JP4523959B2 - Vehicle wheel - Google Patents

Vehicle wheel Download PDF

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JP4523959B2
JP4523959B2 JP2007278300A JP2007278300A JP4523959B2 JP 4523959 B2 JP4523959 B2 JP 4523959B2 JP 2007278300 A JP2007278300 A JP 2007278300A JP 2007278300 A JP2007278300 A JP 2007278300A JP 4523959 B2 JP4523959 B2 JP 4523959B2
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air chamber
vertical wall
wheel
auxiliary air
wall surface
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JP2009107357A (en
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幹雄 柏井
洋一 神山
哲央 早川
修平 山本
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Honda Motor Co Ltd
Nihon Plast Co Ltd
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Honda Motor Co Ltd
Nihon Plast Co Ltd
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Priority to JP2007278300A priority Critical patent/JP4523959B2/en
Priority to DE602008001297T priority patent/DE602008001297D1/en
Priority to EP08018653A priority patent/EP2052876B1/en
Priority to US12/290,022 priority patent/US7896044B2/en
Priority to CN2008101667943A priority patent/CN101423005B/en
Publication of JP2009107357A publication Critical patent/JP2009107357A/en
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Description

本発明は、タイヤ空気室内の気柱共鳴(空洞共鳴)に伴う騒音を低減する車両用ホイールに関するものである。   The present invention relates to a vehicle wheel that reduces noise associated with air column resonance (cavity resonance) in a tire air chamber.

一般に、タイヤの空気室(以下、「タイヤ空気室」という。)内で生じる気柱共鳴が、自動車のロードノイズの要因となることが知られている。気柱共鳴とは、路面からタイヤに伝わるランダムな振動がタイヤ空気室内の空気を振動させ、その結果、タイヤ空気室の気柱共鳴周波数付近で共鳴現象が起こり、共鳴音が発生する現象である。   In general, it is known that air column resonance generated in a tire air chamber (hereinafter referred to as “tire air chamber”) causes road noise of an automobile. Air column resonance is a phenomenon in which random vibration transmitted from the road surface to the tire vibrates the air in the tire air chamber, and as a result, a resonance phenomenon occurs near the air column resonance frequency of the tire air chamber and a resonance sound is generated. .

従来、この気柱共鳴に伴う騒音を低減するため、特許文献1に記載された車両用ホイールが知られている。この車両用ホイールは、リムの周方向に沿って複数の副気室を有している。さらに詳しく説明すると、この車両用ホイールでは、リムの周方向に延びるようにウェル部に立設された環状の縦壁と、ビードシート部側に向かうウェル部の立ち上り側壁との間に形成される環状の空間部分が蓋部材で塞がれている。そして、蓋部材とウェル部と縦壁とで区画されることとなるこの空間部分が周方向に所定の間隔をあけて配置された複数の隔壁で仕切られることで各副気室が形成されている。また、タイヤ空気室と各副気室とは、蓋部材に形成された連通孔で連通している。この車両用ホイールによれば、連通孔と副気室とがヘルムホルツ・レゾネータを構成し、タイヤ空気室内の気柱共鳴音を低減することができる。
特開2004−90669号公報
Conventionally, a vehicle wheel described in Patent Document 1 is known in order to reduce noise associated with this air column resonance. The vehicle wheel has a plurality of auxiliary air chambers along the circumferential direction of the rim. More specifically, this vehicle wheel is formed between an annular vertical wall standing on the well portion so as to extend in the circumferential direction of the rim and a rising side wall of the well portion facing the bead seat portion side. The annular space is closed with a lid member. Each sub-air chamber is formed by partitioning the space portion, which is partitioned by the lid member, the well portion, and the vertical wall, with a plurality of partition walls arranged at predetermined intervals in the circumferential direction. Yes. Further, the tire air chamber and each sub air chamber communicate with each other through a communication hole formed in the lid member. According to this vehicle wheel, the communication hole and the auxiliary air chamber constitute a Helmholtz resonator, and air column resonance noise in the tire air chamber can be reduced.
Japanese Patent Laid-Open No. 2004-90669

しかしながら、従来の車両用ホイールは現実的な構造ではなかった。すなわち、ウェル部から立ち上がるように縦壁を形成したホイールに、複数の隔壁と蓋部材とを、気密性を保ちつつ、溶接、接着、嵌め込み、締結により高精度で結合させる必要があり、気密性の確保、製造工数や製造コストの増大を考慮すると、量産化に不適であるという問題があった。
また、副気室を構成する部材の材料としては、金属、樹脂等が使用できるが、軽量化、量産性の向上、副気室の気密性確保等を考慮すると、軽量でブロー成型可能な樹脂が望ましい。
しかしながら、材料として樹脂を使用した場合、金属を使用する場合に比べ、副気室を構成する壁材の面剛性が低いため、気柱共鳴によってタイヤ空気室内でプラス側、マイナス側、交互に変動する空気圧変動が生じたときに副気室の容積がわずかに増減し、ヘルムホルツ・レゾネータとしての消音性能が十分に得られない場合がある。
この場合、前記壁材の肉厚を増して剛性を高めることが考えられるが、壁材の肉厚を増すと副気室部材の重量増となり、副気室部材に作用する遠心力も増加することから、副気室部材をウェル部に固定するための部材も強度を必要とし、その結果ますます車両用ホイールが重くなる。
However, the conventional vehicle wheel is not a realistic structure. That is, it is necessary to join a plurality of partition walls and lid members to a wheel formed with a vertical wall so as to stand up from the well portion with high accuracy by welding, bonding, fitting and fastening while maintaining airtightness. In consideration of ensuring the manufacturing cost and the increase in manufacturing man-hours and manufacturing costs, there is a problem that it is not suitable for mass production.
In addition, metals, resins, and the like can be used as materials for the members constituting the sub-air chamber. However, in consideration of weight reduction, improvement in mass productivity, ensuring airtightness of the sub-air chamber, etc., a lightweight, blow-moldable resin Is desirable.
However, when resin is used as the material, since the surface rigidity of the wall material that constitutes the secondary air chamber is lower than when using metal, the positive and negative sides fluctuate alternately in the tire air chamber due to air column resonance. When the air pressure fluctuation occurs, the volume of the auxiliary air chamber slightly increases and decreases, and the sound deadening performance as the Helmholtz resonator may not be sufficiently obtained.
In this case, it is conceivable to increase the thickness of the wall material to increase the rigidity. However, increasing the wall material thickness increases the weight of the auxiliary air chamber member, and the centrifugal force acting on the auxiliary air chamber member also increases. Therefore, the member for fixing the auxiliary air chamber member to the well portion also needs strength, and as a result, the vehicle wheel becomes heavier.

そこで、本発明は、かかる事情に鑑み、量産性を向上させ、重量増をできるだけ少なくしながら、副気室を構成する前記壁材の面剛性を高めることができる樹脂製の副気室部材を搭載した車両用ホイールを提供することを課題とする。   Therefore, in view of such circumstances, the present invention provides a resin-made sub-air chamber member that can improve the mass productivity and reduce the increase in weight as much as possible while increasing the surface rigidity of the wall material constituting the sub-air chamber. It is an object of the present invention to provide a mounted vehicle wheel.

前記課題を解決するために、請求項1に記載の発明は、タイヤ空気室内で副気室部材をウェル部の外周面上に固定した車両用ホイールであって、ウェル部の外周面から径方向外側に立ち上がり、外周面の周方向に延びるように形成される第1の縦壁面と、第1の縦壁面と対向するようにウェル部に形成される第2の縦壁面と、を備え、
副気室部材は、樹脂で形成され、ウェル部の外周面側の底板と、その底板との間で副気室を形成する上板と、副気室とタイヤ空気室を連通する連通孔と、からなる本体部と、底板と上板とを結合するとともに、本体部から第1の縦壁面と第2の縦壁面に延出して、第1の縦壁面と第2の縦壁面のそれぞれに形成された溝部に係止される縁部と、を有し、上板は、ホイール幅方向の断面がウェル部の外周面側から離間する方向に凸となるように連続的に湾曲していることを特徴とする。
In order to solve the above-mentioned problem, the invention according to claim 1 is a vehicle wheel in which a sub air chamber member is fixed on an outer peripheral surface of a well portion in a tire air chamber, and the radial direction extends from the outer peripheral surface of the well portion. A first vertical wall surface formed so as to rise outward and extend in the circumferential direction of the outer peripheral surface; and a second vertical wall surface formed in the well portion so as to face the first vertical wall surface,
The auxiliary air chamber member is made of resin, and includes a bottom plate on the outer peripheral surface side of the well portion, an upper plate that forms the auxiliary air chamber between the bottom plate, and a communication hole that communicates the auxiliary air chamber and the tire air chamber. Are coupled to the first vertical wall surface and the second vertical wall surface to each of the first vertical wall surface and the second vertical wall surface. And the upper plate is continuously curved so that the cross section in the wheel width direction is convex in a direction away from the outer peripheral surface side of the well portion. It is characterized by that.

請求項1に記載の発明よれば、従来の車両用ホイール(例えば、特許文献1参照)のようにホイールに複数の隔壁や蓋部材を順次に組み付けて気密性を考慮しながら高精度にこれらを結合させて副気室を形成していくものと異なって、予め副気室を有する副気室部材をウェル部に設けた第1の縦壁面と第2の縦壁面との間に嵌め込むだけで製造される。
また、副気室の本体部を構成する上板と底板の壁材のうち上板が、ホイール幅方向の断面において、ウェル部の外周面側から離間する方向に凸となるように連続的に湾曲している、つまり、副気室から外側に凸の形状に連続的に湾曲しているので、副気室内の内圧が高まった場合にも、上板の外側への膨張が抑制され、副気室の容積変動が抑制される。
According to the first aspect of the present invention, as in a conventional vehicle wheel (see, for example, Patent Document 1), a plurality of partition walls and a lid member are sequentially assembled to the wheel, and these are highly accurately considered while considering airtightness. Unlike the case where the sub air chamber is formed by combining them, the sub air chamber member having the sub air chamber is previously fitted between the first vertical wall surface and the second vertical wall surface provided in the well portion. Manufactured by.
In addition, the upper plate of the upper plate and the bottom plate constituting the main body portion of the auxiliary air chamber is continuously protruded in a direction away from the outer peripheral surface side of the well portion in the cross section in the wheel width direction. Since it is curved, that is, continuously curved in a convex shape outward from the auxiliary air chamber, even when the internal pressure in the auxiliary air chamber increases, expansion of the upper plate to the outside is suppressed, The volume variation of the air chamber is suppressed.

また、請求項2に記載の発明は、タイヤ空気室内で副気室部材をウェル部の外周面上に固定した車両用ホイールであって、ウェル部の外周面から径方向外側に立ち上がり、外周面の周方向に延びるように形成される第1の縦壁面と、第1の縦壁面と対向するようにウェル部に形成される第2の縦壁面と、を備え、
副気室部材は、樹脂で形成され、ウェル部の外周面側の底板と、その底板との間で副気室を形成する上板と、副気室とタイヤ空気室を連通する連通孔と、からなる本体部と、底板と上板とを結合するとともに、本体部から第1の縦壁面と第2の縦壁面に延出して、第1の縦壁面と第2の縦壁面のそれぞれに形成された溝部に係止される縁部と、を有し、副気室には、上板と底板の一方から、又は両方から、副気室内部側へ窪んで上板と底板とを部分的に結合する結合部が形成されていることを特徴とする。
The invention according to claim 2 is a vehicle wheel in which the auxiliary air chamber member is fixed on the outer peripheral surface of the well portion in the tire air chamber, and rises radially outward from the outer peripheral surface of the well portion. A first vertical wall surface formed so as to extend in the circumferential direction, and a second vertical wall surface formed in the well portion so as to face the first vertical wall surface,
The auxiliary air chamber member is made of resin, and includes a bottom plate on the outer peripheral surface side of the well portion, an upper plate that forms the auxiliary air chamber between the bottom plate, and a communication hole that communicates the auxiliary air chamber and the tire air chamber. Are coupled to the first vertical wall surface and the second vertical wall surface to each of the first vertical wall surface and the second vertical wall surface. An edge portion to be engaged with the formed groove portion, and the auxiliary air chamber is partially recessed from one or both of the upper plate and the bottom plate toward the inner side of the auxiliary air chamber. A coupling portion that is coupled to each other is formed.

請求項2に記載の発明によれば、副気室の本体部を構成する壁材の上板と底板の一方から、又は両方から、副気室内部側へ窪んで上板と底板とを部分的に結合する結合部が形成されているので、結合部分で上板と底板との離間距離が固定され、堅く結合されることになる。その結果、副気室内の内圧変動に対して、壁材の内外へのへこみ、膨張が抑制され、副気室の容積変動が抑制される。 According to the second aspect of the present invention, the top plate and the bottom plate are partially recessed from one or both of the top plate and the bottom plate of the wall material constituting the main body portion of the sub air chamber into the side of the sub air chamber. Since the connecting portion is formed, the distance between the top plate and the bottom plate is fixed at the connecting portion, and the connecting portion is firmly connected. As a result, the indentation and expansion of the wall material to the inside and outside of the auxiliary air chamber are suppressed, and the volume fluctuation of the auxiliary air chamber is suppressed.

本発明の車両用ホイールによれば、予め副気室を有する副気室部材をウェル部に設けた第1の縦壁面と第2の縦壁面との間に嵌め込むだけで製造されるので、従来の車両用ホイールと比較して、製造工数や製造コストを削減することができるとともに、量産性を向上させることができる。
また、樹脂で副気室を構成した場合でも、タイヤ空気室の圧力変動による副気室容積の変動が小さく、消音機能が維持できる、薄肉の壁材で構成した副気室を形成することができる。その結果、副気室部材の本体部を軽量に構成できるだけでなく、副気室をウェル部に係止するための縁部にかかる遠心力も軽減されて、縁部も薄肉にでき、本体部及び縁部を含めた副気室部材全体が軽量にでき、副気室部材を備えた車両用ホイール全体を軽量化することができる。
According to the vehicle wheel of the present invention, since the auxiliary air chamber member having the auxiliary air chamber is manufactured by simply fitting between the first vertical wall surface and the second vertical wall surface provided in the well portion, Compared with the conventional vehicle wheel, the manufacturing man-hours and the manufacturing cost can be reduced, and the mass productivity can be improved.
In addition, even when the secondary air chamber is made of resin, it is possible to form a secondary air chamber composed of a thin wall material that can maintain the silencing function with little variation in the volume of the secondary air chamber due to the pressure variation of the tire air chamber. it can. As a result, not only can the main body portion of the auxiliary air chamber member be configured to be lightweight, but also centrifugal force applied to the edge portion for locking the auxiliary air chamber to the well portion is reduced, and the edge portion can also be made thin. The entire auxiliary air chamber member including the edge portion can be reduced in weight, and the entire vehicle wheel including the auxiliary air chamber member can be reduced in weight.

以下に、本発明に係る車両用ホイールの実施形態について図を参照しながら詳細に説明する。
本実施形態に係る車両用ホイールは、ウェル部側に副気室部材(ヘルムホルツ・レゾネータ)を嵌め込んで固定することを主な特徴としている。
ここでは、先ず車両用ホイールの全体構成について説明した後に、副気室部材の構成について説明する。
Hereinafter, an embodiment of a vehicle wheel according to the present invention will be described in detail with reference to the drawings.
The vehicle wheel according to the present embodiment is mainly characterized in that a sub air chamber member (Helmholtz resonator) is fitted and fixed to the well portion side.
Here, after first describing the overall configuration of the vehicle wheel, the configuration of the auxiliary air chamber member will be described.

《車両用ホイールの全体構成》
先ず、図1から図3を参照して(適宜図7を参照して)車両用ホイールの全体構成について説明する。
図1は、本実施形態に係る車両用ホイールの斜視図である。図2は、図1の車両用ホイールにタイヤを装着した車輪の要部正面断面図である。図3は、車両用ホイールの側面断面図であって、副気室部材の配置位置を示す図である。
図1に示すように、車両用ホイール10は、タイヤ20(図2参照)を装着するためのリム11と、このリム11を図示しないハブに連結するためのディスク12と、リム11を構成するウェル部11cの外周面11d(図7の(a)参照)上に固定される副気室部材13とから構成される。
<< Overall configuration of vehicle wheel >>
First, the overall configuration of the vehicle wheel will be described with reference to FIGS. 1 to 3 (refer to FIG. 7 as appropriate).
FIG. 1 is a perspective view of a vehicle wheel according to the present embodiment. FIG. 2 is a front sectional view of a main part of a wheel in which a tire is mounted on the vehicle wheel of FIG. FIG. 3 is a side cross-sectional view of the vehicle wheel, and is a view showing an arrangement position of the auxiliary air chamber member.
As shown in FIG. 1, the vehicle wheel 10 forms a rim 11 for attaching a tire 20 (see FIG. 2), a disk 12 for connecting the rim 11 to a hub (not shown), and the rim 11. The auxiliary air chamber member 13 is fixed on the outer peripheral surface 11d (see FIG. 7A) of the well portion 11c.

図2に示すように、リム11は、ホイール幅方向の両端部に形成されるビードシート部11a,11aと、このビードシート部11a,11aからホイール径方向外側に向けてL字状に屈曲したリムフランジ部11b,11bと、ビードシート部11a,11a間においてホイール径方向内側に窪んだウェル部11cと、を有する。   As shown in FIG. 2, the rim 11 is bent in an L shape toward the outer side in the wheel radial direction from the bead sheet portions 11a and 11a formed at both ends in the wheel width direction. Rim flange portions 11b and 11b, and well portions 11c that are recessed inward in the wheel radial direction between bead seat portions 11a and 11a.

ビードシート部11aには、タイヤ20のビード部21aが装着される。これにより、リム11の外周面11d(図7の(a)参照)とタイヤ20の内周面との間に環状の密閉空間からなるタイヤ空気室MCが形成される。
なお、タイヤ20に関して、符号21はタイヤ本体、符号22はインナライナを示す。
The bead portion 21a of the tire 20 is attached to the bead seat portion 11a. As a result, a tire air chamber MC comprising an annular sealed space is formed between the outer peripheral surface 11d of the rim 11 (see FIG. 7A) and the inner peripheral surface of the tire 20.
In addition, regarding the tire 20, the code | symbol 21 shows a tire main body and the code | symbol 22 shows an inner liner.

ウェル部11cは、タイヤ20をリム11に組み付けるリム組時に、タイヤ20のビード部21a,21aを落とし込むために設けられている。このウェル部11cの外周面11d(図7の(a)参照)には、縦壁14が立設されている。   The well portion 11 c is provided for dropping the bead portions 21 a and 21 a of the tire 20 when the rim is assembled to the tire 20. A vertical wall 14 is erected on the outer peripheral surface 11d (see FIG. 7A) of the well portion 11c.

ディスク12は、図2に示すように、リム11の車両外側の端部からホイール径方向内側に連続して形成される。リム11とディスク12とは、例えば、アルミニウム合金、マグネシウム合金等の軽量高強度材料等から製造される。
なお、これらの材料は限定されるものではなく、スチール(鋼)等から形成されるものであっても良い。また、車両用ホイール10は、スポークホイールであっても良い。
As shown in FIG. 2, the disk 12 is formed continuously from the end of the rim 11 on the vehicle outer side to the inner side in the wheel radial direction. The rim 11 and the disk 12 are manufactured from, for example, a lightweight high-strength material such as an aluminum alloy or a magnesium alloy.
These materials are not limited, and may be formed from steel (steel) or the like. The vehicle wheel 10 may be a spoke wheel.

図3に示すように、ウェル部11cのホイール周方向に沿って、副気室部材13が4つ配置される。副気室部材13は、ホイール周方向に長い部材であって、その内部にそれぞれ副気室SCを有している。そして、本実施形態での副気室部材13は、ウェル部11cの周面に沿って等間隔に4つ配置されている。つまり、本実施形態での車両用ホイール10は、車両用ホイール10の回転中心軸を挟んで対向する1対の副気室部材13を2組備えている。
なお、図1から図3では単に副気室部材13と表示しているが、後記するように本実施形態における副気室部材の1例である副気室部材13Aの他に、その変形例である副気室部材13B(図9の(a),(b)参照)、副気室部材13B’(図9の(c),(d)参照)、副気室部材13C(図10参照)、副気室部材13D(図11の(a)参照)、副気室部材13E(図11の(b)参照)等を代表して副気室部材13と表示したものである。
As shown in FIG. 3, four auxiliary air chamber members 13 are arranged along the wheel circumferential direction of the well portion 11c. The auxiliary air chamber members 13 are members that are long in the circumferential direction of the wheel, and each has an auxiliary air chamber SC therein. And the four sub air chamber members 13 in this embodiment are arrange | positioned at equal intervals along the surrounding surface of the well part 11c. That is, the vehicle wheel 10 according to the present embodiment includes two sets of a pair of sub air chamber members 13 that face each other with the rotation center axis of the vehicle wheel 10 interposed therebetween.
1 to 3, the sub air chamber member 13 is simply indicated. However, as will be described later, in addition to the sub air chamber member 13A, which is an example of the sub air chamber member in the present embodiment, a modified example thereof. The auxiliary air chamber member 13B (see FIGS. 9A and 9B), the auxiliary air chamber member 13B ′ (see FIGS. 9C and 9D), and the auxiliary air chamber member 13C (see FIG. 10). ), The auxiliary air chamber member 13D (see FIG. 11A), the auxiliary air chamber member 13E (see FIG. 11B), and the like are represented as the auxiliary air chamber member 13.

《副気室部材》
次に、図4から図7を参照しながら(適宜図2を参照して)副気室部材13について説明する。
図4は、本実施形態における副気室部材の斜視図であり、図5はホイール周方向に湾曲した副気室部材を平面状に展開して図4のD方向から見た展開平面図である。図6の(a)は、図4におけるA−A’部分断面図(A側)であり、(b)は、図4におけるC−C断面図であり、(c)は、副気室部材の突出部を図4のD方向から見た部分平面図である。図7の(a)は、副気室部材を取り付けたウェル部を部分的に拡大した要部正面断面図、(b)は、ウェル部の縦壁に形成された切欠き部の斜視図である。
《Sub-air chamber member》
Next, the auxiliary air chamber member 13 will be described with reference to FIGS. 4 to 7 (refer to FIG. 2 as appropriate).
FIG. 4 is a perspective view of the auxiliary air chamber member in the present embodiment, and FIG. 5 is a developed plan view of the auxiliary air chamber member curved in the wheel circumferential direction as seen from the direction D in FIG. is there. 6A is a partial cross-sectional view along AA ′ in FIG. 4 (A side), FIG. 6B is a cross-sectional view along CC in FIG. 4, and FIG. 6C is a sub-air chamber member. It is the fragmentary top view which looked at the protrusion part of FIG. 4 from the D direction of FIG. FIG. 7A is a front sectional view of a main part in which a well part to which a sub air chamber member is attached is partially enlarged, and FIG. 7B is a perspective view of a notch part formed in a vertical wall of the well part. is there.

本実施形態における1例である副気室部材13Aは、図4及び図6の(a)に示すように、ウェル部11cの外周面11dに沿うように、その長手方向に湾曲している。
副気室部材13Aは、底板25a(図6の(a)参照)と上板25b(図6の(a)参照)との内部に副気室SC(図6の(a)参照)が形成される本体部13aと、この本体部13aからその周囲に延出する板状の縁部13e(図4参照)とを備えている。この縁部13eは、本体部13aのホイール周方向にも、本体部13aのホイール幅方向にも設けられている。
As shown in FIGS. 4 and 6A, the auxiliary air chamber member 13A as an example in the present embodiment is curved in the longitudinal direction thereof along the outer peripheral surface 11d of the well portion 11c.
In the auxiliary air chamber member 13A, an auxiliary air chamber SC (see FIG. 6A) is formed inside the bottom plate 25a (see FIG. 6A) and the upper plate 25b (see FIG. 6A). And a plate-like edge 13e (see FIG. 4) extending from the main body 13a to the periphery thereof. The edge 13e is provided both in the wheel circumferential direction of the main body 13a and in the wheel width direction of the main body 13a.

ここで、図5に示すように本体部13aに設けられた縁部13eのうち、ホイール周方向に延び、後記する突出部18が設けられている側のものを、以下、縁部13eと称し、そのホイール幅方向反対側のものを縁部13eと称し、ホイール幅方向に延びるものを13eと称する。部位を特定する必要が無いときは、単に縁部13eと称する。
縁部13eの肉厚t1(図6の(a),(b)参照)は、本体部13aの底板25a及び上板25bの肉厚t2と同じ厚さとなっている。また、縁部13e,13eの前記ホイール幅方向の両端は肉厚t1より大きい外径の、ホイール周方向に伸びる円形断面の端縁13c,13cとなっている。
なお、本実施形態での縁部13e(縁部13e,13e,13e)は、肉厚t1や後記する材料を適宜に決定することでバネ弾性を有している。
Here, as shown in FIG. 5, among the edge portions 13e provided on the main body portion 13a, those on the side extending in the circumferential direction of the wheel and provided with the protrusions 18 to be described later are referred to as edge portions 13e 1 hereinafter. The one opposite to the wheel width direction is referred to as an edge portion 13e 2 and the one extending in the wheel width direction is referred to as 13e 3 . When it is not necessary to specify a part, it is simply referred to as edge 13e.
The thickness t1 of the edge 13e (see FIGS. 6A and 6B) is the same as the thickness t2 of the bottom plate 25a and the upper plate 25b of the main body 13a. Further, both ends in the wheel width direction of the edge portions 13e 1 and 13e 2 are edge portions 13c and 13c having a circular cross section extending in the wheel circumferential direction and having an outer diameter larger than the wall thickness t1.
Incidentally, the edge 13e of the present embodiment (the edge 13e 1, 13e 2, 13e 3) has a spring elasticity by appropriately determining the thickness t1 and later to the material.

また、図5に示すようにホイール周方向の縁部13eの縁部13e寄り側のホイール周方向端からは、ホイール径方向内方側に斜めに折れてホイール幅方向に延出し、その先端部の面が更にホイール幅方向に沿うように折れ曲がった仮止め爪13f,13fが設けられている。 Also, from the wheel circumferential direction of the edge portion 13e 2 near the side of the wheel circumferential end edge 13e 3 as shown in FIG. 5, Slight wheel radially inward extending in the wheel width direction, that Temporary fastening claws 13f and 13f that are bent so that the surface of the distal end portion is further along the wheel width direction are provided.

図6の(a)に示すように副気室SCを囲む壁材である本体部13aの上板25bのうちの、ホイール周方向側の端である端部25dは、ホイール周方向端において傾いて形成されている。また、図6の(b)に示すよう副気室SCを囲む壁材である本体部13aの上板25bのうちの、ホイール幅方向側の端である幅端部25c,25cは、ホイール幅方向端において傾いて形成され、幅端部25c,25cの間の上板25bはホイール幅方向の断面において、底板25aがホイール径方向内側に凸に湾曲しているよりもホイール径方向外側に向かって強く湾曲して形成されている。つまり、請求項に記載の「上板はウェル部の外周面側から離間する方向に凸となるように湾曲している」形状となっている。   As shown in FIG. 6A, an end 25d, which is an end on the wheel circumferential side, of the upper plate 25b of the main body 13a, which is a wall material surrounding the auxiliary air chamber SC, is inclined at the wheel circumferential end. Is formed. Moreover, as shown in (b) of FIG. 6, among the upper plate 25b of the main body 13a, which is a wall material surrounding the auxiliary air chamber SC, the width end portions 25c and 25c that are the ends in the wheel width direction are the wheel widths. In the cross section in the wheel width direction, the upper plate 25b between the width end portions 25c and 25c is inclined toward the outer side in the wheel radial direction than the bottom plate 25a is convexly curved inward in the wheel radial direction. And is strongly curved. In other words, the upper plate has a shape as described in the claims, wherein the upper plate is curved so as to protrude in a direction away from the outer peripheral surface side of the well portion.

ここで図4のB−B断面に相当する副気室部材13Aの断面図を含む図7の(a)を参照すると、副気室部材13Aは、第1の縦壁面15と第2の縦壁面16との間に嵌り込んでウェル部11cの外周面11d上に固定されている。更に詳しく説明すると、縁部13eは第1の縦壁面15側に延出して溝部17に嵌り込み、縁部13eは第2の縦壁面16側に延出して溝部17に嵌り込むとともに、図6の(a)に示すように本体部13aからウェル部11cの外周面11dに沿うようにホイール周方向に延出している。
ちなみに、副気室部材13Aは、図7の(a)に示すように、本体部13aから第1の縦壁面15側と第2の縦壁面16側にそれぞれ延出する縁部13e,13eの両端縁13c,13cが各溝部17に嵌り込むことで第1の縦壁面15と第2の縦壁面16に係止されている。
Here, referring to FIG. 7A including a cross-sectional view of the auxiliary air chamber member 13A corresponding to the BB cross section of FIG. 4, the auxiliary air chamber member 13A includes the first vertical wall surface 15 and the second vertical wall member 15A. It fits between the wall surface 16 and is fixed on the outer peripheral surface 11d of the well portion 11c. More specifically, the edge portion 13e 1 extends to the first vertical wall surface 15 side and fits into the groove portion 17, the edge portion 13e 2 extends to the second vertical wall surface 16 side and fits into the groove portion 17, As shown to (a) of FIG. 6, it is extended in the wheel circumferential direction so that the outer peripheral surface 11d of the well part 11c may be followed from the main-body part 13a.
Incidentally, as shown in FIG. 7A, the auxiliary air chamber member 13A has edge portions 13e 1 and 13e extending from the main body portion 13a to the first vertical wall surface 15 side and the second vertical wall surface 16 side, respectively. The two end edges 13 c and 13 c are engaged with the respective groove portions 17 so as to be locked to the first vertical wall surface 15 and the second vertical wall surface 16.

そして、図7の(a)に示すように、副気室部材13Aは、両端縁13c,13cの間でウェル部11cの外周面11d側に向かって凸となるように、本体部13aの外周面11d側を構成する底板25aと、この底板25aから延出する縁部13e,13eとは一体となって湾曲している。
ちなみに副気室部材13Aは、後記するように、車両用ホイール10の回転による遠心力が作用した際に、湾曲部13dが逆にホイール径方向外側に向かって凸となる方向に反転しようとして第1の縦壁面15と第2の縦壁面16とに対する両端縁13c,13cの押圧力を増大させるようになっている。
And as shown to (a) of FIG. 7, 13 A of auxiliary | assistant air chamber members are outer periphery of the main-body part 13a so that it may become convex toward the outer peripheral surface 11d side of the well part 11c between both-ends edge 13c, 13c. The bottom plate 25a constituting the surface 11d side and the edge portions 13e 1 and 13e 2 extending from the bottom plate 25a are integrally curved.
Incidentally, as will be described later, when the centrifugal force generated by the rotation of the vehicle wheel 10 is applied, the auxiliary air chamber member 13A reverses in a direction in which the curved portion 13d is convex toward the outside in the wheel radial direction. The pressing force of both end edges 13c, 13c against the one vertical wall surface 15 and the second vertical wall surface 16 is increased.

(第1の縦壁面及び第2の縦壁面)
縦壁14は、図7の(a)に示すように、ウェル部11cの外周面11dからホイール径方向外側に立ち上がる第1の縦壁面15を形成するように外周面11dに立設されている。そして、縦壁14は、外周面11dのホイール周方向に延びて環状となっている。また、ウェル部11cのホイール幅方向内側(車両内側)に形成される側面部11eには、第1の縦壁面15と対向するように第2の縦壁面16が設けられる。
なお、本実施形態での縦壁14は、リム11を鋳造する際にウェル部11cと一体に成形される。
(First vertical wall surface and second vertical wall surface)
As shown in FIG. 7A, the vertical wall 14 is erected on the outer peripheral surface 11d so as to form a first vertical wall surface 15 that rises outward from the outer peripheral surface 11d of the well portion 11c in the wheel radial direction. . The vertical wall 14 has an annular shape extending in the wheel circumferential direction of the outer peripheral surface 11d. Further, a second vertical wall surface 16 is provided so as to face the first vertical wall surface 15 on the side surface portion 11e formed on the wheel width direction inner side (vehicle inner side) of the well portion 11c.
Note that the vertical wall 14 in the present embodiment is formed integrally with the well portion 11c when the rim 11 is cast.

そして、これらの第1の縦壁面15及び第2の縦壁面16には、それぞれ溝部17が形成されている。これらの溝部17,17は、ウェル部11cの外周面11dのホイール周方向に沿って形成されて環状の溝となっている。これらの溝部17,17には、副気室部材13Aの縁部13eが嵌め込まれることとなる。
ちなみに、溝部17,17は、縦壁14及び側面部11eのそれぞれに機械加工を施して形成される。
A groove portion 17 is formed in each of the first vertical wall surface 15 and the second vertical wall surface 16. These groove parts 17 and 17 are formed along the wheel circumferential direction of the outer peripheral surface 11d of the well part 11c to form an annular groove. The edge portions 13e of the auxiliary air chamber member 13A are fitted into these groove portions 17 and 17.
Incidentally, the groove parts 17 and 17 are formed by machining each of the vertical wall 14 and the side surface part 11e.

また、縦壁14には、図7(a)及び(b)に示すように、切欠き部14aが形成されている。この切欠き部14aには、副気室部材13Aの突出部18(管部材P)が嵌め込まれる。突出部18の詳細な構成については、後記する。
なお、切欠き部14aは、リム11を鋳造する際に縦壁14と同時に形成されるか、縦壁14に機械加工を施して形成される。
Further, as shown in FIGS. 7A and 7B, the vertical wall 14 is formed with a notch portion 14a. The protruding portion 18 (pipe member P) of the auxiliary air chamber member 13A is fitted into the notch portion 14a. The detailed configuration of the protrusion 18 will be described later.
The notch portion 14a is formed simultaneously with the vertical wall 14 when the rim 11 is cast, or is formed by machining the vertical wall 14.

以上のように、図7の(a)に示す通り副気室部材13Aの副気室SCは、本体部13aで囲まれて構成され、本体部13aは、底板25a、上板25b(ホイール幅方向側の幅端部25c,25c(図6の(b)参照)、及びホイール周方向側の周端部25d,25d(図6の(a)参照)を含む)から構成されている。   As described above, as shown in FIG. 7A, the sub air chamber SC of the sub air chamber member 13A is surrounded by the main body portion 13a. The main body portion 13a includes the bottom plate 25a and the upper plate 25b (wheel width). It includes width end portions 25c, 25c on the direction side (see FIG. 6B) and peripheral end portions 25d, 25d on the wheel circumferential direction side (see FIG. 6A).

(突出部)
再び図4から図7に戻って突出部18について説明する。
副気室部材13Aは、図4及び図5に示すように、車両用ホイール10の回転方向Xと交差する方向Y(本実施形態では直交する方向)に本体部13aから突出する突出部18を備えている。
ちなみに、図5に示すように、突出部18と縁部13eとの間には、隙間Gが形成されている。
(Protruding part)
Returning to FIG. 4 again, the protrusion 18 will be described.
As shown in FIGS. 4 and 5, the auxiliary air chamber member 13 </ b> A has a protruding portion 18 that protrudes from the main body portion 13 a in a direction Y that intersects the rotational direction X of the vehicle wheel 10 (a direction orthogonal to the present embodiment). I have.
Incidentally, as shown in FIG. 5, between the projecting portion 18 and the edge 13e 1 is a gap G is formed.

この突出部18は、図6の(c)に示すように、縦壁14側に延びて、縦壁14に形成された切欠き部14aに嵌り込んでいる。
ちなみに、隙間G,Gは、切欠き部14aに突出部18を嵌め込む際に、嵌り易くするものである。また、縁部13eが遠心力で撓むときに撓み易くし、突出部18やそれに続く根元部18aと、縁部13eと、の間で疲労亀裂が入らないようにするためである。
突出部18は、図7の(b)に示すように、管部材Pで形成されており、この管部材Pの内側には、副気室SCとタイヤ空気室MC(図2参照)とを繋ぐ連通孔13bが形成されている。
As shown in FIG. 6C, the protruding portion 18 extends to the vertical wall 14 side and is fitted into a notch portion 14 a formed in the vertical wall 14.
Incidentally, the gaps G and G facilitate fitting when the protruding portion 18 is fitted into the notch portion 14a. Also, to facilitate bending when the edge 13e 1 is bent by the centrifugal force, the root portion 18a followed and it protruded portion 18, the edge portion 13e 1, in order to keep out fatigue cracks between.
As shown in FIG. 7B, the protruding portion 18 is formed of a pipe member P. Inside the pipe member P, a sub air chamber SC and a tire air chamber MC (see FIG. 2) are formed. A communication hole 13b to be connected is formed.

このような副気室部材13Aに形成される副気室SCの形状は、特に制限はないが、断面視で扁平な凸形状が好ましく、本実施形態での副気室SCは、図6の(b)に示すように、ウェル部11c(図6の(a)参照)のホイール径方向に薄い凸形状となっている。
ちなみに、副気室部材13Aは、図2に示すように、ホイール中心軸から副気室部材13Aのホイール径方向外側端までの最大径D1が、ホイール中心軸からビードシート部11aまでの径D2よりも小さく設定されている。この結果、タイヤ20の装着の際に支障にならないようになっている。
The shape of the sub air chamber SC formed in such a sub air chamber member 13A is not particularly limited, but a flat convex shape in a cross-sectional view is preferable, and the sub air chamber SC in this embodiment is shown in FIG. As shown in FIG. 6B, the well portion 11c (see FIG. 6A) has a thin convex shape in the wheel radial direction.
Incidentally, as shown in FIG. 2, the auxiliary air chamber member 13A has a maximum diameter D1 from the wheel central axis to the wheel radial direction outer end of the auxiliary air chamber member 13A, and a diameter D2 from the wheel central axis to the bead seat portion 11a. Is set smaller than. As a result, there is no problem when the tire 20 is mounted.

副気室部材13Aの材料としては、合成樹脂を使用することが好ましい。また、副気室部材13Aの軽量化や量産性の向上、製造コストの削減、副気室SCの気密性の確保等を考慮すると、軽量で高剛性のブロー成形可能な材料が好ましく、中でも、繰り返しの曲げ疲労にも強いポリプロピレンが好ましい。   As a material of the sub air chamber member 13A, it is preferable to use a synthetic resin. Further, considering the weight reduction of the auxiliary air chamber member 13A, the improvement of mass productivity, the reduction of the manufacturing cost, the securing of the airtightness of the auxiliary air chamber SC, etc., a lightweight and highly rigid blow moldable material is preferable. Polypropylene that is resistant to repeated bending fatigue is preferred.

副気室部材13Aにおける副気室SCの容積は、50〜250cc程度が好ましい。副気室SCの容積をこの範囲内に設定することで、副気室部材13Aは、消音効果を充分に発揮しつつ、その重量の増大を抑制して車両用ホイール10の軽量化を図ることができる。また、ホイール周方向の副気室部材13Aの長さは、リム11の周長の略半分の長さを最大として、車両用ホイール10の重量の調整やウェル部11cに対する組付け容易性を考慮して適宜に設定することができる。   The volume of the sub air chamber SC in the sub air chamber member 13A is preferably about 50 to 250 cc. By setting the volume of the auxiliary air chamber SC within this range, the auxiliary air chamber member 13A can sufficiently reduce the weight of the vehicle wheel 10 while suppressing the increase in weight while sufficiently exhibiting the silencing effect. Can do. Further, the length of the auxiliary air chamber member 13A in the circumferential direction of the wheel is about half the circumferential length of the rim 11, and the adjustment of the weight of the vehicle wheel 10 and the ease of assembly to the well portion 11c are taken into consideration. And can be set appropriately.

(連通孔の長さ)
連通孔13b(図7の(b)参照)の断面形状は、特に制限はなく、本実施形態では円形となっているが、楕円形、多角形、トンネル形状等のいずれであっても良い。連通孔13bの直径は、断面が円形の場合には、5mm以上が好ましい。また、円形以外の断面形状の連通孔13bは、その断面積で同じ断面積の円形に換算して直径5mm以上のものが好ましい。
(Communication hole length)
The cross-sectional shape of the communication hole 13b (see FIG. 7B) is not particularly limited and is circular in the present embodiment, but may be any of an elliptical shape, a polygonal shape, a tunnel shape, and the like. The diameter of the communication hole 13b is preferably 5 mm or more when the cross section is circular. Further, the communication hole 13b having a cross-sectional shape other than a circle preferably has a diameter of 5 mm or more in terms of the cross-sectional area converted to a circle having the same cross-sectional area.

連通孔13bの長さは、次式(1)で示されるヘルムホルツ・レゾネータの共鳴周波数を求める式を満たすように設定される。   The length of the communication hole 13b is set so as to satisfy the formula for obtaining the resonance frequency of the Helmholtz resonator represented by the following formula (1).

f0=C/2π×√(S/V(L+α×√S))・・・(1)
f0(Hz):共鳴周波数
C(m/s):副気室SC内部の音速(=タイヤ空気室MC内部の音速)
V(m) :副気室SCの容積
L(m) :連通孔13bの長さ
S(m) :連通孔13bの開口部断面積
α :補正係数
なお、前記共鳴周波数f0は、タイヤ空気室MCの共鳴周波数に合わせられる。この際、図3に示す4つの副気室部材13Aの共鳴周波数f0は、全て同じに設定しても良いし、違えても良い。具体的には、タイヤ空気室MCの共鳴周波数に2つの共鳴周波数(f1,f2)が認められる場合に、4つの副気室部材13Aの共鳴周波数f0を(f1+f2)/2に設定することができる。また、ホイール中心軸を挟んで略対向する1対の副気室部材13A,13Aの共鳴周波数f0をf1に設定し、他の1対の副気室部材13A,13Aの共鳴周波数f0をf2に設定することもできる。
f0 = C / 2π × √ (S / V (L + α × √S)) (1)
f0 (Hz): resonance frequency C (m / s): sound velocity inside the sub-air chamber SC (= sound velocity inside the tire air chamber MC)
V (m 3 ): Volume of the auxiliary air chamber SC L (m): Length of the communication hole 13b S (m 2 ): Cross-sectional area of the opening of the communication hole 13b α: Correction coefficient The resonance frequency f0 is the tire The resonance frequency of the air chamber MC is adjusted. At this time, the resonance frequencies f0 of the four auxiliary air chamber members 13A shown in FIG. 3 may all be set the same or may be different. Specifically, when two resonance frequencies (f1, f2) are recognized as the resonance frequencies of the tire air chamber MC, the resonance frequencies f0 of the four auxiliary air chamber members 13A may be set to (f1 + f2) / 2. it can. Further, the resonance frequency f0 of the pair of auxiliary air chamber members 13A and 13A that are substantially opposed to each other across the wheel center axis is set to f1, and the resonance frequency f0 of the other pair of auxiliary air chamber members 13A and 13A is set to f2. It can also be set.

次に、本実施形態に係る車両用ホイール10の作用効果について図8を参照しながら(適宜図2、図4から図6を参照して)説明する。
図8の(a)は、遠心力が作用した副気室部材の挙動を示す概念図であって、図4におけるB−B断面図であり、(b)は、副気室内の内圧が増加した場合の、実施形態における副気室と比較例の副気室との本体部の変形比較図である。
Next, the effect of the vehicle wheel 10 according to the present embodiment will be described with reference to FIG. 8 (refer to FIGS. 2 and 4 to 6 as appropriate).
FIG. 8A is a conceptual diagram showing the behavior of the sub air chamber member to which the centrifugal force is applied, and is a cross-sectional view taken along the line BB in FIG. 4, and FIG. 8B is an increase in the internal pressure in the sub air chamber. It is a deformation | transformation comparison figure of the main-body part of the sub air chamber in embodiment, and the sub air chamber of a comparative example at the time of doing.

本実施形態における車両用ホイール10は、従来の車両用ホイール(例えば、特開2004−90669号公報参照)のようにリムに複数の隔壁や蓋部材を順次に組み付けて気密性を考慮しながら高精度にこれらを結合させて副気室を形成していくものと異なって、予め副気室SCを有する副気室部材13Aをリム11(ウェル部11c)に嵌め込むだけで製造される。したがって、車両用ホイール10は、前記した特開2004−90669号公報のような従来の車両用ホイールと比較して、製造工数や製造コストを削減することができ、量産性を向上させることができる。また、車両用ホイール10は、従来の車両用ホイールと異なって、副気室SCの気密性の確保に対する特別な配慮も不要であるため、消音性能の品質を安定させることができる。   The vehicle wheel 10 according to the present embodiment is a high-performance vehicle wheel that takes into account airtightness by sequentially assembling a plurality of partition walls and lid members on a rim, as in a conventional vehicle wheel (see, for example, JP-A-2004-90669). Unlike the case where the sub air chamber is formed by combining these with high accuracy, the sub air chamber member 13A having the sub air chamber SC is manufactured by simply fitting the rim 11 (well portion 11c). Therefore, the vehicle wheel 10 can reduce the number of manufacturing steps and the manufacturing cost and improve the mass productivity as compared with the conventional vehicle wheel such as Japanese Patent Application Laid-Open No. 2004-90669 described above. . In addition, unlike the conventional vehicle wheel, the vehicle wheel 10 does not require special consideration for ensuring the airtightness of the auxiliary air chamber SC, so that the quality of the silencing performance can be stabilized.

また、本実施形態における車両用ホイール10は、副気室部材13Aをリム11に嵌め込む前に副気室部材13A単独で共鳴周波数の確認及び修正が可能なので不良品を削減することができる。   Further, the vehicle wheel 10 according to the present embodiment can reduce the number of defective products because the resonance frequency can be confirmed and corrected by the auxiliary air chamber member 13A alone before the auxiliary air chamber member 13A is fitted into the rim 11.

また、車両用ホイール10は、副気室部材13Aをリム11(ウェル部11c)に固定する際に、図7の(a)に示したように副気室部材13Aの突出部18(図7の(b)参照)を切欠き部14aに嵌め、縁部13e側の端縁13cを第1の縦壁面15の溝部17に嵌め込み、更に仮止め爪13f(図5参照)の先端を第2の縦壁面16の溝部17に嵌め込むことで、仮止めを完了し、縁部13eを、外周面11dに沿った湾曲面を有する押さえ込み冶具を使って、機械力でホイール径方向内方側に押込み、縁部13e側の端縁13cを第2の縦壁面16の溝部17に落とし込む。
この押し込みによって、縁部13eだけでなく縁部13eも仮の嵌め込み状態から完全な嵌め込み状態になる。
このとき、縁部13e,13eは、バネ弾性を有しているので、副気室部材13Aは、第1の縦壁面15と第2の縦壁面16の間に簡単にかつ強固に固定される。
Further, when the vehicle wheel 10 fixes the auxiliary air chamber member 13A to the rim 11 (well portion 11c), as shown in FIG. 7A, the protruding portion 18 (FIG. 7) of the auxiliary air chamber member 13A. fit the (b) refer) to notch 14a, fitting the edges 13e 1 side edge 13c in the groove 17 of the first vertical wall surface 15, further the tip of the temporary fixing claw 13f (see FIG. 5) first 2 is fitted into the groove portion 17 of the vertical wall surface 16 to complete the temporary fixing, and the edge portion 13e 2 is inward in the wheel radial direction with a mechanical force using a pressing jig having a curved surface along the outer peripheral surface 11d. pushing the side edge 13e 2 side edge 13c dropped into the groove 17 of the second vertical wall surface 16.
By this pushing, not only the edge 13e 2 but also the edge 13e 1 is changed from the temporarily fitted state to the completely fitted state.
At this time, since the edge portions 13e 1 and 13e 2 have spring elasticity, the auxiliary air chamber member 13A is easily and firmly fixed between the first vertical wall surface 15 and the second vertical wall surface 16. Is done.

また、この車両用ホイール10では、図7の(b)に示すように、ホイールの回転方向Xと交差する方向Yに突出した副気室部材13Aの突出部18が、縦壁14の切欠き部14aに嵌め込まれているので、車両用ホイールが回転した際の副気室部材13Aの回り止めが確実に行われる。
そして、突出部18の内側には、連通孔13bが形成されているので、突出部18と別途に連通孔13bを形成するための部材を設けなくても良く、車両用ホイール10は、その構造が簡素化されて更なる軽量化を図ることができる。
Further, in the vehicle wheel 10, as shown in FIG. 7B, the protruding portion 18 of the auxiliary air chamber member 13 </ b> A protruding in the direction Y intersecting with the rotation direction X of the wheel is notched in the vertical wall 14. Since it is fitted in the portion 14a, the auxiliary air chamber member 13A is reliably prevented from rotating when the vehicle wheel rotates.
And since the communication hole 13b is formed inside the protrusion part 18, it is not necessary to provide the member for forming the communication hole 13b separately from the protrusion part 18, and the vehicle wheel 10 has the structure. Can be simplified to further reduce the weight.

また、この車両用ホイール10では、その回転による遠心力が副気室部材13Aに作用した際に、湾曲部13dがリム11の外周面11dに向かって凸となっているものが、逆にホイール径方向外側に向かって凸となる方向に反転しようとする。   In the vehicle wheel 10, when the centrifugal force due to the rotation acts on the auxiliary air chamber member 13 </ b> A, the curved portion 13 d is convex toward the outer peripheral surface 11 d of the rim 11. It tries to reverse in a direction that is convex outward in the radial direction.

図8の(a)に示すように、遠心力F1の方向(遠心方向)と逆の方向に凸となる湾曲部13d、言い換えれば、図7の(a)に示す外周面11dに向かって凸となる湾曲部13dを有する副気室部材13Aに遠心力F1が作用すると、両端縁13c,13cの遠心方向への移動を溝部17により制限された副気室部材13Aは、その湾曲部13dが逆にホイール径方向外側に凸となる方向に反転しようとして、湾曲部13dが伸びることとなる。その結果、遠心力F1が作用する前の副気室部材13Aにおける両端縁13c,13c間のスパンW1よりも、遠心力F1が作用した点線で示す副気室部材13Aにおける両端縁13c,13c間のスパンW2は長くなる。   As shown in FIG. 8A, the curved portion 13d is convex in the direction opposite to the direction of centrifugal force F1 (centrifugal direction), in other words, convex toward the outer peripheral surface 11d shown in FIG. When the centrifugal force F1 acts on the auxiliary air chamber member 13A having the curved portion 13d, the auxiliary air chamber member 13A in which the movement of the both end edges 13c and 13c in the centrifugal direction is restricted by the groove portion 17 has the curved portion 13d. On the contrary, the curved portion 13d extends in an attempt to reverse in a direction that protrudes outward in the wheel radial direction. As a result, the distance between both end edges 13c and 13c in the sub air chamber member 13A indicated by the dotted line where the centrifugal force F1 is applied is larger than the span W1 between the both end edges 13c and 13c in the sub air chamber member 13A before the centrifugal force F1 is applied. The span W2 becomes longer.

そして、ウェル部11c(図7の(a)参照)のホイール幅方向の外側への移動を縦壁14と側面部11eとによって規制された両端縁13c,13cは、遠心力F1によって、縦壁14及び側面部11eに対する押圧力を増大させる。つまり、この車両用ホイール10は、図7の(a)に示す第1の縦壁面15と第2の縦壁面16とに対する両端縁13c,13cの押圧力を増大させるので、副気室部材13Aは、より一層確実にウェル部11c側に固定される。   Then, both end edges 13c and 13c of the well portion 11c (see FIG. 7A) that are controlled to move outward in the wheel width direction by the vertical wall 14 and the side surface portion 11e are 14 and the pressing force on the side surface portion 11e are increased. That is, this vehicle wheel 10 increases the pressing force of both end edges 13c, 13c against the first vertical wall surface 15 and the second vertical wall surface 16 shown in FIG. Is more reliably fixed to the well portion 11c side.

また、図8の(b)に示すように副気室SCの内圧が高まった場合、点線で示した上板がホイール幅方向に平坦な形状の比較例の副気室部材113では、本体部113aの上板が2点鎖線で示す仮想線のようにホイール径方向外方側に膨張するのに対し、本実施形態の副気室部材13Aではほとんど上板25bがホイール径方向外方側に膨張しない。その結果、タイヤ空気室MC(図2参照)の空気圧に変動があっても、副気室SCの容積が変動することがほとんどなく、効果的にヘルムホルツ・レゾネータとして気柱共鳴音を低減することができる。その結果、副気室SCを形成する上板25bの肉厚を薄くしたままタイヤ空気室MC(図2参照)の空気圧に変動があっても、副気室SCの容積の変動が比較例の副気室部材113よりも小さくすることができ、効果的にヘルムホルツ・レゾネータとして気柱共鳴音を低減することができる。
その結果、副気室部材13Aの本体部13aが軽量にできるので、遠心力に対して副気室部材13Aを支える縁部13eの肉厚もその分薄くでき、副気室部材13A全体の重量を軽量化できる。従って、副気室部材13Aを取り付けた車両用ホイール10も軽量化できる。
When the internal pressure of the sub air chamber SC increases as shown in FIG. 8B, the sub air chamber member 113 of the comparative example in which the upper plate indicated by the dotted line is flat in the wheel width direction has a main body portion. While the upper plate of 113a expands outward in the wheel radial direction as indicated by a phantom line indicated by a two-dot chain line, in the auxiliary air chamber member 13A of this embodiment, the upper plate 25b is almost outward in the wheel radial direction. Does not swell. As a result, even if the air pressure in the tire air chamber MC (see FIG. 2) fluctuates, the volume of the auxiliary air chamber SC hardly fluctuates, and the air column resonance sound can be effectively reduced as a Helmholtz resonator. Can do. As a result, even if the air pressure in the tire air chamber MC (see FIG. 2) varies while the thickness of the upper plate 25b forming the sub air chamber SC is reduced, the variation in the volume of the sub air chamber SC is the comparative example. The auxiliary air chamber member 113 can be made smaller, and the air column resonance can be effectively reduced as a Helmholtz resonator.
As a result, the main body portion 13a of the auxiliary air chamber member 13A can be reduced in weight, so that the thickness of the edge portion 13e that supports the auxiliary air chamber member 13A against the centrifugal force can be reduced accordingly, and the weight of the auxiliary air chamber member 13A as a whole. Can be reduced in weight. Therefore, the vehicle wheel 10 to which the auxiliary air chamber member 13A is attached can also be reduced in weight.

また、この車両用ホイール10では、図2に示すように、ホイール中心軸からの副気室部材13Aのホイール径方向最外側までの最大径D1が、ホイール中心軸からビードシート部11aまでの径D2よりも小さく設定されているので、タイヤ20のリム組時に、レバー等の工具やタイヤ20(ビード部21a等)が副気室部材13Aと接触する恐れが低減される。その結果、タイヤ20の組付け性能が向上する。
また、この車両用ホイール10では、副気室SCを形成する本体部13aの底板25a及び上板25bのホイール幅方向の断面形状が、副気室から外に向かって扁平な凸形状になっているので、ホイール中心軸からの副気室部材13Aのホイール径方向最外側までの最大径D1を小さくしながらも、副気室SCの所定の容積を確保することができる。
Moreover, in this vehicle wheel 10, as shown in FIG. 2, the maximum diameter D1 from the wheel central axis to the outermost wheel radial direction of the auxiliary air chamber member 13A is the diameter from the wheel central axis to the bead seat portion 11a. Since it is set to be smaller than D2, when the rim of the tire 20 is assembled, the possibility that a tool such as a lever or the tire 20 (bead portion 21a, etc.) contacts the auxiliary air chamber member 13A is reduced. As a result, the assembly performance of the tire 20 is improved.
In the vehicle wheel 10, the cross-sectional shape in the wheel width direction of the bottom plate 25 a and the upper plate 25 b of the main body 13 a that forms the sub air chamber SC is a flat convex shape outward from the sub air chamber. Therefore, a predetermined volume of the sub air chamber SC can be ensured while reducing the maximum diameter D1 from the wheel center axis to the outermost wheel radial direction of the sub air chamber member 13A.

《副気室の変形例》
以上、本実施形態について説明したが、本発明は前記実施形態に限定されず、種々の形態で実施することができる。
なお、以下に説明する変形例における車両用ホイールにおいて、前記実施形態と同様の構成要素については、同一の符号を付してその詳細な説明は省略する。
《Variation of secondary air chamber》
As mentioned above, although this embodiment was described, this invention is not limited to the said embodiment, It can implement with a various form.
Note that, in the vehicle wheel in the modified example described below, the same components as those in the above-described embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

前記した実施形態では、タイヤ空気室MCの空気圧変動に対する副気室SCの容積変動の小さい副気室として、副気室SCを形成する本体部13aの壁材である底板25aと25bのホイール幅方向断面の形状を、底板25aでは浅い外側(ホイール径方向内方側)への凸形状の湾曲、上板25bを底板25aよりも強い外側(ホイール径方向外方側)への凸形状の湾曲としたがそれに限定されるものではない。   In the embodiment described above, the wheel widths of the bottom plates 25a and 25b, which are wall members of the main body 13a forming the sub air chamber SC, are used as the sub air chamber having a small volume variation of the sub air chamber SC with respect to the air pressure variation of the tire air chamber MC. The cross-sectional shape of the bottom plate 25a is a convex curve to the shallow outer side (inward side in the wheel radial direction), and the upper plate 25b is curved to the outer side (outer side in the wheel radial direction) stronger than the bottom plate 25a. However, it is not limited to this.

(第1の変形例の副気室)
図9の(a),(b)は、第1の変形例の副気室部材を示す図であり、(a)は、副気室部材をホイール径方向内側から見た展開平面図であり、(b)は、(a)におけるE−E矢視断面図である。
第1の変形例の副気室部材13Bは、副気室部材13Aの底板25aに、副気室SC側に窪み、ホイール周方向に伸びる縦ビード31を、例えば、4本形成するとともに、副気室SC側に窪み、ホイール幅方向に伸びる横ビード32を、例えば、15本形成したものである。
このように、ホイール径方向断面における浅い凸形状の湾曲の底板25aに縦ビード31と横ビード32を設けることにより、副気室SCの内圧が増加した場合、副気室部材13Bではほとんど底板25aのホイール径方向内方側への膨張が更に抑制される。
特に、副気室SC内の圧力が増加した場合には、外方への湾曲の度合いが小さい底板25aの方が外方に撓み易いが、このように縦横にビード31,32を設けることにより、副気室部材13Aの場合よりも底板25aの内圧上昇時の撓みを抑制できる。
その結果、副気室SCを形成する底板25a及び上板25bの肉厚を薄くしたままタイヤ空気室MC(図2参照)の空気圧に変動があっても、副気室SCの容積の変動が副気室部材13Aよりも小さくすることができ、効果的にヘルムホルツ・レゾネータとして気柱共鳴音を低減することができる。
その結果、副気室部材13Bの本体部13aが軽量にできるので、遠心力に対して副気室部材13Bを支える縁部13eの肉厚もその分薄くでき、副気室部材13B全体の重量を軽量化できる。従って、副気室部材13Bを取り付けた車両用ホイール10も軽量化できる。
(Sub-air chamber of the first modification)
(A), (b) of Drawing 9 is a figure showing the sub air chamber member of the 1st modification, and (a) is a development top view which looked at the sub air chamber member from the wheel diameter direction inside. (B) is the EE arrow sectional drawing in (a).
The auxiliary air chamber member 13B according to the first modified example has, for example, four vertical beads 31 that are recessed toward the auxiliary air chamber SC and extend in the circumferential direction of the wheel on the bottom plate 25a of the auxiliary air chamber member 13A. For example, 15 horizontal beads 32 that are recessed toward the air chamber SC and extend in the wheel width direction are formed.
In this manner, when the internal pressure of the auxiliary air chamber SC is increased by providing the vertical beads 31 and the horizontal beads 32 on the curved bottom plate 25a having a shallow convex shape in the wheel radial cross section, the auxiliary air chamber member 13B has almost no bottom plate 25a. Expansion to the inner side in the wheel radial direction is further suppressed.
In particular, when the pressure in the auxiliary air chamber SC increases, the bottom plate 25a having a small degree of outward bending is more likely to bend outward, but by providing the beads 31 and 32 vertically and horizontally in this way. And the bending at the time of the internal pressure rise of the baseplate 25a can be suppressed rather than the case of the sub air chamber member 13A.
As a result, even if the air pressure in the tire air chamber MC (see FIG. 2) varies while the thickness of the bottom plate 25a and the upper plate 25b forming the sub air chamber SC is thin, the volume of the sub air chamber SC varies. The auxiliary air chamber member 13A can be made smaller, and the air column resonance can be effectively reduced as a Helmholtz resonator.
As a result, the main body portion 13a of the auxiliary air chamber member 13B can be reduced in weight, so that the thickness of the edge portion 13e that supports the auxiliary air chamber member 13B against the centrifugal force can be reduced accordingly, and the weight of the auxiliary air chamber member 13B as a whole. Can be reduced in weight. Therefore, the vehicle wheel 10 to which the auxiliary air chamber member 13B is attached can also be reduced in weight.

(第2の変形例の副気室)
図9の(c),(d)は、第2の変形例の副気室部材を示す図であり、(c)は、副気室部材をホイール径方向外側から見た展開平面図であり、(d)は、(c)におけるF−F矢視断面図である。
第2の変形例の副気室部材13B’は、副気室部材13Aの底板25a及び上板25bの両方に、副気室SC側に窪み、ホイール周方向に伸びる縦ビード31を複数本形成するとともに、副気室SC側に窪み、ホイール幅方向に伸びる横ビード32を複数本形成したものである。
このように、ホイール径方向断面における浅い凸形状の湾曲の底板25a及び強い凸形状の湾曲の上板25bの両方に縦ビード31と横ビード32を設けることにより、副気室SCの内圧が増加した場合、第1の変形例の副気室部材13Bに比較して、更に、上板25bのホイール径方向外方側への膨張が抑制される。その結果、副気室SCを形成する底板25a及び上板25bの肉厚を薄くしたままタイヤ空気室MC(図2参照)の空気圧に変動があっても、副気室SCの容積の変動が副気室部材13Bよりも小さくすることができ、効果的にヘルムホルツ・レゾネータとして気柱共鳴音を低減することができる。
その結果、副気室部材13B’の本体部13aが軽量にできるので、遠心力に対して副気室部材13B’を支える縁部13eの肉厚もその分薄くでき、副気室部材13B’全体の重量を軽量化できる。従って、副気室部材13B’を取り付けた車両用ホイール10も軽量化できる。
(Sub-air chamber of the second modification)
(C), (d) of Drawing 9 is a figure showing the sub air chamber member of the 2nd modification, and (c) is a development top view which looked at the sub air chamber member from the wheel diameter direction outside. (D) is FF arrow sectional drawing in (c).
The auxiliary air chamber member 13B ′ of the second modified example is formed with a plurality of vertical beads 31 that are recessed toward the auxiliary air chamber SC and extend in the circumferential direction of the wheel on both the bottom plate 25a and the upper plate 25b of the auxiliary air chamber member 13A. In addition, a plurality of horizontal beads 32 that are recessed toward the auxiliary air chamber SC and extend in the wheel width direction are formed.
Thus, by providing the vertical beads 31 and the horizontal beads 32 on both the shallow convex curved bottom plate 25a and the strong convex curved top plate 25b in the wheel radial cross section, the internal pressure of the auxiliary air chamber SC increases. In this case, the expansion of the upper plate 25b to the outer side in the wheel radial direction is further suppressed as compared with the auxiliary air chamber member 13B of the first modification. As a result, even if the air pressure in the tire air chamber MC (see FIG. 2) varies while the thickness of the bottom plate 25a and the upper plate 25b forming the sub air chamber SC is thin, the volume of the sub air chamber SC varies. The auxiliary air chamber member 13B can be made smaller, and the air column resonance can be effectively reduced as a Helmholtz resonator.
As a result, the main body portion 13a of the auxiliary air chamber member 13B ′ can be reduced in weight, so that the thickness of the edge portion 13e that supports the auxiliary air chamber member 13B ′ against the centrifugal force can be reduced accordingly, and the auxiliary air chamber member 13B ′. The overall weight can be reduced. Therefore, the vehicle wheel 10 to which the auxiliary air chamber member 13B ′ is attached can also be reduced in weight.

(第3の変形例の副気室)
図10は、第3の変形例の副気室部材を示す図であり、(a)は副気室部材をホイール径方向外側から見た展開平面図であり、(b)は副気室部材をホイール径方向内側から見た展開平面図であり、(c)は(b)におけるX−X矢視断面図である。
第3の変形例の副気室部材13Cは、副気室部材13Aの底板25aに、副気室SC側に窪み、ホイール周方向に伸びる縦ビード31を複数本形成するとともに、副気室SC側に窪み、ホイール幅方向に伸びる横ビード32を複数本形成して、更に、底板25a側から上板25bに向かって局部的に深い窪みを形成し、その窪みの底部において底板25aと上板25bとが接合して、上面突き当て部(結合部)33Aを、複数個所に構成する。本変形例の副気室部材13Cでは、ホイール幅方向の中央において、ホイール周方向に1列に伸びて、等間隔に上面突き当て部33Aを11箇所設けてある。
(Sub-air chamber of the third modification)
FIG. 10 is a view showing a sub air chamber member of a third modified example, (a) is a developed plan view of the sub air chamber member as seen from the outside in the wheel radial direction, and (b) is a sub air chamber member. Is a developed plan view as seen from the inside in the wheel radial direction, and (c) is a cross-sectional view taken along line XX in (b).
The sub air chamber member 13C of the third modification is formed with a plurality of vertical beads 31 that are recessed toward the sub air chamber SC and extend in the circumferential direction of the wheel on the bottom plate 25a of the sub air chamber member 13A. A plurality of horizontal beads 32 extending in the wheel width direction are formed, and a deep recess is formed locally from the bottom plate 25a side to the upper plate 25b. The bottom plate 25a and the upper plate are formed at the bottom of the depression. 25b are joined to form upper surface abutting portions (joining portions) 33A at a plurality of locations. In the sub air chamber member 13C of the present modification, eleven upper surface abutting portions 33A are provided at equal intervals in the center in the wheel width direction, extending in one row in the wheel circumferential direction.

このように、ホイール径方向断面における浅い凸形状の湾曲の底板25aに縦ビード31と横ビード32を設け、更に、底板25a側から上板25bに向かって局部的に深い窪みを形成し、その窪みの底部の上面突き当て部(結合部)33Aにおいて、底板25aと上板25bを接合しているので、副気室SCを形成する底板25aと上板25bとの間の離間距離が堅く固定され、副気室SCの内圧が増加した場合、第1の変形例の副気室部材13Bに比較して、更に、底板25a及び上板25bの副気室SC外側への膨張が抑制される。その結果、タイヤ空気室MC(図2参照)の空気圧に変動があっても、副気室SCの容積の変動が副気室部材13Bよりも小さくすることができ、効果的にヘルムホルツ・レゾネータとして気柱共鳴音を低減することができる。
その結果、副気室部材13Cの本体部13aが軽量にできるので、遠心力に対して副気室部材13Cを支える縁部13eの肉厚もその分薄くでき、副気室部材13C全体の重量を軽量化できる。従って、副気室部材13Cを取り付けた車両用ホイール10も軽量化できる。
In this way, the vertical bead 31 and the horizontal bead 32 are provided on the shallow convex curved bottom plate 25a in the wheel radial direction cross section, and further, a deep recess is locally formed from the bottom plate 25a side to the upper plate 25b. Since the bottom plate 25a and the upper plate 25b are joined at the upper surface abutting portion (joint portion) 33A at the bottom of the recess, the separation distance between the bottom plate 25a and the upper plate 25b forming the sub air chamber SC is firmly fixed. When the internal pressure of the auxiliary air chamber SC increases, the expansion of the bottom plate 25a and the upper plate 25b to the outside of the auxiliary air chamber SC is further suppressed as compared with the auxiliary air chamber member 13B of the first modification. . As a result, even if the air pressure in the tire air chamber MC (see FIG. 2) varies, the variation in the volume of the auxiliary air chamber SC can be made smaller than that of the auxiliary air chamber member 13B, effectively serving as a Helmholtz resonator. Air column resonance can be reduced.
As a result, the main body portion 13a of the auxiliary air chamber member 13C can be reduced in weight, so that the thickness of the edge portion 13e that supports the auxiliary air chamber member 13C against the centrifugal force can be reduced accordingly, and the weight of the auxiliary air chamber member 13C as a whole. Can be reduced in weight. Therefore, the vehicle wheel 10 to which the auxiliary air chamber member 13C is attached can also be reduced in weight.

(第4、第5の変形例の副気室部材)
第3の変形例の副気室部材13Cにように底板25aと上板25bを局部的に接合する方法は、図10に示したものに限定されるものではなく、以下のように変形しても良い。
図11の(a)は、第4の副気室部材の図10の(b)におけるX−X矢視断面図に対応する断面図である。図11の(a)に示すように、底板25aと上板25bの両方側から局部的に深い窪みを形成し、その両方の窪みの底部において底板25aと上板25bとを接合して、上下突き当て部(結合部)33Bを、複数個所に構成しても良い。本変形例の副気室部材13Dでは、ホイール幅方向の中央において、ホイール周方向に1列に伸びて、等間隔に上下突き当て部33Bを11箇所設けてある。
図11の(b)は、第4の副気室部材の図10の(b)におけるX−X矢視断面図に対応する断面図である。図11の(b)に示すように、上板25b側から底板25aに向かって局部的に深い窪みを形成し、その窪みの底部において底板25aと上板25bとを接合して、下面突き当て部(結合部)33Cを、複数個所に構成しても良い。本変形例の副気室部材13Dでは、ホイール幅方向の中央において、ホイール周方向に1列に伸びて、等間隔に上下突き当て部33Bを11箇所設けてある。
第4の変形例の副気室部材13D、第5の変形例の副気室部材13Eの作用効果は、略第3の変形例の副気室部材13Cと同じである。
(Sub-air chamber members of the fourth and fifth modifications)
The method of locally joining the bottom plate 25a and the top plate 25b as in the auxiliary air chamber member 13C of the third modified example is not limited to that shown in FIG. 10, but is modified as follows. Also good.
11A is a cross-sectional view corresponding to the cross-sectional view taken along the line XX in FIG. 10B of the fourth auxiliary air chamber member. As shown in FIG. 11 (a), deep depressions are locally formed from both sides of the bottom plate 25a and the upper plate 25b, and the bottom plate 25a and the upper plate 25b are joined to each other at the bottom of both depressions. You may comprise the abutting part (joining part) 33B in multiple places. In the auxiliary air chamber member 13D of the present modification, eleven upper and lower abutting portions 33B are provided at equal intervals in the center in the wheel width direction, extending in one row in the wheel circumferential direction.
FIG. 11B is a cross-sectional view corresponding to the cross-sectional view taken along the line XX in FIG. 10B of the fourth sub air chamber member. As shown in FIG. 11 (b), a deep recess is locally formed from the upper plate 25b side toward the bottom plate 25a, and the bottom plate 25a and the upper plate 25b are joined to each other at the bottom of the recess, so that the bottom surface abuts. The portion (coupling portion) 33C may be configured at a plurality of locations. In the auxiliary air chamber member 13D of the present modification, eleven upper and lower abutting portions 33B are provided at equal intervals in the center in the wheel width direction, extending in one row in the wheel circumferential direction.
The effects of the sub air chamber member 13D of the fourth modification and the sub air chamber member 13E of the fifth modification are substantially the same as those of the sub air chamber member 13C of the third modification.

なお、副気室部材13C,13D,13Eにおいて上面突き当て部33A、上下突き当て部33B、下面突き当て部13Cをホイール幅方向の中央において、ホイール周方向に1列に伸びて、等間隔に複数個所設けるとしたが、それに限定されることは無く、上面突き当て部33A、上下突き当て部33B、又は下面突き当て部33Cを、ホイール周方向に伸びて、ホイール幅方向に複数列としても良い。
このとき、ホイール幅方向の隣接する列との間において、千鳥状になるように上面突き当て部33A、上下突き当て部33B、又は下面突き当て部33Cを配置しても良い。
In the auxiliary air chamber members 13C, 13D, and 13E, the upper surface abutting portion 33A, the upper and lower abutting portions 33B, and the lower surface abutting portion 13C extend in a row in the circumferential direction of the wheel at equal intervals in the center in the wheel width direction. Although a plurality of locations are provided, the present invention is not limited thereto, and the upper surface abutting portion 33A, the upper and lower abutting portions 33B, or the lower surface abutting portion 33C may be extended in the wheel circumferential direction to form a plurality of rows in the wheel width direction. good.
At this time, the upper surface abutting portion 33A, the upper and lower abutting portion 33B, or the lower surface abutting portion 33C may be arranged in a staggered manner between adjacent rows in the wheel width direction.

《車両用ホイールの変形例》
前記実施形態では、第2の縦壁面16をウェル部11cの側面部11eに設けているが、第1の変形例の車両用ホイールはウェル部11cの他の立ち上り部に第2の縦壁面16を形成するものである。図12は、第1の変形例に係る車両用ホイールに使用するリムの断面図である。
<< Variation of vehicle wheel >>
In the embodiment, the second vertical wall surface 16 is provided on the side surface portion 11e of the well portion 11c. However, the vehicle wheel according to the first modification has the second vertical wall surface 16 at the other rising portion of the well portion 11c. Is formed. FIG. 12 is a cross-sectional view of a rim used in the vehicle wheel according to the first modification.

図12に示すように、この車両用ホイール10に使用されるリム11のウェル部11cは、小径部23aと、この小径部23aに段差部11fを介して連続する大径部23bを有している。
ちなみに、このリム11では、大径部23bの外側にウェル部11cの側面部11eを介してビードシート部11aが形成されている。つまり、第1の変形例の車両用ホイールでは、前記実施形態における副気室部材13(図12においては副気室部材13A〜13Eを代表して副気室部材13と表示してある)の一方の縁部13eが嵌め込まれる側面部11eよりも更にリム11のホイール径方向内側の段差部11fに縁部13eが嵌め込まれることとなる。
As shown in FIG. 12, the well portion 11c of the rim 11 used in the vehicle wheel 10 has a small diameter portion 23a and a large diameter portion 23b continuous to the small diameter portion 23a via a step portion 11f. Yes.
Incidentally, in the rim 11, a bead sheet portion 11a is formed on the outside of the large diameter portion 23b via the side surface portion 11e of the well portion 11c. That is, in the vehicle wheel of the first modified example, the auxiliary air chamber member 13 in the above-described embodiment (in FIG. 12, the auxiliary air chamber members 13A to 13E are represented as the auxiliary air chamber member 13). The edge portion 13e 2 is fitted into the step portion 11f on the inner side in the wheel radial direction of the rim 11 with respect to the side surface portion 11e into which the one edge portion 13e 2 is fitted.

したがって、第1の変形例に係る車両用ホイール10では、副気室部材13を固定するウェル部11cの外周面11dが、前記実施形態に係る車両用ホイール10と比較して、更にホイール径方向内側に形成されることとなる。
その結果、この第1の変形例に係る車両用ホイール10は、ウェル部11cの外周面11dの周長が短くなるので、更に軽量化を図ることができる。そして、この車両用ホイール10では、前記実施形態での車両用ホイール10と比較して、副気室部材13が、ビードシート部11aからホイール径方向内側に離れるようにシフトすることとなるので、タイヤ20の組み付け性能が更に向上する。
Therefore, in the vehicle wheel 10 according to the first modification, the outer peripheral surface 11d of the well portion 11c that fixes the auxiliary air chamber member 13 is further in the wheel radial direction as compared with the vehicle wheel 10 according to the embodiment. It will be formed inside.
As a result, in the vehicle wheel 10 according to the first modification, the circumferential length of the outer peripheral surface 11d of the well portion 11c is shortened, so that further weight reduction can be achieved. And in this vehicle wheel 10, compared with the vehicle wheel 10 in the above embodiment, the auxiliary air chamber member 13 shifts away from the bead seat portion 11a inward in the wheel radial direction, The assembly performance of the tire 20 is further improved.

(第2、第3の変形例)
前記実施形態及び第1の変形例の車両用ホイールでは、4つの副気室部材13がウェル部11cの外周面11dに沿って略等間隔に配置されているが、副気室部材13の数が5以上の場合、又は副気室部材13の数が3以下の場合であっても良い。
図13の(a)及び(b)は、第2及び第3の変形例に係る車両用ホイールの側面断面図であって、副気室部材の配置の変形例を示す図である。
図13の(a)に示す第2の変形例に係る車両用ホイール10は、副気室部材13をウェル部11cの周面に沿って180°対向して配置している。
図13の(b)に示す第3の変形例に係る車両用ホイール10は、3つの副気室部材13Aをウェル部11cの外周面11dに沿って、120°間隔に配置している。
(Second and third modifications)
In the vehicle wheel of the embodiment and the first modified example, the four sub air chamber members 13 are arranged at substantially equal intervals along the outer peripheral surface 11d of the well portion 11c. May be 5 or more, or the number of sub air chamber members 13 may be 3 or less.
FIGS. 13A and 13B are side sectional views of the vehicle wheel according to the second and third modified examples, and are diagrams showing modified examples of the arrangement of the sub air chamber members.
In the vehicle wheel 10 according to the second modified example shown in FIG. 13A, the auxiliary air chamber member 13 is disposed so as to face 180 ° along the peripheral surface of the well portion 11 c.
In the vehicle wheel 10 according to the third modified example shown in FIG. 13B, three auxiliary air chamber members 13A are arranged at intervals of 120 ° along the outer peripheral surface 11d of the well portion 11c.

以上のように、車両用ホイール10は、副気室部材13の数に特に制限はないが、消音効率を考慮すると4つ以上の副気室部材13を、ホイール中心軸を挟んで対向させて配置したものが望ましい。   As described above, the number of the auxiliary air chamber members 13 is not particularly limited in the vehicle wheel 10, but considering the noise reduction efficiency, four or more auxiliary air chamber members 13 are opposed to each other with the wheel central axis interposed therebetween. Arrangement is desirable.

(連通孔の変形例)
また、前記実施形態及び第1から第3の変形例の車両用ホイールでは、連通孔13bが副気室部材13の長手方向の中程に形成されているが、本発明はタイヤ20のリム組みに悪影響を及ぼさない限り、連通孔13bを形成する位置に特に制限はない。図14の(a)及び(b)は、連通孔を形成する位置を示す副気室部材の平面図である。
(Modification of communication hole)
Further, in the vehicle wheel of the embodiment and the first to third modifications, the communication hole 13b is formed in the middle of the auxiliary air chamber member 13 in the longitudinal direction. As long as the adverse effect is not adversely affected, there is no particular limitation on the position where the communication hole 13b is formed. FIGS. 14A and 14B are plan views of the sub air chamber member showing positions where the communication holes are formed.

図14の(a)に示す副気室部材13は、連通孔13bを内側に有する管部材を備えている。この管部材は、前記した回り止めを兼ねており、縦壁14(図7の(b)参照)に形成した切欠き部14a(図7の(b)参照)に嵌め込まれることとなる。そして、管部材Pは、副気室部材13の長手方向の一端側で、ホイールの回転方向Xと交差する方向Yに向かって突出している。   The auxiliary air chamber member 13 shown in FIG. 14A includes a pipe member having a communication hole 13b on the inside. This pipe member also serves as the above-described detent and is fitted into a notch portion 14a (see FIG. 7B) formed in the vertical wall 14 (see FIG. 7B). And the pipe member P protrudes in the direction Y which cross | intersects the rotation direction X of a wheel by the one end side of the longitudinal direction of the sub air chamber member 13. As shown in FIG.

図14の(b)に示す副気室部材13では、連通孔13bを内側に有する管部材Pは、副気室部材13の長手方向の一端側で、ホイールの回転方向Xに向かって突出している。そして、この副気室部材13は、前記した周り止めとしての突出部18を備えている。この突出部18は、副気室部材13の長手方向の中程で、ホイールの回転方向Xと交差する方向Yに向かって縁部13eから突出しており、縦壁14(図7の(b)参照)に形成した切欠き部14a(図7の(b)参照)に嵌め込まれることとなる。 In the sub air chamber member 13 shown in FIG. 14B, the tube member P having the communication hole 13 b on the inside protrudes toward the wheel rotation direction X on one end side in the longitudinal direction of the sub air chamber member 13. Yes. The auxiliary air chamber member 13 is provided with the protruding portion 18 as the above-described rotation stopper. The protrusion 18 protrudes from the edge 13e 1 in the middle of the auxiliary air chamber member 13 in the longitudinal direction toward the direction Y intersecting the rotation direction X of the wheel, and the vertical wall 14 ((b of FIG. ))), And the cutout portion 14a (see FIG. 7B) is formed.

本実施形態に係る車両用ホイールの斜視図である。It is a perspective view of the wheel for vehicles concerning this embodiment. 図1の車両用ホイールにタイヤを装着した車輪の要部正面断面図である。It is principal part front sectional drawing of the wheel which attached the tire to the vehicle wheel of FIG. 車両用ホイールの側面断面図であって、副気室部材の配置位置を示す図である。It is side surface sectional drawing of the wheel for vehicles, Comprising: It is a figure which shows the arrangement position of a sub air chamber member. 本実施形態における副気室部材の斜視図である。It is a perspective view of the sub air chamber member in this embodiment. ホイール周方向に湾曲した副気室部材を平面状に展開して図4のD方向から見た展開平面図である。FIG. 5 is a developed plan view of the auxiliary air chamber member curved in the wheel circumferential direction as seen from the direction D in FIG. (a)は、図4におけるA−A’部分断面図(A側)であり、(b)は、図4におけるC−C断面図であり、(c)は、副気室部材の突出部を図4のD方向から見た部分平面図である。(A) is AA 'partial sectional drawing (A side) in FIG. 4, (b) is CC sectional drawing in FIG. 4, (c) is a protrusion part of a sub air chamber member It is the partial top view which looked at from the D direction of FIG. (a)は、副気室部材を取り付けたウェル部を部分的に拡大した要部正面断面図、(b)は、ウェル部の縦壁に形成された切欠き部の斜視図である。(A) is principal part front sectional drawing which expanded partially the well part which attached the sub air chamber member, (b) is a perspective view of the notch part formed in the vertical wall of a well part. (a)は、遠心力が作用した副気室部材の挙動を示す概念図であって、図4におけるB−B断面図であり、(b)は、副気室内の内圧が増加した場合の、実施形態における副気室と比較例の副気室との本体部の変形比較図である。(A) is a conceptual diagram which shows the behavior of the sub air chamber member which the centrifugal force acted, Comprising: It is BB sectional drawing in FIG. 4, (b) is a case where the internal pressure in a sub air chamber increases. FIG. 6 is a deformation comparison view of the main body portion of the auxiliary air chamber in the embodiment and the auxiliary air chamber of the comparative example. (a),(b)は、第1の変形例の副気室部材を示す図であり、(a)は、副気室部材をホイール径方向内側から見た展開平面図であり、(b)は、(a)におけるE−E矢視断面図であり、(c),(d)は、第2の変形例の副気室部材を示す図であり、(c)は、副気室部材をホイール径方向外側から見た展開平面図であり、(d)は、(c)におけるF−F矢視断面図である。る。(A), (b) is a figure which shows the sub air chamber member of a 1st modification, (a) is the expansion | deployment top view which looked at the sub air chamber member from the wheel radial inside, (b ) Is a cross-sectional view taken along the line E-E in (a), (c) and (d) are diagrams showing a secondary air chamber member of a second modification, and (c) is a secondary air chamber. It is the expansion | deployment top view which looked at the member from the wheel radial direction outer side, (d) is FF arrow sectional drawing in (c). The 第3の変形例の副気室部材を示す図であり、(a)は副気室部材をホイール径方向外側から見た展開平面図であり、(b)は副気室部材をホイール径方向内側から見た展開平面図であり、(c)は(b)におけるX−X矢視断面図である。It is a figure which shows the sub air chamber member of a 3rd modification, (a) is the expansion | deployment top view which looked at the sub air chamber member from the wheel radial direction outer side, (b) is a wheel radial direction. It is the expansion | deployment top view seen from the inner side, (c) is XX arrow sectional drawing in (b). (a)は、第4の変形例の副気室部材の図10の(b)におけるX−X矢視断面図に対応する断面図であり、(b)は、第5の変形例の副気室部材の図10の(b)におけるX−X矢視断面図に対応する断面図である。(A) is sectional drawing corresponding to XX arrow sectional drawing in FIG.10 (b) of the sub air chamber member of a 4th modification, (b) is a subpart of a 5th modification. It is sectional drawing corresponding to the XX arrow sectional drawing in FIG.10 (b) of an air chamber member. 車両用ホイールの他の変形例に係るに使用するリムの断面図である。It is sectional drawing of the rim | limb used based on the other modification of the wheel for vehicles. (a)および(b)は、他の変形例の車両用ホイールの側面断面図であって、副気室部材の配置の変形例を示す図である。(A) And (b) is side sectional drawing of the wheel for vehicles of another modification, Comprising: It is a figure which shows the modification of arrangement | positioning of a sub air chamber member. (a)及び(b)は、連通孔を形成する位置を示す副気室部材の平面図である。(A) And (b) is a top view of the sub air chamber member which shows the position which forms a communicating hole.

符号の説明Explanation of symbols

10 車両用ホイール
11 リム
11a ビードシート部
11c ウェル部
11d 外周面
11e 側面部
11f 段差部
12 ディスク
13,13A,13B,13B’,13C,13D,13E 副気室部材
13a 本体部
13b 連通孔
13d 湾曲部
13c 端縁
13e,13e,13e,13e 縁部
14 縦壁
14a 切欠き部
15 第1の縦壁面
16 第2の縦壁面
17 溝部
18 突出部
20 タイヤ
33A 上面突き当て部(結合部)
33B 上下突き当て部(結合部)
33C 下面突き当て部(結合部)
MC タイヤ空気室
SC 副気室
DESCRIPTION OF SYMBOLS 10 Vehicle wheel 11 Rim 11a Bead seat part 11c Well part 11d Outer peripheral surface 11e Side surface part 11f Step part 12 Disc 13, 13A, 13B, 13B ', 13C, 13D, 13E Secondary air chamber member 13a Main body part 13b Communication hole 13d Curve part 13c edges 13e, 13e 1, 13e 2, 13e 3 edge 14 vertical wall 14a cutout portion 15 first vertical wall surface 16 and the second vertical wall surface 17 groove 18 protrusion 20 tires 33A upper surface abutting portion (coupling portion )
33B Vertical abutment (joint)
33C Bottom surface abutting part (joint part)
MC tire air chamber SC secondary air chamber

Claims (2)

タイヤ空気室内で副気室部材をウェル部の外周面上に固定した車両用ホイールであって、
前記ウェル部の外周面から径方向外側に立ち上がり、前記外周面の周方向に延びるように形成される第1の縦壁面と、
前記第1の縦壁面と対向するようにウェル部に形成される第2の縦壁面と、
を備え、
前記副気室部材は、
樹脂で形成され、
前記ウェル部の外周面側の底板と、その底板との間で副気室を形成する上板と、前記副気室と前記タイヤ空気室を連通する連通孔と、からなる本体部と、
前記底板と前記上板とを結合するとともに、前記本体部から前記第1の縦壁面と第2の縦壁面に延出して、前記第1の縦壁面と前記第2の縦壁面のそれぞれに形成された溝部に係止される縁部と、
を有し、
前記上板は、ホイール幅方向の断面が前記ウェル部の外周面側から離間する方向に凸となるように連続的に湾曲していることを特徴とする車両用ホイール。
A vehicle wheel in which the auxiliary air chamber member is fixed on the outer peripheral surface of the well portion in the tire air chamber,
A first vertical wall surface formed so as to rise radially outward from the outer peripheral surface of the well portion and extend in the circumferential direction of the outer peripheral surface;
A second vertical wall surface formed in the well portion so as to face the first vertical wall surface;
With
The auxiliary air chamber member is
Formed of resin,
A main body comprising a bottom plate on the outer peripheral surface side of the well portion, an upper plate forming a sub air chamber between the bottom plate, and a communication hole communicating the sub air chamber and the tire air chamber;
The bottom plate and the top plate are coupled to each other, and extended from the main body portion to the first vertical wall surface and the second vertical wall surface, and formed on the first vertical wall surface and the second vertical wall surface, respectively. An edge to be locked in the groove formed,
Have
The vehicle wheel according to claim 1 , wherein the upper plate is continuously curved so that a cross section in the wheel width direction is convex in a direction away from the outer peripheral surface side of the well portion.
タイヤ空気室内で副気室部材をウェル部の外周面上に固定した車両用ホイールであって、
前記ウェル部の外周面から径方向外側に立ち上がり、前記外周面の周方向に延びるように形成される第1の縦壁面と、
前記第1の縦壁面と対向するようにウェル部に形成される第2の縦壁面と、
を備え、
前記副気室部材は、
樹脂で形成され、
前記ウェル部の外周面側の底板と、その底板との間で副気室を形成する上板と、前記副気室と前記タイヤ空気室を連通する連通孔と、からなる本体部と、
前記底板と上板とを結合するとともに、前記本体部から前記第1の縦壁面と第2の縦壁面に延出して、前記第1の縦壁面と前記第2の縦壁面のそれぞれに形成された溝部に係止される縁部と、
を有し、
前記副気室には、前記上板と前記底板の一方から、又は両方から、前記副気室内部側へ窪んで前記上板と底板とを部分的に結合する結合部が形成されていることを特徴とする車両用ホイール。
A vehicle wheel in which the auxiliary air chamber member is fixed on the outer peripheral surface of the well portion in the tire air chamber,
A first vertical wall surface formed so as to rise radially outward from the outer peripheral surface of the well portion and extend in the circumferential direction of the outer peripheral surface;
A second vertical wall surface formed in the well portion so as to face the first vertical wall surface;
With
The auxiliary air chamber member is
Formed of resin,
A main body comprising a bottom plate on the outer peripheral surface side of the well portion, an upper plate forming a sub air chamber between the bottom plate, and a communication hole communicating the sub air chamber and the tire air chamber;
The bottom plate and the upper plate are coupled to each other, and are extended from the main body portion to the first vertical wall surface and the second vertical wall surface, respectively, and are formed on the first vertical wall surface and the second vertical wall surface, respectively. An edge to be locked in the groove,
Have
The sub-air chamber is formed with a coupling portion that is recessed from one or both of the upper plate and the bottom plate toward the inner side of the sub-air chamber and partially couples the upper plate and the bottom plate. A vehicle wheel characterized by the following.
JP2007278300A 2007-10-26 2007-10-26 Vehicle wheel Active JP4523959B2 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP2007278300A JP4523959B2 (en) 2007-10-26 2007-10-26 Vehicle wheel
DE602008001297T DE602008001297D1 (en) 2007-10-26 2008-10-24 vehicle
EP08018653A EP2052876B1 (en) 2007-10-26 2008-10-24 Vehicle wheel
US12/290,022 US7896044B2 (en) 2007-10-26 2008-10-24 Vehicle wheel having a sub air chamber
CN2008101667943A CN101423005B (en) 2007-10-26 2008-10-27 Vehicle wheel

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