JP2002234304A - Rim wheel with core and tire rim wheel assembly - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a tire rim wheel assembly capable of improving silence and maneuvering stability, large required performance of an automobile, and improving safety at the time of tire puncture without sacrificing other performance such as riding comfortableness. SOLUTION: A annular core 20 is obtained by connecting four box-shaped core pieces 52 within a tire 14. The tire 14 and the core 20 are inserted into an outer peripheral surface of a rim wheel structural member 16 and subsequently a second rim wheel structural member 18 is connected with the first rim wheel structural member 16. When the core 20 is arranged in a rim outer peripheral part, four sub air chambers 60 surrounded by the core 20 and the rim outer peripheral part are formed. A communicating hole 64 of the core piece 52 and the sub air chamber 60 function as Helmholtz resonator sound absorbers and cavity resonance of the tire 14 to be one of causes for car inside noise can be reduced. Since the normal tire 14 can be used, riding comfortableness is not deteriorated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rim wheel with a core for a vehicle to which a tire is mounted and a tire / rim wheel assembly in which a tire is mounted on a rim wheel with a core. The present invention relates to a rim wheel with a core and a tire / rim wheel assembly capable of suppressing vibration transmitted to a vehicle while improving ride comfort and reducing vehicle interior noise.

[0002]

2. Description of the Related Art In recent years, in order to ensure safety during a tire puncture, techniques for a run flat tire and a load support called a core have been developed.

[0003] With respect to run flat tires,
As described in JP-A-229316, a tire having a reinforcing rubber having a crescent cross section on a side portion is commercially available.

[0004] Regarding the core, see Japanese Patent Application Laid-Open No. 2-248611.
As described in Japanese Patent Application Laid-Open Publication No. H10-205, an arrangement in which an assembly is disposed in a well portion of a rim has been proposed.

[0005] Although both have a certain effect in extending the running distance in the event of a puncture, the side reinforced tire tends to have poor ride comfort due to the weight increase and the height of the vertical spring due to the reinforcing rubber. In addition, there is a problem that the core also tends to deteriorate the riding comfort due to the increase in weight.

[0006] Therefore, although the safety at the time of puncture is improved, it is only disadvantageous to the user at the time of normal internal pressure running to the end, which is an obstacle to the spread of run flat tires.

On the other hand, as a technique for overcoming the drawbacks related to the riding comfort of the core, a wheel provided with a support having an air chamber is disclosed in Japanese Patent Application Laid-Open No. Hei 1-314612.

[0008] The air chamber and the tire air chamber in the support portion are connected by a communication portion provided with a directional element, and when an impact force that causes a change in volume is applied to the tire, the communication of the communication portion is performed. The purpose is to attenuate the impact by resistance.

Japanese Patent Application Laid-Open No. 7-17222 discloses that
There has been disclosed a technology in which a porous material or a fibrous material is mounted on a core assembly to suppress cavity resonance in a tire and reduce in-vehicle noise.

[0010]

Among the above known techniques, the rim wheel disclosed in Japanese Patent Application Laid-Open No. 1-314612 has a support portion having a diameter larger than that of a bead seat portion and an integral structure with the rim portion. Therefore, there is a fatal disadvantage that the tire bead cannot be substantially assembled to the rim beyond the support portion.

The rim wheel disclosed in Japanese Patent Application Laid-Open No. 7-17222 has a problem that the cavity resonance is reduced to some extent, but the improvement effect is not sufficient.

Further, mounting the porous material or the fibrous material so that the porous material or the fibrous material does not peel off during running or when assembling the rim causes an increase in the number of manufacturing steps, which is not preferable for industrial production.

In consideration of the above facts, the present invention improves the quietness and steering stability, which are the major performance requirements of an automobile, and does not sacrifice other performances such as ride comfort, and provides safety during tire puncture. It is an object of the present invention to provide a practical rim wheel with a core and a tire / rim wheel assembly capable of improving the performance.

[0014]

According to a first aspect of the present invention, there is provided a rim wheel having a core having a rim wheel having a pair of rim flange portions and a core disposed on an outer peripheral portion of the rim wheel. The rim wheel has a first rim wheel component provided with one rim flange portion, and a second rim wheel component provided with the other rim flange portion, the first rim wheel component member being axially dividable. A rim wheel constituent member, and a rim outer periphery of at least one of the first rim wheel and the second rim wheel, which is attached to a rim outer periphery of at least one of the first rim wheel and the second rim wheel. An annular core forming a plurality of circumferentially discontinuous auxiliary air chambers between the inner core and a tire air chamber formed between a tire inner surface and a rim wheel; Includes a part, the said additional air chamber and said communicating portion is characterized by functioning as a Helmholtz resonator sound absorber.

Next, the operation of the rim wheel with a core according to the first aspect will be described.

In the present invention, the rim wheel is composed of a first rim wheel component having one rim flange portion and a second rim wheel component member having the other rim flange portion, and both are formed in the axial direction. The core is inserted into the tire in advance, and the core is assembled on the outer peripheral surface of the first rim wheel component. Finally, the second rim wheel component is connected to the first rim wheel component. By connecting, the tire can be assembled to the rim.

[0017] In some cases, the core is inserted into the tire in advance, and this is assembled on the outer peripheral surface of the second rim wheel component. Finally, the first rim wheel component is connected to the second rim wheel component. You may connect with a member.

Incidentally, the core needs to have a certain height in order to suppress the amount of deflection of the tire, which greatly affects the durability of the tire when the tire is punctured.

However, it is very difficult to insert a tall core into the tire during the normal tire rim assembly process.

As described above, in the present invention, after the core is inserted into the tire in advance, the core is assembled to the first rim wheel constituent member or the second rim wheel constituent member, but has a certain height. That is, in order to insert a core having a large outer circumference into the tire, it is better to divide the core.

That is, there is a limit in inserting a tire having a circumference larger than the circumference of the tire bead into the tire. When the core is an integral annular shape, the circumference is at most about the same as that of a normal rim flange. Only those having a perimeter can be inserted into the tire.

Accordingly, when a core having a large outer circumference is inserted into the tire, the core is divided into a plurality of core pieces, and after the core piece is inserted into the tire, the core is inserted into the tire by a connecting means. To be annular.

As described above, the peripheral length of the inner peripheral portion of the annular core formed by the connection is equal to the peripheral length of the outer peripheral portion of the rim wheel to be joined. preferable.

The connecting mechanism is not particularly limited, and examples thereof include a method of fixing with a bolt or a screw, a method of using a connecting mechanism such as a snap lock, and a method of fastening with a highly elastic band. Can be

By using the rim wheel with a core as described above, the tire rim can be easily assembled without using a normal tire changer, and the degree of freedom in designing the core is improved.

Here, when the core is disposed on the outer peripheral portion of the rim of the rim wheel obtained by connecting the first rim wheel component and the second rim wheel component, the first rim wheel and the second rim wheel are connected to each other. A plurality of circumferentially discontinuous auxiliary air chambers are formed between at least one of the rim wheels and the outer peripheral portion of the rim.

The sub air chamber and the communicating portion function as a Helmholtz resonance sound absorber.

By appropriately selecting the volume of the sub-air chamber, the cross-sectional area of the communicating portion, the length, and the like for the sound of the specific frequency to be reduced, the resonance sound absorbing effect can be exhibited in the sub-air chamber. .

However, if the sub-air chamber is continuous in the circumferential direction, not only does it not function as a Helmholtz resonance sound absorber, but also a new cavity resonance is generated inside the sub-air chamber, and a sound reduction effect can be exhibited. However, in the present invention, such a problem does not occur because the auxiliary air chamber is discontinuous in the circumferential direction. Since the internal sub-air chamber must not be formed in an annular shape, it is preferable to provide a partition wall at one or both circumferential ends of each core piece.

Also, tires for passenger cars have approximately 25
There is a peak near 0 Hz, which is considered to be cavity resonance, which contributes to vehicle interior noise. However, by appropriately setting the above factors, the cavity resonance can be greatly reduced.

Further, the embodiment of the present invention also has a good effect of attenuating the vibration caused by the input to the tire.

In order to obtain the function of the Helmholtz resonance sound absorber, the cross-sectional area of the communication portion of the core is set relatively small, so that the gas flow between the tire air chamber and the auxiliary air chamber when the tire is deformed is reduced. Produces resistance. Therefore, the damping property of the vibration caused by the tire deformation is improved. For example, it is possible to enhance the damping of vibrations generated when the vehicle gets over a projection on a road. In addition, for a high-frequency input such as a sudden steering operation or high-speed running, the apparent tire dynamic spring constant increases, and steering stability can be improved.

In order to prevent the core from rattling during normal running, it is preferable that the inner circumference of the core is equal in circumference to the rim wheel to be joined. Further, it is preferable to fix the core to the rim wheel by, for example, sandwiching both ends in the axial direction of the core with the rim wheel.

Further, if necessary, a cushioning elastic material such as rubber, foamed plastic or the like may be arranged on the joint surface between the core and the rim wheel.

Further, the material of the rim wheel is not particularly limited, but iron, aluminum,
Magnesium and the like are preferred.

Although the material of the core is not particularly limited, considering the load support at the time of puncturing and the impact from the road surface, metal materials such as iron, aluminum, magnesium, etc.
Those having high strength, such as fiber reinforced resin composites and engineering plastics, are preferred.

It is preferable to apply a lubricant such as silicone oil to the core surface or the tire inner surface in order to suppress frictional heat between the tire inner surface and the core during puncturing.

According to a second aspect of the present invention, in the rim wheel with a core according to the first aspect, the core includes a plurality of partition walls for partitioning the sub air chamber.

Next, the operation of the rim wheel with a core according to the second aspect will be described.

As described above, if the auxiliary air chamber is continuous in the circumferential direction, it will not function as a Helmholtz resonance sound absorber, and the cavity resonance cannot be reduced. Therefore,
In order to make the auxiliary air chamber discontinuous in the circumferential direction, it is important as one means to provide a partition in the core in advance. The partition does not need to be strictly airtight between the sub air chambers, but it is preferable to set the partition so that there is as little gap as possible in order to exhibit a greater noise reduction effect.

It is important that a plurality of sub-air chambers are formed by providing a plurality of partition walls in order to provide versatility in performance.

It is assumed that tires of several sizes (heights) are mounted for a specific rim size, but the frequency of the cavity resonance sound is determined by the inner circumference of the tire tread and the outer circumference of the rim. Even if it is a rim, if the height (flatness) of the mounted tire changes, the frequency of the cavity resonance sound changes.

When a plurality of sub air chambers are provided, the resonance frequency can be shifted by changing the size of these communicating portions or the volume of the air chambers, so that versatility can be provided.

The resonance frequency of each sub air chamber is, for example, 10 to
It is preferable to shift by about 30 Hz.

The number of sub air chambers is not particularly limited as long as it is plural, but is preferably three or more. Further, it is preferable that the positions of the partition walls are equally distributed on the circumference in terms of rotational balance.

Further, even when a certain tire size is fixed, the frequency may change, the peak may be broadened, or the peak may have two peaks depending on the load condition and the like. It is preferable that the resonance frequency is shifted and the resonance frequency is shifted.

According to a third aspect of the present invention, in the rim wheel with a core according to the first or second aspect, the resonance frequency of the Helmholtz resonance sound absorber formed by the sub air chamber and the communication portion is adjusted. It is characterized in that it is set in the range of 100 to 500 Hz.

Next, the operation of the rim wheel with a core according to the third aspect will be described.

The cavity resonance frequency in the tire chamber is determined by the circumference of the tire and the rim. This frequency is high for a small tire for a light vehicle and low for a large tire for a truck. The present inventors have examined using a general passenger car tire having a cavity resonance frequency of 250 Hz, and confirmed that the cavity resonance sound reduction effect was obtained even when the setting was within a range of 100 to 500 Hz. Therefore, a relatively wide range setting as described above is allowed in a closed space called a tire.

According to the current configuration of the tire size, the resonance frequency of each tire is approximately in the range of 180 to 300 Hz, and it is possible to adjust each dimension so that the set frequency of the Helmholtz resonance sound absorber also falls within this range. It is preferable to obtain a greater noise reduction effect.

The resonance frequency of the Helmholtz resonance sound absorber constituted by the sub air chamber and the communication part can be obtained by, for example, the following equation (1).

[0052]

(Equation 1)

F ₀ (Hz): resonance frequency Vn (cm ³ ): volume of the auxiliary air chamber Ln (cm): length of the communication portion Sn (cm ² ): cross-sectional area of the communication portion where n is a plural number Is the number of each sub air chamber when there are sub air chambers.

When a plurality of (i) connecting portions exist in each sub-air chamber, if the cross-sectional area of each connecting portion is Si and the length is Li, Sn = ΣSi (i = 2 to i It is sufficient to calculate as Ln = ΣSi · Li / ΣSi.

According to a fourth aspect of the present invention, in the rim wheel with a core according to any one of the first to third aspects, the total volume of the auxiliary air chamber is equal to that of the tire air chamber and the auxiliary air chamber. It is characterized in that it is not less than 2% and not more than 50% of the total volume of the tire air chamber combined with the air chamber.

Next, the operation of the rim wheel with a core according to the fourth aspect will be described.

If the total volume of the auxiliary air chamber is less than 2% of the total volume of the tire air chamber including the tire air chamber and the auxiliary air chamber, the effect of improving steering stability and reducing cavity resonance noise decreases.

On the other hand, if the total volume of the auxiliary air chamber exceeds 50% of the total volume of the tire air chamber including the tire air chamber and the auxiliary air chamber, the spring constant is excessively increased with respect to a high-frequency input. Absent.

The total volume of the auxiliary air chamber is more preferably 10 to 40% of the total volume of the tire air chamber combined with the tire air chamber and the auxiliary air chamber.

According to a fifth aspect of the present invention, in the rim wheel with a core according to any one of the first to fourth aspects, the core pieces are attached to each other at circumferential ends of the core pieces. Is provided with connecting means for connecting.

Next, the operation of the rim wheel with a core according to the fifth aspect will be described.

Since the connecting means for connecting the core pieces to each other is provided at the circumferential end portion of the core pieces, the core pieces can be connected to each other without a separate connecting member such as a bolt.

According to a sixth aspect of the present invention, in the rim wheel with a core according to the fifth aspect, the connecting means includes a concave portion or a hole that opens in a radial direction and the concave portion or the hole that projects in a radial direction. And a mating projection.

Next, the operation of the rim wheel with a core according to the sixth aspect will be described.

For example, a concave portion or a hole is provided at one end of a core piece and a convex portion is provided at the other end, so that a convex portion of another core piece is related to a concave portion or a hole of one core piece. By joining, core pieces can be easily connected in the circumferential direction. Also,
Since the connecting means can be constituted by a concave portion or a hole and a convex portion, the configuration can be simplified and the manufacturing cost can be reduced.

According to a seventh aspect of the present invention, in the rim wheel with a core according to any one of the first to sixth aspects, in a cross section of the core at a right angle in a circumferential direction, a radially inner portion of the core is provided. The axial width is larger than the axial width of the radially outer portion.

Next, the operation of the rim wheel with a core according to the seventh aspect will be described.

It is important that the core has the durability to suppress the deflection of the tire, support the load, and travel a certain distance when the tire is punctured.

Further, it must also have resistance to destruction against impact force received during running during tire puncturing.

For this reason, it is necessary to adopt a structure in which the stress applied to the core is not concentrated at one place but is dispersed. Therefore, it is preferable that the outer peripheral surface of the core not have a curved surface having a curvature as small as possible as a cross section perpendicular to the circumferential direction.

In addition, if the area where the core and the inner surface of the tire tread contact each other at the time of tire puncture is small, the contact pressure on the contact surface becomes high, and heat generation and abrasion of the inner surface of the tread are unfavorably promoted.

Therefore, as the cross-sectional shape of the core at right angles to the circumferential direction, the outer peripheral portion is flat or has a large curvature like a tread of a tire, and the curvature of a portion corresponding to a so-called shoulder to side portion of the tire is set. In order to increase the size (for stress dispersion), it is preferable that the radially inner portion has a flared shape in which the axial width is wider.

According to an eighth aspect of the present invention, in the rim wheel with a core according to any one of the first to seventh aspects, a part of the core has a diameter of a bead portion of a tire to be mounted. It is characterized by being arranged on the inside in the direction.

Next, the operation of the rim wheel with a core according to the eighth aspect will be described.

By disposing a part of the core radially inside the bead portion of the tire to be mounted, the core can be fixed at the bead portion of the tire.

In the case where the core is composed of a plurality of core pieces, even if the connecting portion of the core pieces may come off during normal internal pressure running or running during tire puncture, Since the core is fixed by the bead portion, it is possible to prevent the running from becoming impossible.

Preferably, a part of the core is disposed radially inside the tire bead portions on both sides.

According to a ninth aspect of the present invention, in the rim wheel with a core according to any one of the first to eighth aspects, an elastic material layer is provided on an outer peripheral surface of the core. It is characterized by:

Next, the operation of the rim wheel with a core according to the ninth aspect will be described.

In the present invention, since the elastic material layer provided on the outer peripheral surface of the core absorbs the vibration from the road surface, it is possible to improve the riding comfort when the tire is punctured.

Further, since the elastic material layer cushions the impact at the time of tire puncture, the core has improved resistance to destruction.

When the tire is punctured, the elastic material layer supports the load and generates heat due to friction with the inner surface of the tread due to running. For this reason, grooves may be formed in the elastic material layer as necessary, such as a tire tread, for improving stress distribution and heat dissipation.

The elastic material is not particularly limited, but rubber, synthetic resin, foam (for example, sponge) and the like can be used. The method of bonding to the core includes a method by adhesion, a method by vulcanization adhesion, and the like.

According to a tenth aspect of the present invention, in the rim wheel with a core according to any one of the first to ninth aspects, a sound deadening material is included in the auxiliary air chamber. And

Next, the operation of the rim wheel with a core according to the tenth aspect will be described.

It is more preferable to include a sound deadening material (sound absorbing material) in the sub air chamber since the sound deadening effect of the sub air chamber is increased.

Although the material of the sound deadening material is not particularly limited, for example, a cotton-like material or a foam-like material can be used.

According to an eleventh aspect of the present invention, in the rim wheel with a core according to any one of the first to tenth aspects, the communication portion includes a valve whose opening area can be electrically varied. It is characterized by including.

Next, the operation of the rim wheel with a core according to the eleventh aspect will be described.

Since the communication portion is provided with a valve capable of electrically changing the opening area, the passage resistance of the internal air can be changed by, for example, an on-vehicle computer of an automobile, and the vibration absorption characteristics can be changed at a high response speed. can do.

Thus, the opening area can be automatically changed so as to minimize the vibration and noise in the cabin.

According to a twelfth aspect of the present invention, in the rim wheel with a core according to the eleventh aspect, the valve is controlled based on a vibration detection result of a vibration detection sensor provided in the vehicle. And

Next, the operation of the rim wheel with a core according to the twelfth aspect will be described.

For example, when the vibration detecting sensor detects a large amplitude vibration at the time of a large input or the like, the opening area is largely changed to reduce the spring constant, and the shock is reduced to improve the riding comfort. it can.

[0095] The attachment site of the vibration detection sensor is as follows.
Any part can be used as long as vibration can be detected, but it is preferable that the lower part of the suspension can detect vibration at a portion near the road surface.

According to a thirteenth aspect of the present invention, there is provided a rim wheel with a core according to any one of the first to twelfth aspects, wherein a rotation of the core and the rim wheel is prevented from rotating relative to each other. It is characterized in that means are provided.

Next, the operation of the rim wheel with a core according to the thirteenth aspect will be described.

Since the rotation preventing means prevents the relative rotation between the core and the rim wheel, the transmission of the longitudinal force during tire puncture is improved, and the torsional deformation of the tire in the circumferential direction can be suppressed. Therefore, the mileage after puncturing can be extended.

According to a fourteenth aspect of the present invention, there is provided a tire / rim wheel assembly in which a tire is assembled to the cored rim wheel according to any one of the first to thirteenth aspects, wherein the rim wheel bead is provided. The radial distance from the seat to the radially outermost surface of the core is 30 to 7 of the radial distance from the rim wheel bead seat to the inner surface of the tire tread portion.
It is characterized by being within the range of 0%.

Next, the operation of the tire / rim wheel assembly according to claim 14 will be described.

The radial distance from the rim wheel bead seat portion to the outermost surface of the core in the radial direction of the core, that is, the height of the core is 30 times the radial distance from the rim wheel bead seat portion to the inner surface of the tire tread portion. %, The crush deformation of the tire at the time of tire puncture becomes extremely large, and the tire durability is deteriorated.

On the other hand, the core height is 70 mm, which is the radial distance from the rim wheel bead seat to the inner surface of the tire tread.
%, The tire and the core may come into contact with each other at the time of riding over a step and cause abnormal vibration during normal running with the internal pressure charged, which is not preferable, and also causes the core to be destroyed.

Depending on the tire size, the radial distance from the rim wheel bead seat to the radially outermost surface of the core is 40 to 60% of the radial distance from the rim wheel bead seat to the inner surface of the tire tread. More preferably, it is within.

[0104]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment] A first embodiment of a tire / rim wheel assembly according to the present invention will be described with reference to FIGS.

As shown in FIG. 1, the tire of the present embodiment
The rim wheel assembly 10 is for a passenger car, and is obtained by mounting a tire 14 on a rim wheel 12 with a core.

The cored rim wheel 12 is composed of a first rim wheel component 16 and a second rim wheel component 1
8 and a core 20.

The first rim wheel component 16 and the second rim wheel
The material of the rim wheel constituting member 18 is a metal such as iron, aluminum, magnesium or the like, similarly to a normal rim wheel.

The first rim wheel component member 16 is provided integrally with a cylindrical portion 24 extending inwardly of the vehicle (in the direction of the arrow IN) on the outer peripheral portion of the wheel disk 22.

At the inner end of the cylindrical portion 24, one bead seat portion 26 to which one bead portion 14A of the tire 14 is mounted and a rim flange 28 are integrally provided.

As shown in FIG. 2, an annular concave portion 30 is formed at the outer end of the cylindrical portion 24 on the vehicle.
An annular O-ring groove 32 and an annular O-ring groove 34 are formed on the side surface 30A of the zero.

The O-ring groove 32 has an O-ring 3
6 has an O-ring 38 fitted in the O-ring groove 34.

Further, the O-ring groove 32 is formed on the side surface 30A.
A plurality of bolt holes 40 that do not penetrate are formed in the circumferential direction between the groove and the O-ring groove 34.

The second rim wheel constituting member 18 is inserted from the vehicle outer side into an annular concave portion 30 formed at the vehicle outer end of the cylindrical portion 24.

The second rim wheel constituting member 18 constitutes the rim 21 by being combined with the cylindrical portion 24.

The second rim wheel component member 18 has the other rim flange 42, the other bead seat portion 44 on which the other bead portion 14B of the tire 14 is mounted, and the rim radial inside of the bead seat portion 44. A thick outer wall portion 46 is provided.

A bolt through hole 48 is formed in the outer wall 46 at a position facing the bolt hole 40.

A bolt 50 is inserted into the bolt through hole 48, and the second rim wheel component 18 is fixed to the first rim wheel component 16 by screwing the bolt 50 into the bolt hole 40. .

By fixing the second rim wheel constituting member 18 to the first rim wheel constituting member 16,
The outer wall portion 46 of the rim wheel component member 18 closely adheres to the annular concave portion 30 of the first rim wheel component member 16, and the O-ring 36 and the O-ring 38 are compressed to seal between the outer wall portion 46 and the annular concave portion 30. I do.

As shown in FIG. 1, on the outer peripheral surface of the cylindrical portion 24, the outside portion of the bead seat portion 26 on the vehicle is a core mounting surface 31 having a constant diameter, and the core mounting surface 31 is larger than the bead seat portion 26. It is located radially inward.

The core mounting surface 31 is also located radially inward of the bead seat portion 44 of the second rim wheel component 18.

The core mounting surface 31 has the structure shown in FIG.
An annular core 20 as shown in (A) and (B) is provided.

As shown in FIGS. 3A and 3B, the core 20 of the present embodiment is composed of four core pieces 52.

The core piece 52 has a radially open inner side.
/ 4 a box arcuate, wider than the axial width W ₂ of the axial width W ₁ is the outer peripheral portion of the inner circumferential portion, the circumferential direction perpendicular cross-sectional shape and has a trapezoid as shown in FIG.

The core piece 52 is made of iron,
It is preferable to use a high-strength material such as a metal material such as aluminum and magnesium, a fiber-reinforced resin composite material, and an engineering plastic.

The outer peripheral portion 52A of the core piece 52 has a constant diameter (the shape of the cylinder is reduced to 1/4) and is substantially parallel to the inner surface of the tread 14C of the tire 14.

The outer peripheral portion 52A of the core piece 52 and the axial side surface portion 52B are smoothly connected by an arc portion 52C.

[0127] Two bolt through holes 54 are formed in the wall surface (partition wall) 52D located on both circumferential sides of the core piece 52.

Each core piece 52 is connected in an annular shape by a bolt 56 inserted through a bolt through hole 54 and a nut 58 screwed to the bolt 56.

The inner diameter of the core 20 obtained by connecting the four core pieces 52 is set to be the same as the outer diameter of the core mounting surface 31 of the first rim wheel component 16.

As shown in FIG. 1, the core 20 has one end in the axial direction abutting on the outer wall 46 of the second rim wheel component 18 and the other end in the axial direction has the first rim wheel component 1.
6 is in contact with a step formed by the bead seat portion 26 and the core mounting surface 31, thereby preventing movement in the axial direction.

The radial distance H ₁ from the bead seat portions 26, 44 to the radially outermost surface (outer peripheral portion 52 A) of the core 20 is equal to the distance from the bead seat portions 26, 44 to the tread 14.
It is preferably in the 30% to 70% of the range of the radial distance L ₂ to C inner surface of.

The auxiliary air chamber 60 is formed by closing the box-shaped core piece 52 with the cylindrical portion 24 of the first rim wheel constituting member 16. In the present embodiment, since the core 20 is composed of four core pieces 52, four sub-air chambers 60 are configured.

A sealed tire air chamber 62 is formed between the mounted tire 14, the rim 21 and the core 20.

Each of the core pieces 52 has a circular communication hole 64 for communicating the tire air chamber 62 and the auxiliary air chamber 60 with each other.
A is formed.

In this embodiment, the auxiliary air chamber 60 and the communication hole 64
Together, they form a Helmholtz resonance sound absorber.

Here, the tire / rim wheel assembly 10
In this case, the total volume of the auxiliary air chamber 60 (the capacity of four air chambers in this embodiment) is set to 2% or more and 50% or less of the total tire air chamber volume of the tire air chamber 62 and all the auxiliary air chambers 60. It is preferably set, and more preferably 10% or more and 40% or less.

Next, the procedure for assembling the tire / rim wheel assembly 10 of this embodiment will be described.

As shown in FIG. 4A, the core pieces 52 are inserted into the tire 14, and the four core pieces 52 are connected in the tire 14 using the bolts 56 and the nuts 58 to form an annular shape. Core 20 is obtained (see FIG. 3).

Next, as shown in FIG.
And the tire 14 is inserted from the axial direction of the first rim wheel component 16. Note that one bead portion 14A of the tire 14 is disposed on the bead seat portion 26.

Next, the O-ring 36 is inserted into the O-ring groove 32.
And the O-ring 38 is fitted into the O-ring groove 34.

Next, the second rim wheel component 18
Is inserted into the annular concave portion 30 of the first rim wheel component 16, and the other bead portion 14 </ b> B of the tire 14 is arranged on the bead seat portion 44 of the second rim wheel component 18. Then, the second rim wheel component 18 is fixed to the first rim wheel component 16 with the bolt 50.

Thereafter, air is charged from a valve (not shown). (Operation) Next, the operation of the tire / rim wheel assembly 10 of the present embodiment will be described.

In the tire / rim wheel assembly 10 according to the present embodiment, when the tire 14 is punctured or the like and the internal pressure is reduced, the inner surface of the tread of the tire 14 abuts on the core 20 to suppress the deflection of the tire 14, Since the weight of the child 20 is supported, traveling can be maintained.

During normal traveling, the auxiliary air chamber 60 and the communication hole 64 function as a Helmholtz resonance sound absorber.

For example, tires 14 for passenger cars include
There is a peak at about 250 Hz which is considered to be cavity resonance, which contributes to the noise in the vehicle.
By appropriately selecting the volume of 0, the cross-sectional area of the communication hole 64, the length, and the like, this cavity resonance can be greatly reduced.

Further, in the present embodiment, since the sub air chamber 60 is not continuous in the circumferential direction, no new cavity resonance is generated inside the sub air chamber.

Further, since the cross-sectional area of the communication hole 64 of the core 20 is set relatively small in order to obtain the function of the Helmholtz resonance sound absorber, the space between the tire air chamber 62 and the auxiliary air chamber 60 when the tire is deformed is set. This causes resistance to the gas flow, thereby improving the damping of vibration caused by tire deformation. As a result, it is possible to increase the damping of vibrations generated when the vehicle rides over a bump on the road. Stability can be improved.

When there are a plurality of vibrations of the frequency to be reduced (for example, when there are a plurality of peaks in the frequency characteristics), the volume and shape of each sub air chamber 60, the cross-sectional area and the length of each communication hole 64 By appropriately selecting the length and the like, it is possible to cope with vibrations at a plurality of frequencies.

In this embodiment, the auxiliary air chamber 60 communicates with the tire air chamber 62 through one communication hole 64, but two or more communication holes 64 may correspond to each other.

In this embodiment, the communication hole 64 is circular. However, the communication hole 64 may be other than circular.
As long as air can pass through, the tire air chamber 62 and the auxiliary air chamber 60 may be communicated with each other using a tubular body such as a slit or a pipe instead of the communication hole 64.

Note that a tubular body such as a pipe may be attached to the communication hole 64, and the sound absorption characteristics can be changed by adjusting the length and cross-sectional area of the tubular body.

Also, the inside of the sub air chamber 60 can be filled with a cotton-like body such as glass wool or sponge or a foam-like sound absorbing material (sound absorbing material), or attached to the inner wall.
Thereby, the sound absorbing effect can be further enhanced.

If necessary, a cushioning elastic material such as rubber or foamed plastic may be disposed between the core 20 and the rim wheel 12.

A lubricant such as silicone oil may be applied to the surface of the core 20 or the inner surface of the tire in order to suppress the frictional heat between the inner surface of the tire and the core 20 during puncturing.

[0155] Incidentally, the radial distance H ₁ from the bead seats 26 and 44 to the radially outermost surface of the core 20, 30% of the radial distance L ₂ from the bead seats 26 and 44 to the inner surface of the tread 14C If it is less than the above, the crushing deformation of the tire 14 becomes extremely large, and the durability of the tire 14 deteriorates. For this reason, the travelable distance after tire puncture becomes short, which is not preferable.

On the other hand, the radial distance H ₁ is equal to the radial distance L ₂
If it exceeds 70%, the tire 14 and the core 20 may come into contact with each other at the time of running over a step during normal running with the internal pressure charged, which may cause abnormal vibration.
In addition, it may cause the core 20 to break.

Although the tire / rim wheel assembly 10 of the present embodiment is for a passenger car, the present invention
Of course, the present invention is applicable to a tire / rim wheel assembly for other vehicles such as a bus.

In the case of a general passenger car tire having a cavity resonance frequency of 250 Hz, if the resonance frequency of the Helmholtz resonance sound absorber is in the range of 100 to 500 Hz, there is an effect of reducing the cavity resonance sound. According to the configuration of the current tire size, the resonance frequency of each tire is approximately 180 to 3
Since the frequency is within the range of 00 Hz, it is preferable to adjust each dimension so that the resonance frequency of the Helmholtz resonance sound absorber also falls within this range, in order to obtain a greater noise reduction effect. Second Embodiment A second embodiment of the tire / rim wheel assembly according to the present invention will be described with reference to FIGS. The same components as those of the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

As shown in FIGS. 5 and 6, in the core piece 52 of the present embodiment, the wall surfaces 52D on both sides in the circumferential direction protrude radially inward, and the protruding portions of the wall surfaces 52D correspond to the first rim wheel structure. It is fitted in an axially extending groove 66 formed in the cylindrical portion 24 of the member 16.

Therefore, the rotation of the core 20 with respect to the rim wheel 12 is prevented, the transmission of the longitudinal force during tire puncture is improved, and the torsional deformation of the tire 14 in the circumferential direction can be suppressed. , It is possible to extend the mileage after puncturing.

The other functions and effects are the same as those of the first embodiment. Third Embodiment A third embodiment of the tire / rim wheel assembly according to the present invention will be described with reference to FIG. The same components as those of the above-described embodiment are denoted by the same reference numerals,
The description is omitted.

As shown in FIG. 7, on the outer peripheral surface of the core 20,
An elastic material layer 68 is provided.

The elastic material layer 68 is formed of rubber, synthetic resin, foam (for example, sponge) or the like, and is fixed by bonding (vulcanization bonding in the case of rubber).

In the elastic material layer 68, a communication hole 70 communicating with the communication hole 64 of the core piece 52 is formed.

Since the elastic material layer 68 is provided on the outer peripheral surface of the core 20 which comes into contact with the inner surface of the tread of the tire 14 at the time of puncturing, the riding comfort during tire puncturing can be improved.

Further, since the elastic material layer 68 buffers the impact at the time of tire puncture, the core 20 has improved durability.

Further, a groove may be formed in the elastic material layer 68 in order to improve stress distribution and heat dissipation.

The other functions and effects are the same as those of the above-described embodiment. [Fourth Embodiment] A fourth embodiment of the tire / rim wheel assembly according to the present invention will be described with reference to FIG. The same components as those of the above-described embodiment are denoted by the same reference numerals,
The description is omitted.

As shown in FIG. 8, in the present embodiment, an inner end portion of the core piece 52 is integrally provided with a flange portion 52D extending outward in the axial direction.
D is disposed radially inward of the bead portions 14A and 14B of the tire 14.

That is, in this embodiment, the flange 5
2D is a bead seat portion, and a flange portion 52D is provided.
Are the bead portions 14A, B of the tire 14 and the rim wheel 12
And fixed between them.

[0171] Therefore, even if a problem occurs in the connection of the core pieces 52 during normal internal pressure running or running during tire puncture, the core pieces 52 may move and become unable to run. Can be avoided.

The other functions and effects are the same as those of the above-described embodiment. [Fifth Embodiment] Next, a fifth embodiment of the tire / rim wheel assembly of the present invention will be described with reference to FIG. The same components as those of the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

As shown in FIG. 9, the communication hole 64 of the core 20
Includes a valve 72 whose opening area can be changed by electric control.
Is attached.

Wiring 7 used to control valve 72
4 is connected to a computer 78 mounted on the vehicle via a slip ring 76 provided between a rim wheel and an axle (not shown).

A vibration detection sensor 80 connected to a computer 78 is mounted on the lower part of the vehicle (for example, on the axle mounting portion of the suspension).

In this embodiment, since the opening area can be changed by the valve 72, the vibration absorption characteristics can be changed and the vibration absorption characteristics (frequency, amplitude, acceleration, etc.) from the vibration detection sensor 80 can be changed. Thus, the computer 78 can control the valve 72 so that the noise in the passenger compartment is minimized.

Further, since the passage of air can be completely prevented, only the necessary auxiliary air chamber 60 can be communicated with the tire air chamber 62.

The position of the vibration detection sensor 80 may be provided at a portion other than the lower part of the spring.

These controls are performed not only for the tire alone,
The control can be performed simultaneously with the active suspension of the vehicle, and thereby a greater effect can be expected for improving the riding comfort and reducing the noise in the vehicle interior.

The driver may open and close the valve 72 by operating a switch or the like. [Sixth Embodiment] Next, a sixth embodiment of the tire / rim wheel assembly according to the present invention will be described with reference to FIGS.

As shown in FIGS. 10 and 11, the core 82 of the present embodiment is composed of two core pieces 84 of a half-arc shape.

Inside the core piece 84, two partition walls 86 are formed at intervals in the circumferential direction.

Therefore, by attaching the core 82 of this embodiment to the rim wheel, six auxiliary air chambers are formed.

A communication hole 88 is formed in the core piece 84 for each sub air chamber.

The core piece 84 has a wall 9 on one side in the circumferential direction.
An engagement piece 92 protruding in the circumferential direction from 0 is integrally formed. The other side of the core piece 84 in the circumferential direction is provided with an engagement piece 9.
A second concave portion 94 is formed.

A plurality of projections 96 projecting outward in the radial direction are formed in the recess 94, and a through hole 98 into which the projection 96 is inserted is formed in the engagement piece 92.

In this embodiment, the two core pieces 84 are inserted into the tire, the core pieces 84 are elastically deformed, and the engagement pieces 92 are formed.
Is fitted into the concave portion 94 to obtain an annular core 82.

FIGS. 12 and 13 show modified examples of the core. In the embodiment shown in FIGS. 12 and 13,
The wall surface 90 is provided only on one side. As a connecting means of the core piece 84, as shown in FIG. 12, a concave portion and a convex portion having a substantially triangular cross section are formed on one side in the circumferential direction of the core piece 84,
On the other side, a convex portion and a concave portion which fit into the concave portion and the convex portion may be formed, and as shown in FIG. 13, the concave portion and the convex portion may have a smooth curved shape. (Test Example 1) In order to confirm the effects of the present invention, one kind of a tire / rim wheel assembly of a comparative example (a control product: a combination product of a conventional rim wheel and a tire) and
A prototype of a tire / rim wheel assembly of an embodiment in which a split type rim wheel to which the present invention is applied, a core and a tire are combined, is pressed on a drum simulating a normal road surface, and is driven at a constant speed. The tire axial force during running was measured. In addition, an actual vehicle feeling test was conducted by a test driver.

Comparative Example: An ordinary 185 / 60R14 size tire for a passenger car was mounted on a normal aluminum wheel having a rim size of 6JJ14. The volume of the tire chamber is about 23 × 10 ³ cm ³ .

Example: First Embodiment (See FIGS. 1 to 4)
Is a tire / rim wheel assembly having the structure shown in FIG. 1, and the tire is the same as the comparative example.

In the core piece, the partition walls at both ends in the circumferential direction have a thickness of 1 m.
m, the other part is made of aluminum having a plate thickness of 2 mm, and the core is composed of four core pieces. The core piece
The bulkheads are connected by bolts and nuts. The surface of the core is coated with silicone oil.

The radial distance from the rim wheel bead seat to the outer peripheral surface of the core (height of the core) is set to 58% of the radial distance from the rim wheel bead seat to the inner surface of the tire tread portion. I have.

The total volume of the auxiliary air chamber in the core is about 8 liters, which is about 34% of the total volume of the tire air chamber (the total volume of the tire air chamber and the auxiliary air chamber).

Each core piece has four communication holes 2 cm in diameter on the tread side. The communication holes were arranged so as to be equally distributed on the circumference.

The internal pressure of the tire was set to 200 kPa in both the comparative example and the example.

The drum used in the test had a diameter of 3 m, and asphalt imitating a general road shape was stuck on the surface. When the tire was pressed against the drum with a load of 400 kgf and was run at a speed of 60 km / h, the axial force of the drum in each direction was measured, and frequency analysis was performed. This test is a test method for so-called road noise transmitted to the inside of a vehicle as vibration.

FIG. 14A shows an axial force analysis result in the vertical direction, and FIG. 14B shows an axial force analysis result in the tire longitudinal direction.

In both cases, it was confirmed that the cavity resonance peak near 250 Hz was greatly reduced.

Using a passenger car equipped with the tire / rim wheel assembly of the embodiment and a passenger car equipped with the tire / rim wheel assembly of the comparative example, two test drivers actually traveled on a test course. A steering stability test and a vibration riding comfort test were conducted.

The driving stability, the braking performance, the steering wheel responsiveness, and the controllability at the time of steering were comprehensively evaluated for the steering stability test.
Comprehensively evaluates vibration on rough roads, vibration on special roads such as steps, and vehicle interior noise.
It was shown by an index when it was set to 0. The larger the index value, the better. The results are as shown in Table 1 below.

[0201]

[Table 1]

As a result of the test, it was confirmed that the tire / rim wheel assembly of the example had a steering stability equal to or higher than that of the comparative example and that the riding comfort was greatly improved.

[0203] Regarding the riding comfort, especially the noise inside the vehicle was greatly improved.

(Test Example 2) In order to confirm the effect of the core, a passenger car equipped with the tire / rim wheel assembly of the example and a tire / rim wheel assembly of the comparative example were attached in the same manner as in Test Example 1. Use a passenger car and set the right front wheel air pressure to 0.
A puncture durability test was performed.

[0205] The running was tested at a speed of 90 km / h in a circuit having a straight line or a gentle curve.

Table 2 below shows the mileage up to the failure. It can be seen that the durability is greatly improved in the embodiment.

[0207]

[Table 2]

(Test Example 3) In order to confirm the effect of the circumferential discontinuity of the auxiliary air chamber, a tire / rim wheel assembly provided with the core of the embodiment of Test Example 1 from which only the partition was removed was used as a comparative example. And a drum test similar to that of Test Example 1 was performed.

[0209] Fig. 15 (A) shows the results of the axial force analysis in the vertical direction, and Fig. 15 (B) shows the results of the axial force analysis in the tire longitudinal direction.

As a result of the test, it was confirmed that in the comparative example in which the sub air chamber was continuous in the circumferential direction, the cavity resonance peak near 250 Hz was large, and no reduction effect was observed.

That is, it is understood that the partition is an important requirement for the reduction of cavity resonance.

[0212]

As described above, the cored rim wheel and the tire / rim wheel assembly of the present invention have the above-mentioned structure, and therefore, do not sacrifice other performances such as ride comfort and the like. It has the excellent effects of improving the quietness and handling stability, which are the major performance requirements, and improving the safety during tire puncture.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view along a rotation axis showing a main part of a tire / rim wheel assembly according to a first embodiment of the present invention.

FIG. 2 is an enlarged cross-sectional view of the tire / rim wheel assembly according to the first embodiment in the vicinity of a rim flange outside the vehicle.

FIG. 3A is a side view of a core of the tire / rim wheel assembly according to the first embodiment, and FIG. 3B is a cross-sectional view along an equatorial plane.

FIGS. 4A to 4C are explanatory diagrams showing an assembling procedure of a tire / rim wheel assembly.

FIG. 5 is a cross-sectional view along a rotation axis showing a main part of a tire / rim wheel assembly according to a second embodiment of the present invention.

FIG. 6 is an enlarged cross-sectional view near a circumferential end of a core piece of a tire / rim wheel assembly according to a second embodiment.

FIG. 7 is a cross-sectional view along a rotation axis showing a main part of a tire / rim wheel assembly according to a third embodiment of the present invention.

FIG. 8 is a sectional view along a rotation axis showing a main part of a tire / rim wheel assembly according to a fourth embodiment of the present invention.

FIG. 9 is a cross-sectional view along a rotation axis showing a main part of a tire / rim wheel assembly according to a fifth embodiment of the present invention.

FIG. 10A is a sectional view taken along an equatorial plane showing a core of a tire / rim wheel assembly according to a sixth embodiment of the present invention, and FIG. 10B is a view shown in FIG. It is an expanded sectional view near the end of a core piece.

FIG. 11 is a perspective view showing the core piece shown in FIG. 10;

FIG. 12 is a sectional view along an equatorial plane showing a modification of the core of the tire / rim wheel assembly according to the sixth embodiment of the present invention.

FIG. 13 is a cross-sectional view along an equatorial plane showing a modification of the core of the tire / rim wheel assembly according to the sixth embodiment of the present invention.

14 (A) is a vertical axial force analysis result of Test Example 1, and FIG. 14 (B) is a tire longitudinal axial force analysis result of Test Example 1. FIG.

15A is a vertical axial force analysis result of Test Example 3, and FIG. 15B is a tire longitudinal axial force analysis result of Test Example 3. FIG.

[Explanation of symbols]

 Reference Signs List 10 tire / rim wheel assembly 12 rim wheel 14 tire 14C tread (tire tread portion) 16 first rim wheel component member 18 second rim wheel component member 26 bead seat portion (bead seat) 28 rim flange portion 42 rim flange Part 44 bead seat part (bead seat) 52D wall surface (partition wall) 60 auxiliary air chamber 62 tire air chamber 64 communication hole (communication part) 66 groove (rotation prevention means) 68 elastic material layer 72 valve 80 vibration detection sensor 96 protrusion (convex) Part, connecting means) 98 Through hole (hole, connecting means)

Claims (14)

[Claims] 1. A rim wheel with a core having a rim wheel having a pair of rim flange portions and a core disposed on an outer peripheral portion of the rim wheel, wherein the rim wheel has one rim flange portion. A first rim wheel component member comprising: a second rim wheel component member axially splittable from the first rim wheel component member, the second rim wheel component member comprising the other rim flange portion; By connecting a plurality of possible core pieces in the circumferential direction, at least one of the first rim wheel and the second rim wheel is annularly mounted on an outer peripheral portion of the rim, and the first rim wheel and the Second
A core forming a plurality of circumferentially discontinuous auxiliary air chambers with at least one rim outer peripheral portion of the rim wheel; and a tire air chamber formed between a tire inner surface and a rim wheel. A rim wheel with a core, wherein: the auxiliary air chamber and the communication portion function as a Helmholtz resonance sound absorber. 2. The rim wheel with a core according to claim 1, wherein the core includes a plurality of partition walls that partition the sub air chamber. 3. The resonance frequency of the Helmholtz resonance sound absorber composed of the sub air chamber and the communication part is 100 to 500.
The rim wheel with a core according to claim 1 or 2, wherein the rim wheel is set within a range of Hz. 4. The total volume of the sub air chamber is 2% or more and 50% or less of the total volume of the tire air chamber combined with the tire air chamber and the sub air chamber. The rim wheel with a core according to claim 3. 5. The method according to claim 1, wherein a connecting means for connecting the core pieces to each other is provided at a circumferential end of the core piece. Rim wheel with core. 6. The connecting device according to claim 5, wherein the connecting means has a concave portion or a hole that opens in a radial direction, and a convex portion that projects in a radial direction and engages with the concave portion or the hole. Rim wheel with child. 7. The core according to claim 1, wherein in the core, the axial width of the radially inner portion is larger than the axial width of the radially outer portion. 2. The rim wheel with a core according to claim 1. 8. The core with a core according to claim 1, wherein a part of the core is disposed radially inward of a bead portion of a tire to be mounted. Rim wheel. 9. The rim wheel with a core according to claim 1, wherein an elastic material layer is provided on an outer peripheral surface of the core. 10. The air chamber according to claim 1, wherein a sound deadening material is included in the sub air chamber.
Rim wheel with a core described in the paragraph. 11. The rim wheel with a core according to claim 1, wherein the communication portion includes a valve whose opening area can be electrically varied. 12. The rim wheel with a core according to claim 11, wherein the valve is controlled based on a vibration detection result of a vibration detection sensor provided in the vehicle. 13. The rim wheel with a core according to claim 1, further comprising a rotation preventing means for preventing relative rotation between the core and the rim wheel. . 14. A tire / rim wheel assembly in which a tire is mounted on a rim wheel with a core according to any one of claims 1 to 13, wherein a diameter of the core from a rim wheel bead seat is provided. A radial distance from the rim wheel bead seat to an inner surface of the tire tread portion in a range of 30 to 70% of a radial distance from the outermost surface in the direction.