JP2019043478A - Tire information acquisition device and tire - Google Patents

Abstract

To provide a tire information acquisition device and the like that are configured to reduce adverse influence on ride feeling performance and high-speed durability performance of a tire.SOLUTION: A tire information acquisition device 1 includes: a sensor module 3 including a sensor 2 that acquires information on a tire 30; and a support skeleton 5 installed at a tire inner surface to support the sensor module 3. The support skeleton 5 is made of a nonwoven fabric such as an aromatic polyamide or polyester. The sensor module 3 is attached to the support skeleton 5 while floating relative to the tire inner surface.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a tire information acquisition device provided with a sensor module having a sensor for acquiring tire information, and a support housing for supporting the sensor module, and mounted on the inner surface of the tire, and a tire on which the tire information acquisition device is mounted. .

Conventionally, a support base made of rubber is adhered to the inner surface of a tire, and a sensor module for acquiring tire information such as a pressure sensor, temperature sensor, acceleration sensor, etc. and a sensor module in which an amplifier and a transmitter are arranged are supported by the support support. A tire information acquisition device having a configuration is known (see, for example, Patent Document 1).
FIG. 6 is a view showing an example of a tire information acquiring apparatus 50 having a rubber support housing 51, and the support housing 51 comprises a truncated cone-shaped housing main body 52 and the inner surface side of the tire main body 52 of the tire main body 52. A sensor module 55 provided with a sensor 54 is accommodated in the hollow portion 53, which has a cylindrical hollow portion 53 formed on the upper side which is the opposite side.

Japanese Patent Application Publication No. 2005-532551

However, in the tire information acquisition device 50 shown in FIG. 6 described above, the weight inside the tire concentrates on the portion where the tire information acquisition device 50 is attached, so the uniformity is reduced, and as a result, the ride comfort performance is improved. There is a problem that it gets worse.
In addition, since the support housing 51 is rubber, when the tire 30 rolls, not only the frictional heat with the sensor module 55 is generated but the rubber of the support housing 51 acts to prevent the heat release of the sensor module 55. The temperature in the vicinity of the attachment portion of the module 55 rises. This temperature rise causes the high speed durability of the tire to deteriorate.

  The present invention has been made in view of the conventional problems, and it is an object of the present invention to provide a tire information acquisition device having a configuration capable of reducing the influence on the ride comfort performance and the high speed durability performance of the tire.

The present invention is a tire information acquisition device including a sensor module having a sensor for acquiring information of a tire, and a support housing installed on the inner surface of the tire and supporting the sensor module, wherein the support housing is made of non-woven fabric It is characterized in that
Thus, since the material which comprises a support housing was comprised from the much lighter nonwoven fabric compared with rubber | gum, the weight of a support housing can be reduced significantly. Therefore, the influence on the uniformity can be reduced, and the reduction in ride comfort performance can be significantly suppressed.
In addition, since the non-woven fabric hardly generates heat due to deformation or a heat storage effect, it is possible to suppress the temperature rise in the vicinity of the attachment part of the sensor module. Therefore, it is possible to suppress the deterioration of the high speed durability performance of the tire.
In addition, since the non-woven fabric has a sound absorbing performance, cavity resonance noise during tire running is absorbed, and as a result, the ride comfort performance is improved.

Further, by attaching the sensor module to the support chassis while floating relative to the inner surface of the tire, the input during tire rolling, in particular, the impact force acting on the sensor module when stepping on is absorbed by the deformation of the support chassis. As a result, it is possible to suppress the deterioration of the electronic components inside the sensor module such as the battery and the sensor circuit.
Further, since the sensor is separated from the sensor module and attached to the inner surface of the tire, it is possible to accurately detect the vibration input to the tire and the deformed state of the tire.
Further, by providing a gap communicating with the inner surface of the tire on the tire inner surface side of the support housing, the weight applied to the tire is dispersed and the housing is easily deformed, so that the ride comfort performance and the high speed durability performance of the tire can be obtained. The influence of can be further reduced.
Further, according to the present invention, in the cross section of the support rod taken along a plane parallel to the tire radial direction, the length of the portion of the support rod in contact with the inner surface of the tire is L _a . When the length on the tire inner surface side is L _b , the L _a and the L _b satisfy the relationship shown in the following formula (1).
0.2 ≦ L _b / L _a ≦ 2.0 (1)
As described above, since the length of the void portion of the support housing is set to 1⁄5 or more and twice or less of the length of the portion in contact with the inner surface of the tire, the support housing can be appropriately deformed. Therefore, the influence on the ride comfort performance and the high speed durability performance of the tire can be reliably reduced.
Further, in a tire provided with such a tire information acquisition device, it is possible to accurately detect the vibration in the tire internal pressure or the temperature inside the tire or the deformation state of the tire without lowering the ride comfort performance. .

  The summary of the invention does not enumerate all necessary features of the present invention, and a subcombination of these feature groups can also be an invention.

It is a figure showing a tire information acquisition device concerning this embodiment. It is a table | surface (Table 1) which shows the specification of the support body in an Example, and the evaluation result of riding comfort performance and the high-speed endurance performance of a tire. It is a table | surface (Table 2) which shows the specification of the support body in an Example, and the evaluation result of riding comfort performance and the high-speed endurance performance of a tire. It is a figure which shows the other example of the tire information acquisition apparatus by this invention. It is a figure which shows the other example of the tire information acquisition apparatus by this invention. It is a figure showing an example of a tire information acquisition device which has a rubber support case.

Embodiments FIGS. 1A and 1B are views showing a tire information acquisition apparatus 1 according to the present embodiment, in which 2 is an acceleration sensor for detecting an acceleration acting on the inner surface of a tire 30, A tire information processing means 3 processes data of the detected acceleration and transmits it to the vehicle body side (not shown), a wire 4 for electrically connecting the acceleration sensor 2 and the tire information processing means 3, and 5 is a tire information processing means The tire information processing means 3 is supported in a floating state with respect to the inner surface of the tire by the support housing according to the invention.
The tire information processing means 3 integrates electronic parts such as a battery, an arithmetic device, a transmitter and the like using an adhesive resin or the like, and in the present example, the shape is a disk shape.
The support housing 5 is provided in the tire radial direction with a support portion 5a, and two legs 5f and 5k spaced apart from each other to support the support portion 5a by protruding from both ends of the support portion 5a toward the tire inner surface. It is a member having a substantially U-shaped cross section (here, a cross section perpendicular to the tire width direction) cut by a parallel plane, and the supporting portion 5a and the two leg portions 5f, 5k A void 5 b communicating with the inner surface of 30 is formed. In the present example, the cross-sectional shape of the leg portions 5 f and 5 k is a trapezoidal shape in which the side on the tire inner surface side is the bottom.
The leg 5f is a leg on the stepping side, and the leg 5k is a leg on the kicking side.
The acceleration sensor 2 is attached to the inner surface side of the tire 30 of the air gap 5b, and the tire information processing means 3 is installed on the upper surface side of the support 5a (opposite to the tire inner surface side). That is, the acceleration sensor 2 is attached to the inner surface side of the tire 30 of the gap 5 b.
In this example, the support 5a is a plate-like member having a rectangular shape when viewed in the tire radial direction, and the support housing 5 is short in the direction of the long side of the support 5a in the tire circumferential direction. By mounting the support casing 5 on the inner surface of the tire 30 so that the direction of the side is the tire width direction, the support casing 5 is easily deformed in the tire circumferential direction, so that the input at the time of tire rolling can be effectively alleviated.

The support portion 5a and the leg portions 5f and 5k constituting the support housing 5 are formed by laminating a non-woven fabric made of aromatic polyamide or polyester or the like into each shape, and then the leg portions 5f and 5k are formed on the support portion 5a. It is made by bonding.
In this example, a non-woven fabric having a basis weight of 40 to 200 g / m ² was used. This is because if the weight per unit area exceeds 200 g / m ² , the vibration from the tire 30 is easily transmitted, the ride comfort performance is deteriorated, and if the per unit weight is less than 40 g / m ² , the deformation of the support casing 5 becomes large. Not only does the high-speed durability deteriorate, but also the ride comfort performance deteriorates.
In addition, as a method of producing the support housing 5, after laminating a non-woven fabric to produce a block having a trapezoidal cross section, the bottom side of the block may be scraped off to form the void 5b.
Alternatively, the support housing 5 may be manufactured by heat press molding, vacuum molding or the like.
Since the non-woven fabric is much lighter than rubber, the weight of the support housing 5 can be significantly reduced. Therefore, the influence on the uniformity can be reduced, and the reduction in ride comfort performance can be significantly suppressed.
Moreover, in addition to the material being a non-woven fabric, since the above-mentioned void portion 5 b is provided in the support case 5, it is more easily deformed than rubber. Therefore, the input acting on the tire can be absorbed by deformation. In addition, since there is almost no heat generation due to deformation, temperature increase near the bottom of the leg portions 5f and 5k which are the attachment portions can be suppressed, so that deterioration of the high speed durability performance of the tire 30 can be suppressed.

By the way, although the support housing 5 is in contact with the inner surface of the tire by only the two leg portions 5f and 5k, the length L _a of the contacting portion and the length L _{b of the} portion not in contact with The support case 5 can be appropriately deformed by setting so as to satisfy the relationship shown in the following equation (1).
0.2 ≦ L _b / L _a ≦ 2.0 (1)
Specifically, as shown in FIGS. 1 (a) and 1 (b), the length of the support housing 5 is L ₁ , the length of the bottom of the foot 5f on the stepping side is L _f , and the foot on the kicking side If the length of the base of 5 _k is L _k and L _f = L _k = L ₃ , then L _a = 2 · L ₃ and L _b = (L ₁ −2 · L ₃ ). Therefore, the above equation (1) becomes as the following equation (2) when using the above L ₁ and L ₃ .
0.4 ≦ (L ₁ −2 · L ₃ ) / L ₃ ≦ 4.0 (2)
Hereinafter, (L ₁ −2 · L ₃ ) / L _{3 is referred} to as a void ratio K.
When the void ratio K is less than 0.4, the area in contact with the inner surface of the tire is too large, so that the support casing 5 is not easily deformed, and as a result, the ride comfort performance is deteriorated. On the other hand, when the void ratio K exceeds 4.0, the area in contact with the inner surface of the tire decreases, so the deformation of the support casing 5 becomes large, and as a result, not only the high-speed durability performance decreases, but also the ride comfort Performance also deteriorates. Therefore, in order to secure the high speed durability performance and the ride comfort performance, it is preferable to satisfy 0.4 ≦ K ≦ 4.0.

[Example]
The results of examining the high-speed durability performance, the riding comfort performance, and the sound absorption effect in the following Examples 1 to 6 and Comparative Examples 1 to 7 are shown in the tables of FIGS. 2 and 3. In addition, FIG. 2 is a result of Examples 1-4 and Comparative Examples 1-4, and FIG. 3 is a result of Examples 1, 5 and 6 and Comparative Examples 5-7.
Example 1 is a tire information acquisition device having the configuration shown in FIG. 1, in which the material of the support casing is a non-woven fabric (non-woven fabric A) made of aromatic polyamide having a basis weight of 100 g / m ² and a filament diameter of 12.5 μm. It is a thing. In addition, the length dimension of the support housing is L ₁ = 6.0 cm, L ₂ = 3.0 cm, L ₃ = 2.0 cm, L ₄ = 2.0 cm, (L ₁ −2 · L ₃ ) / L ₃ = 1.0.
Example 2 is the same as Example 1 except that the material of the support casing is polyester (non-woven fabric B). Example 3 is the same as Example 1 except that the basis weight is 50 g / m ² .
Comparative Example 2 is the same as Example 1 except that the basis weight was 30 g / m ² .
The fourth embodiment is the same as the first embodiment except that the basis weight is 200 g / m ² .
Comparative Example 3 is the same as Example 1 except that the basis weight is 300 g / m ² .
Comparative Example 4, the tire information obtaining device of the configuration shown in FIG. 6, a material rubber of the support skeleton, the length dimension is the diameter of the bottom surface L ₁ = 4.0 cm, the upper surface of the diameter L ₂ = 3.0 cm , Height L ₄ = 2.0 cm.
Example 5 is the same as Example 1 except that L ₃ was 2.5 cm (K = 0.4).
Example 6 is the same as Example 1 except that L ₃ was 1.0 cm (K = 4.).
Comparative Example 5 is the same as Example 1 except that L ₃ was 3.0 cm (K = 0.0).
Comparative Example 6, except that the L ₃ and 0.5cm (K = 10.0) is the same as in Example 1.
Comparative Example 7 is a tire information acquiring apparatus having the configuration shown in FIG. 6, in which the material of the support casing is the same as that of Example 1, and a nonwoven fabric made of aromatic polyamide having a basis weight of 100 g / m ² and a filament diameter of 12.5 μm In the nonwoven fabric A), the length dimension is the same as in Comparative Example 4.

The high-speed endurance drum test was carried out by mounting the above-mentioned tire information acquisition device on three sizes of 155 / 55R14, 195 / 45R16, and 215 / 40R17 tires, respectively. The air pressure of the test tire and the applied load conformed to the high-speed endurance test A conditions defined in JIS D4230.
Step 1; acceleration (10 min) from standstill to initial speed (30 km / h),
Step 2; Run at initial speed (10 min),
Step 3; 10 minutes traveling, accelerating to initial speed + 10km / h
Step 4; accelerate to initial speed + 20km / h and run for 20 min,
Speed UP was performed under the same conditions.
The speed at which visual separation, chunking, broken cords, cracks reaching cords, or open splices reaching cords was recognized was regarded as the high-speed durability performance of the tire, and was expressed as an index with Example 1 being 100. The higher the value, the higher the tire's high-speed durability performance.
Ride comfort performance was evaluated by feeling test with two specialized drivers.
Evaluation speed: 60 to 200 km / h,
Evaluation road surface; asphalt pavement road,
Evaluation items: Vibration, car interior noise, ride in general,
Evaluation is relative comparison with the tire which is not equipped with the tire information acquisition device,
0; does not change + (-) 2; somewhat good (somewhat bad)
+ (-) 4; good (bad)
+ (−) 8; very good (very bad).
The sound absorption effect is measured at an evaluation speed of 60 to 200 km / h, on an evaluation road surface, on an asphalt pavement, by measuring the vehicle interior sound while traveling at a constant speed, FFT analyzing the measured value, and peaking around 250 Hz. The peak value of a tire not equipped with a tire information acquisition device is indicated in dB as 0 dB. The smaller the number, the greater the sound absorption effect.

First, FIG. 2 will be described.
As is clear from the evaluation results of Examples 1 and 2 and Comparative Example 1, when using a non-woven fabric as the support case, rubber is used as the support case in all of high-speed durability performance, ride comfort performance, and sound absorption effect. It is understood that it is superior to. When the non-woven fabric is made of polyester, the sound absorbing effect is slightly reduced, but the high-speed durability performance and the riding comfort performance are equivalent to those of the aromatic polyamide.
Thereby, it was confirmed that the high-speed durability performance, the riding comfort performance, and the sound absorbing effect are improved by using the non-woven fabric as the supporting body.
Further, it is understood from Example 1 and Example 3 and Comparative Example 2 that the sound absorbing effect is reduced when the basis weight of the non-woven fabric is reduced. And when the fabric weight is less than 40 g / m ² , it can be seen that the high-speed durability performance, the ride comfort performance, and the sound absorption effect all decrease. On the other hand, when the fabric weight of the non-woven fabric is increased from Example 1 and Example 4 and Comparative Example 3, the sound absorbing effect is enhanced. However, when the fabric weight exceeds 200 g / m ² , it can be seen that the high-speed durability performance and the ride comfort performance are degraded. Therefore, it was confirmed that it is preferable to set it as 40-200 g / m < ² > as a fabric weight of a nonwoven fabric.
Also, from the evaluation results of Example 1 and Comparative Example 4, even when the conventional structure and the support case are made of rubber, in all of the high speed durability performance, the ride comfort performance and the sound absorption effect, comparison is made with the non-woven fabric as the support case. It has been confirmed that the

Next, FIG. 3 will be described.
From the evaluation results of Example 1 and Example 5 and Comparative Example 5, it is understood that the sound absorbing performance is improved but the riding comfort performance is lowered if the void ratio K is less than 0.4. From the evaluation results of Example 1 and Example 6 and Comparative Example 6, it is understood that when the air gap ratio K exceeds 4.0, all of the high-speed durability performance, the riding comfort performance, and the sound absorption effect are degraded.
Therefore, it was confirmed that it is preferable to set the void ratio K to 0.4 ≦ K ≦ 4.0.
Also, from the evaluation results of Example 1 and Comparative Example 7, even if there is no gap as in the conventional structure, even if the support casing is a non-woven fabric, all of the high-speed durability performance, ride comfort performance, and sound absorption effect It was confirmed to be inferior to. As can be seen by comparing Comparative Example 4 (FIG. 2) and Comparative Example 7, even with the conventional structure, high-speed durability is obtained in the case where the support housing is non-woven fabric than in the case where the support housing is rubber. It can be seen that the performance, the ride performance, and the sound absorption effect are all excellent.
Also from this, it was confirmed that the high-speed durability performance, the riding comfort performance, and the sound absorbing effect are improved by changing the support casing from rubber to the nonwoven fabric regardless of the structure of the support casing.

  As mentioned above, although this invention was demonstrated using embodiment and an Example, the technical scope of this invention is not limited to the range as described in the said embodiment. It is obvious to those skilled in the art that various changes or modifications can be added to the above embodiment. It is also apparent from the scope of the claims that the embodiments added with such alterations or improvements can be included in the technical scope of the present invention.

For example, in the embodiments, although the bottom of the base of the length L _f and trailing side of the leg portion 5k of leading side of the leg portions 5f of the lengths L _k were both L _3, and L _f and L _k May be different values. In this case, since L _a = (L _f + L _k ) and L _b = {L ₁ − (L _f + L _k )}, the above equation (1) uses L ₁ , L _f and L _k above. And, it becomes like a following formula (3).
0.2 ≦ {L ₁ − (L _f + L _k )} / (L _f + L _k ) ≦ 2.0 (3)
In the above embodiment, the acceleration sensor 2 is used as a sensor for acquiring tire information. However, other sensors such as a strain sensor, a pressure sensor, or a temperature sensor may be used.
Also, when the sensor is not a sensor that detects vibration or deformation of the tire, such as a pressure sensor or a temperature sensor, as shown in FIG. It may be integrated with the means 3 and attached to the support 5a. In addition, about the sensor which detects the vibration input to a tire, and a deformation state of a tire like an acceleration sensor or a distortion sensor, you may stick on the inner surface side of the tire 30 like the said embodiment, and tire information It may be integrated with the processing means 3.
The installation position of the tire information processing means 3 is not limited to the upper surface side of the support portion 5a, and, for example, as shown in FIG. 4 (b), the tire 30 of the gap 5b on the lower surface side of the support portion 5a. It may be installed on the opposite side to the inner side.
Moreover, in the said embodiment, although the cross-sectional shape of the support housing 5 was made into substantially U-shape, it does not restrict to this, As shown to FIG. 5 (a), (b), it is a truncated cone-shaped housing The support casing 7 may have another shape such as the support casing 7 in which a truncated cone-shaped gap 7b is provided on the tire inner surface side of the main body 7a. The point is that the support casing for supporting the tire information processing means 3 may be made of non-woven fabric, and it is further preferable that the tire information processing means 3 can be attached in a floating state with respect to the inner surface of the tire 30.

1 tire information acquisition device, 2 acceleration sensor, 3 tire information processing means, 4 wiring,
5 Support housing, 5a support, 5f, 5k legs, 5b void, 30 tires.

Claims (6)

A tire information acquisition device comprising: a sensor module including a sensor for acquiring information of a tire; and a support casing installed on the inner surface of the tire to support the sensor module,
A tire information acquisition device characterized in that the support housing is made of non-woven fabric.   The tire information acquisition device according to claim 1, wherein the sensor module is attached to the support housing in a state of floating with respect to the inner surface of the tire.   The tire information acquisition device according to claim 1, wherein the sensor is attached to an inner surface of the tire.   The tire information acquisition device according to any one of claims 1 to 3, wherein a gap communicating with the inner surface of the tire is provided on the inner surface side of the support casing. In a cross section cut by a plane parallel to the tire radial direction of the support housing,
When the length of the portion in contact with the tire inner surface of the support housing is L _a , and the length of the support inner surface of the gap portion on the tire inner surface is L _b , the L _a and the L _b are The tire information acquisition device according to claim 4, wherein the relationship shown in the following equation (1) is satisfied.
0.2 ≦ L _b / L _a ≦ 2.0 (1)   The tire provided with the tire information acquisition device according to any one of claims 1 to 5.

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