JP2014201205A - Vehicular wheel structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular wheel structure provided with a multipurpose wheel damper which can achieve reduction of sound in a cabin and is good in fitting performance to a wheel.SOLUTION: A wheel 1, a tire 3 fitted to its rim 2 and an air chamber 4 enclosed by the tire and the rim are formed, and provided is a damper member 6 which is faced to the air chamber, is mated with and supported by the rim of the wheel, and includes an annular main part 5 of a prescribed thickness in a wheel radial direction r. The damper member is formed so as to include at least two functions parts of a resonator 8 which is provided in the annular main room and in which obtained is a function of a resonant chamber that can lower acoustic pressure in a tire air chamber, a dynamic vibration absorber 11 in which obtained is vibration control function by projection-like protruding parts 9 that are formed in the annular main part and are divided to each other in a circular direction, and an air column resonant attenuation part 12 in which obtained is sound-damping function by air column resonant frequency switching through the protruding parts 121 that are formed in the annular main part and narrow the space width in the closed cross section of the tire air chamber.

Description

  The present invention relates to a vehicle wheel structure in which a wheel damper is mounted on a vehicle wheel, and more particularly to a vehicle wheel structure in which a wheel damper is disposed opposite to an outer peripheral portion of a wheel and a tire air chamber surrounded by a tire.

Since the tires and wheels that form the wheels of the vehicle are driven to rotate by receiving the rotational force from the engine, torque fluctuations generated by the engine are transmitted through the drive shaft and vibrate in the rotational direction (hereinafter referred to as rotational fluctuations).
In addition to the rotational direction (circumferential direction), vibration due to road surface input is generated by displacement input from the road surface.
Furthermore, air column resonance is generated by air vibration in the tire air chamber inside the tire.
These rotational fluctuations, road surface input vibrations, and air column resonance sounds propagate through the vehicle suspension and air to the interior of the vehicle body, thereby generating in-vehicle sounds (bulk noise and road noise) and vibrations.
Thus, in order to reduce (reduce) the rotational fluctuation, road surface input vibration, and air column resonance generated by the tires and wheels that form the wheels, for example, techniques of Patent Documents 1 to 4 are conventionally known.

In Patent Document 1, the transmission of wheel vibration is reduced by changing the stiffness distribution in the circumferential direction of the wheel. Although the damper is installed on the wheel, the main purpose is to adjust the bias of the wheel balance due to the change in stiffness distribution.
In Patent Document 2, the mass portion of the annular vibration portion (impact damper) hits the cylindrical contact surface, thereby reducing the vibration of the wheel directly and exhibiting the vibration damping effect. This suppresses rotational fluctuations and wheel vibrations.

In Patent Literature 3, a sound absorbing material (foamed urethane) is installed in an outer peripheral surface facing portion of a rim of a wheel or a holding space portion of a tire tread that is fitted on the wheel, and road noise generated in a tire air chamber due to wheel vibration. The sound absorbing material absorbs sound and is reduced.
In Patent Document 4, a dynamic damper (torsional damper) tuned to reduce wheel vibration generated by air column resonance is installed. Here, road noise generated by air column resonance is not transmitted to the wheel and wheel vibration is suppressed, but the air column resonance is not reduced.

Japanese Patent Laid-Open No. 04-306101 JP 2004-148865 A JP-A-63-275404 Japanese Utility Model Publication No. 01-050101

Thus, Patent Document 1 only discloses a wheel disk that reduces transmission of wheel vibration, and Patent Document 2 discloses a wheel damping device that suppresses wheel rotation fluctuations. However, the function of the resonance chamber that lowers the sound pressure level of the noise inside the tire air chamber and the air column resonance sound caused by air vibration in the tire air chamber are reduced and the air column resonance sound propagates into the vehicle, causing noise. The function of preventing the occurrence of the error is not disclosed.
Patent Document 3 only discloses a tire with a rim in which a sound absorbing material that reduces sound through a substance that hardly transmits sound is disposed in the tire air chamber, and Patent Document 4 discloses road noise generated by air column resonance sound. Only a wheel structure that suppresses wheel vibration due to is disclosed. These include the function of a resonator that lowers the sound pressure level of the noise inside the tire air chamber and the reduction of air column resonance caused by air vibration in the tire air chamber, so that the air column resonance is propagated into the vehicle. The function of preventing noise and air column resonance from propagating directly into the vehicle and causing noise is not disclosed. The resonator reduces sound based on the principle related to the dynamic vibration absorber, and the sound absorbing material reduces sound through a substance that does not easily transmit sound. Both of them aim to attenuate sound, but the attenuation function is different.
As described above, in Patent Documents 1 to 4, in addition to suppressing rotational fluctuation, road noise in the tire air chamber is suppressed by the sound absorbing material, or wheel vibration generated by air column resonance sound in the tire air chamber. A wheel damper that suppresses this is disclosed. However, there are a number of factors causing in-vehicle noise (noise) to be suppressed. In other words, road noise caused by wheel vibration caused by wheel damper input from road surface, road noise caused by air column resonance in the tire air chamber, and noise caused by rotational fluctuations from the drive system (humid noise) ) Therefore, it is desirable to install a multi-purpose wheel damper that suppresses a plurality of these in-vehicle sounds (noise) to be suppressed at the wheel.
However, in this case, the conventional technique requires a plurality of hole dampers. In this case, it takes a long time to secure a mounting space and to create a component that can be mounted for mounting on the wheel, which increases costs and tends to cause problems in generalization.

  In order to solve the above-described problems, the present invention can reduce internal sound by reducing at least two of rotation fluctuation, wheel vibration, and air column resonance sound, and is a multi-purpose wheel that is easy to attach to a wheel. Provided is a vehicle wheel structure provided with a damper.

  The invention according to claim 1 is a vehicle wheel structure in which a wheel, a tire mounted on a rim of the wheel, and a tire air chamber surrounded by the tire and the rim are formed, and the wheel is opposed to the tire air chamber. And a damper member that has an annular main portion with a predetermined thickness in the radial direction of the wheel, and the damper member is a resonance that lowers the sound pressure of the tire air chamber inside the annular main portion. A resonator capable of functioning as a chamber, a dynamic vibration absorber capable of obtaining a damping function by a plurality of protruding bulges formed by the annular main part and separated from each other in the circumferential direction, and an outer ring of the annular main part The air column resonance attenuating part is configured to switch the air column resonance frequency by a bulging part that is formed of a layer and narrows the space width of the closed cross section of the tire air chamber, and is formed to have at least two functional parts. Was it And features.

  According to a second aspect of the present invention, in the vehicle wheel structure according to the first aspect, the damper member is formed to have both functional parts of the resonator and the dynamic vibration absorber.

  According to a third aspect of the present invention, in the vehicle wheel structure according to the first aspect, the damper member is formed so as to have both functional parts of the dynamic vibration absorber and the air column resonance attenuation part. And

  According to a fourth aspect of the present invention, in the vehicle wheel structure according to the first aspect, the damper member is formed to have both functional parts of the resonator and the air column resonance attenuating part. To do.

  According to a fifth aspect of the present invention, in the vehicle wheel structure according to the first aspect, the damper member is formed to have three functional parts including the resonator, the dynamic vibration absorber, and the air column resonance attenuation part. It is characterized by that.

  According to a sixth aspect of the present invention, in the vehicle wheel structure according to any one of the first to fifth aspects, the damper member is externally fitted and bonded to a rim of the wheel.

  The invention of claim 7 of the present application is the vehicle wheel structure according to any one of claims 1 to 5, wherein the annular main portion of the damper member is press-fitted into an annular recess formed integrally with the rim of the wheel. It is characterized by that.

  In the first aspect of the invention, the damper member functions as a resonance chamber that reduces the sound pressure of the noise reaching the tire air chamber from the road surface, and the wheel vibration caused by the noise in the tire air chamber and the rotational fluctuation from the driving side is large. The air column resonance frequency is adjusted by the function of a dynamic vibration absorber that provides a vibration damping function that attenuates wheel vibration by providing a protruding bulge in the direction area, and the bulge that narrows the space width of the closed cross section of the tire air chamber. Since it has at least two of the functions of the air column resonance attenuating unit that obtains the switching silencing function, a plurality of vehicle interior noise factors can be attenuated by mounting only the damper member.

  In the invention of claim 2, the damper member functions as a resonance chamber that lowers the sound pressure of noise reaching the tire air chamber from the road surface, and the wheel vibration caused by noise in the tire air chamber and rotational fluctuation from the drive side is large. Since it has the function of a dynamic vibration absorber that attenuates the wheel vibration with the direction region portion as a protruding bulge portion, it is possible to attenuate a plurality of vehicle interior noise factors by mounting only the damper member.

  In the invention of claim 3 of the present application, the damper member is a damper for attenuating wheel vibration by using a circumferential region having a large wheel vibration caused by noise in the tire air chamber or rotational fluctuation from the driving side as a protruding bulge. Since it has the function of a dynamic vibration absorber and the function of an air column resonance attenuating part that obtains a silencing function by switching the air column resonance frequency by the bulging part that narrows the space width of the closed cross section of the tire air chamber, only the damper member By installing it, it is possible to attenuate multiple cabin noise factors.

  In the invention of claim 4 of the present application, the damper member functions as a resonance chamber that lowers the sound pressure of noise reaching the tire air chamber from the road surface, and an air column resonance frequency by a bulging portion that narrows the space width of the closed cross section of the tire air chamber. Therefore, a plurality of noise attenuation and vibration damping functions including air column resonance sound attenuation can be obtained by mounting only the damper member.

  In the invention of claim 5 of the present application, the damper member has the three functions of the function of the resonance chamber, the function of the damper or the dynamic vibration absorber, and the function of the air column resonance attenuation part. Multiple cabin noise factors can be attenuated.

  In the invention of claim 6 of the present application, since the damper member is externally fitted and bonded to the rim of the wheel, the assembly workability is good and the increase in cost can be suppressed.

  In the present invention of claim 7, since the annular main portion of the damper member is press-fitted and attached to the annular recess formed integrally with the rim of the wheel, the assembly stability and durability of the damper member are improved.

It is division explanatory drawing of the several function part which the whole wheel structure of the vehicle of this invention has. It is a principal part notched sectional view of the wheel to which the wheel structure of vehicles as one embodiment of the present invention was applied. FIG. 3 is a front view of a wheel to which the vehicle wheel structure shown in FIG. 2 is applied. It is an expansion perspective view of the wheel of the wheel to which the wheel structure of the vehicle shown in FIG. 2 was applied. It is principal part sectional drawing of the wheel and resonator which the wheel structure of the vehicle of one Embodiment of this invention uses as a modification. It is a principal part notched sectional view of the wheel to which the wheel structure of vehicles as other embodiments of the present invention was applied. It is a front view of the wheel to which the wheel structure of the vehicle shown in FIG. 6 was applied. It is a principal part notched sectional view of the wheel to which the wheel structure of vehicles as other embodiments of the present invention was applied. It is a front view of the wheel to which the wheel structure of the vehicle shown in FIG. 8 was applied. It is a principal part notched sectional view of the wheel to which the wheel structure of vehicles as other embodiments of the present invention was applied. It is a front view of the wheel to which the wheel structure of the vehicle shown in FIG. 10 was applied. FIG. 2 is an explanatory diagram of an effect of reducing vehicle interior noise of wheels to which the wheel structure of the vehicle shown in FIG. 1 is applied. The wheel structure of the vehicle of other embodiment of this invention is a principal part side surface of the dynamic vibration damper used as a modification.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
Here, the whole structure of the wheel structure of the vehicle of this invention is demonstrated.
As shown in FIG. 1, the vehicle wheel structure of the present invention includes a wheel 1, a tire 3 attached to a rim 2 of the wheel 1, a tire air chamber 4 surrounded by the tire 3 and the rim 2, and tire air. A damper member 6 disposed opposite to the chamber 4 is provided.
The damper member 6 is externally supported by the rim 2 of the wheel 1 and has an annular main portion 5 having a predetermined thickness in the wheel radial direction. The damper member 6 is formed so as to have at least two functional parts among the following three functional parts.

1 is a resonator 8 in which the function of the resonance chamber 7 for lowering the sound pressure of the tire air chamber 4 is obtained inside the annular main portion 5. The functional part 2 is a dynamic vibration absorber 11 that can obtain a dynamic vibration absorbing function by a plurality of inertia bodies (protruding bulged portions) 9 divided in the circumferential direction of the annular main portion 5. The functional part 3 is an air column resonance attenuating part 12 which is formed by the annular main part 5 and can obtain a silencing function by switching the air column resonance frequency by the bulging part 121 which narrows the space width td of the closed cross section of the tire air chamber 4. .
Such a damper member 6 has a function of a resonance chamber that lowers the sound pressure of noise reaching the tire air chamber from the road surface, and a circumferential region portion where wheel vibration caused by noise in the tire air chamber and rotational fluctuation from the drive side is large. The inertial body (protruding bulging portion) 9 serves as a dynamic vibration absorber (dynamic damper) for obtaining a dynamic vibration damping function for attenuating wheel vibration, and a plurality of widths td of the closed cross section of the tire air chamber 4 are reduced. It has at least two of the functions of the air column resonance attenuating unit that obtains the silencing function by switching the air column resonance frequency by the bulging portion 121. Thereby, it is comprised so that a several vehicle interior noise factor may be attenuate | damped by mounting | wearing only with the damper member 6. FIG.

Next, a first embodiment of the present invention (corresponding to claims 1 and 2) will be described with reference to FIGS.
The wheel structure of the vehicle according to the first embodiment of the present invention includes a tubeless pneumatic tire 3 attached to the wheel 1 and its rim 2, a tire air chamber 4 surrounded by the tire 3 and the rim 2, and a tire air chamber 4. A damper member 6 that is a wheel damper that is externally fitted to and bonded to the rim 2 of the wheel 1 is provided.
As shown in FIGS. 2 and 4, the wheel 1 forms an annular body including a disk 15, a rim 2 integrally coupled to the outer periphery of the disk 15, and a rim flange 201 at an end edge of the rim 2. The disk 15 and the rim 2 are made of steel, aluminum alloy or the like. In order to fill the tire air chamber 4 with pressurized air, a valve (not shown) is provided at an appropriate position of the wheel 1. The rim 2 engages and supports the bead portion 301 of the tire 3 using rim flanges 201 at both ends. The tire 3 has a tread portion 302, a sidewall portion 303, and a bead portion 301.

The damper member 6 includes, for example, an annular main portion 5 having a predetermined thickness in the wheel radial direction r made of synthetic rubber or the like. The annular main portion 5 is fitted around the center of the rim 2 of the wheel 1 in the width direction. An annular recess 202 that is recessed toward the center of rotation is integrally formed on the outer peripheral surface of the rim 2, and the annular main portion 5 is press-fitted into the annular recess 202.
The damper member 6 here includes a functional part as a resonator 8 that lowers the sound pressure in the tire air chamber 4 and two functional parts as a dynamic vibration absorber 11 that provides a dynamic vibration absorbing function (vibration damping function) of the wheel (see FIG. 1) is integrally formed.
Here, as shown by a broken line in FIG. 3, the resonator 8 is divided into a plurality (here, four) of the inner peripheral annular layer of the annular main portion 5 in the circumferential direction, and the divided resonance chambers 7, 7 are divided. ,... Are each formed with an opening m to form a resonance box structure. The chamber circumferential length Ls that is the circumferential length of the resonance chamber 7 is tuned so that the sound pressure reducing function of the tire air chamber 4 is enhanced.
On the other hand, a plurality (four in this case) of the dynamic vibration absorbers 11 are formed in the outer circumferential side annular layer of the annular main portion 5. A vibration damping function is obtained by the projecting bulging portions 9 forming four inertia bodies separated from each other with a gap tc having a predetermined length in the circumferential direction. The projecting circumferential length Lt, which is the circumferential length of the projecting bulging portion 9, is tuned to such a length that the vibration damping function of the wheel 1 is enhanced.
The wheel to which the wheel structure of the vehicle according to the first embodiment is applied receives a road surface reaction force from the tire 3 by the wheel 1 when the vehicle travels, and generates wheel vibration, resulting in road noise. .

Furthermore, air column resonance is generated in the tire air chamber 4 due to the rotational displacement of the tire deformation portion when the wheel rotates. The air column resonance sound of the tire air chamber 4 causes the wheel 2 to vibrate and generate road noise.
Furthermore, rotational fluctuations from the drive system are also input to the wheel 1.
In this case, the vibration input from the road surface generates wheel vibration in the wheel 1, and the projecting circumferential length Lt of the dynamic vibration absorber 11 is adjusted so as to attenuate it. By tuning the projecting circumference Lt so that the damping characteristic of the dynamic vibration absorber 11 is enhanced, as shown by the symbol E2 in FIG. 12, the in-vehicle sound that is road noise caused by wheel vibration can be attenuated.
Further, the rotational fluctuation of the drive system received by the wheel 1 is attenuated by the one that matches the tuning of the projecting circumferential length Lt in the dynamic vibration absorber 11, and is a humming noise caused by the rotational fluctuation as indicated by reference numeral E1 in FIG. Attenuates the interior sound.

Further, the air column resonance generated in the tire air chamber 4 is attenuated by the resonator 8 that matches the tuning of the chamber circumferential length Ls of the resonance chamber 7, and as shown by reference numeral E3 in FIG. It can attenuate the interior noise that is the road noise.
As described above, by mounting the single damper member 6 on the rim 2 of the wheel 1, the wheel to which the wheel structure of the vehicle according to the first embodiment is applied is caused by in-vehicle sound caused by wheel vibration during traveling and caused by rotational fluctuation. Car interior sound and car interior sound caused by air column resonance can be attenuated. In addition, the workability of attaching the damper member 6 to the rim 2 is good, the mounting space is secured only by attaching the single damper member 6, and the wearability is also good.

As described above, the single damper member 6 is externally fitted to the rim 2 of the wheel 1 and bonded thereto. Instead, as shown in FIG. 5, the outer peripheral surface of the rim 2 has a substantially U-shaped cross section. The ring-shaped damper bracket 17 may be welded, and the damper member 6a may be press-fit into the damper bracket 17.
The damper bracket 17 has a bottom 171 bonded to the rim 2 and left and right vertical flanges 172 formed to have a width that allows the damper member 6a to be press-fit. In addition, inward protrusions 173 are formed at the open ends of the left and right vertical flanges 172, thereby clamping the left and right side walls of the damper member 6a to prevent detachment. Depending on circumstances, a concave groove g (see a two-dot chain line) that fits the inwardly protruding portion 173 may be formed on the left and right side walls of the damper member 6a.
Also in this case, the same effect as the damper member 6 of FIG. 1 can be exhibited, and the support of the damper member 6 can be stabilized.

As described above, the dynamic vibration absorber 11 is formed in the annular layer on the outer peripheral side of the annular main portion 5 and forms a plurality of (four in this case) inertial bodies that are separated from each other with a gap tc having a predetermined length in the circumferential direction. The projecting bulging portion 9 is configured to obtain a damping function. Instead, as shown in FIG. 13, a plurality of metal pieces F, which are inertial bodies, are provided along the circumferential direction in the outer peripheral side annular layer portion 506 outside the inner peripheral side annular base layer portion 505 of the annular main portion 5. The dynamic vibration absorber 11 ′ may be configured by sequentially arranging. In this case, by adjusting the shape (circumferential length, thickness, width), number, relative spacing, etc. of the metal piece F, which is an inertial body, the rotational fluctuation and wheel vibration of the drive system received by the wheel 1 are suppressed. By adjusting the damping function, it is possible to attenuate the in-vehicle sound, which is a loud noise caused by rotational fluctuations, and road noise, which is caused by wheel vibration. In particular, the outer peripheral surface of the annular main portion 5 is flattened, and the mountability is improved.
Next, a second embodiment of the present invention (corresponding to claim 3) will be described with reference to FIGS.
The vehicle wheel structure according to the second embodiment of the present invention is different from the first embodiment only in the functional part configuration of the damper member 6b, and the description of the same members is omitted.
The damper member 6b of the second embodiment includes a functional part as a dynamic vibration absorber 11b that obtains a wheel damping function, and a functional part as an air column resonance attenuating part 12b that obtains a silencing function by switching the air column resonance frequency (see FIG. 1) is integrally formed.
The dynamic vibration absorber 11b is formed on the outer side of the inner peripheral side annular base layer portion 501b of the annular main portion 5, and has a plurality (two in this case) of protruding bulges separated from each other with a gap tcb having a predetermined length in the circumferential direction. The output portion 9b is configured to obtain a vibration control function. The projecting circumferential length Ltb, which is the circumferential length of the projecting bulging portion 9b, is tuned so that the vibration damping function of the wheel 1 is enhanced.

On the other hand, the air column resonance attenuating portion 12b forms two bulging portions 121b facing each other across the center point 0 on the outer peripheral side annular base layer portion 501b (see FIG. 6) of the annular main portion 5 in the circumferential direction. Adopted the configuration.
The two bulging portions 121b are arranged in a direction in which the center lines intersect with the two protruding bulging portions 9b formed on the outer side of the inner circumferential side annular base layer portion 501b, thereby preventing mutual interference. It is preventing.
The bulging part 121b of the air column resonance attenuating part 12b narrows (squeezes) the space width td (see FIG. 7) of the closed cross section of the tire air chamber 4 by a predetermined amount so as to obtain a silencing function by switching the air column resonance frequency. The narrowing space width td is tuned.

The wheel to which the wheel structure of the vehicle according to the second embodiment is applied receives road reaction force from the tire 3 by the wheel 1 when the vehicle travels, and the wheel vibrates, and road noise caused by the wheel vibration is generated. . Further, an air column resonance sound is generated in the tire air chamber 4 due to deformation of the tire 3 when the wheel rotates, and this air column resonance sound causes the wheel 1 to vibrate and generates road noise. Furthermore, rotational fluctuations from the drive system are also input to the wheel 1.
In this case, the vibration input from the road surface generates wheel vibration in the wheel 1, which is attenuated by tuning the projecting circumferential length Ltb in the dynamic vibration absorber 11b, and is caused by the wheel vibration indicated by reference numeral E2 in FIG. Attenuates road noise, which is road noise. In addition, the rotational fluctuation of the drive system is attenuated by the adjustment of the projecting circumferential length Ltb in the dynamic vibration absorber 11b, and the in-vehicle sound, which is a booming noise caused by the rotational fluctuation, indicated by reference numeral E1 in FIG.

Further, the air column resonance sound generated in the tire air chamber 4 by narrowing (squeezing) the space width td (space width in the tire radial direction) of the closed cross section of the tire air chamber 4 from the other portion by the pair of bulging portions 121. The narrowing space width td is tuned so as to switch the air column resonance frequency and obtain a silencing function. Thereby, the vehicle interior sound, which is road noise caused by the air column resonance sound, indicated by reference numeral E3 in FIG. 12, can be attenuated.
Thus, by mounting the single damper member 6 on the rim 2 of the wheel 1, the wheel to which the wheel structure of the vehicle of the second embodiment is applied is caused by in-vehicle noise caused by wheel vibration during traveling and caused by rotational fluctuation. Car interior sound and car interior sound caused by air column resonance can be attenuated.

Next, a third embodiment of the present invention (corresponding to claim 4) will be described with reference to FIGS.
Note that the vehicle wheel structure of the third embodiment of the present invention is different from the first embodiment only in the functional part configuration of the damper member 6c, and the description of the same members is omitted.
The damper member 6c of the third embodiment includes a functional unit as a resonator 8c that lowers the sound pressure of the tire air chamber 4, and a functional unit as an air column resonance attenuation unit 12c that switches the air column resonance frequency to obtain a silencing function (see FIG. 1) is integrally formed.
Here, the resonator 8 divides the inner circumferential side annular layer of the annular main portion 5 into a plurality (in this case, two) in the circumferential direction, and openings m are formed in the divided resonance chambers 7c and 7c, respectively. It has a box structure. The chamber circumferential length Ls, which is the circumferential length of the resonance chamber 7c, is tuned so that the sound pressure reducing function of the tire air chamber 4 is enhanced.

On the other hand, the air column resonance attenuating portion 12c has two bulges (see FIG. 9) in the circumferential direction on the outer side of the inner peripheral annular layer 501c (see FIG. 8) of the annular main portion 5 and facing each other with the center point 0 therebetween. A configuration in which the part 121c is formed is adopted.
The two bulging portions 121c are disposed so as not to interfere with the openings m of the resonance chambers 7c and 7c of the inner peripheral annular layer 501c.
The wheel to which the wheel structure of the vehicle according to the third embodiment is applied is when the vehicle is running.
The road surface reaction force is received by the wheel 1 from the tire 3 and the wheel vibrates, and road noise due to the wheel vibration is generated. Further, air column resonance sound is generated in the tire air chamber 4 due to deformation of the tire 3 when the wheel rotates, and this air column resonance sound causes wheel vibration in the wheel 1 to generate road noise. Furthermore, rotational fluctuations from the drive system are also input to the wheel 1.
In this case, the air column resonance generated in the tire air chamber 4 is attenuated by the one that matches the tuning of the chamber circumferential length Ls of the resonance chamber 7c. Thereby, as indicated by reference numeral E3 in FIG. 12, the vehicle interior sound, which is road noise caused by the air column resonance, can be attenuated. In addition, the rotational fluctuation of the drive system is attenuated by the tuning of the air column resonance attenuating section 12c, which is also a dynamic vibration absorber, and the in-vehicle sound, which is a booming noise caused by the rotational fluctuation, indicated by reference numeral E1 in FIG.

Furthermore, by narrowing (squeezing) the space width tdc of the closed cross section of the tire air chamber 4 by the pair of bulging portions 121, the air column resonance frequency of the air column resonance generated in the tire air chamber 4 is switched to obtain a silencing function. Thus, tuning of the narrowing space width td is performed. Thereby, the vehicle interior sound, which is road noise caused by the air column resonance sound, indicated by reference numeral E3 in FIG. 12, can be attenuated.
As described above, by mounting the single damper member 6c on the rim 2 of the wheel 1, the wheel to which the wheel structure of the vehicle of the third embodiment is applied is caused by the in-vehicle sound caused by wheel vibration at the time of traveling and the rotation fluctuation caused. Car interior sound and car interior sound caused by air column resonance can be attenuated.

Next, a fourth embodiment (corresponding to claim 5) of the present invention will be described with reference to FIGS.
The vehicle wheel structure of the fourth embodiment of the present invention is different from the first embodiment only in the functional part configuration of the damper member 6d, and the description of the same members is omitted.
The damper member 6d of the fourth embodiment includes a functional part as a resonator 8d having a resonance chamber 7d for lowering the sound pressure of the tire air chamber 4, and a functional part as a dynamic vibration absorber 11d capable of obtaining a vibration damping function of the wheel. Then, a configuration is adopted in which three functional parts of the functional part (see FIG. 1) as the air column resonance attenuating part 12d for switching the air column resonance frequency to obtain a silencing function are integrally formed.
Note that these three functional units have the same configuration as described in the first to third embodiments, and redundant description is omitted.

A wheel to which the wheel structure of the vehicle according to the fourth embodiment is applied receives road reaction force from the tire 3 by the wheel 1 when the vehicle travels, and the wheel vibrates, and road noise caused by the wheel vibration is generated. . Further, an air column resonance sound is generated in the tire air chamber 4 due to deformation of the tire 3 when the wheel rotates, and this air column resonance sound causes the wheel 1 to vibrate and generates road noise. Furthermore, rotational fluctuations from the drive system are also input to the wheel 1.
In the case of the vehicle wheel structure of the fourth embodiment, the three resonators 8, the dynamic vibration absorber 11, and the air column resonance attenuator 12 similar to those described in the first to third embodiments work.
As described above, by mounting the single damper member 6d on the rim 2 of the wheel 1 so as to be fitted externally, the wheel to which the wheel structure of the vehicle according to the fourth embodiment is applied causes the vehicle interior noise caused by the wheel vibration during traveling, In-vehicle sound caused by rotational fluctuations and in-vehicle sound caused by air column resonance can be reliably attenuated.

  Although the embodiment of the present invention has been described above, the present invention is not limited to the embodiment, and various modifications can be made without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Wheel 2 Rim 3 Tire 4 Tire air chamber 5 Annular main part 6 Damper member 7 Resonance chamber 8 Resonator 9 Protruding bulge part (inertial body)
DESCRIPTION OF SYMBOLS 11 Dynamic vibration absorber 12 Air column resonance attenuation part 121 Swelling part r Wheel radial direction F Metal piece (inertial body)

Claims (7)

In a vehicle wheel structure in which a wheel, a tire mounted on a rim of the wheel, and a tire air chamber surrounded by the tire and the rim are formed,
A damper member facing the tire air chamber and externally supported by the wheel rim and having an annular main portion with a predetermined thickness in the wheel radial direction;
The damper member is
A resonator provided inside the annular main portion and capable of obtaining a function of a resonance chamber that lowers the sound pressure of the tire air chamber, and a plurality of protruding bulge portions formed in the annular main portion and divided in the circumferential direction A dynamic vibration absorber capable of obtaining a dynamic vibration absorption function, and an air column resonance attenuation unit which obtains a silencing function by switching an air column resonance frequency by a bulging portion formed in the annular main portion and narrowing the space width of the closed section of the tire air chamber. , Formed to have at least two functional parts of
A vehicle wheel structure characterized by that. The damper member is formed to have both functional parts of the resonator and the dynamic vibration absorber,
The vehicle wheel structure according to claim 1, wherein:   2. The vehicle wheel structure according to claim 1, wherein the damper member is formed to have both functional parts of the dynamic vibration absorber and the air column resonance attenuation part. 3.   2. The vehicle wheel structure according to claim 1, wherein the damper member is formed so as to have both functional parts of the resonator and the air column resonance attenuating part.   2. The vehicle wheel structure according to claim 1, wherein the damper member is formed to have three functional parts of the resonator, the dynamic vibration absorber, and the air column resonance attenuation part. 3.   The vehicle wheel structure according to any one of claims 1 to 5, wherein the damper member is externally fitted and bonded to a rim of the wheel.   The vehicle wheel structure according to any one of claims 1 to 5, wherein an annular main portion of the damper member is press-fitted into an annular recess integrally formed with the rim of the wheel.

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