JP4076387B2 - Tire / wheel assembly and run-flat support - Google Patents

Description

【００３３】
【発明の効果】
上述したように本発明によれば、ランフラット用支持体の主要部を構成する環状シェルのタイヤ幅方向断面での外周面の形状を、複数の凸部が並んだ形状にすると共に、少なくとも２箇所の凸部における外径を異ならせたため、ランフラット走行時には、環状シェル外周面に形成された複数の凸部が外径の大きいものから順に段階的にパンクタイヤを支えて衝撃力を緩和するため、良好な乗心地性を得ることができる。また、複数の凸部のうち最大外径を有する凸部の半径方向の剛性を最小にしたことにより、その衝撃緩衝性を一層向上することができる。
【図面の簡単な説明】
【図１】本発明の実施形態からなるタイヤ／ホイール組立体の要部を示す子午線断面図である。
【図２】本発明の他の実施形態からなるタイヤ／ホイール組立体の要部を示す子午線断面図である。
【図３】本発明のさらに他の実施形態からなるタイヤ／ホイール組立体の要部を示す子午線断面図である。
【図４】本発明のさらに他の実施形態からなるタイヤ／ホイール組立体の要部を示す子午線断面図である。
【符号の説明】
１（ホイールの）リム
２ 空気入りタイヤ
３ ランフラット用支持体
４ 環状シェル
４ａ，４ｂ，４ｃ 凸部
５ 弾性リング[0001]
BACKGROUND OF THE INVENTION
TECHNICAL FIELD The present invention relates to a tire / wheel assembly and a run-flat support, and more particularly to a tire / wheel assembly and a run-flat support excellent in shock buffering performance during run-flat travel.
[0002]
[Prior art]
Many technologies have been proposed in response to market demands that enable emergency traveling of several hundred km even when a pneumatic tire is punctured while the vehicle is traveling. Among these many proposals, the technique proposed in Japanese Patent Application Laid-Open No. 10-297226 and Japanese Patent Application Publication No. 2001-519279 has a core mounted on a rim inside a hollow portion of a pneumatic tire assembled with a rim, By supporting the tire punctured by the core, run flat running is possible.
[0003]
The run-flat core includes an annular shell having an open leg structure in which the outer peripheral side is a support surface and the inner peripheral side is open, and elastic rings are attached to both leg portions. Via the rim. The run-flat core has the advantage that it can be used without causing confusion in the market because it can be used as it is without any special modifications to the existing wheel / rim.
[0004]
However, the above tire / wheel assemblies (wheels) also have the problem of poor ride comfort shared by other known tire / wheel assemblies, and the tire / wheel assemblies (wheels) do not necessarily reach a satisfactory level. I couldn't say. That is, it cannot be said that the tire / wheel assembly achieves a satisfactory level of absorption of the impact force received from the road surface during run-flat travel, and a solution for it has been strongly demanded.
[0005]
[Problems to be solved by the invention]
An object of the present invention is to provide a tire / wheel assembly and a run-flat support that are excellent in shock-absorbing properties during run-flat running.
[0006]
[Means for Solving the Problems]
The tire / wheel assembly of the present invention that achieves the above object includes an annular shell having a support portion on the outer peripheral side and a bifurcated opening on the inner peripheral side in the hollow portion of the pneumatic tire, and the bifurcated open leg. In a tire / wheel assembly in which a run-flat support body including an elastic ring that supports an end portion on a rim is inserted, a tire width direction cross-sectional shape of an outer peripheral surface of the annular shell is formed with a plurality of protrusions in the tire width direction. In addition to the arrangement of the two protrusions, the outer diameter of the protrusions is made different, and the rigidity in the radial direction of the protrusion having the maximum outer diameter is minimized among the plurality of protrusions. Is.
[0007]
Further, the run-flat support of the present invention includes an annular shell having an outer peripheral side as a support surface and an inner peripheral side opened in a bifurcated shape, and an elastic ring for supporting the bifurcated open leg end portion on a rim. from now, with the tire width direction cross-sectional shape of the outer circumferential surface of the annular shell shape formed by arranging a plurality of convex portions in the tire width direction, at different outer diameter of the convex portion of the at least two 箇, the plurality of projections Among the portions, the radial rigidity of the convex portion having the maximum outer diameter is minimized .
[0008]
According to the present invention, as described above, the shape of the outer peripheral surface of the annular shell constituting the main part of the run-flat support body in the tire width direction cross-section is a shape in which a plurality of convex portions are arranged, and at least 2 Because the outer diameter dimensions of the convex portions at the locations were made different, the plurality of convex portions formed on the outer peripheral surface of the annular shell during run-flat running alleviate the impact force by supporting the puncture tires in descending order of outer diameter dimensions, Ensure good ride comfort.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
In the present invention, the run-flat support is formed as an annular body that is inserted into the cavity of the pneumatic tire. The run-flat support body is formed smaller than the inner diameter of the hollow portion so that the outer diameter maintains a constant distance from the inner surface of the hollow portion of the pneumatic tire, and the inner diameter is substantially the same as the inner diameter of the bead portion of the pneumatic tire. Dimension is formed. The run-flat support body is assembled to a wheel together with the pneumatic tire while being inserted inside the pneumatic tire, thereby forming a tire / wheel assembly. If the pneumatic tire is punctured while the tire / wheel assembly is mounted on a vehicle, the punctured and crushed tire is supported on the outer peripheral surface of the run-flat support body. Enable.
[0010]
The run-flat support body includes an annular shell and an elastic ring as main parts.
[0011]
The annular shell forms a continuous support surface to support a tire that is punctured on the outer peripheral side (outer diameter side), and the inner peripheral side (inner diameter side) has a bifurcated shape with the left and right side walls as legs. Yes. The support surface on the outer peripheral side is formed so that the shape in a cross section orthogonal to the circumferential direction becomes a convex curved surface on the outer diameter side. The number of the convex portions arranged in the tire width direction (tire axial direction) is set to be two or more. And the some convex part is comprised so that the outer diameter dimension of the convex part of at least two places may differ. As described above, since the outer diameter dimensions of the protrusions in at least two places are different, the plurality of protrusions formed on the outer circumferential surface of the annular shell gradually support the puncture tires in descending order of outer diameter dimension during run-flat running. Therefore, the impact force is reduced.
[0012]
Among the plurality of protrusions, the convex portion having a maximum outer diameter Dmax, stiffness (compression stiffness) is set to be smaller than that of the rest of the projecting portion with respect to the radial direction. By setting the rigidity, the impact buffering effect can be further increased. In general, since the load distribution on the tire tread is largely applied to the outside of the vehicle when the vehicle is mounted, the position of the convex portion having the maximum outer diameter Dmax in the tire width direction is the vehicle when there are two convex portions. It is preferable to be closer to the outside, and thereby the tire durability during run flat running can be improved. Moreover, when the number of convex parts is three or more, it is good to arrange | position to a center part, and can improve the tire durability at the time of run-flat driving | running | working similarly.
[0013]
Among the plurality of convex portions arranged in the tire width direction as described above, the radius difference α (maximum minimum difference) between the convex portion having the maximum outer diameter Dmax and the convex portion having the minimum outer diameter Dmin is 5 It is preferable to be in the range of ˜40 mm. When the radius difference α is smaller than 5 mm, the impact buffering effect is reduced. On the other hand, if it exceeds 40 mm, the durability of the annular shell decreases. Particularly preferably, the thickness is 5 to 20 mm when the shell is made of a metal material, and 20 to 40 mm when the shell is made of a resin material.
[0014]
For the convex portion having the maximum outer diameter Dmax, the radial dimension from the tire rotation axis can be changed at each position in the circumferential direction as necessary. As described above, since the radial dimension from the tire rotation axis changes at each position in the circumferential direction, abnormal vibration occurs during run-flat traveling, so that the driver can know tire puncture at an early stage. However, if you dislike the vibration caused by uneven radial dimensions in the circumferential direction, attach a strain gauge on the inner surface etc. to the convex part with the maximum outer diameter Dmax and use the strain gauge to detect abnormal signals during run-flat running. Can be solved by getting
[0015]
The elastic rings are respectively attached to the ends of both leg portions that are bifurcated on the inner diameter side of the annular shell, and support the annular shell by abutting on the left and right rim seats. This elastic ring is made of rubber or elastic resin, and reduces the impact and vibration received by the annular shell from the punctured tire, and also prevents the rim seat from slipping to stably support the annular shell.
[0016]
Since the run-flat support must support the vehicle weight via the punctured tire, the annular shell is made of a rigid material. A metal, resin, or the like is used as the constituent material. Among these, steel, aluminum, etc. can be illustrated as a metal. Further, the resin may be either a thermoplastic resin or a thermosetting resin. Examples of the thermoplastic resin include nylon, polyester, polyethylene, polypropylene, polystyrene, polyphenylene sulfide, and ABS. Examples of the thermosetting resin include an epoxy resin and an unsaturated polyester resin. The resin may be used alone, or may be used as a fiber reinforced resin by blending reinforcing fibers.
[0017]
Hereinafter, the present invention will be specifically described with reference to embodiments shown in the drawings.
[0018]
FIG. 1 is a tire width direction sectional view (meridian sectional view) showing a main part of a tire / wheel assembly (wheel) according to an embodiment of the present invention.
[0019]
Reference numeral 1 denotes a wheel rim, 2 is a pneumatic tire, and 3 is a run-flat support. The rim 1, the pneumatic tire 2, and the run-flat support 3 are formed in an annular shape coaxially with a rotation axis of a wheel (not shown) as a center.
[0020]
The run-flat support 3 includes an annular shell 4 formed from a rigid material such as metal or resin, and an elastic ring 5 formed from an elastic material such as hard rubber or elastic resin. The annular shell 4 is formed so that convex portions 4a and 4b having two convex curved surfaces on the outer peripheral side are arranged in the tire width direction. The outer diameter dimensions of the convex portions 4a and 4b are different from each other, and the outer diameter dimension Dmax on the convex portion 4a side is larger than the outer diameter dimension Dmin on the convex portion 4b side. Further, the radius difference α (maximum and minimum difference) in both outer diameter dimensions is set in a range of 5 to 40 mm.
[0021]
Both side walls on the inner peripheral side of the annular shell 4 are bifurcated as leg portions 6 and 6, respectively, and elastic rings 5 and 5 are attached to the ends thereof. The run-flat support 3 formed of the annular shell 4 and the elastic ring 5 in this way is inserted into the inside of the pneumatic tire 2, and the elastic rings 5, 5 are connected to the rim seat 1s of the rim 1 together with the bead portions 2b, 2b. It is attached to 1s at the same time.
[0022]
When the tire / wheel assembly (wheel) having the above configuration is mounted on a vehicle and the pneumatic tire 2 is punctured during traveling, the crushed tire is supported by the annular shell 4 and travels. That is, at the time of tire puncture, first, the convex portion 4a having a large outer diameter is supported, and then the convex portion 4b having a small outer diameter is supported to perform run flat running. In this manner, since the convex portion 4a having a large outer diameter (Dmax) is supported in a stepwise manner from the convex portion 4b having a small outer diameter (Dmin), the impact force can be alleviated and good riding comfort can be obtained. . In order to further improve the impact buffering effect, the radial rigidity (compression rigidity) of the convex portion 4a having the maximum outer diameter Dmax is made smaller than the rigidity of the convex portion 4b having the minimum outer diameter Dmin. Is set to
[0023]
In the embodiment of FIG. 1, the left side of the figure is the outside when the vehicle is mounted, and the right side is the inside. Generally, the load on the tire tread during tire travel is greatly applied to the outside position when the vehicle is mounted. Therefore, as shown in the figure, the convex portion 4a having a large outer diameter Dmax is arranged on the outside when the vehicle is mounted. If the convex portion 4b having the diameter Dmin is disposed on the opposite inner side, the tire durability during the run-flat running can be improved. Of course, as the position of the convex portion 4a having a large outer diameter, the positional relationship between the convex portions 4a and 4b may be reversed as in the embodiment of FIG.
[0024]
FIG. 3 shows a main part of a tire / wheel assembly according to still another embodiment of the present invention.
[0025]
In this embodiment, three convex portions 4 a, 4 b, 4 c are formed on the outer peripheral surface of the annular shell 4. That is, the convex portion 4a having the maximum outer diameter Dmax, the convex portion 4b having the minimum outer diameter Dmin, and the convex portion 4c having the intermediate outer diameter are arranged, and the convex portion 4a having the maximum outer diameter Dmax is located at the center. The convex portion 4b having the outer diameter Dmin is located on the inner side when the vehicle is mounted. The radius difference (maximum / minimum difference) α between the convex portion 4a having the maximum outer diameter Dmax and the convex portion 4b having the minimum outer diameter Dmin is in the range of 5 to 40 mm, and is the same as described above.
[0026]
When the tire is punctured in this way, the impact force is buffered in a well-balanced manner by first arranging the convex portion 4a having the maximum outer diameter Dmax that supports the load at the center. Further, the stiffness (compression stiffness) in the radial direction of the convex portion 4a, the remaining two protrusions 4b, is made smaller than the rigidity of 4c, it is possible to further improve the impact cushioning.
[0027]
In the embodiment of FIG. 3, the three convex portions 4a, 4b, 4c are configured as a seamless structure in the tire width direction. However, as in the embodiment of FIG. 4, the three convex portions 4a, 4b, and 4c may be processed separately in advance and the edges of these convex portions may be joined to each other. Thus, when each convex part 4a, 4b, 4c is manufactured separately, the annular shell from which size differs can be manufactured at low cost by preparing several types of sizes, respectively. As a method for joining the plurality of convex portions, when the shell material is a metal, it can be easily joined by welding, an adhesive or the like, and when the shell material is a resin material, it can be easily joined by a fusion, an adhesive or the like.
[0028]
【Example】
The tire size and rim size are 205 / 55R16, 16 × 6 1 / 2JJ, respectively, and the annular shell of the run-flat support body is changed from the steel plate having a thickness of 1.0 mm to the outer diameters of the convex portions 4a and 4b. A tire / wheel assembly (wheel) having the structure of FIG. 1 was manufactured by setting Dmax = 510 mm, Dmin = 490 mm, and a radius difference (maximum minimum difference) of α = 10 mm (Example).
[0029]
On the other hand, for comparison, a tire / wheel assembly (wheel) having the same configuration as that of the example except that the outer diameter of the convex portions 4a and 4b of the run-flat support body is the same 500 mm. (Conventional example).
[0030]
When the shock absorbing properties of the two sets of tire / wheel assemblies were measured by the following measurement method, the results shown in Table 1 were obtained.
[0031]
(Shock buffer)
The test tire / wheel assembly is mounted on the left side of the front wheel of a passenger car with a displacement of 2500 cc with the tire pressure set to 0, and feels shock-absorbing when running on a peripheral circuit at a speed of 90 km / h by driving a test driver. Was evaluated by the 5-point method. The evaluation was expressed as an index with the number of points measured from the conventional tire / wheel assembly as 100. The larger the index value, the better the shock buffering property.
[0032]
[Table 1]

[0033]
【The invention's effect】
As described above, according to the present invention, the shape of the outer peripheral surface of the annular shell constituting the main part of the run-flat support body in the tire width direction cross section is changed to a shape in which a plurality of convex portions are arranged, and at least 2 Since the outer diameters of the convex portions at the locations are different, during run-flat running, the plurality of convex portions formed on the outer peripheral surface of the annular shell support the puncture tires in order from the largest outer diameter to alleviate the impact force. Therefore, good riding comfort can be obtained. Moreover, the shock-absorbing property can be further improved by minimizing the radial rigidity of the convex portion having the maximum outer diameter among the plurality of convex portions.
[Brief description of the drawings]
FIG. 1 is a meridian cross-sectional view showing a main part of a tire / wheel assembly according to an embodiment of the present invention.
FIG. 2 is a meridian cross-sectional view showing a main part of a tire / wheel assembly according to another embodiment of the present invention.
FIG. 3 is a meridian cross-sectional view showing a main part of a tire / wheel assembly according to still another embodiment of the present invention.
FIG. 4 is a meridian cross-sectional view showing a main part of a tire / wheel assembly according to still another embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 (Wheel) rim 2 Pneumatic tire 3 Run-flat support body 4 Annular shell 4a, 4b, 4c Convex part 5 Elastic ring

Claims (10)

A run-flat comprising a hollow portion of a pneumatic tire, an annular shell having an outer peripheral side as a supporting surface and an inner peripheral side opened in a bifurcated manner, and an elastic ring for supporting the bifurcated open leg end on a rim. In the tire / wheel assembly in which the supporting body is inserted, the cross-sectional shape in the tire width direction of the outer peripheral surface of the annular shell is made to be a shape in which a plurality of convex portions are arranged in the tire width direction, and at least two convex portions are outside. A tire / wheel assembly in which the radial dimension of the convex portion having the maximum outer diameter is minimized among the plurality of convex portions with different diameter dimensions.   The shape of the outer circumferential surface of the annular shell in the cross section in the tire width direction is a shape in which two convex portions are arranged, and the outer diameter of the convex portion located outside the vehicle body when the vehicle is mounted is that of the convex portion located inside the vehicle body. The tire / wheel assembly according to claim 1, wherein the tire / wheel assembly is larger.   The shape of the outer peripheral surface in the tire width direction cross section of the said annular shell was made into the shape which arranged the 3 or more convex part, and the outer diameter dimension of the convex part located in these center parts was maximized. Tire / wheel assembly.   The tire / wheel assembly according to any one of claims 1 to 3, wherein a radius difference α between a maximum outer diameter and a minimum outer diameter of the plurality of convex portions is 5 to 40 mm. The tire / wheel assembly according to any one of claims 1 to 4 , wherein, among the plurality of convex portions, a radius of a convex portion having a maximum outer diameter from the tire rotation axis is changed in a circumferential direction. A tire width of the outer peripheral surface of the annular shell, comprising an annular shell having an outer peripheral side as a supporting surface and an inner peripheral side having a bifurcated leg and an elastic ring that supports the bifurcated open leg end portion on a rim. The direction cross-sectional shape is a shape in which a plurality of convex portions are arranged in the tire width direction, and the outer diameter dimensions of at least two convex portions are made different . Of these convex portions, the convex portion having the maximum outer diameter Run-flat support with minimal radial stiffness . The shape of the outer peripheral surface of the annular shell in the cross section in the tire width direction is a shape in which two convex portions are arranged, and the outer diameter of the convex portion located outside the vehicle body when mounted on the vehicle is that of the convex portion located inside the vehicle body. The run-flat support body according to claim 6 , wherein the support body is larger than that of the run-flat support body. Wherein a shape formed by arranging three or more protrusions the shape of the outer peripheral surface in the tire width direction cross-section of the annular shell, according to claim 6 in which the maximum outer diameter dimension of the convex portion located in these central portion Run-flat support.   The run-flat support body according to any one of claims 6 to 8, wherein a radius difference α between a maximum outer diameter and a minimum outer diameter of the plurality of convex portions is 5 to 40 mm. The run-flat support body according to any one of claims 6 to 9 , wherein a radius of the convex portion having the maximum outer diameter from the tire rotation axis among the plurality of convex portions is changed in a circumferential direction.

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