Abstract:
The invention relates to a vehicle wheel, in particular a hybrid vehicle wheel, composed of a wheel disc, which is fabricated from lightweight metal as a cast part, and a rim ring, which is made from steel, is connected to the wheel disc in a rotationally fixed fashion and has at least one rim horn and a drop base edge, and a method for manufacturing such a hybrid vehicle wheel. In order to be able to manufacture the hybrid vehicle wheel at low cost and to ensure sufficient force flow between the rim ring and the wheel disc, the wheel disc has, on the disc edge, a contour which is matched to the profile of the rim horn and drop base edge and extends over the distance between them and on which the rim ring bears in the mounted state of the wheel disc and rim ring while clamping the wheel disc between a first pressure zone on the drop base edge and a second pressure zone on the rim horn. Fitting is carried out by folding over or rolling over a rim ring blank onto the edge of the disc.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application is a national stage of International Application No. PCT/EP2007/010031 filed Nov. 20, 2007, the disclosures of which are incorporated herein by reference in entirety, and which claimed priority to German Patent Application No. 10 2006 055 704.2 filed Nov. 23, 2006, the disclosures of which are incorporated herein by reference in entirety. 
     
    
     BACKGROUND OF THE INVENTION 
       [0002]    The present invention relates to a vehicle wheel, comprising a wheel disk fabricated as a casting, preferably casted from lightweight metal, with a disk edge running concentrically around a wheel axis and a rim ring, preferably fabricated from steel, rotationally locked to the wheel disk and having at least one rim flange, at least one bead seat, one drop center rim well base and at least a well base edge, for seating a tire on the outside of the rim ring. The invention also relates to a method for manufacturing such a hybrid vehicle wheel from a wheel disk fabricated as a casting, preferably from lightweight metal, and a rim ring, preferably of steel, in operations entailing the provision of a rim ring preform having at least one rim flange, a bead seat, a rim well base and a well base edge, and the provision of a wheel disk, which has a disk edge running concentrically around the wheel axis. The invention is intended, in particular, for vehicle wheels for motor vehicles, especially passenger automobiles. 
         [0003]    In the state of the art the trend with vehicle wheels has firstly been towards the conventional steel vehicle wheels comprising a steel rim ring, largely manufactured by metal forming processes on a production line, and a steel wheel disk manufactured on a separate production line, which at the end of the production lines are welded together to form the vehicle wheel. The rim ring and the wheel disk here each take on their final form on the production line before being welded together. 
         [0004]    In addition, in the state of the art there has been a trend towards lightweight metal wheels, especially of aluminum, which are manufactured as integrally cast constructions or as wheel forgings. In the case of multipart lightweight metal wheels a cast or forged wheel disk is joined to a rim of aluminum strip manufactured by profile rolling or roll forming. They can either be joined by detachable bolted connections or welded. 
         [0005]    DE 100 58 807 A1 discloses a hybrid vehicle wheel in which the wheel disk and the rim ring are produced from different materials and the wheel disk and the rim ring are joined together by friction welding. DE 198 04 739 A1, for example, discloses the provision, in a wheel disk fabricated from lightweight metal, of an outer rim flange integrally formed on the disk, and the formation of a welded-on extension to the wheel disk in the area of the outer bead seat, a rim ring, correspondingly formed without the outer rim flange, then being attached thereto by friction welding. 
         [0006]    A vehicle wheel of generic type is disclosed by DE 82 16 339 U1. In the case of this vehicle wheel a wheel disk is manufactured as a casting, onto which a rim ring comprising all the elements of a wheel rim is then fitted by shrinking on. The shrinking-on is intended to achieve a press fit between the rim ring and the wheel disk, bearing with its circumferential edge against the inside of the rim ring of the bead seat, which rotationally locks the wheel disk and the rim ring together. In order to increase the friction in the press fit between the ring rim and the wheel disk, granular material, projections or a heat-resistant adhesive lacquer can be introduced into the opposing faces. In the area of the bead seat, which on the outside of the ring has an inclination of approximately 5° in the case of vehicle wheels and an inclination of approximately 15° in the case of commercial vehicle wheels (tapered seat wheels), the rim ring must be provided with an additional material thickening, in order that the rim ring can taper conically in diameter on the inside of the ring from the well base edge to the outside of the wheel. In order to be able to shrink the rim ring onto the wheel disk, the rim ring must be heated to temperatures in excess of 300°, which is extremely costly in terms of energy and results in high production costs. Other disadvantages beside the high production costs are that the high temperatures which have to be applied can cause material changes in the preferably formed rim ring, and in addition an anticorrosion protection, which before joining together has been applied at joining sites that are subsequently no longer accessible, is destroyed by the high temperatures, so that the vehicle wheel fabricated by shrinking on is highly susceptible to corrosion, especially at the joining sites. 
       BRIEF SUMMARY OF THE INVENTION 
       [0007]    A feature of the invention is to create a vehicle wheel, in particular a hybrid vehicle wheel, and a method for manufacturing it, which can be produced at low cost, which avoids the aforementioned disadvantages of shrinking on and at the same time ensures an adequate force flux between the rim ring and the wheel disk, which will reliably counteract the high circumferential forces resulting from the braking and acceleration moments that occur in the operation of the vehicle wheel. 
         [0008]    According to the invention these and other features are achieved by the vehicle wheel as claimed in claim  1 , in that the wheel disk at the disk edge has a contour which is adapted to the profile of the rim flange and the well base edge and extends over the interval between them, and against which contour the rim ring bears when the wheel disk and the rim ring are in the assembled state, clamping the wheel disk between a first pressure zone on the well base edge and a second pressure zone on the rim flange. In the case of the vehicle wheel according to the invention, the rim ring is therefore tightly clamped to the wheel disk by creating two opposing areas or zones at the disk edge of the wheel disk, against which zones the rim flange on the one hand and the well base edge of the rim ring on the other can bear under pressure, in such a way that clamping achieves an adequate force closure between the wheel disk and the rim ring. Since the wheel disk can be formed or manufactured as a casting, it may in principle be endowed with any suitable or desired styling. 
         [0009]    In a preferred development of a vehicle wheel according to the invention an additional contact zone is formed between the two pressure zones at the transition of the well base edge to the bead seat. This additional contact zone may primarily serve to absorb the radial forces exerted on the vehicle wheel in running operation, for example the weight of the vehicle, whilst the two pressure zones serve primarily for the force closure by clamping the wheel disk to the inside of the rim ring. It is particularly advantageous if the contact zones are formed by means of a security hump on the rim ring and a circumferential stay cam on the disk edge bearing on the inside thereof. It goes without saying that the corresponding stay cam is therefore preferably already formed on the disk part during casting of the basic shape of the wheel disk. In the assembled state the rim ring, preferably at the contact zone, is braced against the disk edge and/or the stay cam substantially only in a radial direction. 
         [0010]    The rim ring is not fitted onto the disk edge of the wheel disk by shrinking on, as in the state of the art, but according to the invention preferably in that the rim ring is clamped to the disk edge by upsetting and/or rolling over. It is particularly advantageous here if in the assembled state achieved between the bearing zone on the security hump and the second pressure zone on the rim flange no contact areas, or at least in part no direct contact areas, exist between the rim ring and the circumference of the disk. In the assembled state of the finished vehicle wheel it is therefore particularly advantageous if the inside of the rim ring is separated from the disk edge by a gap between the pressure and contact zones. The gap or the absence of direct points of contact is especially effective, during the upsetting or rolling over of the rim ring or a rim ring preform, in allowing an over-stretching or additional elongation of the bead seat towards the wheel axis, which enables a clamping force to be applied, which on relaxation of the upsetting tool or withdrawal of the rollover tool counteracts any tendency of the rim ring material to rebound or recover. For this purpose the contour of the disk edge against the bead seat section may, in particular, have a reduction. According to an advantageous development of a vehicle wheel, especially one manufactured by upsetting, the reduction may produce the greatest interval between these constituent surfaces in the assembled state of the rim ring and the disk edge. The reduction can at the same time help to reduce the weight of the finished vehicle wheel, since in this area no contact should exist between the rim ring and the disk edge, so as to be able to apply a defined clamping between the pressure zones and to avoid any redundancy. In an alternative development of a vehicle wheel, advantageously manufactured by rolling over, the contour of the disk edge against the bead seat section may be provided with at least one circumferential channel, into which the rim ring is partially pressed during the rollover process, in order to achieve an additional, in particular a positively interlocking torsional safeguard by virtue of the groove-shaped channels and the material compressed into the latter. It is particularly advantageous if the one or more channels is/are formed to run circumferentially or helically around the circumference of the bead seat section. 
         [0011]    According to one exemplary embodiment the rim ring and the contour of the disk edge may have transitional sections at the transition of the rim flange into the bead seat, where a third pressure zone is formed. This third pressure zone serves to ensure that firstly a clamping is achieved between the first and third pressure zones and furthermore that a clamping is produced between the second and the third pressure zones, without any redundancy occurring, it furthermore being possible to apply the overstretching of the vehicle wheel in the area of the bead seat, in order to achieve clamping at both pairs of pressure zones. In an alternative exemplary embodiment, the third pressure zone can be dispensed with and at the transition of the rim flange into the bead seat the rim ring and the contour of the disk edge again have transitional areas, which are oriented perpendicularly to the wheel axis or have an angling of &gt;90°. This means that in the upsetting or rollover process no force-transmitting contact points or pressure zones are produced in these areas. 
         [0012]    In all developments of a vehicle wheel according to the invention it is particularly advantageous if the rim ring, at the end that forms the rim flange bearing on the disk edge, is bent over substantially perpendicularly to the wheel axis and/or if the contour of the disk edge against the rim flange section has indentations with a contact face oriented preferably perpendicularly to the wheel axis. The rim flange section against the disk edge here serves to form the pressure zone together with the inside of the upset and/or rolled-up and thereby bent-over outer rim flange. In the assembled vehicle wheel the indentation on the rim flange points towards the outside of the wheel, so that it lies opposite the transitional section or the well base edge section at the disk edge, in order to be able to produce the clamping between the first and second or the first and third and the second and third pressure zones. 
         [0013]    The first pressure zone can advantageously be arranged on or close to the transitional piece of the well base edge into the well base floor. The first pressure zone can here be arranged in radial alignment with or axially slightly offset in relation to the hub connection face on the vehicle wheel, in order to achieve an advantageous bracing of the moments. Other embodiments are also possible, however. 
         [0014]    The well base edge section at the disk edge can run at an angle of approximately 55° to 65°, preferably approximately 62°±3° to the wheel axis, and/or the well base edge at the rim ring may preferably run at an angle at least 1°-2°, preferably approximately 5°±3° steeper than the well base edge section at the disk edge, in order to form a defined pressure zone, in which sufficiently high clamping forces can be applied. 
         [0015]    In all developments it is particularly advantageous if the rim ring is integrally formed, particularly from a formed sheet steel and already at the rim ring preform stage is endowed with or comprises both rim flanges, both bead seats, the well base and both well base edges, together with any security hump, this rim ring preform substantially being formed into its finished shape only in the area of the ring edge contour during the upsetting or rollover processes. Adhesives and/or sealants for sealing or as anti-corrosion protection may be introduced between the rim ring and the wheel disk, especially in the area of the pressure zones and contact zones. 
         [0016]    In the case of method for manufacturing the hybrid vehicle wheel the aforesaid objects are achieved according to the invention specified in claim  19 , in that the wheel disk at the disk edge has a contour matched to the profile of the rim flange and the well base edge and extending over the distance between them, and that the rim ring preform is fixed, rotationally locked to the disk edge, by means of at least one upsetting operation and/rollover operation, a first pressure zone being formed between the rim ring and the wheel disk at the well base edge and at least one second pressure zone being formed between the rim ring and the wheel disk at the rim flange for clamping the wheel disk. 
         [0017]    In order to be able to apply adequate clamping forces, it is particularly advantageous if the wheel disk is provided, at least in the bead seat section, with a reduction, into which the bead seat of the rim ring or the rim ring preform is at least partially pressed in the upsetting or rollover process to compensate for the rebound occurring. The upsetting may be performed in particular by means of multi-jaw upsetting tools, each upsetting jaw preferably having a shape which is substantially a negative shape of the finished rim ring. It is particularly advantageous here if the negative shape in the area of the bead seat produces an over-stretching of the rim ring preform towards the wheel axis, making it possible to achieve the relatively high clamping forces at the pressure zones. The rolling over can be performed by one or more pressure rollers. According to an advantageous development the setting angle of the pressure roller(s) relative to the wheel axis is adjustable or is adjusted during the rollover operation. A combined upsetting and rollover process can also advantageously be used in order to achieve an optimum connection between the wheel disk and the rim ring in the various pressure zones. 
         [0018]    It is also possible in the method according to the invention either to apply only two pressure zones or for a third pressure zone to be formed at the transitional section of the rim flange into the bead seat. It is furthermore advantageous if in the upsetting process a contact zone is formed at the transitional section between the bead seat and the well base edge, the rim ring being upset or pressed into contact with the disk edge of the wheel disk only at two or three pressure zones and at the contact zone. 
         [0019]    Since the rim ring is fitted onto the wheel disk largely without the application of heat, it is particularly advantageous in the method according to the invention the steel rim ring and/or the lightweight metal wheel disk to be pretreated with an electro-coating primer or a corrosion-inhibiting primer prior to upsetting, the primer substantially retaining its full corrosion-inhibiting characteristics even when the vehicle wheel is assembled. 
         [0020]    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 
         [0021]      FIG. 1  schematically shows a longitudinal section through a vehicle wheel according to the invention, partially cut away; 
           [0022]      FIG. 2  schematically shows an enlarged representation of the detail according to II in  FIG. 1  with a rim ring preform and the tool for manufacturing the rim ring preform at the disk edge; 
           [0023]      FIG. 3  in a representation similar to  FIG. 2  schematically shows the joint in a vehicle wheel according to a second exemplary embodiment; and 
           [0024]      FIG. 4  in a representation similar to  FIG. 2  schematically shows the joining of the rim ring preform and the disk edge by rolling over in a vehicle wheel according to a third exemplary embodiment. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0025]    In  FIGS. 1 and 2  the reference numeral  10  denotes a vehicle wheel according to the invention, which substantially comprises a wheel disk  1  and a rim ring  20  rotationally locked to the former. The vehicle wheel  10  according to the invention is embodied as a hybrid vehicle wheel, in which the wheel disk  1  comprises a casting of lightweight metal such as, in particular, aluminum, whilst the rim ring  20  is manufactured by forming a flat lamellar steel material into a circular blank and then, for example, rolling out a circular rim ring  20  having the features specific to the ring rim. The wheel disk  1 , represented merely by way of example in  FIG. 1 , in a manner known in the art comprises a hub connection face  3  on its rear side  2 , facing the vehicle or the vehicle hub in operational service and having a central hub or center hole  4  and multiple bolt holes  5  distributed uniformly around the wheel axis  11 , through which holes the wheel disk  1  can be bolted to the vehicle hub. The wheel disk  1  has suitable vent holes  6  and can be provided with basically any suitable or desired styling of a vehicle wheel that can be manufactured by the casting process. Since the wheel disk is manufactured as a casting, there are basically no limits placed on the design of this wheel disk. 
         [0026]    In order to be able to support a tire on the vehicle wheel  10  allowing a vehicle to move by rolling on the road, the rim ring  20  is firmly connected at the outer rim ring end  21  to the disk edge  7  formed circumferentially around the wheel axis  11 . As can clearly be seen from  FIG. 1 , the disk edge  7  is of relatively robust design and in the exemplary embodiment shown extends slightly towards the inside of the wheel beyond the hub connection face  3 , in order to clamp the rim ring  20  to the disk edge  7  through at least one upsetting operation, as is still to be explained. 
         [0027]    The rim ring  20 , only ever partially represented in all the drawings, has an outer rim flange  22 , an outer bead seat  23 , a security hump  24 , a drop center rim well base  25  with an outer well base edge  26  and an inner well base edge  27 , a possibly ironed area  28  and adjoining this in turn at least one bead seat and an inner rim flange, which are not shown here, however. In order to anchor the rim ring  20  firmly to the disk edge  7  by upsetting, the disk edge  7  extends from the outside  8  of the disk to that area against which the well base floor rests in the assembled state. The disk edge  7  of the wheel disk  1  has an axial length, which extends at least over the distance between the rim flange  22  and the outer well base edge  26  of the rim ring  20 . 
         [0028]    To further explain the upsetting process, reference will now be made to  FIG. 2 , which basically represents a side view of only the robust disk edge  7  of the wheel disk  1 . In  FIG. 2  the rim ring  20 , already torsionally anchored to the disk edge  7  by an upsetting process, is represented with shading, and the as yet unanchored rim ring preform  20 A without shading. As can clearly be seen from  FIG. 2 , the disk edge  7 , at its circumferential edge, has a contour  7 ′, which is substantially adapted to the shape of the rim ring  20  between the outer rim flange  22  and the outer well base edge  26 . The disk edge  7  accordingly encompasses a rim flange section  12 , a bead seat section  13 , a circumferential cam  14  and a well base edge section  16 , which are situated opposite the rim flange  22 , the bead seat  23 , the security hump  24  and the well base edge  26  respectively. When upsetting the rim ring preform  20 A onto the disk edge  7 , a partial, additional deformation of the rim ring preform  20 A is produced by means of multiple, for example twelve, correspondingly designed upsetting jaws  50 , distributed around the circumference of a wheel axis of the wheel disk  1 , to form the finished rim ring  20 . On its inside  51 , each upsetting jaw  50  here has a profile, which corresponds approximately to the negative profile of the rim ring  20  between the outer rim flange  22  and well base  25 . As a comparison of the rim ring preform  20 A, not yet formed by the upsetting jaws  50 , and the rim ring  20  shows, a partial direct contact between the disk edge  7  and the rim ring  20  is produced only on upsetting. According to the invention this contact here does not exist over the entire contour  7 ′ of the disk edge  7 , but only locally at three points  30 ,  31 ,  32  spaced at intervals from one another in  FIG. 2 . In the upsetting process, two pressure zones or pressure points, which serve to clamp the disk edge  7  between these two pressure zones, are formed between the rim ring  20  and the disk edge  7  or its contour  7 ′ in the exemplary embodiment of the vehicle wheel  10  in  FIG. 2 . The first pressure zone is situated on the rear side of the disk at the first contact point, denoted by the reference numeral  30 , between the well base edge  26  and the well base edge section  16 , and a second pressure zone exists at the point, denoted by the reference numeral  31 , between the rim flange  22  and the rim flange section  12  on the outside of the rim flange section  12 . Since the resultant forces in each case act on the pressure zones  30 ,  31  in an axial direction, and are directed towards one another, a clamping force can be applied over the two pressure zone  30 ,  31 , which will suffice to clamp the rim ring  20  and the wheel disk  1  with adequate force closure, so that even the moments occurring in braking and acceleration produce no relative rotation between the rim ring  20  on the one hand and the wheel disk  1  on the other. 
         [0029]    It can be seen from  FIG. 2  that besides the two pressure zones  30 ,  31  there is just one contact zone  32  in the area of the cam  14  and the security hump  24 , compressive forces and seating forces at this point being able to act solely in a radial direction and not in an axial direction. The clamping force at the pressure zones  30  and  31  and in the area of the contact zone  32  is applied essentially in that the rim ring preform  20 A in the area of the bead seat  23  experiences a radial deformation towards the wheel axis, which goes beyond the deformation actually necessary. For this purpose a sufficiently large depression or reduction  18  is formed in the area of the bead seat section  13  of the wheel disk  1 , into which, in the upsetting process, the rim ring preform  20 A can be pressed beyond the limit position, causing the two pressure zones  30 ,  31  to be moved axially towards one another and therefore increasing the clamping force. On either side of each pressure zone  30 ,  31  and the contact zone  32  there is therefore a sufficient gap interval between the inside  20 ′ of the rim ring  20  and the contour  7 ′ or the outside of the wheel disk  7  to apply the clamping forces over these two pressure zones  30 ,  31 . In the area of the transitional section  29  between the rim flange  22  and the bead seat  23  and the corresponding transitional area  19  at the contour  7 ′ of the disk edge  7 , these sections therefore each run perpendicularly to the wheel axis, and the upsetting jaw  50  here also has a section  52 , which is likewise aligned perpendicularly to the wheel axis or axis of rotation of the wheel disk  1 , so that no drawing out can be applied over this section in a radial or axial direction. The face section  53  of the upsetting jaw  50  adjoining this jaw section, on the other hand, produces an over-drawing of the bead seat  23  in the upsetting of the rim ring preform  20 A onto the disk edge contour. 
         [0030]    A complete enclosure of the rim flange section  12  by means of the end lug  22 A on the rim flange  22  is achieved via the upsetting jaw section  54  at the left-hand end of the negative shape of the upsetting jaw  50  in  FIG. 2 . In addition, the upsetting jaw flank  55  presses the rim ring preform  20 A essentially in the area of curvature between the well base edge  26  and the well base  25  against the well base edge section  16  at the disk edge  7 . The upsetting jaw flank  55  is here angled by an angle of approximately 62° to 65° to the wheel axis, whilst the edge section  16  at the disk edge  7  is angled approximately 3° less steeply in order to achieve a defined pressure zone  30  and to ensure that on both sides of the pressure zone  30  a gap interval exists between the inside  20 ′ of the rim ring  20  and the surface or outside of the disk edge  7 . 
         [0031]    In the case of the vehicle wheel  100  shown schematically in  FIG. 3  components and elements performing an identical function to those in the preceding exemplary embodiment are provided with reference numerals increased by 100. In the vehicle wheel  100  also, a rim ring preform  120 A is anchored to the disk edge  107  of a wheel disk  101  by upsetting. In contrast to the preceding exemplary embodiment, however, three pressure zones  130 ,  131  and  133  are formed on the vehicle wheel  100 . As in the preceding exemplary embodiment, the first pressure zone  130  is situated at the point of contact of the well base edge  126  of the rim ring  120  against the well base edge section  116  of the contour  107 ′ of the disk edge  107 . The second pressure point  131  is formed between the outer edge of the rim flange section  112  and the end lug  122 A of the rim flange  122  pressed onto this. A contact zone  132  for radial forces is furthermore formed between the cam  114  and the security hump  124  as in the preceding exemplary embodiment. The third pressure zone, representing an addition compared to the preceding exemplary embodiment, is here formed between the disk transitional section  119  at the transition of the rim flange section  112  into the bead seat section  113  and the transitional section  129  of the rim ring  120  bearing against the disk transitional section  119 . The opposing compressive forces between the pressure points  131  and  133 , and  130  and  133  are again achieved through over-upsetting or over-drawing the bead seat  123  into a reduction  118  or depression in the area of the bead seat section  113  of the wheel disk  101 , a gap or intermediate space again in the vehicle wheel  100  being formed on both sides of each of the pressure zones  131 ,  130 ,  133 , between the inside  120 ′ of the rim ring  120  and the outside face or contour  107 ′ of the disk edge  107 . The gap on both sides of the pressure zone  133  may prove relatively small at 0.2 to 0.5 mm, although given a suitable rigidity of the steel material for the rim ring  120 , different curvatures of the disk transitional section  119  and the transitional section  129  of the rim ring  120  may accordingly suffice for the application of adequate clamping forces. 
         [0032]    In both of the aforementioned exemplary embodiments, the vehicle wheel  10  or  100  is manufactured by a method, in which a rim ring preform is fitted onto the disk edge of a wheel disk produced as a casting through at least one upsetting operation with upsetting jaws, for example twelve upsetting jaws, distributed around the circumference. Before joining the rim ring preform and the wheel disk together by upsetting, both parts, especially on the faces on the inside of the rim ring or rim ring preform and the outside of the disk edge that bear against one another in the assembled state or are separated from one another only by a small gap interval, may be protected against corrosion by a suitable primer, especially an electro-painting primer, the primer being neither weakened nor removed, even by the upsetting process. 
         [0033]    In the case of the vehicle wheel  200  shown schematically in  FIG. 4  also, sections of the wheel disk  201  and the rim ring  220  performing an identical function are again provided with reference numerals increased by  100 . In contrast to the preceding exemplary embodiments, in the case of the vehicle wheel  200  a rim ring preform  220 A, which is represented without shading, is anchored to the disk edge  207  of the wheel disk  201  by rolling over. Rolling over is preferably performed in a number of rollover operations by deforming the rim ring preform  220 A into the rim ring  220  over the entire width of the disk edge  207  by means here of a pressure roller  250 . The pressure roller  250  can advantageously, as indicated by the arrows, be adjusted transversely to its roller axis R and the setting angle of the pressure roller  250  is furthermore preferably also adjustable relative to the wheel axis. Multiple pressure rollers distributed over the circumference may also be used in order to anchor the rim ring  220  to the disk edge  207  rapidly through simultaneous machining of multiple points. As in the development according to  FIG. 2 , three pressure zones  230 ,  231  and  233  are here also formed between the rim ring  220  and the disk edge  207 , at least one and preferably all pressure zones  230 ,  231  and  233  being produced by rolling over and not by upsetting, as in the preceding exemplary embodiments. The first pressure zone  230  is again situated at the contact zone of the well base edge  226  of the rim ring  220  with the well base edge section  216  on the contour  207 ′ of the disk edge  207 ; the second pressure zone  231  is formed between the outer edge of the rim flange section  212  and the end lugs  222 A of the rim flange  222  pressed against this, and the third pressure zone  233  is formed between the disk transitional section  219  and the transitional section  229  of the rim ring  220 . In a departure from the preceding exemplary embodiment, in the vehicle wheel  200  the bead seat  223  of the rim ring  220  bears over virtually its entire axial extent against the bead seat section  213  of the wheel disk. In the transitional area between the third pressure zone  233  and the bead seat section  213  a narrow reduction  218  or depression is formed at the disk edge  207 , in which the rolled-over rim ring  220  is separated by an interval from the disk edge  207 . The bead seat section  213  of the disk edge  207 , substantially adjacent to the cam  214 , against which the security hump  224  of the rim ring is pressed, is here provided with three channels  270 ,  271 ,  272  each preferably running through 360°, which could also consist of a single helical channel extending between the cam  214  and the disk transitional section  219 . In rolling the rim ring preform  220 A over onto the contour  207 ′ by means of the pressure roller  250 , the material of the rim ring  220  is pressed at least partially into the corresponding channels  270 ,  271 ,  272 , so that an additional positively interlocking anchorage is produced inside the channels  270  to  272 , affording an additional positively interlocking anchorage and hence an additional safeguard against torsion between the rim ring  220  and the wheel disk  201 . 
         [0034]    For the person skilled in the art the preceding description will suggest numerous modifications falling within the scope of the patent claims attached. In the exemplary embodiments the bead seat section at the disk edge still runs approximately parallel and at a distance from the bead seat of the rim ring. This area in particular is especially well suited to the incorporation of weight-minimizing deeper indentations or hollows. The contour of the disk edge can be adapted further by a metal-cutting or abrading production process to the desired functions, before priming and upsetting the rim ring. In the case of an automobile vehicle wheel the bead seat is preferably angled by approximately 5° to the wheel axis. Particularly in the case of smaller vehicle wheels, however, the bead seat could also be formed as a taper with an angling of approximately 15°. The especially preferred vehicle wheel is formed as hybrid wheel having a wheel disk of lightweight metal, such as aluminum, in particular, and a wheel disk of steel or sheet steel. In principle, however, it would also be possible to undertake the upsetting or the rollover on wheel disks and rim rings of the same material, which are both composed, for example, of lightweight metal or both of steel. The rollover could also be combined with one or more upsetting operations. The vehicle wheels according to  FIGS. 1 to 3  could also be produced solely by rolling over. Even in rolling over, a reduction can be produced with a gap in the area of the bead seat section, as in the preceding exemplary embodiments. It is only preferred that the disk edge should run circumferentially with a substantially constant cross section. The disk edge could under some circumstances also be formed at radial ends of spoke struts. Adhesive or sealant could also be introduced in the gaps between the rim ring and the wheel disk edge, in order to afford additional rotational fixing. 
         [0035]    In accordance with the provisions of the patent statutes, the principle and mode of operation of this invention have been explained and illustrated in its preferred embodiments. However, it must be understood that this invention may be practiced otherwise than as specifically explained and illustrated without departing from its spirit or scope.