JP3428680B2 - Safety wheel and its core - Google Patents

Safety wheel and its core

Info

Publication number
JP3428680B2
JP3428680B2 JP09964893A JP9964893A JP3428680B2 JP 3428680 B2 JP3428680 B2 JP 3428680B2 JP 09964893 A JP09964893 A JP 09964893A JP 9964893 A JP9964893 A JP 9964893A JP 3428680 B2 JP3428680 B2 JP 3428680B2
Authority
JP
Japan
Prior art keywords
core
wheel
tire
rim
circumferential direction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP09964893A
Other languages
Japanese (ja)
Other versions
JPH06305310A (en
Inventor
亮治 花田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yokohama Rubber Co Ltd
Original Assignee
Yokohama Rubber Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yokohama Rubber Co Ltd filed Critical Yokohama Rubber Co Ltd
Priority to JP09964893A priority Critical patent/JP3428680B2/en
Publication of JPH06305310A publication Critical patent/JPH06305310A/en
Application granted granted Critical
Publication of JP3428680B2 publication Critical patent/JP3428680B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/04Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency
    • B60C17/06Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency resilient
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B60C17/04Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency
    • B60C17/06Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency resilient
    • B60C17/061Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor utilising additional non-inflatable supports which become load-supporting in emergency resilient comprising lateral openings

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Description

【発明の詳細な説明】Detailed Description of the Invention

【0001】[0001]

【産業上の利用分野】本発明は、タイヤのパンク時にも
一時的な最小限の走行を可能にする中子をホイールに装
着した安全車輪及びその中子に関し、更に詳しくは、中
子のタイヤ内面に対する接触圧分布を均一化し、タイヤ
内面の損傷を低減すると共に、パンク状態での走行時に
おける乗心地性を向上させるようにした安全車輪及びそ
の中子に関する。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a safety wheel in which a core is mounted on a wheel for enabling a minimum running even when the tire is flat, and a core thereof. The present invention relates to a safety wheel and a core thereof, in which the contact pressure distribution on the inner surface is made uniform, damage to the inner surface of the tire is reduced, and riding comfort during traveling in a punctured state is improved.

【0002】[0002]

【従来の技術】空気入りタイヤをホイールに装着した車
輪において、走行時にタイヤがパンクすると急激に走行
不能になって危険であると共に、そのままの状態でガソ
リンスタンド等の修理場所まで移動することは難しい。
そこで、ホイールのリム外周面に中子を装着し、この中
子によってパンク状態のタイヤを内側から支持するよう
にした安全車輪が提案されている。
2. Description of the Related Art In a wheel equipped with a pneumatic tire, if the tire is punctured during running, it suddenly becomes impossible to run, which is dangerous, and it is difficult to move to a repair place such as a gas station as it is. .
Therefore, there has been proposed a safety wheel in which a core is attached to the outer peripheral surface of the rim of the wheel and the punctured tire is supported from the inside by the core.

【0003】しかしながら、リム外周面に中子を固定し
た安全車輪では、パンク状態のタイヤ周長と中子周長と
の差によりタイヤ内面と中子との接触部に滑りが発生す
るため、タイヤ内面に損傷を受けやすいという欠点があ
る。上述の中子としては、軽量化の観点から断面形状が
T字形又はI字形のものが提案されているが、これらT
字形やI字形の中子では、リム外周面に沿う内側リング
と、この内側リングより径方向外側に位置する外側リン
グとを、周方向に延びるリブ部材によって結合させてい
るため、路面から受ける荷重は主としてリブ部材の連結
位置にかかることになり、タイヤ内面と中子との接触圧
分布を均一化することができず、これがタイヤ内面の損
傷を助長する。
However, in a safety wheel having a core fixed to the outer peripheral surface of the rim, slippage occurs at the contact portion between the inner surface of the tire and the core due to the difference between the tire circumference in the punctured state and the core circumference. There is a drawback that the inner surface is easily damaged. As the above-mentioned core, a T-shaped or I-shaped cross-section has been proposed from the viewpoint of weight reduction.
In the V-shaped or I-shaped core, since the inner ring along the outer peripheral surface of the rim and the outer ring located radially outside of the inner ring are connected by the rib member extending in the circumferential direction, the load received from the road surface. Is mainly applied to the connecting position of the rib member, and the contact pressure distribution between the inner surface of the tire and the core cannot be made uniform, which promotes damage to the inner surface of the tire.

【0004】また、内側リングと外側リングとの間に、
内側リングに対して略垂直となるように幅方向に延びる
複数のウェブ部材を周方向に略一定の間隔で配置するこ
とにより、中子の接触圧分布を均一化することが提案さ
れているが、この場合は、ウェブ部材の存在によって周
方向の剛性差が大きくなるため、パンク状態で走行する
ときにゴツゴツしたフィーリングを与え、乗心地性を低
下させてしまうという欠点がある。
Further, between the inner ring and the outer ring,
It has been proposed that the contact pressure distribution of the core be made uniform by arranging a plurality of web members extending in the width direction so as to be substantially perpendicular to the inner ring at substantially constant intervals in the circumferential direction. In this case, since the rigidity difference in the circumferential direction increases due to the presence of the web member, there is a drawback that a rugged feeling is given when traveling in a punctured state, and riding comfort is deteriorated.

【0005】[0005]

【発明が解決しようとする課題】本発明の目的は、中子
の接触圧分布を均一化し、タイヤ内面の損傷を低減する
と共に、パンク状態での乗心地性を向上させ、更にはリ
ム組み性を向上させるようにした安全車輪及びその中子
を提供することにある。
OBJECTS OF THE INVENTION It is an object of the present invention is to equalize the contact pressure distribution of the core, while reducing the damage to the tire inner surface, to improve the ride comfort in the punctured state, even Li
And to provide a safety wheel and its core was so that to improve the beam set properties.

【0006】[0006]

【課題を解決するための手段】上記目的を達成するため
の本発明の安全車輪は、空気入りタイヤをホイールに装
着した車輪において、前記ホイールのリム外周面に沿う
内側リングと、該内側リングより径方向外側に位置する
外側リングとを、周方向に延びるリブ部材及び幅方向に
延びる複数のウェブ部材によって結合させ、かつ前記複
数のウェブ部材を径方向に対して傾斜させて構成する共
に、少なくとも1箇所にタイヤビード部を通過させるた
めの切り欠き部を設けた中子を、前記ホイールに装着し
たことを特徴とするものである。
A safety wheel of the present invention for achieving the above object is a wheel in which a pneumatic tire is mounted on a wheel, and an inner ring extending along an outer peripheral surface of a rim of the wheel, and an inner ring extending from the inner ring. co constituting an outer ring located radially outwardly, is joined by a plurality of web member extending rib members and the width direction extend in the circumferential direction, and by inclining the plurality of web members with respect to the radial direction
The tire bead was passed through at least one location.
A core provided with a notch for cutting is attached to the wheel.

【0007】また、本発明の中子は、ホイールのリム外
周面に沿う内側リングと、該内側リングより径方向外側
に位置する外側リングとを、周方向に延びるリブ部材及
び幅方向に延びる複数のウェブ部材によって結合させ、
かつ前記複数のウェブ部材を径方向に対して傾斜させて
構成する共に、少なくとも1箇所にタイヤビード部を通
過させるための切り欠き部を設けたことを特徴とするも
のである。このように中子を構成する内側リングと外側
リングとを周方向に延びるリブ部材及び幅方向に延びる
複数のウェブ部材によって結合させたことにより、これ
らリブ部材とウェブ部材の存在によって中子の接触圧分
布を均一化し、タイヤ内面の損傷を低減することができ
る。しかも、複数のウェブ部材を径方向に対して傾斜さ
せたことにより、周方向の剛性差を小さくし、路面から
受ける荷重を柔軟に吸収することが可能になるので、パ
ンク状態での乗心地性を向上させることができる。
に、中子の少なくとも1箇所に切り欠き部を設けたこと
により、その切り欠き部を介してタイヤビード部を通過
させることができるので、リム組み性を大幅に向上させ
ることができる。
Further, in the core of the present invention, an inner ring extending along the outer peripheral surface of the rim of the wheel and an outer ring located radially outside of the inner ring are provided with a plurality of rib members extending in the circumferential direction and a plurality of extending in the width direction. By the web member of
In addition, the plurality of web members are configured to be inclined with respect to the radial direction, and the tire bead portion is passed through at least one place.
It is characterized in that a notch portion is provided to allow it to pass. As described above, the inner ring and the outer ring forming the core are joined by the rib member extending in the circumferential direction and the plurality of web members extending in the width direction, so that the presence of the rib member and the web member causes the core to come into contact with each other. It is possible to make the pressure distribution uniform and reduce damage to the inner surface of the tire. Moreover, by inclining the multiple web members with respect to the radial direction, the difference in rigidity in the circumferential direction can be reduced and the load received from the road surface can be flexibly absorbed, so riding comfort in the punctured state is improved. Can be improved. Change
Has a notch in at least one location of the core
Allows the tire bead to pass through the notch.
It is possible to greatly improve the rim assembly
You can

【0008】以下、本発明の構成について添付の図面を
参照して詳細に説明する。図1は本発明の実施例からな
る安全車輪の子午線方向断面を示し、図2は中子の側面
を示し、図3は中子の外周面を示すものである。図にお
いて、Wはホイール、Tは空気入りタイヤである。ホイ
ールWはディスク部Dとリム部Rとから構成されてい
る。一方、空気入りタイヤTは、左右一対のビード部
1,1間にカーカス層2が装架され、トレッド部3にお
けるカーカス層2の外周側に2層のベルト層4,4が挿
入されている。この空気入りタイヤTの左右一対のビー
ド部1,1は、それぞれリム部Rの左右両側のリム端に
装着されている。
Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings. 1 shows a meridian section of a safety wheel according to an embodiment of the present invention, FIG. 2 shows a side surface of a core, and FIG. 3 shows an outer peripheral surface of the core. In the figure, W is a wheel and T is a pneumatic tire. The wheel W is composed of a disc portion D and a rim portion R. On the other hand, in the pneumatic tire T, the carcass layer 2 is mounted between the pair of left and right bead portions 1 and 1, and two belt layers 4 and 4 are inserted on the outer peripheral side of the carcass layer 2 in the tread portion 3. . The pair of left and right bead portions 1 and 1 of the pneumatic tire T are attached to the rim ends on the left and right sides of the rim portion R, respectively.

【0009】空気入りタイヤTの内側において、リム部
Rの外周面の略中央位置には、リムフランジよりも径方
向外側に突出するリング状の中子5が装着されている。
リム部Rの外周面に沿う内側リング6と、この内側リン
グ6より径方向外側に位置する外側リング7とは、周方
向に延びるリブ部材8及び幅方向に延びる複数のウェブ
部材9によって結合されている。複数のウェブ部材9
は、周方向に略一定の間隔をおいて配置されており、か
つ径方向に対して同一方向に傾斜している。これらウェ
ブ部材9の配置位置は、リブ部材8の左右両側で互いに
ずれるようになっている。また、上述の中子5は周方向
に均等な4個の中子分割体5a〜5dに分割されてお
り、これらを連結部材10によって互いに連結すること
によりリング状に構成されている。
Inside the pneumatic tire T, a ring-shaped core 5 is mounted at a substantially central position on the outer peripheral surface of the rim portion R so as to project radially outward from the rim flange.
The inner ring 6 along the outer peripheral surface of the rim portion R and the outer ring 7 located radially outside the inner ring 6 are joined by a rib member 8 extending in the circumferential direction and a plurality of web members 9 extending in the width direction. ing. Multiple web members 9
Are arranged at substantially constant intervals in the circumferential direction and are inclined in the same direction with respect to the radial direction. The arrangement positions of these web members 9 are displaced from each other on the left and right sides of the rib member 8. Further, the above-mentioned core 5 is divided into four core-divided bodies 5a to 5d which are even in the circumferential direction, and these are connected to each other by a connecting member 10 to form a ring shape.

【0010】中子5の構成材料としては、ポリウレタ
ン、天然ゴム、ポリブタジエン、熱可塑性樹脂(ナイロ
ン4,6、ナイロン6,6、ポリアミド、ポリフェニレ
ンスルフィド、ポリアミドイミド等)、或いはそれらを
マトリックスとしてナイロン繊維、ポリエステル繊維、
レーヨン繊維、芳香族ポリアミド繊維、炭素繊維グラス
ファイバー等の単繊維を混入したものを使用することが
できる。
As the constituent material of the core 5, polyurethane, natural rubber, polybutadiene, thermoplastic resin (nylon 4,6, nylon 6,6, polyamide, polyphenylene sulfide, polyamide imide, etc.), or nylon fiber using them as a matrix , Polyester fiber,
A mixture of single fibers such as rayon fiber, aromatic polyamide fiber and carbon fiber glass fiber can be used.

【0011】上述のように空気入りタイヤTとホイール
Wとからなる車輪において、ホイールWのリムRの外周
面に中子5を装着したことにより、この中子5によって
パンク状態のタイヤを内側から支持することができるの
で、タイヤ内圧が実質的に0kg/cm2 になっても、
そのままの状態で修理ができる安全な場所まで移動する
ことが可能となる。
As described above, in the wheel composed of the pneumatic tire T and the wheel W, the core 5 is mounted on the outer peripheral surface of the rim R of the wheel W. Since it can be supported, even if the tire internal pressure becomes substantially 0 kg / cm 2 ,
It is possible to move to a safe place where repairs can be done as it is.

【0012】本発明では、中子5を構成する内側リング
6と外側リング7とを周方向に延びるリブ部材8及び幅
方向に延びる複数のウェブ部材9によって結合させたこ
とにより、これらリブ部材8とウェブ部材9の存在によ
って中子5の接触面全域にわたって荷重が均一に分散
し、その接触圧分布が均一化するので、タイヤ内面の損
傷を低減することができる。また、幅方向に延びるウェ
ブ部材9は、中子5の横方向の剛性を高めるので、中子
5が幅方向に倒れてタイヤのサイドウォール部表面を損
傷してしまうことを防止できる。
In the present invention, the inner ring 6 and the outer ring 7 constituting the core 5 are joined by the rib member 8 extending in the circumferential direction and the plurality of web members 9 extending in the width direction. With the presence of the web member 9, the load is evenly distributed over the entire contact surface of the core 5, and the contact pressure distribution is made uniform, so that damage to the inner surface of the tire can be reduced. Further, since the web member 9 extending in the width direction increases the rigidity of the core 5 in the lateral direction, it is possible to prevent the core 5 from falling in the width direction and damaging the surface of the sidewall portion of the tire.

【0013】しかも、上述の複数のウェブ部材9は径方
向に対して傾斜しているので、中子5の周方向の剛性差
を小さくし、路面から受ける荷重を柔軟に吸収すること
が可能になる。従って、パンク状態での走行時におい
て、ゴツゴツしたフィーリングを与えることはなく、乗
心地性を向上させることができる。本発明において、ウ
ェブ部材9の径方向に対する傾斜角度αは、30°〜7
5°にすることが好ましい。この傾斜角度αが30°未
満であると、傾斜による乗心地性の向上効果が不十分に
なる。一方、傾斜角度αが75°を超えると、それに伴
って1本のウェブ部材9の長さが長くなり、全体として
ウェブ部材9のボリュームが増えすぎて重量増加を招く
ことになる。このような重量増加を避けるためにはウェ
ブ部材9の周方向の配置間隔を大幅に広げる必要がある
が、この場合、中子5の接触圧分布を均一化することが
できなくなると共に、径方向の剛性が低下し、しかもウ
ェブ部材9と外側リング7との接合部付近に応力が集中
するため耐久性が低下する。
Moreover, since the plurality of web members 9 described above are inclined with respect to the radial direction, it is possible to reduce the rigidity difference in the circumferential direction of the core 5 and flexibly absorb the load received from the road surface. Become. Therefore, it is possible to improve the riding comfort without giving a rugged feeling when traveling in the punctured state. In the present invention, the inclination angle α of the web member 9 with respect to the radial direction is 30 ° to 7 °.
It is preferably 5 °. If the inclination angle α is less than 30 °, the effect of improving the riding comfort due to the inclination becomes insufficient. On the other hand, when the inclination angle α exceeds 75 °, the length of one web member 9 is accordingly increased, and the volume of the web member 9 is excessively increased as a whole, resulting in an increase in weight. In order to avoid such an increase in weight, it is necessary to significantly widen the circumferential arrangement interval of the web members 9, but in this case, the contact pressure distribution of the core 5 cannot be made uniform and the radial direction is also increased. Is reduced in rigidity, and stress is concentrated in the vicinity of the joint between the web member 9 and the outer ring 7, so that durability is reduced.

【0014】上述の中子5は、4個の中子分割体5a〜
5dを連結部材10によって互いに連結することにより
リング状に構成しているため、汎用のホイールに対して
装着することが可能である。これら中子分割体5a〜5
dの互いに分割位置のうち少なくとも1箇所(図では中
子分割体5a,5d間)には、空気入りタイヤTをリム
組みするとき、両ビード部1のうち一方を通過させるた
めの切り欠き部11を設けるようにし、その周方向に対
する分割角度βを15°〜75°にし、かつ中子間隔A
を10〜50mmにすることが好ましい。このような切
り欠き部11を設けると、中子5を装着したホイールW
に対して空気入りタイヤTをリム組する際に、一方のビ
ード部1を切り欠き部11にあててタイヤTを回転させ
ることにより、このビード部1を容易に他方側に通過さ
せることができるので、リム組み性を大幅に向上させる
ことができる。
The above-mentioned core 5 is composed of four core divisions 5a-
Since 5d is connected to each other by the connecting member 10 to form a ring shape, it can be mounted on a general-purpose wheel. These core split bodies 5a-5
A cutout portion for passing one of the bead portions 1 when the pneumatic tire T is assembled on the rim at least at one of the divided positions of d (between the core divided bodies 5a and 5d in the figure). 11 is provided, the division angle β with respect to the circumferential direction is set to 15 ° to 75 °, and the core spacing A is
Is preferably 10 to 50 mm. When such a notch portion 11 is provided, the wheel W on which the core 5 is mounted is attached.
On the other hand, when the pneumatic tire T is assembled on the rim, the bead portion 1 can be easily passed to the other side by applying the one bead portion 1 to the notch portion 11 and rotating the tire T. Therefore, it is possible to greatly improve the rim assembly property.

【0015】分割角度βが15°未満であると、中子分
割体の端部が鋭角となり、モールドからの離型が困難に
なるため生産性が低下し、逆に75°を超えると、切り
欠き部11にビード部1を通過させることが困難にな
る。また、中子間隔Aが10mm未満であると、切り欠
き部11にビード部1を通過させることが困難になり、
逆に50mmを超えると、切り欠き部11付近における
剛性が部分的に低下し、中子5の耐久性が低下する。
If the dividing angle β is less than 15 °, the end portion of the core divided body becomes an acute angle, and it becomes difficult to release from the mold, resulting in a decrease in productivity. It becomes difficult to let the bead portion 1 pass through the notch portion 11. If the core spacing A is less than 10 mm, it becomes difficult to pass the bead portion 1 through the cutout portion 11,
On the contrary, when it exceeds 50 mm, the rigidity in the vicinity of the cutout portion 11 is partially reduced, and the durability of the core 5 is reduced.

【0016】隣接する中子分割体が実質的に接触してい
る場合、周方向の剛性変化を考慮する必要はないが、離
間している場合には、その剛性変化に起因する乗心地性
や耐久性の低下を解消する必要がある。従って、上述の
ような切り欠き部11を設けた場合は、その部分におけ
る中子分割体の端部を他の部分よりも5〜30%厚く形
成するようにし、周方向剛性の不均一性を緩和すること
が好ましい。この場合、端部のゲージアップ率が5%未
満であると、部分的な剛性不足を補強することができ
ず、逆に30%を超えると、過剰の補強となって周方向
剛性が不均一になる。中子分割体において厚く形成する
部材としては、外側リング7やリブ部材8のように主と
して径方向の荷重を支持する主要部材を選択することが
好ましく、その厚肉範囲は中子分割体の端部から10m
m以上にすることが好ましい。
When adjacent core segments are substantially in contact with each other, it is not necessary to consider the change in rigidity in the circumferential direction, but when they are separated from each other, the riding comfort and the ride comfort due to the change in rigidity can be considered. It is necessary to eliminate the decrease in durability. Therefore, when the cutout portion 11 is provided as described above, the end portion of the core divided body in that portion is formed to be 5 to 30% thicker than the other portions, and unevenness in circumferential rigidity is prevented. It is preferable to relax. In this case, if the gauge up rate at the end is less than 5%, it is not possible to reinforce the partial lack of rigidity, and conversely, if it exceeds 30%, excessive reinforcement results in uneven rigidity in the circumferential direction. become. It is preferable to select a main member that mainly supports a radial load, such as the outer ring 7 and the rib member 8, as the member that is formed thick in the core divided body, and the thickness range thereof is the end of the core divided body. 10m from the department
It is preferably m or more.

【0017】中子5はリムRの外周面に対して、隙間な
く嵌合固定するようにしたり、若干の隙間を設けて回転
可能に保持したり、或いは接着剤により接着するように
してもよい。但し、中子5をリムRの外周面に対して嵌
合固定した場合、パンク状態のタイヤ周長と中子周長と
の差によりタイヤ内面と中子5との接触部に滑りが発生
するため、タイヤ内面に損傷を受けやすい。また、中子
5を単に回転可能に保持した場合、タイヤ内面と中子5
との摩擦によるタイヤ内面の損傷は解消されるものの、
通常走行時に振動によって中子5が騒音を発生するおそ
れがある。
The core 5 may be fitted and fixed to the outer peripheral surface of the rim R without any gap, may be rotatably held with a slight gap, or may be adhered with an adhesive. . However, when the core 5 is fitted and fixed to the outer peripheral surface of the rim R, slippage occurs at the contact portion between the inner surface of the tire and the core 5 due to the difference between the tire peripheral length in the punctured state and the core peripheral length. Therefore, the inner surface of the tire is easily damaged. When the core 5 is simply held rotatably, the inner surface of the tire and the core 5
Although the damage to the inner surface of the tire due to friction with is eliminated,
During normal traveling, the core 5 may generate noise due to vibration.

【0018】そのため、中子5はリムRの外周面に対し
て若干の隙間を設けて接着剤により接着するようにする
ことが好ましい。このように中子5をリムRの外周面に
接着層12を介して接着した場合、通常走行時に騒音が
発生することはなく、しかもパンク状態での走行時には
接着層12が破壊されて中子5が回転可能の状態になる
ので、タイヤ内面の損傷を防止することができる。
Therefore, it is preferable that the core 5 is bonded to the outer peripheral surface of the rim R with an adhesive with a slight gap. When the core 5 is bonded to the outer peripheral surface of the rim R via the adhesive layer 12 as described above, noise is not generated during normal traveling, and the adhesive layer 12 is destroyed during traveling in a punctured state, so that the core Since 5 is in a rotatable state, damage to the inner surface of the tire can be prevented.

【0019】中子5とリムRとを接着するための接着剤
としては、ウレタン系プライマー、アクリル系接着剤、
エポキシ系接着剤、フェノール系接着剤(更に詳しく
は、フェノール・ノボラック系接着剤、ニトリル・フェ
ノール系接着剤、フェノール・ホルマル系接着剤)等が
好適である。また、中子5の外側リング7のタイヤ内面
に接触する部分には、潤滑剤入りのマイクロカプセルシ
ート13を貼り付けることが好ましい。このようなマイ
クロカプセルシート13を設けることにより、タイヤ内
面と中子5とが接触したときにマイクロカプセルが潰れ
て潤滑剤が中子表面に漏れ出るようになるので、タイヤ
内面と中子5との間の摩擦係数が大幅に低下し、タイヤ
内面の損傷をより一層効果的に防止することができる。
As the adhesive for adhering the core 5 and the rim R, a urethane primer, an acrylic adhesive,
Epoxy adhesives, phenolic adhesives (more specifically, phenol / novolac adhesives, nitrile / phenolic adhesives, phenol / formal adhesives) are suitable. In addition, it is preferable to attach a microcapsule sheet 13 containing a lubricant to a portion of the outer ring 7 of the core 5 that contacts the inner surface of the tire. By providing such a microcapsule sheet 13, the microcapsules are crushed when the inner surface of the tire and the core 5 come into contact with each other, and the lubricant leaks to the surface of the core. The coefficient of friction between the two is greatly reduced, and damage to the inner surface of the tire can be prevented even more effectively.

【0020】[0020]

【実施例】図1に示す車輪構造において、タイヤサイズ
を185/70R13とし、リムサイズを14×5Jと
し、リム外周面に装着する中子だけを下記表1のように
種々異ならせた従来車輪、比較車輪及び本発明車輪1〜
7をそれぞれ製作した。従来車輪は中子を装着しないも
のであり、比較車輪はウェブ部材の径方向に対する傾斜
角度(以下、ウェブ角度と称する)αを0°としたもの
である。なお、中子の断面最大幅は50mm、リムベー
スラインからの断面高さは60mmとした。中子の構成
材料としては、プレポリマーとしてポリテトラメチレン
エーテルグリコール(PTMG)及びトリレンジイソシ
アネート(TDI)を用い、硬化剤としてメチレンビス
オルソクロロアニリン(MBOCA)を用いたポリウレ
タンを使用した。また、中子をリム外周面に接着するた
めの接着剤としては、ウレタン系プライマーを使用し
た。
EXAMPLE In the wheel structure shown in FIG. 1, the tire size was 185 / 70R13, the rim size was 14 × 5J, and only the cores mounted on the outer peripheral surface of the rim were varied as shown in Table 1 below. Comparative wheels and wheels of the present invention 1 to
7 were produced respectively. A conventional wheel has no core attached thereto, and a comparative wheel has an inclination angle α of the web member with respect to the radial direction (hereinafter referred to as a web angle) α of 0 °. The maximum cross-sectional width of the core was 50 mm, and the cross-sectional height from the rim baseline was 60 mm. Polyurethane using polytetramethylene ether glycol (PTMG) and tolylene diisocyanate (TDI) as a prepolymer and methylenebisorthochloroaniline (MBOCA) as a curing agent was used as a constituent material of the core. A urethane primer was used as an adhesive for bonding the core to the outer peripheral surface of the rim.

【0021】上述の車輪について、下記の試験方法によ
り荷重耐久性、乗心地性及びリム組み性を評価した。 荷重耐久性:試験車輪をタイヤ内圧0kg/cm2 、荷
重450kg、速度81km/hrの条件にて直径17
07mmのドラム上で走行させ、走行不能となるまでの
走行距離を測定した。その評価結果は、比較車輪を10
0とする指数により示した。この指数値が大きいほど荷
重耐久性が優れている。また、試験後にタイヤ内面の状
態を観察した。その観察結果は、ライナー表面の擦れの
みで殆ど損傷がないものを◎で示し、ライナーゴムにし
わを生じたものを○で示し、ライナーゴムにクラックが
点在していたものを△で示し、カーカス層がバーストし
たものを×で示した。
With respect to the above-mentioned wheels, load durability, riding comfort and rim assembling property were evaluated by the following test methods. Load durability: The test wheel has a diameter of 17 under conditions of a tire internal pressure of 0 kg / cm 2 , a load of 450 kg, and a speed of 81 km / hr.
It was run on a 07 mm drum, and the running distance until it became impossible to run was measured. The evaluation result shows that the comparison wheels are 10
It is shown by an index of 0. The larger the index value, the better the load durability. In addition, the state of the inner surface of the tire was observed after the test. The observation results are indicated by ⊚ for the liner surface which is almost not damaged only by rubbing, ○ for the liner rubber having wrinkles, and Δ for the liner rubber having cracks scattered. Burst of the carcass layer is shown by x.

【0022】乗心地性:国産小型四輪車の右前輪に試験
車輪をタイヤ内圧0kg/cm2 として装着し、その他
の車輪をタイヤ内圧2.0kg/cm2 として装着し、
この状態から速度50km/hrで凹凸路面を走行し、
テストドライバーによるフィーリングテストを行った。
その評価結果は比較車輪を100とする指数により示し
た。この指数値が大きいほど乗心地性が優れている。
Riding comfort: A test wheel was mounted on the right front wheel of a domestic small four-wheeled vehicle at a tire internal pressure of 0 kg / cm 2 , and the other wheels were mounted at a tire internal pressure of 2.0 kg / cm 2 .
From this state, run on uneven road surface at a speed of 50 km / hr,
A feeling test was conducted by a test driver.
The evaluation result is shown by an index with the comparative wheel being 100. The larger the index value, the better the riding comfort.

【0023】リム組み性:各試験車輪について、中子を
装着したホイールに対し、タイヤを組付けるのに要した
時間を測定した。その評価結果は、所要時間の逆数を求
め、比較車輪を100とする指数により示した。この指
数値が大きいほどリム組み性が優れている。
Rim Assembling Property: For each test wheel, the time required for assembling the tire with respect to the wheel equipped with the core was measured. The evaluation result was shown by an index with the comparison wheel being 100, by calculating the reciprocal of the required time. The larger the index value, the better the rim assembly property.

【0024】[0024]

【表1】 この表1から明らかなように、本発明車輪1〜7は、中
子を装着していない従来車輪とは異なってパンク状態で
も走行が可能であり、しかもウェブ角度を0°とした比
較車輪に対して同等以上の荷重耐久性を備えながら乗心
地性が向上していた。
[Table 1] As is clear from Table 1, the wheels 1 to 7 of the present invention can run in a punctured state unlike the conventional wheels not equipped with the core, and are comparative wheels with a web angle of 0 °. On the other hand, the ride comfort was improved while having a load durability equal to or higher than that.

【0025】また、比較車輪はタイヤのビード部が中子
を乗り越えることができないため、リム組み後にタイヤ
とリムとの隙間から手を入れて中子を組み立てるように
したのに対し、本発明車輪1〜6はホイールに中子を装
着した状態から中子の切り欠き部にビード部を通すよう
にしたので、リム組み性が極めて優れていた。
Further, in the comparative wheel, since the bead portion of the tire cannot pass over the core, the core is assembled by putting a hand through the gap between the tire and the rim after the rim is assembled, whereas the wheel of the present invention is used. In Nos. 1 to 6, the bead portion was passed through the notch portion of the core from the state where the core was attached to the wheel, so that the rim assembly property was extremely excellent.

【0026】[0026]

【発明の効果】以上説明したように本発明によれば、リ
ム外周面に沿う内側リングと、該内側リングより径方向
外側に位置する外側リングとを、周方向に延びるリブ部
材及び幅方向に延びる複数のウェブ部材によって結合さ
せ、かつ前記複数のウェブ部材を径方向に対して傾斜さ
せて構成した中子をホイールに装着したので、これらリ
ブ部材とウェブ部材の存在によって中子の接触圧分布を
均一化し、タイヤ内面の損傷を低減することができ、し
かも径方向に対して傾斜させたウェブ部材によって周方
向の剛性差を小さくし、路面から受ける荷重を柔軟に吸
収することが可能になるので、パンク状態での乗心地性
を向上させることができる。更に、中子の少なくとも1
箇所にタイヤビード部を通過させるための切り欠き部を
設けたから、リム組み性を大幅に向上させることができ
る。
As described above, according to the present invention, the inner ring extending along the outer peripheral surface of the rim and the outer ring located radially outside the inner ring are provided with rib members extending in the circumferential direction and in the width direction. Since the core having the plurality of web members extending from each other and the plurality of web members inclined with respect to the radial direction is mounted on the wheel, the contact pressure distribution of the core due to the presence of the rib members and the web members is distributed. And the damage to the inner surface of the tire can be reduced, and the rigidity difference in the circumferential direction can be reduced by the web member inclined with respect to the radial direction, and the load received from the road surface can be flexibly absorbed. Therefore, the riding comfort in the punctured state can be improved. Furthermore, at least one of the cores
A notch to allow the tire bead to pass through
Since it is provided, it is possible to greatly improve the rim assembly
It

【図面の簡単な説明】[Brief description of drawings]

【図1】本発明の実施例からなる安全車輪を示す断面図
である。
FIG. 1 is a sectional view showing a safety wheel according to an embodiment of the present invention.

【図2】本発明の実施例からなる中子を示す側面図であ
る。
FIG. 2 is a side view showing a core according to an embodiment of the present invention.

【図3】図2の中子を矢印Bから見た外周面要部を示す
平面図である。
3 is a plan view showing a main part of an outer peripheral surface of the core of FIG. 2 as seen from an arrow B. FIG.

【符号の説明】[Explanation of symbols]

5 中子 6 内側リング 7 外側リング 8 リブ部材 9 ウェブ部材 W ホイール R リム部 T 空気入りタイヤ 5 core 6 inner ring 7 Outer ring 8 rib members 9 Web members W wheel R rim T pneumatic tire

───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7,DB名) B60C 17/00 - 17/04 ─────────────────────────────────────────────────── ─── Continuation of front page (58) Fields surveyed (Int.Cl. 7 , DB name) B60C 17/00-17/04

Claims (4)

(57)【特許請求の範囲】(57) [Claims] 【請求項1】 空気入りタイヤをホイールに装着した車
輪において、前記ホイールのリム外周面に沿う内側リン
グと、該内側リングより径方向外側に位置する外側リン
グとを、周方向に延びるリブ部材及び幅方向に延びる複
数のウェブ部材によって結合させ、かつ前記複数のウェ
ブ部材を径方向に対して傾斜させて構成する共に、少な
くとも1箇所にタイヤビード部を通過させるための切り
欠き部を設けた中子を、前記ホイールに装着した安全車
輪。
1. A wheel in which a pneumatic tire is mounted on a wheel, wherein an inner ring extending along a rim outer peripheral surface of the wheel and an outer ring located radially outside the inner ring extend in a circumferential direction, and a rib member extending in the circumferential direction. coupled by a plurality of web member extending in the width direction, and together comprise by tilting the plurality of web members with respect to the radial direction, small
Cutting for passing the tire bead part at least at one place
A safety wheel in which a core provided with a notch is attached to the wheel.
【請求項2】 前記切り欠き部の周方向に対する分割角
度βを15〜75°にし、かつ中子間隔Aを10〜50
mmにした請求項1に記載の安全車輪。
2. The dividing angle of the cutout portion with respect to the circumferential direction.
The degree β is set to 15 to 75 °, and the core spacing A is set to 10 to 50.
The safety wheel according to claim 1, wherein the safety wheel has a size of mm.
【請求項3】 ホイールのリム外周面に沿う内側リング
と、該内側リングより径方向外側に位置する外側リング
とを、周方向に延びるリブ部材及び幅方向に延びる複数
のウェブ部材によって結合させ、かつ前記複数のウェブ
部材を径方向に対して傾斜させて構成する共に、少なく
とも1箇所にタイヤビード部を通過させるための切り欠
き部を設けた中子。
3. An inner ring extending along an outer peripheral surface of a rim of a wheel and an outer ring located radially outside the inner ring are joined by a circumferentially extending rib member and a plurality of widthwise extending web members. In addition, the plurality of web members are configured to be inclined with respect to the radial direction , and
A notch for passing the tire bead part in one place
A core with a key.
【請求項4】 前記切り欠き部の周方向に対する分割角
度βを15〜75°にし、かつ中子間隔Aを10〜50
mmにした請求項3に記載の中子。
4. The dividing angle of the cutout portion with respect to the circumferential direction.
The degree β is set to 15 to 75 °, and the core spacing A is set to 10 to 50.
The core according to claim 3, which has a size of mm.
JP09964893A 1993-04-26 1993-04-26 Safety wheel and its core Expired - Fee Related JP3428680B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP09964893A JP3428680B2 (en) 1993-04-26 1993-04-26 Safety wheel and its core

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP09964893A JP3428680B2 (en) 1993-04-26 1993-04-26 Safety wheel and its core

Publications (2)

Publication Number Publication Date
JPH06305310A JPH06305310A (en) 1994-11-01
JP3428680B2 true JP3428680B2 (en) 2003-07-22

Family

ID=14252880

Family Applications (1)

Application Number Title Priority Date Filing Date
JP09964893A Expired - Fee Related JP3428680B2 (en) 1993-04-26 1993-04-26 Safety wheel and its core

Country Status (1)

Country Link
JP (1) JP3428680B2 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2861334B1 (en) 2003-10-24 2006-01-06 Michelin Soc Tech IMPROVED ENDURANCE SECURITY SUPPORT
FR2862023B1 (en) * 2003-11-10 2006-01-06 Michelin Soc Tech ALLEGE SAFETY SUPPORT FOR TIRES
JP6330860B2 (en) 2016-06-29 2018-05-30 横浜ゴム株式会社 Tire / wheel assembly
CN110023108A (en) 2017-01-05 2019-07-16 横滨橡胶株式会社 Tire/wheel assembly

Also Published As

Publication number Publication date
JPH06305310A (en) 1994-11-01

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