A conventional well-attached vehicle wheel is typically of a two-piece construction and includes an inner disc and an outer "full" rim. The disc can be cast, forged, or fabricated from steel, aluminum, or other alloys, and includes an inner annular wheel mounting portion and an outer annular portion. The wheel mounting portion defines an inboard mounting surface and includes a center pilot or hub hole, and a plurality of lug receiving holes formed therethrough for mounting the wheel to an axle of the vehicle. The rim is fabricated from steel, aluminum, or other alloys, and includes an inboard tire bead seat retaining flange, an inboard tire bead seat, an axially extending well, an outboard tire bead seat, and an outboard tire bead seat retaining flange. In some instances, a three- piece wheel construction having a mounting cup secured to the disc is used. In both types of constructions, the outer annular portion of the disc is secured to the well of the rim by a weld.

A full face wheel is distinguished from other types of wheels by having a one-piece wheel disc construction. In particular, the full face wheel includes a "full face" disc and a "partial" rim. The full face disc can be cast, forged, or fabricated from steel, aluminum, or other alloys. The full face disc includes an inner annular wheel mounting portion and an outer annular portion which defines at least a portion of an outboard tire bead seat retaining flange of the wheel. The wheel mounting portion defines an inboard mounting surface and includes a center pilot or hub hole, and a plurality of lug receiving holes formed

therethrough for mounting the wheel to an axle of the vehicle. The partial rim is fabricated from steel, aluminum, or other alloys, and includes an inboard tire bead seat retaining flange, an inboard tire bead seat, an axially extending well, and an outboard tire bead seat. In some instances, the outboard tire bead seat of the rim and the outer annular portion of the disc cooperate to form the outboard tire bead seat retaining flange of the full face wheel. In both types of constructions, the outboard tire bead seat of the rim is positioned adjacent the outer annular portion of the disc and a weld is applied to secure the rim and the disc together.

SUMMARY OF THE INVENTION This invention relates to an improved full face vehicle wheel including a rim joined to a disc. The rim defines an axis and includes an inboard tire bead seat retaining flange, an inboard tire bead seat, an axially extending well, and an outboard tire bead seat. The outboard tire bead seat of the rim terminates at an axial endmost surface. The disc includes a body having a centrally located wheel mounting surface and an outer annular portion. The outer annular portion of the disc defines an outboard tire bead seat retaining flange of the full face wheel.

The outer annular portion of the disc includes a protuberance formed therein.

The protuberance defines a generally radially extending non-flat outer surface and a generally radially extending inner surface. The inner surface of the protuberance defines a generally flat fit-up surface for receiving the axial endmost surface of said rim and a weld to join said disc to said rim. The protuberance in the outer flange of the disc is effective to reduce the radial length of an outer flat surface which is formed in the outer flange of the disc to thereby improve the styling of the full face wheel.

Other advantages of this invention will become apparent to those skilled in the art from the following detailed description of the preferred embodiments, when read in light of the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a cross-sectional view of a first embodiment of a full face vehicle wheel constructed in accordance with the present invention.

Fig. 2 is an enlarged cross-sectional view of a portion of the wheel illustrated in Fig. 1 and showing a weld joint geometry for joining the rim to the disc to produce the full face vehicle wheel.

Fig. 3 is a cross-sectional view of the rim shown illustrated in Fig. 2.

Fig. 4 is a cross-sectional view of the disc illustrated in Fig. 2.

Fig. 5 is a cross-sectional view of a second embodiment of a full face vehicle wheel constructed in accordance with the present invention.

Fig. 6 is an enlarged cross-sectional view of a portion of the wheel illustrated in Fig. 5.

Fig. 7 is a cross-sectional view of the rim shown illustrated in Fig. 6.

Fig. 8 is a cross-sectional view of the disc illustrated in Fig. 6.

Fig. 9 is a cross-sectional view of a third embodiment of a full face vehicle wheel constructed in accordance with the present invention.

Fig. 10 is an enlarged cross-sectional view of a portion of the wheel illustrated in Fig. 9.

Fig. 11 is a cross-sectional view of the rim illustrated in Fig. 10.

Fig. 12 is a cross-sectional view ofthe disc illustrated in Fig. 10.

Fig. 13 is a cross-sectional view of a prior art full face vehicle wheel.

Fig. 14 is an enlarged cross-sectional view of a portion of the prior art full face vehicle wheel illustrated in Fig. 13.

Fig. 15 is a cross-sectional view of another prior art full face vehicle wheel.

Fig. 16 is an enlarged cross-sectional view of a portion of the prior art full face vehicle wheel illustrated in Fig. 15.

Fig. 17 is a cross-sectional view of a portion of yet another prior art full face vehicle wheel.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring now to the drawings, there is illustrated in Fig. 1 a first embodiment of a full face vehicle wheel, indicated generally at 10, constructed in accordance with the present invention. The full face vehicle wheel 10 includes a rim 12 and a disc 14 which are joined together during a welding operation. In the illustrated embodiment, the rim 12 is a fabricated rim formed from aluminum or alloys thereof and is similar to that disclosed in U.S. Patent No. 5,435,633 to Jaskierny, the disclosure of which is incorporated herein by reference.

Alternatively, the rim 12 can be formed from other metals, such as steel, magnesium, or titanium.

The rim 12 includes an inboard tire bead seat retaining flange 16, an inboard tire bead seat 18, a generally axially extending well 20, and an outboard tire bead seat 22. As best shown in Fig. 3, the outboard tire bead seat 22 includes an outer axially extending cylindrical surface 22A and an inner axially extending cylindrical surface 22B which is substantially parallel to the outer cylindrical surface 22A to define a generally constant thickness T through the entire length of the outboard tire bead seat 22. Typically, the thickness T of the rim 12 in the region of the outboard tire bead seat is in the range of about 0.250 inch to about 0.275 inch for aluminum.

The outboard tire bead seat 22 of the rim 12 termites at an axial endmost surface 30. The axial endmost surface 30 includes a radially extending first end

surface 30A, and a non-radially extending chamfered second end surface 30B.

The radially extending first end surface 38A extends from a point A to a point B to define a radial distance F, and the non-radially extending chamfered second end surface 30B is at an angle E relative to the radially extending first end surface 30A. Preferably, the non-radially extending chamfered second end surface 30B is formed during a machining operation to maintain tight tolerances.

In the illustrated embodiment, the disc 14 is forged, cast, fabricated, or otherwise formed from aluminum and includes a generally centrally located wheel mounting surface 32 and an outer annular flange 34. Alternatively, the disc 14 can be formed from other metals, such as steel, magnesium, titanium, or alloys thereof and/or the disc 14 can be formed from a different metal than that of the rim 12. The wheel mounting surface 32 is provided with a centrally located pilot aperture 36 and a plurality of lug bolt receiving holes 38 (only one lug bolt hole 38 being illustrated) circumferentially spaced around the pilot aperture 36. The lug bolt receiving holes 38 receive lug bolts and nuts (not shown) for securing the wheel 10 on an axle (not shown) of a vehicle. The outer annular flange 34 of the disc 14 defines an inboard tire bead seat retaining flange 40 of the wheel 10. The disc 14 may also include a plurality of decorative openings or windows (not shown).

As best shown in Fig. 4, the outer annular flange 34 of the disc 14 includes a generally non-flat, rounded or curved protuberance or "bulge", indicated generally at 50, formed therein. The protuberance 50 extends in a generally radial direction from approximately a point C to approximately a point D to define a radial length G. The protuberance 50 defines a generally radially extending non-flat outer surface 50A and a generally radially extending non-flat inner surface 50B. In this embodiment, the outer surface 50A is substantially parallel to the inner surface 50B to define a generally constant thickness J through the entire length G of the protuberance 50.

Typically, the thickness J of the disc 14 in the region of the protuberance 50 is in the range of about 0.250 inch to about 0.40 inch for aluminum. The protuberance 50 is formed during the disc forming process and may be formed by a suitable method, such as for example, by a stamping process, by a spinning process, or by combining stamping and spinning operations such as disclosed in U.S. Patent No. 5,345,676 to Ashley, Jr. and U.S. Patent No. 5,295,304 to Ashley, Jr., the disclosures of which are incorporated herein by reference. As will be discussed, the inner surface 50B of the protuberance 50 defines a "fit-up" surface for receiving the axial endmost surface 30 of the rim 12. Preferably, as shown in Fig. 2, the fit-up surface extends from about a point P to about a point Q, and is a generally flat surface formed by a suitable method, such as for example, by a machining operation or a stamping operation, to precise dimensions.

The outer flange 34 ofthe disc 14 further defines a generally flat outer surface 34A which extends in a generally radial direction from approximately the point D to approximately a point K to define a radial length H. As will be discussed below, by forming the protuberance 50 in the outer flange 34 of the disc 14, the length H ofthe outer flat surface 34A in the outer flange 34 ofthe disc 14 is reduced compared to that of a similar sized prior art disc for use in a similar prior art wheel construction.

To assemble the full face wheel 10, the axial endmost surface 30 of the rim 12 is positioned adjacent the fit-up surface 50B of the disc 14 in a predetermined position. In this position, the radially extending first end surface 30A ofthe rim 12 abuts the inner surface 50B ofthe disc 14, and the non-radially extending second end surface 30B of the rim 12 is spaced from the inner surface 50B thereby forming a recess therebetween. The recess defines an annular groove which receives a circumferential weld 52 for joining the disc 14 and the rim 12 together to produce the full face wheel 10.

Turning now to Fig. 5, there is illustrated a second embodiment of a full face vehicle wheel, indicated generally at 60, constructed in accordance with the present invention. The full face vehicle wheel 60 includes a rim 62 and a disc 64 which are joined together during a welding operation.

The rim 62 is a fabricated rim formed from steel and is similar to that disclosed in U.S. Patent No. 5,435,632 to Gajor et al., the disclosure of which is incorporated herein by reference. Alternatively, the rim 62 can be formed from other metals, such as aluminum, magnesium, titanium, or alloys thereof. The rim 62 includes an inboard tire bead seat retaining flange 66, an inboard tire bead seat 68, a generally axially extending well 70, and an outboard tire bead seat 72.

As best shown in Fig. 7, the outboard tire bead seat 72 of the rim 62 includes a first section 74 and a second section 76. The first section 74 defines a first generally axially extending outer surface 74A, and a first section thickness T1. Typically, the first section thickness T1 is in the range of about 0.125 inch to about 0.150 inch for steel, and in the range of about 0.195 inch to about 0.250 inch for aluminum. The second section 76 defines a second generally axially extending outer surface 76A, and an axial endmost surface 76B. The second axial outer surface 76A is spaced radially inwardly relative to the first axial outer 74A by a distance Y1. Preferably, the distance Y1 is in the range of about one- quarter to three-quarters the thickness T1 of the first section 74, with a radially inwardly distance Y1 of approximately one-half the first section thickness T1 being preferred.

In the illustrated embodiment, the disc 64 is forged, cast fabricated, or otherwise formed from steel and includes a generally centrally located wheel mounting surface 82 and an outer annular flange 84. Alternatively, the disc 64 can be formed from other metals, such as aluminum, magnesium, titanium, or alloys thereof and/or the disc 64 can be formed form a different metal than that of the rim 62. The wheel mounting surface 82 is provided with a centrally

located pilot aperture 86, and a plurality of lug bolt receiving holes 88 (only one lug bolt hole 88 being illustrated) circumferentially spaced around the pilot aperture 86. The lug bolt receiving holes 88 receive lug bolts and nuts (not shown) for securing the wheel 60 on an axle (not shown) of a vehicle. The outer annular flange 84 of the disc 64 defines an inboard tire bead seat retaining flange 90 of the wheel 60. The disc 64 may also include a plurality of decorative openings or windows 92 (only one window 92 being illustrated).

As best shown in Fig. 8, the outer annular flange 84 of the disc 64 includes a non-flat or "protuberance", indicated generally at 94, formed therein.

The protuberance 94 extends in a generally radial direction from approximately a point C l to approximately a point D1 to define a radial length Gel . The protuberance 94 defines a generally radially extending non-flat outer surface 94A and a generally radially extending non-flat inner surface 94B. In this embodiment, the outer surface 94A is substantially parallel to the inner surface 94B to define a generally constant thickness J1 through the entire length G1 of the protuberance 94 of the disc 64.

Typically, the thickness J1 of the disc 64 in the region of the protuberance 94 is in the range of about 0.140 inch to about 0.250 inch for steel. The protuberance 94 is formed during the disc forming process and may be formed by a suitable method, such as for example, by a stamping process, by a spinning process, or by combining stamping and spinning operations such as disclosed in U.S. Patent No. 5,345,676 to Ashley, Jr. and U.S. Patent No. 5,295,304 to Ashley, Jr. As will be discussed, the inner surface 94B of the protuberance 94 defines a "fit-up" surface for receiving the axial endmost surface 76B of the rim 62. Preferably, as shown in Fig. 6, the fit-up surface extends from about a point P1 to about a point Q1, and is a generally flat surface formed by a suitable method, such as for example, by a machining operation or a stamping operation, to precise dimensions.

The outer flange 84 of the disc 64 further defines a generally flat outer surface 84A which extends in a generally radial direction from approximately the point D1 to approximately a point K1 to define a radial length H1. As will be discussed below, by forming the protuberance 94 in the outer flange 84 of the disc 64, the length H1 of the outer flat surface 84A in the outer flange 84 of the disc 64 is reduced compared to that of a similar sized prior art disc for use in a similar prior art wheel construction.

To assemble the full face wheel 60, the axial endmost surface 76B of the rim 62 is positioned adjacent the fit-up surface 94B of the disc 64 in a predetermined position. In this position, the radially extending second outer surface 76A of the rim 62 is spaced from the inner surface 94B thereby forming a recess therebetween. The recess defines an annular groove which receives a circumferential weld 96 for joining the disc 64 and the rim 62 together to produce the full face wheel 60.

Turning now to Fig. 9, there is illustrated a third embodiment of a full face vehicle wheel, indicated generally at 100, constructed in accordance with the present invention. The full face vehicle wheel 100 includes a rim 102 and a disc 104 which are joined together during a welding operation.

The rim 102 is a fabricated rim formed from steel, aluminum, magnesium, titanium, or other alloys and includes an inboard tire bead seat retaining flange 106, an inboard tire bead seat 108, a generally axially extending well 110, and an outboard tire bead seat 112.

As best shown in Fig. 11, the outboard tire bead seat 112 of the rim 102 includes an outer axially extending cylindrical surface 1 12A and an inner axially extending cylindrical surface 112B. The outer cylindrical surface 1 12A is substantially parallel to the inner cylindrical surface 1 12B to define a generally constant thickness T2 through the entire length of the outboard tire bead seat 112. The outboard tire bead seat 112 of the rim 102 termites at an axial endmost

surface 132. The axial endmost surface 132 includes a radially extending end surface 132A.

The disc 104 is forged, cast, fabricated, or otherwise formed from steel, aluminum, magnesium, titanium, or other alloys and includes a generally centrally located wheel mounting surface 122 and an outer annular flange 124.

The wheel mounting surface 122 is provided with a centrally located pilot aperture 126, and a plurality of lug bolt receiving holes 128 (only one lug bolt hole 128 being illustrated) circumferentially spaced around the pilot aperture 126. The lug bolt receiving holes 128 receive lug bolts and nuts (not shown) for securing the wheel 100 on an axle (not shown) of a vehicle. The outer annular flange 124 ofthe disc 104 defines an inboard tire bead seat retaining flange 130 of the wheel 100. The disc 104 may also include a plurality of decorative openings or windows 132 (only one window 132 being illustrated).

As best shown in Fig. 12, the outer annular flange 124 of the disc 104 includes a non-flat or "protuberance", indicated generally at 134, formed therein.

The protuberance 134 extends in a generally radial direction from approximately a point C2 to approximately a point D2 to define a length G2. The protuberance 134 defines a generally radially extending non-flat outer surface 134A and a generally radially extending non-flat inner surface 134B. The outer surface 1 34A is substantially parallel to the inner surface 1 34B to define a generally constant thickness J2 through the entire length G2 of the protuberance 134 of the disc 104.

Typically, the thickness J2 of the disc 104 in the region of the protuberance 134 is in the range of about 0.250 inch to about 0.40 inch for aluminum, and in the range of about 0.140 inch to about 0.250 inch for steel.

The protuberance 134 is formed during the disc forming process and may be formed by a suitable method, such as for example, by a stamping process, by a spinning process, or by combining stamping and spinning operations such as

disclosed in U.S. Patent No. 5,345,676 to Ashley, Jr. and U.S. Patent No.

5,295,304 to Ashley, Jr. As will be discussed, the inner surface 134B ofthe protuberance 134 defines a "fit-up" surface for receiving the axial endmost surface 132A ofthe rim 102. Preferably, as shown in Fig. 10, the fit-up surface extends from about a point P2 to about a point Q2, and is a generally flat surface formed by a suitable method, such as for example, by a machining operation or a stamping operation, to precise dimensions.

The outer flange 124 ofthe disc 104 further defines a generally flat outer surface 124A which extends in a generally radial direction from approximately the point D2 to approximately a point K2 to define a radial length H2. As will be discussed below, by forming the protuberance 134 in the outer flange 124 ofthe disc 104, the length H2 of the outer flat surface 124A in the outer flange 124 of the disc 104 is reduced compared to that of a similar sized prior art disc for use in a similar prior art wheel construction.

To assemble the full face wheel 100, the axial endmost surface 132A of the rim 102 is positioned adjacent the fit-up surface 134B of the disc 104 in a predetermined position. In this position, a circumferential weld 136 is provided for joining the disc 104 and the rim 102 together to produce the full face wheel 100.

One advantage of this invention is that the respective protuberances 50, 94, and 134 in the discs 14, 64, and 104 improve the styling of the associated full face wheels 10, 60, and 100 by reducing the radial lengths H, H1, and H2 of the generally flat outer surfaces 34A, 84A, and 124A in the outer flanges 34, 84, and 124 thereof. This is shown comparing the radial length H of the flat outer surface 34A ofthe disc 14 ofthe full face vehicle wheel 10 shown in Figs. 2 and 4 of this invention to a radial length M defined by a flat outer surface 1 42A of a prior art disc 142 of a prior art full face wheel 140 shown in prior art Figs. 13 and 14 (prior art Figs. 13 and 14 correspond to Figs. 2 and 3 of U.S. Patent No.

5,435,633 to Jaskierny); the radial length H1 of the flat outer surface 84A of the disc 64 of the full face vehicle wheel 60 shown in Figs. 6 and 8 of this invention to a radial length M1 defined by a flat outer surface 1 52A of a prior art wheel disc 152 of a prior art full face wheel 150 shown in prior art Figs. 15 and 16 (prior art Figs. 15 and 16 correspond to Figs. 2 and 3 of U.S. Patent No.

5,435,632 to Gajor et al.,); and the radial length H2 of the flat outer surface 124A of the disc 104 of the full face vehicle wheel 100 of this invention to a radial length M2 defined by a flat outer surface 1 62A of a prior art disc 162 of a prior art full face wheel 160 shown in prior art Fig. 17 (prior art Fig. 19 corresponds to Fig. 9 of U.S. Patent No. 5,345,676 to Ashley, Jr.). Another advantage of this invention is that the respective protuberances 50, 94, and 134 in the discs 14, 64, and 104 moves the associated welds 52, 96, and 136 further from the bead of the tire. As a result, it may not be necessary to machine the welds 52, 96, and 136 in order to have the weld clear the bead of the tire. A further advantage of this invention is that the weld joint geometry in the full face wheels 10, 60, and 100 may increase the strength of the associated weld joint thereby improving the fatigue life of the full face wheels.

In accordance with the provisions of the patents statues, the principle and mode of operation of this invention have been described and illustrated in its preferred embodiments. However, it must be understood that the invention may be practiced otherwise than as specifically explained and illustrated without departing from the scope or spirit of the attached claims.