JP4961114B2 - tire - Google Patents

Description

  The present invention relates to a tire, and more particularly to a tire that performs both road traveling and track traveling.

The current major transportation systems on land are mainly divided into two types: those based on road vehicles traveling on roads and those based on rail vehicles traveling on tracks. The former has the advantage that it can be transported to most destinations if there is a road, and the latter has the advantage that it is less susceptible to traffic jams and can be transported as planned.
Therefore, in recent years, a traffic system having the advantages of both a road traveling vehicle and a railway vehicle has been developed using a dual-purpose traveling vehicle capable of traveling on both a road and a track (see, for example, Patent Document 1). .
JP 2004-34838 A

The above-mentioned dual-purpose vehicle has a rubber tire for traveling on the road and a wheel for traveling on the rail of the track, and selects the rubber tire and the wheel depending on whether the vehicle travels on the road or the track. Is intended to be used.
By the way, in the dual-purpose traveling vehicle, in order to reduce the number of parts and simplify the structure, it is considered to travel by putting a rubber tire for road traveling on a rail during track traveling.

  FIG. 7 is a front view showing a state in which the rubber tire 200 is brought into contact with the rail R during traveling, and FIG. 8A is a cross-section along the center line direction of the rubber tire showing a wear state generated on the tread surface of the rubber tire 200. FIG. 8B is a front view showing a worn state, and FIG. 9 is a cross-sectional view taken along a cross section perpendicular to the center line of the rubber tire.

In general, the rubber tire 200 for road travel is divided on the tread surface 201 by a plurality of circumferential grooves 202 along the circumferential direction and a plurality of lateral grooves 203 along the substantially width direction between the circumferential grooves 202. A plurality of blocks 204 are formed. The road running rubber tire 200 generally has a tread surface 201 wider than the width of the top surface of the rail R, and only a part in the width direction of the tread surface 201 of the rubber tire 200 is in contact with the top surface of the rail R.
In such a case, among the blocks 204 that are in contact with the upper surface of the rail, the blocks 204 that are in contact with other than the corners of the rail (both ends in the width direction) are in contact with the upper surface of the rail in the entire range in the width direction. The blocks 204a that contact each other at the corners of the rails come into contact with the rails R while the blocks 204a are inclined to cause a deviation, and the blocks 204a are worn abruptly in a partial range M1 in the width direction.

Further, in the blocks 204 and 204a in which the left and right corners of the rail come into contact with each other in the block 204 that comes into contact with the upper surface of the rail, a groove that allows the outside to bend when the rail comes into contact is formed with a sufficient width. If not, it was in strong pressure contact with the rail, which was a cause of significant wear.
In particular, the dual-purpose traveling vehicle may be partially modified based on the existing road traveling vehicle for production. In such a case, the adjustment of the wheel distance of the left and right rubber tires 200 is limited. 7, the rail cannot be brought into contact with the center position in the left-right width of the tread surface 201 of the rubber tire 200 and is in contact in a state offset in the width direction (a state in which the tire is offset on the right side in FIG. 7). Traveling was taking place. When the track travel is performed in such an offset state, in the blocks 204 and 204a where the left and right corners of the rail come into contact with each other, the load is increased on the block 204a in the tire offset direction and wears. The amount was increasing.

  Further, the lateral groove 203 is formed with a lateral groove 203a having a wider width than the others for every predetermined number in the circumferential direction (every three in the example of FIGS. 8B and 9). The upstream end M2 of the block 204b (the block located immediately upstream of the lateral groove 203a) that first contacts the rail R among the three blocks 204 divided by the wide lateral groove 203a is Since it is in a local contact state at the time of contact, the wear is also severe.

As described above, when a normal road traveling tire is mounted on a two-way traveling vehicle and used for traveling on a rail, there is a problem that durability for sufficient long-term traveling cannot be obtained.
An object of the present invention is to provide a tire that can endure long enough traveling on both roads and rails.
Another object of the present invention is to provide a tire that can maintain an appropriate adhesive force (frictional force) even when the rail is running.

The invention according to claim 1 is a tire used for both running on a road and running on a rail of a track, and a plurality of circumferential grooves formed along a tire circumferential direction on a tread surface. The two circumferential grooves formed at both ends of the rail contact area are configured to be wider than other peripheral grooves included in the range of the rail contact area.

  According to the first aspect of the present invention, the track travel is performed by bringing the upper surface of the rail into contact with the contact region of the rail on the tread surface. At that time, circumferential grooves wider than the other circumferential grooves are formed on both sides of the contact area of the rail, so that the portion between the wide circumferential groove and another adjacent circumferential groove is It can be bent so as to escape toward the wide circumferential groove when the rail is in contact, and the pressure contact state with the rail can be relaxed.

In addition, if it is known in advance by the wheel width of the left and right tires in the vehicle body, the rail gauge size, etc., where the rail contacts in the width direction of the tread surface of the tire, the tire tread It is preferable to determine the formation position of two wide grooves on the surface.
Alternatively, an arbitrary position (preferably the center position) on the tread surface is determined as the rail contact area, wide circumferential grooves are formed on both sides thereof, and the rail is in contact with the contact area during track running. It is preferable to adjust the wheel distance and attach the tire to the vehicle.

As for the width of the contact area (the width of only the tread surface not including the wide circumferential grooves on both sides), the value obtained by adding the width of the circumferential grooves on both sides to the width of the contact area is equal to or greater than the upper surface width of the rail. A range in which the width of only the contact area is less than or equal to the upper surface width of the rail is desirable. There may be an error of about several millimeters in this range.
Furthermore, if the rail upper surface width of the track to be run is known, the width of the contact area is set based on this, and if it is not known, 60.33 [mm] (30 kg rail), 62.71 [mm] (37 kg) Rail), 64 [mm] (40 kg rail), 65 [mm] (50 kg N rail, 50 kg T rail, 60 kg rail), 67.87 [mm] (50 kg PS rail), etc. It is preferable.

Further, “the two circumferential grooves are formed wider than the other circumferential grooves” means that the widths of the two circumferential grooves are set wider than any other circumferential groove. Further, these wide circumferential grooves may have the same width, or one of them may be wider than the other.
The width of the groove means the width if the width of the circumferential groove is substantially uniform over the entire circumference, and the average value if the width of the circumferential groove is not uniform.

The invention according to claim 2 has the same configuration as that of the invention according to claim 1, and among the plurality of divided surface portions divided by the plurality of circumferential grooves, the end in the tire width direction of the contact region of the rail The division surface part located in the part is configured to be harder than the other division surface parts.

In the tread surface of the tire, a portion where an end portion (a portion corresponding to a corner of the rail) in the width direction of the rail abuts wears more than the other portions.
Accordingly, among the plurality of divided surface portions divided by the circumferential groove, the divided surface portion positioned at the end portion (the end portion in the tire width direction) of the rail contact region is made harder than the other divided surface portions.
Thereby, generation | occurrence | production and progress of the wear from the division surface part which is easy to produce wear are suppressed.

The “divided surface portion” refers to a portion that is between the circumferential grooves. For example, a plurality of blocks arranged in a line along the circumferential direction of the rubber tire 50 shown in the description of the best mode of the invention described later corresponds to the “divided surface portion”.
In addition, although it is good also as a structure which hardens any one of the division surface parts located in the both ends of the contact area | region of a rail, it is more desirable to make both the division surface parts of both ends hard.
The arrangement and width of the “rail contact area” are the same as in the first aspect of the invention.
It should be noted that, on the tire tread surface, a frictional force generally required for track traveling or road traveling is ensured for portions other than the divided surface portion located at the end of the contact region of the rail in the width direction of the tire. It is desirable to have a general hardness for.

The invention described in claim 3 has the same configuration as that of the invention described in claim 2 , and is formed in a set of a plurality of blocks formed in the contact region of the rail and arranged closely along the tire circumferential direction. Each has a configuration in which the tread surface of the block located at the forward rotation direction side end in the circumferential direction is harder than the tread surface of the other blocks.

When circumferential grooves, lateral grooves, and the like are formed on the tread surface of the tire, a plurality of blocks are formed by being partitioned by them. When wide lateral grooves are formed on the tread surface at regular intervals, each block is in a collective state in which a plurality of blocks are fixed and arranged in the circumferential direction (see, for example, FIG. 9). In the contact area of the rail, the tread surface of the block that is the head in the tire rotation direction comes into contact with the rail first during traveling, among the plurality of blocks that form the mass, and thus wear is most likely to occur.
Therefore, for each set of a plurality of blocks, at least the one end portion side portion of the tread surface of the block located at one end portion in the circumferential direction is made harder than the other portion of the tread surface. Then, when attaching to the vehicle, the tire is attached so that the end of the hardened block is on the leading side in the rotational direction during rotation when the vehicle is moving forward.
As a result, during forward traveling on the track, the occurrence and progression of wear from the leading end portions of the plurality of blocks that are likely to be worn are suppressed.

In the above configuration, the front end of the tread surface of the block located at one end in the circumferential direction among the set of blocks is most likely to wear, so only the end is hard. It may be hard.
In addition, it is desirable that portions other than the block on one end side in the circumferential direction on the tread surface of the tire have a general hardness for maintaining a necessary frictional force during track running or road running. .
The arrangement and width of the “rail contact area” are the same as in the first aspect of the invention.

According to the first aspect of the present invention, since the wide circumferential groove is formed on both sides of the contact area of the rail on the tread surface, the portion divided by the circumferential groove is deformed so as to escape to the wide circumferential groove side. By relaxing the pressure contact state with the rail, it is possible to suppress excessive wear that occurs at both ends of the contact area of the rail, and to improve the wear resistance of the tread surface.
Also, the rails are offset from the center position of the tire by restricting the position adjustment of the left and right positions of the tire with respect to the frame due to circumstances such as modifying an existing road vehicle and manufacturing a dual-purpose vehicle. Even in the case where it is necessary to contact the tire, by forming a wide circumferential groove according to the offset amount, it is possible to suppress wear of the tire and improve durability.
In addition, as described above, the present invention can provide a tire that can be used for a vehicle traveling on both roads and rails.

In the invention according to claim 2, among the plurality of divided surface portions divided by the circumferential groove, the divided surface portion located at the end of the contact area of the rail is made harder than the other divided surface portions. Thus, it is possible to suppress the occurrence and progress of wear from the contact portion of the corner portion of the rail where wear is likely to occur, and it is possible to improve the wear resistance of the tread surface.
In addition, since the present invention does not harden the divided surface portions other than the divided surface portion located at the end of the contact area of the rail, it is possible to ensure appropriate adhesion to the rail and also when traveling on the road. And stable running is possible.
In addition, even if the existing road traveling vehicle is modified and a dual-purpose traveling vehicle is manufactured, the offset amount is offset even if the rail must be brought into contact with the center position of the tire. By selecting the arrangement of the divided surface portions to be hardened according to the above, it is possible to suppress the wear of the tire and improve the durability.
In addition, as described above, the present invention can provide a tire that can be used for a vehicle traveling on both roads and rails.

In the invention according to claim 3, since the tread surface of the block on the one end side in the circumferential direction of the set of a plurality of blocks densely arranged along the tire circumferential direction is harder than the other blocks, the hardened block is the first By mounting the tire on the vehicle so as to be on the side, it is possible to suppress the occurrence and progression of wear from the leading end that tends to wear during track running, and improve the wear resistance of the tread surface It becomes possible.
In addition, the present invention does not harden the blocks other than the block on one end side in the assembly, so that it can secure an appropriate degree of adhesiveness to the rail and also when traveling on the road, and is stable. It is possible to run.
In addition, even if the existing road traveling vehicle is modified and a dual-purpose traveling vehicle is manufactured, the offset amount is offset even if the rail must be brought into contact with the center position of the tire. By selecting the arrangement of the blocks to be hardened according to the above, it is possible to suppress the wear of the tire and improve the durability.
In addition, as described above, the present invention can provide a tire that can be used for a vehicle traveling on both roads and rails.

(Outline of Embodiment of the Invention)
A rubber tire 50 according to an embodiment of the present invention will be described with reference to FIGS. The rubber tire 50 is used for both traveling on a road and traveling on a rail of a track.
The rubber tire 50 is used as a drive wheel in the dual mode vehicle 1 of the “dual mode traffic system”, which is a new traffic system that has the advantages of both the conventional rail transport system and the bus transport system. is there.

(Dual mode transportation system)
As shown in FIG. 1, the dual mode traffic system includes a dual mode vehicle 1, a travel mode conversion structure 10, a road (not shown) on which the dual mode vehicle 1 can travel, and a track 40. The dual mode vehicle 1 in the road travel mode is converted into the track travel mode via the travel mode conversion structure 10, while the dual mode vehicle 1 in the track travel mode is converted into the road travel mode. .
The road has a road surface on which the dual mode vehicle 1 can travel.
As shown in FIG. 1, the track 40 has two rails R on which the dual mode vehicle 1 can travel, and the distance between the rails R is a standardized value (1067 [mm]). ing. Each rail R is a so-called 50 kgN rail whose top width is set to 65 [mm]. That is, the track 40 is a standard that can be used by a normal railway vehicle, and it is possible to share the track 40 by making the traveling time of the normal railway vehicle and the dual mode vehicle 1 different.

(Dual mode vehicle)
As shown in FIG. 1, the dual mode vehicle 1 includes a vehicle body 2, a front rubber tire 3 rotatably supported in a pair in front of the vehicle body 2, and a first rotatably supported in a pair in the rear of the vehicle body 2. The second rear rubber tires 4, 50, and the front guide wheel 5 and the rear guide wheel 6 for traveling on a track that rotate about axles 5a, 6a that are arranged to be movable up and down in front and rear of the vehicle body 2. ing.
The dual-mode vehicle 1 performs both the road traveling by the front rubber tire 3 and the first and second rear rubber tires 4, 50 and the track traveling by the front guide wheel 5, the rear guide wheel 6 and the second rear rubber tire 50. It can be realized by switching freely.

  The vehicle body 2 has a structure for carrying a plurality of passengers. In the present embodiment, a microbus body 2 as shown in FIG. 1 is adopted, and about 30 people including the driver can be boarded.

  The front guide wheel 5 and the rear guide wheel 6 are made of metal such as iron, and one each is provided on the left and right. The left and right front guide wheels 5 and the rear guide wheels 6 are connected by a front axle 5a and a rear axle 6a, respectively. Further, the front guide wheel 5 and the rear guide wheel 6 are rotatably attached to the front and rear of the chassis 2a of the vehicle body 2 via front and rear axles 5a and 6a and arms 5b and 6b. It is configured to rotate upward and downward by expansion and contraction.

When traveling on the road, the front guide wheel 5 and the rear guide wheel 6 are rotated upward by contraction of the hydraulic actuator, and are fixed above the front rubber tire 3 and the first and second rear rubber tires 4, 50.
On the other hand, at the time of running on the track, the front guide wheel 5 and the rear guide wheel 6 are rotated downward by the extension of the hydraulic actuator and brought into contact with the upper surface of the rail R of the track 40. During track travel, the front guide wheel 5 supports the front load of the vehicle body 2, and the rear guide wheel 6 supports a part of the rear load of the vehicle body 2. At this time, the extension amount of the hydraulic actuator is adjusted to a height at which the second rear rubber tire 50 can maintain contact with the rail R, and the second rear rubber tire 50 supports a part of the rear load remaining. It becomes.

  Further, the front guide wheel 5 and the rear guide wheel 6 are provided with flanges 5c, 6c and tread surfaces 5d, 6d having a gradient, and perform a track guide function. For this reason, the dual mode vehicle 1 can accurately travel along the rail R even if the second rear rubber tire 50 that is the drive wheel is not provided with a tread gradient or a flange. In the present embodiment, the heights of the flanges 5c, 6c of the front guide wheel 5 and the rear guide wheel 6 are set to “about 33 mm”.

  The left and right front rubber tires 3 are rotatably supported by a horizontal support shaft with respect to the vehicle body 2, and the left and right front rubber tires 3 are directed in the same direction by a steering mechanism (not shown) connected to the handle of the driver's seat of the vehicle body 2. Steering is possible while maintaining.

As shown in FIG. 1, the first and second rear rubber tires 4 and 50 are pivotally supported by a pair of left and right tire axles 4 a attached to the chassis 2 a of the vehicle body 2. The rear rubber tire 4 is disposed on both outer sides in the left-right direction, and the second rear rubber tire 50 is disposed adjacent to the inner side of the first rear rubber tire 4. That is, the left and right first rear rubber tires 4 and the left and right second rear rubber tires 50 are disposed on the same axis.
The first and second rear rubber tires 4, 50 support the load of the vehicle body 2 when traveling on the road together with the front rubber tire 3, and are driven by an engine (not shown) and a power transmission device when traveling on the road. It functions as a drive wheel during orbital travel. Further, at the time of running on the track, only the inner second rear rubber tire 50 abuts on the upper surface of the rail R constituting the track 40 to generate a driving force.

(Detailed explanation of the second rear rubber tire)
The front rubber tire 3 and the first rear rubber tire 4 are the same rubber tires that are generally used in the past (for example, rubber tires shown in FIGS. 7 to 9). On the other hand, the second rear rubber tire 50 needs to abut on the upper surface of the rail R, which is narrower than the tread surface 51, to rotate and drive the dual-mode vehicle 1. A rubber tire is used that has high wear resistance with respect to the rail R at the time and has sufficient adhesion to maintain good running with respect to the rail R.

The second rear rubber tire 50 will be described in detail based on FIG. 2 and FIG. 2A is a cross-sectional view taken along the center line direction of the rubber tire 50, FIG. 2B is a front view thereof, and FIG. 3 is an explanatory view showing a setting example of the width of a contact area of a rail described later.
The second rear rubber tire 50 shown in FIG. 2 and FIG. 3 is the left rubber tire in the state where the second rear rubber tire 50 is mounted on the dual mode vehicle 1 and faces forward in the traveling direction. With respect to, a structure that is mirror-symmetrical with that shown in the drawing is used with reference to a vertical plane with respect to the rear tire axle 4a, and the description thereof is omitted.

  As shown in the figure, the tread surface 51 of the second rear rubber tire 50 is formed with a plurality of two types of circumferential grooves 52 and 53 having different widths along the circumferential direction. A lateral groove 54 and a lateral groove 57 having a width wider than that of the lateral groove 54 are formed between the circumferential grooves 52 and 53 along the substantially width direction. A number of blocks 55 are formed by dividing the tread surface 51 by the circumferential grooves 52 and 53 and the lateral grooves 54 and 57.

The two circumferential grooves 53 formed on the left and right sides of the contact area T are set wider than the other circumferential grooves 52.
The rail contact region T indicates a range in which the upper surface of the rail R contacts the tread surface 51. As the second rear rubber tire 50, a tire whose left and right width of the tread surface 51 is larger than the width of the upper surface of the rail R is used. It will be in contact with.
The distance (wheel distance) between the second rear rubber tire 50 on the left side of the vehicle body and the second rear rubber tire 50 on the right side of the vehicle body is determined according to the lateral width of the chassis 2a of the vehicle body 2, and in addition, the distance between the tracks 40, The amount of bias can also be considered. On the other hand, the distance (gauge dimension) between the left rail R and the right rail R of the track 40 is selected and determined from any of a plurality of standards (in this embodiment, the gauge dimension is 1067 [ mm]). When the wheel distance of the left and right second rear rubber tires 50 and the distance between the left and right rails R are known in advance, the middle between the second rear rubber tire 50 on the left side and the second rear rubber tire 50 on the right side. The rails R come into contact with the tread surfaces 51 of the left and right second rear rubber tires 50 when the positions of the left and right rails R and R are aligned with each other. The range can be predetermined as the rail contact area T.

  Further, the left and right widths of the rail contact region T are determined according to the width of the rail R. The width of the rail R is determined by selecting one of a plurality of types of rail width standards. In the present embodiment, the rail R is a so-called 50 kgN rail as described above, and the width of the upper portion thereof is 65 [mm]. And the width | variety of the contact area | region T of a rail is set equal to the width | variety of the upper part of the rail R, as shown to FIG. 2 (A). As will be described later, it is desirable that the width of the contact region T coincides with the rail R, but is not limited thereto.

A wide circumferential groove 53 is formed on both sides of the rail contact area T determined in advance. The width of the wide circumferential groove 53 may be larger than that of the other circumferential grooves 52.
When a range including the width of the rail contact area T and the circumferential grooves 53 on both the left and right sides is a displacement area, the width of the displacement area is set to 80 [mm] as an example in the present embodiment. As described above, if the width of the contact region T is 65 [mm], in this embodiment, the width of the circumferential groove 53 is set to 7.5 [mm] on the left and right. Note that the width of the displacement region and the numerical value of the circumferential groove 53 are examples, and are not limited to these. (1) The fixed axle distance of the vehicle (the axles 5a and 6a of the front guide wheel 5 and the rear guide wheel 6). (2) Distance between the flanges 5c and 6c of the front guide wheel 5 and the rear guide wheel 6 and the rail R, (3) Wheel distance of the second rear rubber tire 50, (4) Curved rail It is desirable to select as appropriate from conditions such as the amount of deviation in R and the curvature of the rail R that can occur on the running track.

The arrangement of the contact region T is determined on the tread surface 51 of the second rear rubber tire 50, and two circumferential grooves 53 that are wider than the other circumferential grooves 52 are formed on the left and right sides of the contact region T at positions on both sides thereof. By providing an interval equal to the width, when the second rear rubber tire 50 comes into contact with the upper surface of the rail R during track running, the rows of blocks 56 located at the left and right ends of the contact region T are: Each can be bent so as to escape to the wide circumferential groove 53 side, and excessive wear of the blocks 56 located on the left and right sides of the contact region T can be suppressed.
In addition, each of the blocks 56 located on both the left and right sides of the contact region T abuts the upper surface of the rail R in the full width range in the left-right width direction, so that it is compared with a case where only a part of the width direction abuts. Thus, excessive wear can be suppressed.

  In FIG. 2, it is preferable to match the width of the contact region T with the width of the upper surface of the rail R, but it is not necessary to match exactly. For example, when the width of the circumferential groove 53 is H, the width of the contact region T is set in a range where T is R or less (in the case of FIG. 2A) and T + 2H is R or more (in the case of FIG. 3). (That is, (R−2H) ≦ T ≦ R).

(Travel mode conversion structure)
The travel mode conversion structure 10 is for smoothly converting the travel mode of the dual mode vehicle 1 from the road travel mode to the track travel mode.
The traveling mode conversion structure 10 includes a base that enables smooth entry into the laying region of each rail R of the track 40 in the road traveling mode, and the dual mode vehicle 1 in the laying region of each rail R. Is mainly composed of guides for guiding the front guide wheel 5 and the rear guide wheel 6 to each rail R so as not to be displaced in the left-right direction by traveling along the rail.

  That is, the dual mode vehicle 1 enters the base in the road traveling mode in which the front guide wheels 5 and the rear guide wheels 6 are waiting above the plane where the rubber tires 3, 4 and 50 are simultaneously grounded. It advances along each rail R in the state which lowered | hung the direction guide wheel 5 and the back guide wheel 6 to the height which grounds to the said grounding surface. Then, the front guide wheel 5 and the rear guide wheel 6 are guided by the guide so as to be placed on each rail R in order. Then, the front guide wheel 5 is further lowered to a height at which the front rubber tire 3 is lifted above the height of the upper surface of the rail R, thereby shifting to the track running mode.

(Effect of embodiment)
As described above, in the dual mode traffic system 1, the driving mode conversion structure 10 provided in a partial section of the track 40 is used to easily and quickly convert the road mode of the dual mode vehicle 1 to the track mode. It is possible.

Further, since the dual mode vehicle 1 has the wide circumferential grooves 53 formed on both sides of the contact area T of the rail on the tread surface 51 as the second rear rubber tire 50, the dual mode vehicle 1 is just inside the circumferential grooves 53. The aligned blocks 56 can be deformed so as to escape toward the circumferential groove 53 when pressed against the rail R, and excessive wear can be suppressed by relaxing the pressed state, and the wear resistance of the tread surface. Can be improved.
Further, as shown in FIG. 2 or FIG. 3, the second rear rubber tire 50 has a width closer to the upper surface width of the rail R at both ends in the width direction within the contact area T as shown in FIG. The block 56 positioned can be brought into contact with the upper surface of the rail R in the range of the entire width. Accordingly, it is possible to avoid a state of contact in part in the width direction, disperse the applied pressure, and suppress excessive wear from this point of view. From such an action, the wear resistance of the tread surface can be reduced. It becomes possible to improve.
That is, in the dual mode vehicle 1, by using the second rear rubber tire 50, while maintaining the running performance on the road, excessive wear is suppressed during track running, and stable running in both modes is achieved. It can be maintained for a long time.
In addition, for example, when the dual-mode vehicle 1 is manufactured by remodeling an existing road traveling vehicle, the position adjustment of the left and right positions of the second rear rubber tire 50 with respect to the frame is limited. Even when the rail R is forced to be offset from the center position in the width direction of the second rear rubber tire 50, the wide circumferential groove 56 is formed according to the offset amount, thereby It is possible to suppress wear and improve durability.
In the present embodiment, the second rear rubber tire 50 is in contact with the center position in the width direction of the tread surface 51 with the center position in the width direction of the rail R being offset by 20 [mm] inward. However, since the rail contact area T is also offset and set inward by 20 [mm] from the center position of the tread surface corresponding to the offset, wear reduction is effectively achieved.

(Second example of second rear rubber tire)
A second example of the second rear rubber tire is shown in FIG. FIG. 4 shows a front view of the second rear rubber tire 50A.
The second rear rubber tire 50A is a left rubber tire in a state where it is mounted on the dual mode vehicle 1 and facing forward in the traveling direction, but the right rear rubber tire 50A is a rear tire axle 4a. It is assumed that a mirror-symmetrical structure is used with respect to the vertical plane with respect to the figure, and the description thereof is omitted.

  As shown in FIG. 4, the tread surface 51A of the second rear rubber tire 50A is formed with a plurality of two types of circumferential grooves 52A and 53A having different widths along the circumferential direction. The tread surface 51A is divided into a plurality of divided surface portions along the circumferential direction by the circumferential grooves 52A and 53A, and is further wider than the lateral groove 54A formed along the substantially width direction and the lateral groove 54A. A number of blocks 55A and 56A are formed by the lateral groove 57A.

  Here, the circumferential groove 53A is formed on both the left and right sides of the contact area T of the rail in the same manner as the circumferential groove 53 described above, and is set wider than the other circumferential grooves 52A. In addition, about the contact area | region T of a rail, it sets on the same conditions as the 2nd back rubber tire 50 mentioned above.

  In the second rear rubber tire 50A, a plurality of blocks 56A arranged in a line on one end side in the width direction (the right end side in the figure in this example) in the rail contact region T (in FIG. 4). The shaded display portion) is harder than the other blocks 55A. In addition, as a method of hardening the block 56A, hard rubber may be partially used, or the block 56A may be hardened by partially adjusting the formation conditions in the tire molding process. Further, a hard material may be embedded in the block 56A later.

In the second rear rubber tire 50A, the plurality of blocks 56A located at the end portions in the width direction in the rail contact region T are likely to be worn by the corners of the rail R, but the block 56A It is possible to suppress wear by making the block harder than the other block 55A. Thereby, generation | occurrence | production and progress of wear from the block 56A which is easy to produce wear are suppressed.
Further, it is desirable that the other blocks 55A have the same hardness as a rubber tire that is normally used. Thereby, it is possible to favorably maintain the adhesive force (friction force) on the tread surface 51A during traveling.

In the rail contact region T, only the blocks 56A arranged on the right end side in FIG. 4 are hardened. However, the rails are arranged on the other end side (left end portion in FIG. 4) of the rail contact region T. The block may be hardened.
Further, in this example, as in the case of the second rear rubber tire 50, the case where the circumferential grooves 53A positioned on both ends of the rail contact area T are formed wider than the other circumferential grooves 52A is exemplified. When a sufficient wear reduction effect can be obtained by hardening, the circumferential groove 53A may be set to the same width without being distinguished from the other circumferential grooves 52A.

(Third example of second rear rubber tire)
FIG. 5 shows a third example of the second rear rubber tire. FIG. 5 shows a front view of the second rear rubber tire 50B.
The second rear rubber tire 50B is a left rubber tire in a state where it is mounted on the dual mode vehicle 1 and facing forward in the traveling direction, but the right rear rubber tire 50B is a rear tire axle 4a. It is assumed that a mirror-symmetrical structure is used with respect to the vertical plane with respect to the figure, and the description thereof is omitted.

  As shown in FIG. 5, a plurality of two types of circumferential grooves 52B and 53B having different widths are formed along the circumferential direction on the tread surface 51B of the second rear rubber tire 50B. A lateral groove 54B and a lateral groove 57B having a width wider than that of the lateral groove 54B are formed between the circumferential grooves 52B and 53B substantially along the width direction. A number of blocks 55B and 56B are formed by dividing the tread surface 51B by the circumferential grooves 52B and 53B and the lateral grooves 54B and 57B.

  Here, the circumferential groove 53B is formed on both the left and right sides of the contact area T of the rail in the same manner as the circumferential groove 53 described above, and is set wider than the other circumferential grooves 52B. In addition, about the contact area | region T of a rail, it sets on the same conditions as the 2nd back rubber tire 50 mentioned above.

The lateral grooves 57B are formed at regular intervals in the circumferential direction, and two lateral grooves 54B are formed between the lateral grooves 57B. In other words, when the tread surface 51B is viewed along the circumferential direction, it is partitioned into the horizontal grooves 57B, so that the block group 59B composed of the three blocks 55B, 55B, and 56B is densely arranged in a row. ing.
And, within the range of the contact area T of the rail, the tread surface of the block 56B located at the head in the forward rotation direction S in each block group 59B is formed to be harder than the other blocks 55B. In FIG. 5, the hard block 56B is shown in a shaded display.

In addition, about the contact area | region T of a rail, it sets on the same conditions as the 2nd back rubber tire 50 mentioned above.
Further, the method for making the block 56B hard is the same as that for the block 56A described above.

  In the second rear rubber tire 50B, in the contact region T of the rail, the block 56B located at the head in the forward rotation direction S, which is most likely to be worn out in the block group 59B formed in a solid state, is replaced with another block 56B. Wear can be suppressed by making it harder than the block 55B. Thereby, generation | occurrence | production and progress of the wear from the block 56B which is easy to produce wear are suppressed.

Further, it is desirable that the other blocks 55B have the same hardness as that of normally used rubber tires. Thereby, it is possible to favorably maintain the adhesive force (friction force) on the tread surface 51B during traveling.
Although the case where the entire tread surface of the block 56B is hardened in the rail contact region T is illustrated, only the front end portion in the forward rotation direction on the tread surface of the block 56B may be hardened.

In this example of the second rear rubber tire 50B, the second rear rubber tire 50 is also provided with the characteristics. However, if the block 56B is hardened, a sufficient wear reduction effect can be obtained. 53B may be set to the same width without being distinguished from other circumferential grooves 52B.
Alternatively, the second rear rubber tire 50B may be configured to include the characteristics of the second rear rubber tire 50A instead of including the characteristics of the second rear rubber tire 50. Or it is good also as a structure provided with the characteristic of both the 2nd back rubber tire 50 and the 2nd back rubber tire 50A.

Further, since the second rear rubber tire 50B has the block 56B positioned at the head in the forward rotation direction S harder than the other blocks 55B, it is not attached in the reverse rotation direction when attached to the vehicle. A marking such as an arrow indicating the forward rotation direction of the tire 50B may be attached.
Alternatively, both the blocks on both sides in the rotational direction in the block group 59B may be hardened so that the second rear rubber tire 50B may be attached in either the front or rear direction.

(Fourth example of second rear rubber tire)
A fourth example of the second rear rubber tire is shown in FIG. FIG. 6 is a front view of the second rear rubber tire 50C.
The second rear rubber tire 50C is shown as a left rubber tire in a state where it rides on the dual mode vehicle 1 and faces forward in the traveling direction, but the right second rear rubber tire 50C is the rear tire axle 4a. It is assumed that a mirror-symmetrical structure is used with respect to the vertical plane with respect to the figure, and the description thereof is omitted.

  The second rear rubber tire 50C has all the features of the second rear rubber tires 50, 50A, 50B described above. That is, as shown in FIG. 6, the tread surface 51C of the second rear rubber tire 50C is formed with a plurality of two types of circumferential grooves 52C and 53C having different widths along the circumferential direction. A transverse groove 54C and a transverse groove 57C having a width wider than the transverse groove 54C are formed between the circumferential grooves 52C and 53C, and the tread surface 51C is divided by the circumferential grooves 52C and 53C and the transverse grooves 54C and 57C. A number of 55C and 56C are formed.

The circumferential grooves 52C and 53C are formed under the same conditions as the circumferential grooves 52 and 53 of the second rear rubber tire 50. Also, the setting conditions regarding the width and arrangement of the contact area T of the rail are the same.
Further, the lateral grooves 54C and 57C are formed under the same conditions as the lateral grooves 54B and 57B of the second rear rubber tire 50B. Therefore, the block groups 59C including the three blocks 55C, 55C, and 56C are densely arranged and arranged in a line.

And, within the range of the contact area T of the rail, the tread surface of the block 56C that is positioned at the foremost in the forward rotation direction S in each block group 59C is formed to be harder than the other blocks 55C.
In addition, a plurality of blocks 58C arranged in a row on one end side in the width direction (the right end side in the figure in this example) in the rail contact region T are formed to be harder than the other blocks 55C.
The blocks 56C and 58C have the same hardness, and the method of making them hard is the same as that of the block 56A described above.
In FIG. 6, the hard blocks 56C and 58C are shown in a shaded display.

  Thereby, it becomes possible to suppress wear of the tread surface 51C in the same manner as the second rear rubber tires 50, 50A, 50B. In addition, since the portion of the tread surface 51C that is not hardened is also left, it is possible to secure the adhesive force required for traveling as in the second rear rubber tires 50, 50A, 50B.

Further, it is desirable that the other blocks 55C have the same hardness as a rubber tire that is normally used. Thereby, it is possible to favorably maintain the adhesive force (friction force) on the tread surface 51C during traveling.
In the rail contact region T, the right end block 58C is hardened, but the left end block 55C may be hardened.
Similarly to the second rear rubber tire 50B, the second rear rubber tire 50C may be marked with an arrow or the like indicating the forward rotation direction.
Alternatively, both the blocks on both sides in the rotational direction in the block group 59C may be hardened.

(Other)
In each of the above-described embodiments, the rubber tires 50, 50A, 50B, and 50C that are characteristic of the dual mode vehicle 1 are applied. However, other vehicles (e.g., vehicles that travel on both roads and tracks) The rubber tires 50, 50A, 50B, and 50C may also be applied to railroad vehicles and the like.

FIG. 1 shows a dual mode vehicle and a traveling mode conversion structure constituting a dual mode traffic system according to an embodiment of the present invention, FIG. 1 (A) is a plan view, and FIG. 1 (B) is a side view. . 2A is a sectional view of a second rear rubber tire of the dual mode vehicle, and FIG. 2B is a front view. It is explanatory drawing which shows the relationship between the width | variety of the rail contact area | region of a 2nd back rubber tire, and the width | variety of a rail. It is a front view of the 2nd example of the 2nd back rubber tire. It is a front view of the 3rd example of the 2nd back rubber tire. It is a front view of the 4th example of the 2nd back rubber tire. It is a front view which shows the state by which the conventional rubber tire was mounted on the rail. FIG. 8A is a cross-sectional view of a cross section along the center line direction of the rubber tire showing the wear state generated on the tread surface of the conventional rubber tire, and FIG. 8B is a front view showing the wear state. It is sectional drawing by a cross section perpendicular | vertical to the centerline of the conventional rubber tire.

Explanation of symbols

10 Dual-mode vehicle 40 Track 50, 50A, 50B, 50C Second rear rubber tire 51, 51A, 51B, 51C Tread surface 52, 52A, 52B, 52C Circumferential groove 53, 53A, 53B, 53C 55, 55A, 55B, 55C Block 56 Blocks 56A, 56B, 56C, 58C located at the left and right ends of the contact area Hardened block R Rail T Rail contact area

Claims (3)

Tires used both on roads and on rails of tracks,
Of the circumferential grooves formed along the tire circumferential direction on the tread surface, two circumferential grooves formed at both ends of the rail contact area are included in the range of the rail contact area. A tire characterized by being formed wider than other circumferential grooves. Among the plurality of divided surface portions divided by the plurality of circumferential grooves, the divided surface portion located at the end in the width direction of the tire in the contact region of the rail is harder than the other divided surface portions. The tire according to claim 1 . Other than the tread of the block located at the end of the forward rotation direction side in the circumferential direction for each of a plurality of blocks densely arranged along the tire circumferential direction formed in the contact region of the rail The tire according to claim 2, wherein the tire is harder than the tread of the block.

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