a UD layer (i.e., unidirectional layer).
It is particularly preferred that the covering element or the laminate is formed here from a plurality of individual layers which are stacked on top of one another. In this case, not all individual layers need to form the UD layer, but the individual layers can also be formed as woven, knitted, etc. fabrics with different fiber orientations.
Furthermore, it is preferably provided that the covering element, when installed in the wheel, has at least one upper laminate layer, in which the fibers are oriented in such a way that the laminate layer has a symmetrical laminate structure. The upper or outer laminate structure here has a symmetrical fiber orientation with respect to the middle plane of the upper laminate structure. The upper layer structure of the cover element is preferably formed by a plurality of upper individual layers stacked on top of one another. Alternatively, the above layer configuration may also be formed by one or more multidirectional single layers (e.g. by one or more woven or woven fabrics) having said symmetrical properties.
The layer configuration is determined by the required strength or stiffness. The fabric layer is selected such that the fibers extend in a direction in which the strength or rigidity must be increased. It is to be noted here that the layer structure must be mirrored in an imaginary middle plane or symmetry plane.
The symmetry plane of the laminate/layer construction is described here as the middle plane (parallel to the individual layers or parallel to the laminate construction) which divides a laminate construction into two halves of equal thickness.
That is to say that, when the layer structure is symmetrical, the uppermost layer corresponds to the lowermost layer (or the like) with respect to the weight per unit area, the type of fibres (for example carbon or glass) and the direction of the fibres. In an odd number of layer configurations, the middle layer may similarly mirror itself. This symmetry is required in order not to produce warping of the component due to reaction and temperature shrinkage occurring during the manufacture of the component or temperature-dependent volume changes on the vehicle during the service time. In the region of the wing section, this symmetry is intentionally broken by the locally applied second laminate layer which, in the installed situation, is seen to be inside the wheel. The second laminate has a high coefficient of thermal expansion in the circumferential direction relative to the wheel and thus achieves the required bending of the airfoil section upon heating. The increase in the coefficient of thermal expansion takes place purely in the circumferential direction, wherein the reinforcing fibers are preferably directed predominantly in the radial direction of the wheel.
The upper or outer single-layer or upper or outer laminate structure is here the structure of the cover element or the side thereof which, in the installed state of the cover element, is oriented axially in the direction of or towards the outside of the wheel.
The properties of the covering element are decisively determined here by the lamination or formation of the laminate, for example by stacking individual fiber layers on top of one another. Since different properties can be achieved depending on in which direction the fibres of the individual layers are oriented with respect to each other.
The fiber composite material may, for example, be formed as an anisotropic material, i.e. the properties of the material differ in different spatial directions. This also applies to the coefficient of thermal expansion. This coefficient defines the change in length of the material upon heat input. For a single fiber matrix layer, i.e. a UD layer, in which all fibers extend in one direction, the factor is significantly smaller in the fiber direction than perpendicular to the fibers. Since the individual layers likewise have anisotropic properties, the properties of the laminate or the fiber composite flap depend on the individual layers or their fiber orientation. As a result, the resulting thermal expansion of the fiber composite flap is dependent on the sum of the fiber orientations of the individual layers. This effect should be exploited in the present invention in order to cause the opening or bending of the tab segment.
However, depending on the fiber orientation, the fiber composite component may also have (in particular with regard to thermal expansion) isotropic or quasi-isotropic properties in the in-plane direction (not in the thickness direction). In this case, it is preferable that only the upper laminate structure of the cover element has isotropy with respect to thermal expansion in the planar direction. The isotropy of the upper laminate structure in the plane means here that the determined properties are independent of the direction. In this particular case, in particular, the isotropic nature of the thermal expansion with respect to the above laminate construction. This means that the upper laminate structure of the cover element preferably responds isotropically or quasi-isotropically in the planar direction under the influence of heat, i.e. the upper laminate structure expands without any direction dependency under the influence of heat. By directionally independent expansion, it is meant that the above laminate construction expands equally in each planar direction (i.e., not along the thickness of the laminate). Preferably, the thermal expansion of the above laminate construction is negligibly small depending on the material.
However, the above laminate structure does not necessarily have to have isotropic properties in the plane direction (i.e., the same strength characteristic values, thermal expansion coefficients, etc. in all directions). The composite material can be enlarged or reduced to different degrees in different directions in one temperature almost without warpage. Especially when using carbon fibres, the length variation in the fibre direction is very small and relatively large transverse to the fibre direction, where the properties are determined by the matrix. The matrix systems mainly used are plastics, which are known to have a relatively high coefficient of thermal expansion. The layering of the underlying laminate layers of the tab element consists mainly of a unidirectional construction (UD) in which the fibres extend in radial direction. This results in a coefficient of thermal expansion in the circumferential direction that is much higher than that of the overlying laminate layer. This leads to the desired bending of the airfoil section upon heating. The height of the bend can be varied by material selection, laminate thickness, fiber volume content, and fiber orientation.
Such a small or negligibly small thermal expansion in the surface of the above laminate construction and such quasi-isotropic or isotropic properties or warpage-free expansion (i.e. no deformation or bending occurs) can be achieved by a defined fiber orientation of the individual layers or of the fabric.
In this case, as already mentioned, it is preferably provided that the fibers forming the above laminate structure are arranged symmetrically with respect to the center plane.
Viewed in this mid-plane, the fibers of the monolayer or of the upper monolayer (viewed relative to the mid-plane) are preferably arranged symmetrically to each other.
Preferably, the above laminate construction is not only symmetrically constructed, but also has fibers in mainly four directions (0 °, +45 °, -45 °, and 90 °), which gives the construction a quasi-isotropic behavior in the plane.
The upper laminate structure is thus substantially uniform in all directions upon heat input due to the fiber orientation and expands relatively little relative to the layer structure prevailing for UD in the laminate below, for example in the airfoil section.
In order, however, for the flap section to be able to open when heat is input and for the vehicle brake to be able to cool down thereby, the flap section is preferably thickened from at least one further lower monolayer in addition to the upper laminate structure. The fibre direction of the layer is chosen such that the highest possible coefficient of thermal expansion is achieved in the wheel circumferential direction. The highest possible coefficient of thermal expansion ensures the required deflection of the blower element.
The flap section is preferably formed by shearing the cover element at the location of the flap section, so that at least one part of the flap section is separated from the rest of the cover element when heat is applied, in such a way that this part can be moved axially away from the wheel and the flap section of the cover element forms the open state.
The cutting-out (which serves to reversibly expose the flap section from the rest of the cover element) can be carried out here during the cover element production method and is explained in more detail further below.
In this case, it is also preferably provided that the flap section, in contrast to the rest of the cover element in the layer structure, has two regions, each having a very strongly different coefficient of thermal expansion in one direction. As already mentioned above, this property can be achieved by the respective fiber orientation of the individual layers of the laminate construction or by additional laminates.
For this purpose, it is preferably provided that the flap section has an underlying or internal laminate structure which is arranged only in the region of the flap section and which, in the installed state of the vehicle, is oriented in the direction of the interior of the wheel.
The flap portion is preferably designed for this purpose as a laminate itself, i.e., the inner or lower laminate, and the upper laminate itself are designed asymmetrically with respect to the middle plane of the flap element (i.e., common to both laminates).
As already mentioned, the middle plane or symmetry plane of the tab segment describes here a middle plane (parallel to the single layer or for the laminate construction) which divides the laminate construction of the tab segment into two (preferably equally thick) halves.
The lower or inner laminate structure is provided here only in the tab section. In this case, as already mentioned, the fibers of the individual layers of the underlying laminated structure are particularly preferably at least substantially formed in the radial direction of the wheel in the installed state of the cover element. If the underlying laminated structure is formed by unidirectional individual layers, the fibers are each formed parallel to one another and at least approximately in the radial direction of the wheel. By "at least substantially in the radial direction" is understood here that the fibers are formed in the radial direction of the wheel. The fibers of the upper laminate construction are preferably oriented in a different direction than the fibers of the lower laminate construction.
The entire laminate structure of the tab section is thus formed asymmetrically. By the additional arrangement of the fibers of the underlying laminate structure in the radial direction of the wheel, the underlying laminate structure expands (at least approximately) perpendicularly to the fiber direction, i.e. at least approximately in the circumferential direction of the wheel, when heat is applied. The above laminate structure does not significantly expand together here (in the planar direction), so that the tab section is deformed in the axial direction away from the wheel (i.e. in the direction of the wheel exterior).
In a preferred embodiment of the invention, it is furthermore provided that the covering element, at least in the edge region adjoining the spoke, has a leg which projects from the flat covering element at least approximately in the wheel axial direction. The legs here at the same time preferably form the contact surfaces of the cover element with the spokes connected thereto. The legs are thereby preferably placed on a spoke surface extending in the radial direction of the wheel. Such a leg can likewise already be formed in the method for producing the covering element and is explained in more detail below. The support legs are formed here essentially by bending the flat-shaped cover element axially in the direction of the wheel interior.
Preferably, the at least two legs (each bearing on a spoke) are formed flexibly in the wheel circumferential direction. Due to the flexible design of the legs, these act as springs and tension the cover element in the wheel circumferential direction to the two spokes.
In order to also axially fasten the cover element to the wheel or the spoke, it is furthermore preferably provided that the leg of the cover element has an undercut at its end or at its edge, which can be clamped or hooked into the spoke edge oriented in the direction of the wheel interior. In addition to the undercuts, latching noses are preferably provided on the undercuts or on the edges of the legs, which latching noses enable latching onto the respective spoke edge and thereby secure and loss-proof axial fastening of the cover element on the wheel. The detent lugs can be introduced, for example, subsequently to the cutting operation on the cover element or the legs.
The subsequent machining of the leg ends of the cover element results in the fibers, in particular the carbon fibers, provided in the cover element being exposed and thereby directly bearing against the spoke material. In order to avoid corrosion between the metal spokes and the fibers (in particular carbon fibers), it is therefore preferably provided that the undercuts or the legs of the cover element are covered with a plastic layer or a suitable lacquer, so that the fibers are not in direct contact with the spoke material.
A method for producing a cover element for a wheel of a vehicle is also proposed, which cover element is formed according to one of
In a preferred embodiment of the invention, the covering element should preferably be produced in a pressing process, in particular in a so-called wet-pressing process or a combined SMC wet-pressing process.
In a preferred wet-pressing method, the liquid reaction resin or another plastic is treated in liquid form together with the reinforcing fibers in a two-part mold (i.e. for example the upper and lower mold halves). The upper and lower mold halves are closed by means of a press.
The resin or plastic is usually cast onto the fiber mat centrally or according to a fixed casting schedule during the wet-pressing process. Epoxy, polyurethane, vinyl or polyamide resins are generally used, which are mixed from two or more components to form a liquid plastic with reactive properties. For the application in planar form to fiber mats or to individual layers or layer stacks stacked on one another (also referred to as so-called stacks or partial layer stacks), wide-jet nozzles or another distribution system are often used. The plastic is distributed and wets the reinforcing fibers throughout the mold cavity under the pressure of the press through the closing process of the mold. After which the hardening of the plastic/resin (mostly at higher temperatures) takes place. When the plastic hardens, the shape stability of the component is obtained and the component can be demolded after opening the mold.
Alternatively to the wet-pressing method, the covering element can also be produced in other suitable methods for producing fiber composite components. For example, other production methods known from the prior art for fiber composite plastics are also known, for example the so-called resin transfer molding method (RTM method for short), the sheet molding compound method (SMC method for short) or the bulk molding compound method (BCM method for short) for producing covering elements. In the SMC method, for example, the preferably latching noses of the edges of the cover element can be integrated into the cover element directly during the production method.
The wet-pressing process described below takes place under the influence of heat, the temperature of the mold here being approximately equal to the operating temperature of the wheel region, which places the cover element in the open state. The airfoil section can be produced here in the deflection in a mold, said airfoil section having said deflection in the blower position also at this temperature in the subsequent operation.
In all first steps, the upper and lower stacks (i.e. the stacks forming the lower laminate) are preferably wetted with resin, i.e. plastic matrix, in a flat manner. The stack is then placed flat in the desired area in the lower mold. The region or area is here a region which is cut out into a flap section in a later stage of the production process. The lower stack or the lower single layer has thus been cut out in the shape of the later manufactured tab section. The lower monolayer or the lower stack is preferably placed in such a way that the fibers of the covering element subsequently inserted into the wheel are oriented in the radial direction of the wheel.
After the lower monolayer or lower laminate construction or lower stack is placed in the lower mold, the upper monolayer or woven or knit fabric or upper stack is placed in the lower mold. That is to say that after the placement of the upper monolayer or upper stack, the lower monolayer or lower stack already in the lower mold and the upper monolayer lying thereon are located in the region of the cut-out of the subsequent tab portion. The remainder of the lower mold (i.e., the portion that does not subsequently become part of the airfoil section) is covered only by the upper monolayer or the upper stack.
In a next step, the extrusion die is closed. Thereafter, the lateral sliding part is moved into the extrusion die and the latching nose is formed. At the same time or shortly thereafter, the slide is moved from the lower die vertically upwards in the direction of the upper die half in order to form the tab section, and thereby presses the lower laminate from below onto the upper laminate and presses the upper laminate again onto the upper die half. The geometry of the surface of the first sliding part which presses the laminate in the direction of the upper tool half corresponds here to the geometry or shape of the tab portion.
The slider cuts the tab segment along its edge in this step. While the slides join the laminate with the resin into a fiber composite member.
In order to form the component flat at room temperature later (i.e. at approximately 20 °), and to form the flap section not folded or not in the open state (but in the closed state) at room temperature, the first slider already deforms the flap section into the desired opening shape. Since the operating temperature of the extrusion device and thus of the extrusion die is approximately equal to the operating temperature of the wheel region, at which the flap section is to be brought into the open state, it is preferred that the flap section already in the die is brought into the desired open shape at these temperatures.
By means of the slides and the superimposed mold halves, the covering element is pressed under the influence of heat and the individual layers are connected to one another by means of a resin. After the finished fibre composite covering element has hardened, the mould halves are opened again and the finished covering element can be removed. The member is removed mainly horizontally, towards the centre of the rear wheel.
In a subsequent machining process, the chamfer or the detent lug can be attached to the undercut edge of the leg of the cover element.
The resulting fiber composite cover element enables good covering of the wheel for reducing the air resistance coefficient while at the same time allowing the brake to cool. No additional actuator is required for opening and closing the cover element. The cover element is furthermore simple to produce and to assemble on the wheel in one piece and from a homogeneous material. Furthermore, the covering element is made of fiber-composite plastic, which saves weight and costs.
These and other features are also evident from the claims and the description and the drawings, in which the individual features are each implemented in their own right alone or in a plurality of subcombinations in an embodiment of the invention and can form advantageous and inherently protectable embodiments, which are claimed here.
Drawings
The invention is explained further below with the aid of examples. All further features described herein may be important to the present invention.
Fig. 1 shows a part of a wheel for a vehicle, in which a covering element is provided, for example, when viewed three-dimensionally on the outside of the wheel;
fig. 2 shows a schematic cross section of the covering element of fig. 1;
fig. 3 shows a cross-sectional view of a cover element in a die of an extrusion device.
Detailed Description
In fig. 1, a portion of a
In order to attach the
In order to attach the
Chamfers or snap-in
Fig. 2 shows a cross section of the
The
Furthermore, provision is made for the
The lower laminate structure is preferably located in the installed state on the side of the cover element facing the interior of the wheel, as can be seen in fig. 1.
The underlying laminate construction 5 is here formed mainly of a plurality of individual layers of unidirectional fibre layers.
The individual layers or individual layer fibers of the lower laminate structure 5 are arranged relative to the individual layers or individual layer fibers of the upper laminate structure 2 in such a way that the
In order to lift the
As can be seen in particular in fig. 1, the underlying laminate 5 is arranged on the
Fig. 3 shows the
In this case, the first slide 16 is moved out of the lower mold half 15 vertically in the direction of the upper mold half 14. The first slide 16 here causes the shearing of the
Two horizontal sliding elements 17, 18 are also visible, which are shaped to the two
List of reference numerals
1 covering element
2 upper layer Structure
3 wing segment
4 section plane
5 layer construction below
6 supporting leg
7 side concave
8-card lock nose
9 spoke surface
10 wheel
11 spoke edge
12 spoke
13 spoke clearance
14 upper mold half
15 lower mold half
16 sliding part
17 horizontal sliding member
18 horizontal sliding part
19 wheel rim
20 hub segment
Axial direction A
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