JP2001287501A - Wheel with damper for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel with a damper for an automobile improving comfortableness in a frequency area not less than 10 Hz, capable of reducing road noise and using no vulcanizing adhesion for fixing a rubber member and a metallic member. SOLUTION: This wheel is composed of a rim 10, a disc 20 and the damper 30, and the damper 30 has the rubber member 33. The rubber member 33 has first parts 33a and 33b for mainly causing shearing elastic deformation and a second part 33c operating as stopper rubber. The first parts 33a and 33b of the rubber member 33 are formed of a spring, and a resonance point of a vibrating system with a vehicle as mass is set to 6 to 12 Hz, desirably, 8 to 10 Hz. A fixing part surface with the rim side and disc side rubber member 33 becomes surfaces 34a, 34b, 35a and 35b by applying a recess/projection work, and the rubber member 33 is pressed and fixed to there to thereby remove the vulcanizing adhesion.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile wheel with a damper.

[0002]

2. Description of the Related Art In recent years, reducing the fuel consumption of automobiles has become an important issue from the viewpoint of protecting the global environment, and there is a strong demand for reducing the rolling resistance of tires. Although there are many means, the method of suppressing energy loss due to the deflection of the sidewall portion of the tire is particularly effective, such as a tire with a high air pressure,
The adoption of low profile tires having a low height, that is, a small difference in inner and outer diameters, and the like, is increasing.

[0003]

However, in the tire in which the deflection of the side wall portion is suppressed, the role of the tire in reducing the transmission of vibration from the road surface to the vehicle body, which has been achieved by the tire, is reduced. The ride quality deteriorates (so-called lumpy feeling). The cause is that the vertical vibration in the region of 10 Hz or more is less attenuated than that of a normal tire. 10-12H for a car with normal tires
Absorb and reduce vibrations of about z or more with tires,
The vibration of about Hz or less, that is, the fluffy feeling of about 5 Hz or less, and the feeling of bullble of about 5 Hz to about 12 Hz are absorbed and reduced by the suspension. Since the vertical spring constant increases, about 10Hz ~
Vertical vibration in a 30 Hz region, that is, so-called rugged feeling is not so much attenuated. Conventionally, there is a wheel in which an anti-vibration rubber is interposed between a rim and a disk.
No. 1), which does not aim to reduce vibration by a rubber spring, but to reduce vibration by rubber springs, but it is too hard to compress rubber, so that the above-mentioned lumpy feeling can be effectively reduced. Can not. In addition, almost all wheels that have conventionally proposed anti-vibration rubber interposed between the rim and the disk work the rubber by compression, so the rubber works hard,
It is not suitable for effectively reducing the lumpy feeling. For the same reason, road noise (noise when traveling on the road surface) worsens. Vibration from the road surface is transmitted to the body of the automobile, and vibrates the body panel and the like to produce sound (road noise). The sound output varies depending on the vehicle, but generally appears at 150 to 500 Hz due to the structure of the vehicle. In particular, the sound at around 250 Hz at which the tire resonates with the air column increases. Tires with high tread stiffness, such as wide tires, reduce camber thrust and worsen rutting. With normal tires, the fall force due to gravity due to the rut is offset by the camber thrust force, so rut hardly occurs. Therefore, the camber thrust force is small, and the drop force becomes dominant, and a rut occurs. Further, the conventional wheel in which the rim and the disk are rigidly connected has a problem that the road surface grip force of the tire at the time of rolling is reduced. When the car rolls in a sharp turn, the car body tilts and a camber angle is formed with the ground, and the rim angle is tilted accordingly, the tire tilts, the contact pressure of the tire becomes uneven in the tire width direction, the tire grip, Therefore, there is a problem that the force against the centrifugal force is reduced and the steering is turned off, so that there is no response and the vehicle slides straight. Conventionally, this is handled by the suspension of the car, but if the roll becomes too large, the suspension alone cannot handle it. In addition, high performance tires such as wide tires have an abrupt rudder effect during steering. In a high-performance tire, the rising angle of the turning speed to the steering angle is larger than that of a normal tire. Therefore, with high-performance tires, the rudder will suddenly work after a certain play of the steering angle, and if high-performance tires are mounted on a car tuned for ordinary tires, the rudder gain will exceed that of human operation. ,
This is a problem for steering stability. In order to compensate for unbalance and uniformity, it is necessary to install balance weights and work to balance them. In the case of a wheel in which rubber is assembled between the rim and the disk, safety should be ensured if the rubber is cut. Therefore, the structure must be such that the rim and the disk do not come off even if the rubber is cut, and that the driving torque and the braking torque can still be transmitted between the rim and the disk even if the rubber is cut. Almost all of the wheels with the conventionally proposed anti-vibration rubber interposed between the rim and the disc,
When the rubber is cut, the driving torque and the braking torque are no longer transmitted between the rim and the disk, and the vehicle cannot be driven safely. In a wheel in which rubber is assembled between a rim and a disc, the welding between the rubber and the rim or the member fixed to the rim, and between the rubber and the disc or the member fixed to the disc may be caused by welding heat. There is a need to develop a fixing structure that does not or does not easily damage the rubber. An object of the present invention is to provide a wheel with a damper that can improve ride comfort. It is another object of the present invention to provide a wheel with a damper that can improve the riding comfort and reduce road noise. Another object of the present invention is to provide a damper-equipped wheel that can improve ride comfort and improve operability. Another object of the present invention is to provide a wheel with a damper that can improve ride comfort and achieve automatic alignment. Another object of the present invention is to provide a wheel with a damper that can improve the riding comfort and can run safely for a while even if the rubber attached between the rim and the disk is cut. Another object of the present invention is
When the rubber assembled between the rim and the disc is fixed to the rim or the member fixed to the rim and the disc or the member fixed to the disc by vulcanization bonding, the rim and the member fixed to the rim are welded. If the disk is fixed and / or the disk and the member fixed to the disk are fixed by welding, the welding performed after the vulcanization bonding may cause damage to the rubber and the vulcanized bonding portion due to welding heat. To avoid this, a special structure that separates the welded part from the vulcanized adhesive part is required, which causes problems in space and cost, but in order to solve it, the rim or a member fixed to the rim Another object of the present invention is to provide a wheel with a damper having a structure other than vulcanization bonding for fixing to a disk or a member fixed to the disk.

[0004]

The present invention to achieve the above object is as follows. (1) A vehicle comprising a rim, a disk separated from the rim in the wheel radial direction, and a damper having a rubber member provided between the rim and the disk, wherein the rubber member of the damper is a spring. Of vibration system with mass as
An automobile damper-equipped wheel, wherein a spring constant of the rubber member is set such that a next natural frequency is in a range of 6 to 12 Hz, wherein the rubber member includes the rim or a member fixed thereto. The disk or the member fixed thereto is subjected to uneven processing on a surface of a portion of the rim or the member fixed thereto and the rubber member of the disk or the member fixed thereto, and the rubber is formed on the surface. A wheel with an automobile damper that is fixed by pressing a member. (2) The spring constant of the rubber member is set so that the rubber member of the damper is a spring and the primary natural frequency of the vibration system whose mass is the rim on the outer peripheral side of the spring is in the range of 50 to 200 Hz. (1) A wheel with a damper for an automobile according to (1). (3) The wheel with a damper for an automobile according to (1), wherein the rim is a low-profile tire or a rim for mounting a tire with high air pressure. (4) the rubber member of the damper has a first portion that mainly elastically deforms and functions as a spring when the rim and the disk are relatively displaced in the vertical direction;
(1) The wheel with a damper for an automobile according to (1). (5) The rubber member of the damper has a second portion, and the second portion is arranged such that the rim and the disk are vertically spaced apart from each other by a distance equal to or greater than the distance between the second portion and the opposing member. The wheel with a damper for an automobile according to (1), wherein the wheel acts as a stopper rubber on the opposed member when displaced. (6) The damper includes a rim-side member that is pressed or joined or fixed or integrally formed with the rim, and a disk-side member that is pressed or joined or fixed or integrally formed with the disk. The rubber member of the damper has a first portion, the first portion is fixed to the rim side member at one end, and is fixed to the disk side member at the other end, The vehicle damper according to (1), wherein the minimum diameter of the rim-side member is smaller than the maximum diameter of the disk-side member, and the rim-side member and the disk-side member cannot be removed in the wheel axis direction. wheel. (7) A joint portion of the first portion of the rubber member with the rim or a member fixed thereto extends in a plane orthogonal to a wheel axis, and the first portion of the rubber member has The joint with the disk or a member fixed thereto extends in a plane perpendicular to the wheel axis; (4)
A wheel with a damper for an automobile as described. (8) The wheel with a damper for an automobile according to (4), wherein the first portion of the rubber member has both an inner peripheral side surface and an outer peripheral side surface in contact with a space and is not restrained. (9) A space is provided between the second portion of the damper and the opposing member, and a radial dimension of the space is defined as a flexure amount of the damper when a vehicle weight is applied. The wheel with a damper according to (5), wherein the wheel is set to 2d + α (where α is 0 to 1 mm). (10) The wheel with a damper for an automobile according to (1), wherein the rim is made of steel, aluminum wrought material, aluminum cast material, resin, or fiber reinforced resin. (11) The wheel with a damper for an automobile according to (1), wherein the disk is made of steel, aluminum wrought material, aluminum cast material, resin, or fiber reinforced resin.

In the above-mentioned (1) to (11) wheels with an automobile damper, the primary natural frequency of a vibration system having a rubber as a spring and a vehicle as a mass has a primary frequency of 6 to 12 Hz.
, The vibration in the frequency range slightly higher than the primary natural frequency can be attenuated, the rugged feeling is reduced, and the riding comfort is improved. . In this case, the resonance point of the vibration system is set to 10 Hz.
When the frequency is set to a slightly lower range, it is possible to absorb and attenuate vibrations that cause a lumpy feeling in the 10 to 30 Hz range. In addition, since the damper has a flexible structure, the tire is tilted due to the deformation of the damper, so that the caber thrust can be increased and rutting can be reduced. Further, even if the wheels have a camber angle due to the roll, the rim angle is inclined along the ground, the tire contact surface pressure is made uniform, the road surface grip of the tire is improved, and steering during turning is stabilized. Further, since the damper has a flexible structure, the rudder is turned with a time lag with respect to the steering, and the effect of the abrupt rudder on the high-performance tire is alleviated, so that the steerability is improved. In addition, the damper has a flexible structure, so the tire mounting wheel rotates by selecting the center of rotation by itself, that is, it has an automatic alignment function, unbalanced,
Eliminates the need to attach balance weights and balance work for uniformity compensation. Also, the surface of the rim or the member fixed to the rim is roughened, the surface of the disk or the member fixed to the disk is roughened, and the rubber member is pressed against the uneven surface and fixed. With this, the rubber member can be fixed to the rim or the member fixed to the rim and the disk or the member fixed to the disk, and the problem of damage to the vulcanized bonding portion due to welding heat can be eliminated. In the wheel with a damper for an automobile according to the above (2), the primary natural frequency of the vibration system using the rubber member as a spring and the rim as a mass is 50 to 200 Hz.
, The vibration in the frequency range slightly higher than the resonance point can be attenuated, the transmission of vibration in the 150 to 500 Hz range, which is a problem in road noise, can be reduced, and the noise can be reduced. . The above (4), (7),
In the automobile wheel with a damper of (8), since the rubber member works by shearing deformation, the first portion can be a soft spring, and the vibration system having the rubber member of the damper as a spring and the vehicle as a mass. The primary natural frequency of 6-1
It can be easily set to 2 Hz. (5) above,
In the vehicle wheel with a damper of (9), the stopper rubber is provided, so that even if the first rubber portion is cut, the vehicle can still travel by transmitting the torque between the stopper rubber and the opposing member. . In the wheel with a damper for an automobile according to the above (6), since the minimum diameter of the rim-side member is smaller than the maximum diameter of the disk-side member, the rim-side member and the disk-side member cannot come off from each other in the wheel axial direction. Even if the rubber member of the damper is cut, the rim and the disk do not come off from each other, which is safe.

[0006]

1 and 2 show a wheel with a damper for an automobile according to an embodiment of the present invention, FIG. 3 shows a cross section of a rubber member of the damper used in the wheel, and FIGS. 4 to 8 show the present invention. 4 shows the characteristics of the vehicle-equipped wheel with a damper.

A wheel 1 with a damper for an automobile according to the present invention.
Comprises a rim 10, a disk 20 separated from the rim 10 in the wheel radial direction, and a damper 30 provided between the rim 10 and the disk 20. The damper 30 has a rubber member 33. The damper 30 connects the rim 10 and the disk 20. By the damper 30, the rim 10 and the disc 20 can be relatively displaced in the vertical direction when mounted on the vehicle. The rubber member 33 of the damper 30 has first portions 33a and 33b, and is located in a region slightly above the resonance point of the vibration system including the mass of the vehicle body and the springs of the first portions 33a and 33b of the rubber member 33. It is a member capable of reducing vibration and capable of reducing vibration by a spring. Therefore, the member is not a member intended for vibration reduction (vibration barrier) or vibration reduction by viscous damping.

The rim 10 is mounted with a low profile tire or a tire with high air pressure. The rim 10 is made of steel or aluminum wrought or cast aluminum or resin or fiber reinforced resin, and the disc 20 is made of steel or aluminum wrought or cast aluminum or resin or fiber reinforced resin. Both the rim 10 and the disc 20 may be made of steel, both the rim 10 and the disc 20 may be made of aluminum or resin, one of the rim 10 and the disc 20 may be made of steel, and the other may be made of aluminum or resin. 1 and 2 show a case where the rim 10 is made of wrought aluminum and the disc 20 is made of cast aluminum.

The rim 10 has flange portions 11 at both ends in the axial direction.
a, 11b (a is the front side, b is the back side), and bead seat portions 12a, 12b, sidewall portions 13a, 13b, and a central drop portion 14 are respectively connected thereto. However, the rim 10 may be a dropless rim that does not have a central drop portion. In the case of a dropless rim, the rim is divided into two in the axial direction and assembled to a dropless inner rim and an inner rim. The outer rim may be connected to the inner rim after the tire is fitted to the inner rim. By doing so, the damper 30 can be added to the dropless portion.
Can be arranged.

The disk 20 has an outer peripheral axial rising portion 21, a hat portion 22 connected thereto, and a central hub mounting portion 23. A decorative hole 26 is formed in the hat part 22, a hub hole 24 is formed in the center of the hub mounting part 23, and a bolt hole 25 is formed therearound. The outer peripheral surface of the axial rising portion 21 of the disk 20 is the inner peripheral surface of the rim portion (the rim drop portion 14 in the illustrated example) located on the outer peripheral side of the axial rising portion 21 when it is disposed in the rim 10. And there is an interval in the wheel radial direction. The distance between the disc 20 and the rim 10
Is relatively displaceable, and is a space where the damper 30 is arranged.

The damper 30 has a rubber member 33. The rubber member 33 extends continuously over the entire circumference in the wheel circumferential direction. The rubber member 33 is entirely made of rubber, or made of a laminate of rubber and a metal plate,
Alternatively, it is made of rubber in which a metal wire is embedded. Rubber member 3
When the rubber member 33 is formed of a laminated rubber of rubber and a metal plate or a hard resin plate disposed in a plane orthogonal to the wheel axis direction, the compression spring constant of the rubber member 33 in the wheel axis direction can be increased.

The damper 30 may include a rim-side member 31 and a disk-side member 32. Rim side member 31
The disk-side member 32 is made of metal (steel, aluminum alloy, or the like) or hard resin. A rim-side member 31;
If there is no disk-side member 32, the rubber member 33 is directly fixed to the rim 10 or the disk 20.

The rim-side member 31 is made up of one or more members, extends over the entire circumference of the rim wheel in the circumferential direction, and extends inward from the inner peripheral surface of the rim 10 in the wheel radial direction. The rim-side member 31 is joined to, fixed to, or integrally formed with the rim 10 (in the case of integrally formed, it is also a part of the rim 10), or fitted and pressed onto the rim 10 without welding. .

The disk-side member 32 extends over the entire circumference in the wheel circumferential direction, and is joined to, fixed to, or integrally formed with the disk 20 (in the case of integrally formed, it is also a part of the disk 20), or 20 is fitted and pressed without welding. The disk-side member 32 is formed of one or a plurality of members. When the disk-side member 32 is formed of a plurality of members, the disk-side member 32 may be formed of, for example, a plurality of plates (weld connection or mechanical connection such as bolts). When the disk-side joining member 32 is formed by combining a plurality of plates, the plurality of plates may be directly connected to each other, or may be indirectly connected via the disk 20.

One of the rim-side member 31 and the disk-side member 32 holds the other inside in the wheel axial direction. The minimum diameter of the rim-side member 31 is smaller than the maximum diameter of the disk-side member 32. Even if the rubber member 33 is cut, the rim-side member 31 and the disk-side member 32 cannot come off in the wheel axis direction. It has been. That is, after assembling, the rim-side member 31 and the disk-side member 32 are located at positions where they can interfere with each other in the wheel axis direction, and even if the rubber member 33 is cut, the rim 10 and the disk 20 do not come off. It is blocking.

In this structure, the rim side member 3
The member holding the mating member on the inner side in the wheel axial direction among the disk member 1 and the disk-side member 32 is divided in the wheel axial direction. In the example of FIG. 1, the rim-side member 31 holds the disc-side member 32 inside in the axial direction, and the rim-side member 31 is divided into two in the wheel axis direction. However, the relationship may be reversed. The side member 32 holds the rim side member 31 inside in the axial direction, and the disk side member 3
2 may be divided into two in the wheel axis direction.

The member (the rim-side member 31 in the example of FIG. 1) of the rim-side member 31 and the disk-side member 32 that holds the other member on the inner side in the axial direction of the wheel is divided into two parts (FIG. 1). 31a, 31b) are rubber members 33
The rubber member 33 is sandwiched in the wheel axis direction, and a compressive force is applied in the wheel axis direction, so that the rim 10 or the disc 20 is
(The rim 10 in the example of FIG. 1). In the example of FIG. 1, the member is divided into two (in the example of FIG. 1, 31a and 31b).
One of the members 31a is fitted to the rim 10 and pressed against the step formed on the rim 10 in the wheel axis direction.
a may be replaced with a structure for welding and fixing to the rim 10. 2
The other member 31b of the divided members (31a, 31b in the example of FIG. 1) sandwiches and compresses the rubber member 33, and then presses the piece 36 to the rim 1.
The rim 10 is fixed to the rim 10 by welding. The piece 36 may be a separate piece from the member 31b, or may be integral with the member 31b. Also,
The welding between the piece 36 and the rim 10 may be a full circumference weld or an intermittent weld.

The fixing of the rim side member 31 and the rubber member 33 and the fixing of the disk side member 32 and the rubber member 32 do not use vulcanization bonding. That is, the rim-side member 31 and the rubber member 33 and the disk-side member 32 and the rubber member 32 are fixed to each other by fixing the surfaces 34a and 34b of the rim-side member 31 to which the rubber member 33 is fixed and the disk-side member 32. The surface 35a, 35b of the portion to which the rubber member 33 is fixed is previously subjected to unevenness processing (for example, knurling or processing capable of performing a large number of minute unevenness processing),
By pressing the rubber member 33 in the axial direction of the wheel against the uneven surfaces 34a, 34b, 35a, and 35b to bite the surface of the rubber into the concave portions of the unevenness, the deviation is prevented in the vertical direction and the circumferential direction of the wheel. Have been done. With this structure, it is possible to remove vulcanization adhesion between the rubber and the metal member. The rubber member 33 is an annular member having a cross section shown in FIG. 3 in a single product state, but is compressed in the axial direction of the wheel in a state where the damper 30 is assembled to the wheel, so that the uneven surfaces 34a, 34
A central section between b, 35a, and 35b has a cross section that expands like a beer barrel. In FIG. 3, the rubber member 33 is a one-piece member, but may be divided into two pieces at the center in the axial direction.

The rubber member 33 has one or more (two in the illustrated example) first portions 33a and 33b. The first portions 33a and 33b are separated from each other in the wheel axis direction. Each of the first portions 33a and 33b is fixed to the rim 10 or the rim-side member 31 at one end, and is fixed to the disk 20 or the disk-side member 32 at the other end.
The rim side and the disk side are connected. However, fixing is fixing by pressing against the above-mentioned uneven surface.

The first portions 33a and 33b mainly function as elastic springs when the rim 10 and the disk 20 are relatively displaced in the vertical direction. Here, "mainly" means that besides shearing deformation, bending deformation and tension / compression deformation may be accompanied, but that displacement due to shearing deformation is intended to be more effective than bending deformation and tension / compression deformation. Meaning. First
The following structure is adopted so that the portions 33a and 33b mainly undergo shear deformation.

The surfaces 34a, 34b of the fixing portion of the rim side member 31 or the wall of the rim 10 with the first portions 33a, 33b of the rubber member 33 extend in a plane perpendicular to the wheel axis. The surfaces 35a, 35b of the fixing portions of the side member 32 or the wall of the disc 20 with the first portions 33a, 33b of the rubber member 33 extend in a plane perpendicular to the wheel axis. By doing so, when the rim 10 and the disc 20 are relatively displaced in the vertical direction, the rubber member 3
The first parts 33a, 33b of the third part mainly become elastically sheared. If the rim side member 31 or the rim 10
Of the rubber member 33 with the first portions 33a, 33b of the wall of the rubber member 33 and the disk-side member 32 or the disk 20
When the fixing portion of the wall of the rubber member 33 with the first portions 33a and 33b of the rubber member 33 is inclined from a plane perpendicular to the wheel axis, the rubber member is displaced in the vertical direction when the rim 10 and the disk 20 are relatively displaced. The first portions 33a and 33b of 33 undergo tensile and compressive deformation in addition to shear elastic deformation,
The spring constant with respect to the vertical vibration of the rubber becomes large, the spring becomes hard, and it becomes difficult to obtain a desired spring damping.

First portions 33a, 33b of rubber member 33
The inner and outer peripheral sides are in contact with the space, and the inner and outer peripheral surfaces are not restricted in the radial direction of the wheel (the inner and outer peripheral surfaces are free surfaces). The reason why the inner and outer peripheries of the first portions 33a and 33b are not restrained is that when the rim 10 and the disk 20 are relatively displaced in the vertical direction, no tensile or compressive force is applied to the first portions 33a and 33b in the vertical direction. This is because a shearing force mainly acts on the first portions 33a and 33b. Thereby, the first parts 33a, 33b
In almost the entire region of the deformation, the relationship between the deformation of the first portions 33a and 33b and the load becomes substantially linear, and the spring constant can be made smaller than that of the compression.

First portions 33a, 33b of rubber member 33
Means that, in a state where no load is applied to the damper 30, the wheel axis direction or 1
An angle of 0 ° or less (more preferably, an angle of 5 ° or less)
It extends with. The reason for setting the angle to 10 ° or less (and more desirably 5 ° or less) is that the smaller the angle is, the smaller the tensile and compressive deformation generated in the first portions 33a and 33b is. Can be mainly deformed by shearing elasticity.
a, 33b, the first portion 3
This is because the relationship between the deformation and the load of 3a and 33b becomes almost linear, and the spring constant can be made smaller than that of compression.
However, when the first portions 33a, 33b can mainly be subjected to shear elastic deformation rather than tensile / compression deformation, the first portions 33a, 33b,
The angle of 33b from the wheel axis direction may exceed 10 °, for example, may be 15 °, or may be 20 °.

First portions 33a, 33b of rubber member 33
Are provided apart from each other in the wheel axial direction, and the pair of first portions 33a and 33b are located on opposite sides of the axial center of the wheel. The reason for separating the first portions 33a and 33b in the wheel axis direction is that the deformation of the axis of the rim 10 with respect to the axis of the disc 20 is suppressed, and the first portions 33a and 33b are not subjected to excessive deformation. This is to maintain the durability of the rubber member 33.

The rubber member 33 includes a pair of first portions 33.
A second portion 33c is provided between a and 33b. Second
Portion 33c extends in the wheel axis direction between the pair of first portions 33a and 33b, and contacts the space on one side of the inner and outer circumferences of the second portion 33c, and the rim 10 and the rim side member on the other side of the inner and outer circumferences. 31, the disc 20, or the disc side member 32. A space is provided between the second portion 33c and the facing member. The radial dimension δ of this space is determined by the static deflection of the damper 30 when the vehicle weight is applied.
Then, it is set to 2d + α (α is a value of 0 or more and 1 mm or less, but α may exceed 1 mm). The second portion 33c is provided between the rim 10 and the disk 2 from the balance point.
When 0 is displaced in the vertical direction by more than a predetermined value (the distance between the second portion 33c and its radially opposed member, d + α), it contacts the member facing in the wheel radial direction and acts as a radial stopper rubber. Thereby, the deformation of the first portions 33a and 33b is suppressed to a predetermined value or less, and
The durability of the portions 33a and 33b is maintained.

Since the second portion 33c is in contact with the space on one side of the inner and outer circumferences, the rim 10 and the disk 20 are relatively displaced in the up and down direction until the second portion 33c hits the opposing member. The disc 20 can be relatively displaced up and down, allowing the pair of first portions 33a, 33b to freely shear. If the second part 33
If c is not in contact with the space on one side of the inner and outer circumferences, the rim 10
And the disk 20 are relatively displaced in the vertical direction by the second portion 33c.
The shear deformation of a and 33b is restricted. The space is to prevent it.

The second portion 33c comprises a first portion 33a,
When the wheel 33b breaks, the second portion 33c presses against the opposing member below the center of the wheel, transmitting the driving torque and the braking torque between the rim 10 and the disk 20, enabling the vehicle to travel safely. I have. A first portion 33a,
Since the second portion 33c hits the opposing member and has a rough surface before the complete breaking of the 33b, and the opposing member bites into the second portion 33c, the first portions 33a, 33b
Is completely broken and the friction between the second portion 33c and the opposing member is large when the second portion 33c hits the opposing member, and the driving torque and the braking torque are transmitted between the rim 10 and the disk 20. I do. As a result, the first rubber member 33
The safe running property and fail-safe when the portions 33a and 33b are broken are secured. The second portion 33c may be tapered toward the tip on the surface facing the facing member. This can reduce the impact when the second portion 33c hits the facing member.

The first portions 33a and 33b of the rubber member 33 of the damper 30 are spring-loaded (mainly, springs that elastically deform).
The spring constants of the first portions 33a and 33b of the rubber member 33 are set such that the primary natural frequency of the vertical vibration of the vibration system with the vehicle as the mass is in the range of 6 to 12 Hz. . The setting of the spring constant is performed in the first portion 33a, 3
This can be done by selecting the shape and dimensions of 3b. More preferably, the first part 33a, 33b of the rubber member 33 of the damper is a spring, and the first natural frequency of the vibration system having the vehicle as a mass is in the range of 8 to 10 Hz. The spring constants of the first portions 33a and 33b are set. By doing so, the frequency region slightly higher than the set primary natural frequency (10 Hz when the set primary natural frequency is 8 to 10 Hz)
The vibration transmissibility (acceleration transmissibility) in the range of up to 30 Hz is reduced, the vibration of the vehicle is reduced, and the rugged feeling is eliminated. In the above description, the natural frequency f and the damper deflection d [m] when the vehicle weight is applied are d = 0.2482 / f ² irrespective of the vehicle weight as follows. From this equation, when the amount of deflection d is 3 mm, the natural frequency f is 9 Hz.
However, this is the case of the static spring, but in the case of rubber, the dynamic spring is harder than the static spring.
Any weight is acceptable. In other words, the mass of the vehicle on the front wheels is valid regardless of 400 kg or 500 kg.

Further, the first rubber member 33 of the damper 30
The first natural frequency of a vibration system having the masses of the rim 10 and the rim-side member 31 on the outer peripheral side of the portions 33a and 33b as springs (springs that perform elastic shear deformation) is in the range of 50 to 200 Hz. , The spring constants of the first portions 33a and 33b of the rubber member 33 are set. More preferably, the rubber member 3 of the damper 30
The first natural frequencies 70 to 70 of the vibration system having the first rims 33a and 33b as springs (springs that perform elastic shear deformation) and the mass of which is the assembly of the rim 10 and the rim-side member 31 located on the outer peripheral side. The spring constants of the first portions 33a and 33b of the rubber member 33 are set so as to be in the range of 150 Hz. By doing so, acceleration transmission in a frequency range slightly higher than the set primary natural frequency (in the case where the set primary natural frequency is 70 to 150 Hz, a region around 150 Hz to 500 Hz, for example, 250 Hz) The rate is reduced, vibration is reduced, and road noise is reduced.

Next, the operation of the wheel with a damper according to the embodiment of the present invention will be described with reference to FIGS. First, the reduction in ruggedness of the wheel with a damper of the present invention will be described. FIG. 4 shows a vibration model when the mass of the vehicle is M, and the vertical spring constant due to the shear elastic deformation of the rubber member 33 is K. The resonance frequency f of this vibration model is f = (1 / 2π) · (K / M) ^1/2 . In order to create a system in which the resonance point is 8 Hz to 10 Hz, which is slightly below the target frequency of reduction 10 Hz to 30 Hz, for example, 10 Hz, the mass of a vehicle per vehicle is 400 kg.
From the above equation, K = 1161 N / mm. This is the dynamic spring constant. In the case of rubber, the static spring constant Ks of the same damper is considerably smaller than this, and 13
It is about 00N / mm. 4KN (400k
gf) (the amount of deflection at the balance point when the vehicle weight is applied) is about 3 mm (about 1 to 6 mm).
(See FIG. 6). In the embodiment of the present invention, the damper 30 is provided on the premise that the bending is allowed.

FIG. 5 shows the vibration characteristics of the above-mentioned vibration system. As can be seen from FIG. 5, vibration transmission reduction (reduction of acceleration transmission rate) is obtained in a frequency region slightly above the resonance point. In the embodiment of the present invention, when the resonance point is 8 to 10 Hz,
Vibration transmission is reduced in the vicinity of 10 to 30 Hz, for example, in the vicinity of 15 Hz, thereby eliminating the rugged feeling in the region of 10 Hz or more.

In order to obtain the characteristic shown in FIG. 5, the rubber member 33 of the damper 30 must have a linear load / bend characteristic around the balance point where the vehicle weight is applied. For this, the first portion 33 of the rubber member 33 is used.
a and 33b are configured to undergo shear elastic deformation. When the first portions 33a and 33b of the rubber member 33 undergo tensile and compressive deformation, as shown by broken lines in FIG. 6, the characteristics become nonlinear, and the spring constant becomes too large. No desired vibration reduction is obtained. Since the first portions 33a and 33b of the rubber member 33 undergo shear elastic deformation, the first portions 33a and 33b extend in the axial direction of the wheel.
° or less. Also, the first portion 33 of the rubber member 33
a, 33b undergo shear elastic deformation, so that the first portion 3
The inner and outer peripheral surfaces of 3a and 33b were brought into contact with the space to be free surfaces, and the fixed portions of the first portions 33a and 33b between the rim side and the disk side were parallel to the vibration direction.
As a result, the first portions 33a and 33b can be sheared by vertical vibration.

FIG. 7 shows a case where the vehicle equipped with the damper-equipped wheel according to the embodiment of the present invention is mounted on an actual vehicle and travels on a rough road.
The figure shows the measured values of the vertical acceleration (in dB) of the sprung portion (driver seat rail portion) versus frequency (Hz) in the low frequency region. FIG. 7 also shows the vibration level of the conventional wheel without damper by a broken line. As is clear from FIG. 7, in the wheel with the damper according to the embodiment of the present invention, a considerable vibration reduction is seen in the region of 10 to 30 Hz. Correspondingly, in actual traveling,
The rugged feeling in the range of 0 Hz to 30 Hz, for example, around 15 Hz, was eliminated.

The reduction of road noise by the wheel 1 with the damper according to the embodiment of the present invention is as follows. Rim 10,
The rim side member 31 has a mass m (m = about 5 to 10 kg),
First portions 33a, 33 of the rubber member 33 of the damper 30
The resonance point of a vibration model (dynamic damper) in which b is a spring K (the dynamic spring constant increases in a high frequency region and is estimated to be about 2900 N / mm) is 50
２００200 Hz, for example, in the vicinity of 120 Hz, and a region where the frequency is slightly higher than that,
It is possible to suppress road noise (a humming sound when traveling on a road surface) around 0 to 500 Hz, for example, around 250 Hz (to attenuate vibration in a region slightly above the resonance point). Here, the road noise is a sound that is transmitted from a road surface to a body and vibrates a body panel or the like . Due to the structure of the car, there is a resonance point at 150 to 500 Hz. In particular, the sound at around 250 Hz at which the tire resonates with the air column increases.

FIG. 8 shows the vehicle interior noise (road noise, expressed in dB) versus frequency (Hz) characteristics in the high frequency range of 100 to 500 Hz. As can be seen from FIG.
When traveling on a road surface with the tire-mounted wheel or tire of the present invention mounted thereon, it is 15 times less than a normal wheel.
The road noise around 0 to 500 Hz, for example, around 250 Hz is effectively reduced. This is because, when an integrated wave having a large number of frequencies is input to a vehicle having multiple resonance points such as an automobile, a vibration system at a resonance point near 120 Hz selectively resonates, and is slightly higher than 150 to 500 Hz. , For example, to reduce vibration near 250 Hz.

In addition to the above operation, the damper-equipped wheel 1 of the present invention has the following operation. Vibration that enters the vehicle body can be counteracted by the damper 30, which is a countermeasure against headwater flow.
This is a fundamental measure against vibration. In the measures after entering the car body,
In the case of an automobile having a multi-resonance point body, countermeasures are different for each vehicle, and generally expensive and heavy vibration countermeasure members are required.

Further, in the damper-equipped wheel 1 of the embodiment of the present invention, since the damper 30 is flexible, the tire is tilted by the deformation of the damper 30, so that the caber thrust can be increased and rutting can be reduced. Further, even if the wheels have a camber angle due to the roll, the rim angle is inclined along the ground, the tire contact surface pressure is made uniform, the road surface grip of the tire is improved, and steering during turning is stabilized. In addition, since the damper 30 has a flexible structure, the rise of the characteristic line after a predetermined “play” amount in the turning speed vs. steering angle characteristic graph is reduced to the normal tire side, and the steering angle is slightly reduced to reduce the steering angle. The rudder is turned off with a time lag, and the effect of the abrupt rudder on high-performance tires is alleviated, resulting in improved steerability. Further, in the wheel with damper 1 of the embodiment of the present invention, the damper 30 has a flexible structure, so that the wheel with tamper rotates by selecting its own rotation center when rotating, that is, has an automatic centering function. As a result, there is no need to attach a balance weight or balance work for compensating for unbalance and uniformity, which is conventionally required.

[0038]

According to the first aspect of the present invention, the primary natural frequency of the vibration system having the rubber member of the damper as a spring and the vehicle as a mass has a frequency of 6 to 12 Hz.
, The vibration in the frequency range slightly higher than the primary natural frequency can be attenuated, the rugged feeling is reduced, and the riding comfort is improved. . In this case, the resonance point of the vibration system is set to 10 Hz.
When the frequency is set to a slightly lower range, it is possible to absorb and attenuate vibrations that cause a lumpy feeling in the 10 to 30 Hz range. In addition, since the damper has a flexible structure, the tire is tilted due to the deformation of the damper, so that the caber thrust can be increased and rutting can be reduced. Further, even if the wheels have a camber angle due to the roll, the rim angle is inclined along the ground, the tire contact surface pressure is made uniform, the road surface grip of the tire is improved, and steering during turning is stabilized. Further, since the damper has a flexible structure, the rudder is turned with a time lag with respect to the steering, and the effect of the abrupt rudder on the high-performance tire is alleviated, so that the steerability is improved. In addition, the damper has a flexible structure, so the tire mounting wheel rotates by selecting the center of rotation by itself, that is, it has an automatic alignment function, unbalanced,
Eliminates the need to attach balance weights and balance work for uniformity compensation. Also, the surface of the rim or the member fixed to the rim is roughened, the surface of the disk or the member fixed to the disk is roughened, and the rubber member is pressed against the uneven surface and fixed. With this, the rubber member can be fixed to the rim or the member fixed to the rim and the disk or the member fixed to the disk, and the problem of damage to the vulcanized bonding portion due to welding heat can be eliminated. According to the wheel with an automobile damper of the second aspect, the primary natural frequency of the vibration system using the rubber member as a spring and the rim as a mass has a primary natural frequency of 50 to 200H.
Since it is set in the range of z, it is possible to attenuate the vibration in the frequency region slightly higher than the resonance point, reduce the transmission of vibration in the 150 to 500 Hz region, which is a problem on road noise,
Noise can be reduced. According to the wheel with a damper for an automobile of claims 4, 7, and 8, the rubber member works by shearing deformation, so that the first portion can be a soft spring and the rubber member of the damper is a spring. The primary natural frequency of the vibration system whose mass is 6 to 12 Hz
Can be set easily. According to the wheels with a damper for an automobile according to the fifth and ninth aspects, since the stopper rubber is provided, even if the first rubber portion is cut, the vehicle travels by transmitting the torque between the stopper rubber and the opposing member. Can be done. According to the vehicle wheel with the damper of claim 6, since the minimum diameter of the rim side member is smaller than the maximum diameter of the disk side member, the rim side member and the disk side member cannot come off from each other in the wheel axial direction. Therefore, even if the rubber member of the damper is cut, the rim and the disk do not come off from each other, which is safe.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view (a cross-sectional view taken along line 1-1 in FIG. 2) of an automobile wheel with a damper according to an embodiment of the present invention.

FIG. 2 is a front view of an automobile wheel with a damper according to the embodiment of the present invention.

FIG. 3 is a cross-sectional view of a rubber member of an automobile wheel with a damper according to an embodiment of the present invention.

FIG. 4 is a vibration model diagram of an automobile equipped with an automobile wheel with a damper according to an embodiment of the present invention.

FIG. 5 is a diagram showing vibration transmission versus frequency characteristics of a vehicle wheel with a damper according to an embodiment of the present invention and a conventional equivalent wheel (wheel without a damper).

FIG. 6 is a spring characteristic diagram (load vs. displacement characteristic diagram) of the vehicle wheel with a damper of the embodiment of the present invention and a conventional equivalent wheel (wheel without a damper).

FIG. 7 shows a low frequency range (0) when the vehicle runs on a rough road with the wheel with damper of the embodiment of the present invention mounted and when the vehicle runs on a rough road with the conventional equivalent wheel (wheel without a damper portion) mounted. (Up to 45 Hz), the vibration level (in dB) of the sprung portion (driver seat rail) versus frequency (H
z) It is a characteristic diagram.

FIG. 8 shows a high-frequency range (100) between a case where the vehicle is driven on a rough road by mounting the wheel with a damper according to the embodiment of the present invention and a case where the vehicle is driven on a rough road by mounting a conventional equivalent wheel (wheel without a damper portion). FIG. 7 is a noise level (dB display) vs. frequency (Hz) characteristic diagram at about 500 Hz).

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Wheel with damper 10 Rim 11a, 11b Flange part 12a, 12b Bead seat part 13a, 13b Side wall part 14 Drop part 20 Disk 21 Axial rising part 22 Hat part 23 Hub mounting part 24 Hub hole 25 Bolt hole 26 Decorative hole 30 Damper 31 Rim-side member 32 Disk-side member 33 Rubber member 33a, 33b First part 33c Second part 34a, 34b, 35a, 35b Surface with unevenness 36 pieces

Claims (11)

[Claims] 1. A rim, a disc separated from the rim in a wheel radial direction, and a damper having a rubber member provided between the rim and the disc, wherein a rubber member of the damper is spring-loaded. And a spring constant of the rubber member is set such that a primary natural frequency of a vibration system having a vehicle as a mass is in a range of 6 to 12 Hz. The rim or the member fixed thereto and the disk or the member fixed thereto have irregularities on the surface of the portion where the rubber member of the rim or the member fixed thereto and the disc or the member fixed thereto is fixed. A wheel with an automobile damper, which is fixed by being processed and pressing the rubber member against the surface. 2. A spring constant of the rubber member such that a rubber member of the damper is a spring and a primary natural frequency of a vibration system having a mass of the rim on an outer peripheral side thereof is in a range of 50 to 200 Hz. The wheel with a damper for an automobile according to claim 1, wherein the following is set. 3. The wheel with a damper for an automobile according to claim 1, wherein the rim is a low profile tire or a rim for mounting a tire with high air pressure. 4. The rubber member of the damper has a first portion that mainly elastically deforms and acts as a spring when the rim and the disk are relatively displaced in the vertical direction. Wheel with automobile damper. 5. The rubber member of the damper has a second portion, and the second portion is a space between the rim and the disk in a vertical direction between the second portion and the opposing member. The vehicle wheel with a damper according to claim 1, wherein the wheel with a damper functions as a stopper rubber against the opposing member when the relative displacement occurs. 6. The rim-side member pressed or joined or fixed to or integrally formed with the rim, and the disk side pressed or joined or fixed or integrally formed with the disk. Wherein the rubber member of the damper has a first portion, and the first portion is fixed to the rim-side member at one end and fixed to the disk-side member at the other end. 2. The vehicle according to claim 1, wherein a minimum diameter of the rim-side member is smaller than a maximum diameter of the disk-side member, and the rim-side member and the disk-side member cannot be disengaged in the wheel axis direction. Wheel with damper. 7. A joint portion between the first portion of the rubber member and the rim or a member fixed thereto extends in a plane perpendicular to a wheel axis, and the first portion of the rubber member is provided. The joint with the disk or a member fixed thereto extends in a plane orthogonal to the wheel axis,
The wheel with an automobile damper according to claim 4. 8. The wheel with a damper for an automobile according to claim 4, wherein the first portion of the rubber member has both an inner peripheral side surface and an outer peripheral side surface in contact with a space and is not restrained. 9. A space is provided between the second portion of the damper and the opposing member, and the radial dimension of the space is determined by the amount of deflection of the damper when a vehicle weight is applied.
The wheel with a damper for an automobile according to claim 5, wherein 2d + α (where α is 0 to 1 mm) is set. 10. The wheel with a damper for an automobile according to claim 1, wherein the rim is made of steel, aluminum wrought material, aluminum casting material, resin, or fiber reinforced resin. 11. The wheel with a damper for an automobile according to claim 1, wherein the disc is made of steel, aluminum wrought material, aluminum cast material, resin, or fiber reinforced resin.