JP2006248327A - Assembly of tire and rim - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To compatibly adjust several performances of steering stability, ride comfort, noise performance, etc and improve these several performances. <P>SOLUTION: A tire inner cavity H is divided into a first air chamber 11 which an inner surface of a first tire tube 4 surrounds, a second air chamber 12 which an inner surface of a second tire tube 5 surrounds, an inner cavity surface HS of the tire cavity H and a third air chamber 13 which outer surfaces of the first and second tire tubes 4, 5 surround by arranging the first and second tire tubes 4, 5 extending in the tire peripheral direction and in the tire axial direction in parallel in the tire cavity H. The air chambers 11, 12, 13 can be filled with internal pressure by air valves 17, 18, 19, and the internal pressure P1 of the first air chamber 11 is made smaller than the internal pressure P2 of the second chamber 12 and larger than the internal pressure P3 of the third air chamber 13. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an assembly of a tire and a rim that can adjust various performances such as steering stability, ride comfort, and noise performance and can improve the various performances.

  Conventionally, in order to improve the driving stability, ride comfort and noise performance of a pneumatic tire, for example, as illustrated in FIG. 4, in the carcass a forming the skeleton of the tire, the number of plies, the cord material, the thickness, Change the number of driving, ply folding height ah, etc., change the rubber hardness, height bh, etc. in the bead apex rubber b, and the number of plies, cord material, thickness, driving number, ply in the belt layer c Changing the tire components such as changing the width, providing a reinforcing layer d from the bead to the sidewall, and changing the thickness and rubber hardness of the sidewall rubber g1 and tread rubber g2. Is generally done.

  However, these means for changing the tire constituent members are both anti-traits, and a tire with a high tire rigidity designed with emphasis on steering stability has a tendency to deteriorate the envelope characteristics and vibration characteristics. There is a problem that noise performance is inevitably lowered. Moreover, since tire characteristics are specified at the time the tire is manufactured, even if the tire internal pressure is adjusted, changes in the tire characteristics are minute, and accordingly, steering stability and ride comfort according to user preferences. It was difficult to adjust tire characteristics such as noise performance.

  Therefore, the present invention basically divides the tire lumen by two tire tubes into three air chambers in each tire tube and air chambers outside the tire tubes, and the internal pressures of the air chambers are different from each other. Tires and rims that can adjust various performances such as handling stability, ride comfort, noise performance, etc., and can also improve the various performances, and can contribute to extraordinary driving (run-flat driving) at the time of puncture It is an object to provide an assembly.

  In Patent Document 1, a tire is provided with a run-flat performance by attaching a spring material in the tire lumen, and in Patent Document 2, a sponge material is installed in the tire lumen to reduce road noise. Tires have been proposed.

Japanese Patent Laid-Open No. 7-17221 JP 2002-144809 A

In order to achieve the above object, the invention of claim 1 of the present application is an assembly of a tire and a rim comprising a tire and a rim that forms a tire lumen filled with an internal pressure by mounting the tire. ,
By arranging the first and second tire tubes extending in the tire circumferential direction and juxtaposed in the tire axial direction in the tire lumen, the tire lumen is surrounded by an inner surface of the first tire tube. And the third air chamber surrounded by the inner surface of the tire lumen and the outer surface of the first and second tire tubes. With
Each air chamber can be filled with an internal pressure by an air valve, and the internal pressure P1 of the first air chamber is smaller than the internal pressure P2 of the second air chamber and larger than the internal pressure P3 of the third air chamber. It is characterized by that.

The invention according to claim 2 is characterized in that the first and second tire tubes are in contact with a tread lumen surface of the tire.
According to a third aspect of the present invention, the first tire tube is disposed on the vehicle inner side, and the second tire tube is disposed on the vehicle outer side.

  In the invention of claim 4, in the tire meridional section, the first tire tube rises at an angle smaller than 5 ° with respect to the radial center line, and the second tire tube The width center line is characterized by inclining outward in the tire axial direction outward in the radial direction at an angle of 5 ° or more and 40 ° or less with respect to the radial line.

  Since the present invention is configured as described above, it is possible to adjust various performances such as steering stability, ride comfort, noise performance, etc. It can also contribute to run-flat driving).

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a cross-sectional view schematically showing an assembly of a tire and a rim according to the present invention.

  In FIG. 1, a tire-rim assembly 1 includes a pneumatic tire 2, a rim 3 that forms a tire lumen H that is filled with an internal pressure by mounting the pneumatic tire 2, and the tire lumen. It is formed from first and second tire tubes 4 and 5 arranged in H.

  The pneumatic tire 2 is a so-called tubeless tire, and includes a tread portion 2t that contacts a road surface, a pair of sidewall portions 2s extending radially inward from both ends thereof, and a radially inward direction of each sidewall portion 2s. And a bead portion 2b located at the end. A carcass 6 is bridged between the bead portions 2b and 2b, and a tough belt layer 7 is wound in the tire circumferential direction inside the tread portion 2t and radially outward of the carcass 6.

  The carcass 6 is formed of one or more, in this example, one carcass ply 6A in which carcass cords are arranged at an angle of, for example, 75 to 90 ° with respect to the tire circumferential direction. The carcass ply 6A has folded portions 6b that are folded and locked around the bead core 8 on both sides of the ply main body portion 6a that extends from the tread portion 2t through the sidewall portion 2s to the bead core 8 of the bead portion 2b. Have. Further, an inner liner rubber layer 9 made of a low air permeability rubber such as butyl rubber and forming the tire cavity surface HS is attached inside the ply main body portion 6a. The function of the inner liner rubber layer 9 can be imparted to the carcass ply 6A itself by using a low air permeability rubber as the topping rubber of the carcass ply 6A.

  The belt layer 7 includes, for example, two or more belt plies 7A and 7B in which belt cords are arranged at an angle of, for example, 10 to 35 ° with respect to the tire circumferential direction. By crossing each other, the belt rigidity is increased, and the tread portion 2t is strongly reinforced with a hoop effect. A band layer (not shown) in which a band cord is spirally wound in the tire circumferential direction can be disposed on the outer side in the radial direction of the belt layer 7 for the purpose of improving high-speed durability and the like.

  Next, the rim 3 includes an annular rim body 10 on which the bead portion 2b is mounted, and a disk 21 that holds the rim body 10. As shown in FIG. 2, the rim body 10 includes a rim base 10A on which a bead bottom surface of the bead portion 2b is seated, a rim flange 10B that rises radially outward from an outer end in the tire axial direction, and a tire shaft of the rim base 10A. The well portion 10C that connects between the inner ends in the direction is integrally provided. In this example, the rim base 10A is inclined at an angle of approximately 5 ° with respect to the tire axial direction line, and the tire tubes 4 and 5 are mounted between the rim base 10A and the well portion 10C. A tube mounting surface 10D that is substantially horizontal (substantially parallel to the tire axial direction line) is formed. The well portion 10 </ b> C is formed on the width center side of the rim 3.

  In the tire lumen H surrounded by the pneumatic tire 2 and the rim 3, first and second tire tubes 4 and 5 extending in the tire circumferential direction are arranged side by side in the tire axial direction. The first and second tire tubes 4 and 5 are attached to both sides of the tire equator C with a space on each tube mounting surface 10D.

  Thus, the tire lumen H is surrounded by the first air chamber 11 surrounded by the inner surface of the first tire tube 4, the second air chamber 12 surrounded by the inner surface of the second tire tube 5, and the tire lumen H. A third air chamber 13 surrounded by the inner cavity surface HS and the outer surfaces of the first and second tire tubes 4 and 5 is divided into three sections. At this time, the first tire tube 4 is disposed on the vehicle inner side, and the second tire tube 5 is disposed on the vehicle outer side. The “vehicle inward side” means the side facing the vehicle inward when the tire is mounted on the vehicle, and the “vehicle outward side” means the side facing the vehicle outward.

  Here, the first and second tire tubes 4 and 5 have an inner peripheral surface portion 24 seated on the tube mounting surface 10D, and an internal pressure filling, as schematically shown as a representative of the first tire tube 4 in FIG. Is formed into a substantially disk shape including an outer peripheral surface portion 25 that presses against the tread lumen surface HSt of the tire 2 and side wall surface portions 26 and 26 that connect the respective side edges radially inward and outward. It is important that the tire tubes 4 and 5 can sufficiently expand (extend) radially outward by filling with the internal pressure, so that the normal filling (running in a non-punctured state) causes the filling internal pressure to be within the tread. The cavity surface HSt can be loaded properly and reliably.

  In addition, as long as it can expand sufficiently outward in the radial direction, it may be expanded in the tire axial direction at the time of internal pressure filling. Incurs the risk of touching each other. Such contact affects the outward expansion in the radial direction, and the filling internal pressure of each tire tube 4, 5 cannot be properly and reliably applied to the tread lumen surface HSt. Further, the tire tubes 4 and 5 are damaged by rubbing. Therefore, in this example, each of the tire tubes 4 and 5 is formed of a low stretchable member having low air permeability, and the side wall surface portion 26 is provided with, for example, a bellows shape and an easily stretchable portion 26A in the radial direction inside and outside. The one formed is adopted. As the low-extension member having low air permeability, for example, a synthetic resin material such as polyester and a low-air-permeable rubber such as butyl rubber reinforced with short fibers, or a reinforcing cloth body such as a campus cloth is used as the low-air component. Examples thereof include those coated with a permeable rubber.

  Each of the air chambers 11, 12, 13 can be filled with an internal pressure by air valves 17, 18, 19, and the tire / rim assembly 1 according to the present invention is arranged on the vehicle inner side. A state in which the internal pressure P1 of the air chamber 11 is smaller than the internal pressure P2 of the second air chamber 12 disposed on the vehicle outer side and larger than the internal pressure P3 of the third air chamber 13, that is, P3 <P1 < Used in the state of P2.

  In such a tire, the internal pressure is high and the tire rigidity is increased in the tread region on the vehicle outer side that greatly contributes to the generation of cornering power. Therefore, the cornering power can be increased and the steering stability can be improved. Further, in the tread region on the vehicle inner side, the tire pressure is reduced because the internal pressure is low, so that the tire longitudinal spring constant is lowered, and the riding comfort can be improved while exhibiting excellent steering stability. Moreover, in the central region of the tread between the air chambers 11 and 12, since the lower internal pressure P3 acts, the envelope characteristics are improved, the riding comfort can be further improved, and the excitation force received from the road surface is reduced, and the vibration and noise performance. Can be increased. Further, the tire lumen H is divided into three sections, and the resonance frequencies of the air column resonance generated in the air chambers 11, 12, 13 can be dispersed, for example, different from each other. As a result, the sound pressure can be reduced, and the noise performance can be further improved in combination with the relaxation of the excitation force. In addition, since the tire lumen H is divided into three independent air chambers 11, 12, and 13, even if any air chamber is deflated due to puncture, the tire load can be supported by the remaining two air chambers. A certain amount of run-flat driving is possible.

  Also, in this example, the first tire tube 4 has its width center line J1 rising at an angle θ1 smaller than 5 ° with respect to the radial line, and the second tire tube 5 has its width center line. Illustrated is a preferable case where J2 is inclined outward in the tire axial direction toward the outside in the radial direction at an angle θ2 of 5 ° or more and 40 ° or less with respect to the radial line (sometimes referred to as an external inclination for convenience). Yes. Thus, by tilting the second tire tube 5 outwardly at an angle θ2 within the above range, the lateral spring constant of the tire can be increased, and the effect of improving steering stability can be further increased. Also, by raising the first tire tube 4 almost vertically at an angle θ1 within the above range, it is possible to effectively improve ride comfort and noise performance without impairing the effect of improving the steering stability. It becomes.

  When the angle θ2 is out of the range, the lateral spring constant is reduced and the effect of improving the steering stability is lowered. Further, if the angle θ1 is out of the range, it is difficult to obtain the effect of improving the driving stability or the sufficient riding comfort and noise performance. From such a viewpoint, it is more preferable that the lower limit of the angle θ2 is 10 ° or more and the upper limit is 20 ° or less.

  Here, the tread lumen surface HSt means a region between the normal lines n and n of the tire lumen surface HS passing through the tread end 2te of the tire lumen surface HS, as shown in FIG. . When the inner pressure is filled, the contact width W1 of the first tire tube 4 with respect to the tread lumen surface HSt is in the range of 0.1 to 0.3 times the width Wt of the tread lumen surface HSt, The contact width W2 of the tire tube 5 is preferably in the range of 0.1 to 0.3 times the width Wt of the tread lumen surface HSt and in the range of 0.3 to 3.0 times the width W1. Each width W1, W2, Wt is a value along the tread lumen surface HSt.

  Further, the above-mentioned steering stability, and the effect of improving riding comfort and noise performance can be changed by adjusting the internal pressures P1, P2 and P3, and adjusted and set to the tire characteristics according to the user's preference. be able to. Accordingly, the internal pressures P1, P2, and P3 are not particularly restricted, but normally, the internal pressure P3 of the third air chamber 13 is set within a range of ± 15% of the normal internal pressure among the internal pressures P1, P2, and P3. Is preferred. The “regular internal pressure” is the air pressure defined for each tire in the standard system including the standard on which the tire is based. The maximum air pressure is determined by JATMA, and the table “TIRE LOAD LIMITS” is measured by TRA. The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, ETRTO means “INFLATION PRESSURE”, but for passenger tires, it is 180 kPa. The rim 3 conforms to a regular rim in terms of rim width, rim diameter, flange shape, and the like. The regular rim is a rim determined by the standard for each tire. For example, JATMA means a standard rim, TRA means "Design Rim", and ETRTO means "Measuring Rim".

  As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

  A tire and rim assembly having a tire size of 195 / 65R15 and having the structure shown in FIG. 1 is made on the basis of the specifications shown in Table 1, and the handling stability, riding comfort, noise characteristics of each sample tire ( Air column resonance), weight, and possibility of run-flat running were compared.

The tires of the same specifications are used in Comparative Examples 1 and 4 and the Example. In Comparative Example 4, the tire characteristics of the tire of Comparative Example 1 are changed by adjusting the internal pressure in the tire lumen. ing.
In Comparative Example 2, compared with the tire of Comparative Example 1, the tire rigidity is increased and the tire characteristics are changed by increasing the carcass cord and increasing the height ah of the folded portion.
In Comparative Example 3, compared with the tire of Comparative Example 1, the tire rigidity is decreased and the tire characteristics are changed by thinning the carcass cord.
In the example, the tire characteristics are changed by adjusting the internal pressures of the three air chambers with respect to the tire of Comparative Example 1.

(1) Steering stability and ride comfort;
Each sample tire is mounted on all wheels of a vehicle (2500 cc) under the conditions of rim (6 x 15 JJ) and internal pressure (described in Table 1), and the steering wheel response and rigidity feel on the dry asphalt road surface of the tire test course The characteristics of steering stability regarding grips and the like, and the ride comfort are indicated by an index with Comparative Example 1 being 100 by sensory evaluation of the driver. A larger index is better.
(2) Noise (air column resonance);
In the vehicle, the noise in the vehicle when traveling on the road noise measurement road (asphalt rough road) at a speed of 60 km / h is measured at the right ear position of the driver, and the reciprocal of the overall noise level dB (A) is obtained. Comparative Example 1 is indicated by an index of 100. The larger the value, the smaller the noise level and the better.
(3) Weight:
The reciprocal of the weight per tire is indicated by an index with Comparative Example 1 as 100. The larger index is lighter.
(4) Possibility of run-flat driving:
We compared the possibility of run-flat running.

  As shown in the table, the tire and rim assembly of the example can improve the handling stability, the riding comfort, and the noise performance at the same time. It can be confirmed that it can be easily changed by adjusting the internal pressure to the air chamber. On the other hand, in the tire of Comparative Example 4, since the tire lumen is formed by one air chamber, it is easy to improve the steering stability by increasing the internal pressure. Inevitable decrease in comfort. In Comparative Examples 2 and 3, since the tire constituent members are changed, it is difficult to adjust the level of each performance and the balance between the performances, and it is possible to improve both the handling stability and the ride comfort. Not done.

It is sectional drawing which shows one Example of the assembly of the tire and rim | limb of this invention. It is sectional drawing which expands and shows the assembly. FIG. 3 is a perspective view schematically showing a first tire tube. It is sectional drawing which shows the conventional tire.

Explanation of symbols

2 Tire 3 Rim 4 First tire tube 5 Second tire tube 11 First air chamber 12 Second air chamber 13 Third air chamber 17, 18, 19 Air valve H Tire lumen HSt Tread lumen surface J1, J2 width center line

Claims (4)

A tire and rim assembly comprising a tire and a rim that forms a tire lumen filled with an internal pressure by mounting the tire,
By arranging the first and second tire tubes extending in the tire circumferential direction and juxtaposed in the tire axial direction in the tire lumen, the tire lumen is surrounded by an inner surface of the first tire tube. And the third air chamber surrounded by the inner surface of the tire lumen and the outer surface of the first and second tire tubes. With
Each air chamber can be filled with an internal pressure by an air valve, and the internal pressure P1 of the first air chamber is smaller than the internal pressure P2 of the second air chamber and larger than the internal pressure P3 of the third air chamber. A tire and rim assembly characterized by the above.   2. The tire and rim assembly according to claim 1, wherein the first and second tire tubes are in contact with a tread lumen surface of the tire.   The tire and rim assembly according to claim 1 or 2, wherein the first tire tube is disposed on the vehicle inner side, and the second tire tube is disposed on the vehicle outer side. .   In the tire meridional section, the first tire tube has its width center line rising at an angle smaller than 5 ° with respect to the radial line, and the second tire tube has its width center line in the radial direction. The tire and rim set according to any one of claims 1 to 3, wherein the tire and the rim are inclined outward in the tire axial direction toward the radially outer side at an angle of 5 ° or more and 40 ° or less with respect to the line. Solid.

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